JP7393174B2 - Parking lot management system, parking lot management method and vehicles - Google Patents

Description

The present invention relates to a parking lot management system, a parking lot management method, and a vehicle, and more particularly to a parking lot management system, a parking lot management method, and a vehicle that manage the order of exits from a parking lot.

In recent years, various technologies have been developed to realize automatic vehicle driving. Automated vehicle driving can generally be divided into assisted driving, in which the vehicle control system supports the driver's driving, and autonomous driving, in which the vehicle can be driven completely unmanned.

As for autonomous driving, for example, the technique described in Patent Document 1 is known. In the conventional autonomous driving described in Patent Document 1, the vehicle travels along a route searched by a navigation system, predicts the behavior of surrounding objects sensed by sonar etc. while driving, and performs the predicted behavior. This allows the vehicle to perform actions to avoid objects that are likely to occur.

On the other hand, parking systems known as so-called valet parking, in which parking is left to attendants at hotels, restaurants, etc., have been known. As a new parking lot management system using this valet parking system, in recent years, a parking lot management system has been proposed that allows autonomous vehicles to move smoothly as described above in parking lots of large facilities such as shopping malls. It has been reached.

As a parking lot management system using the valet parking system for self-driving vehicles, for example, a technique described in Patent Document 2 has been proposed. In the parking lot management system described in Patent Document 2, a control system on the facility side manages a parking lot using a valet parking method, and in particular, efficiently controls entry and exit of autonomous vehicles into the parking lot. It is now possible to do so.

Special Publication No. 2013-544696 Japanese Patent Application Publication No. 2016-006605

However, in the parking lot management system described in Patent Document 2 mentioned above, when the control system on the facility side falls into an abnormal state (failure state), the autonomous vehicle exit management function (for example, exit order management, exit permission management, etc.) management functions) will be lost, and various troubles may occur. Specifically, it is expected that problems will occur, such as the vehicle not being able to move properly in response to a call from the passenger of the vehicle to leave the garage, or a traffic jam of vehicles leaving the garage occurring near the passenger's boarding position. Ru.

The present invention was made in view of these circumstances, and even if the control system on the facility side falls into an abnormal state (failure state), it is possible to accurately control parked autonomous vehicles without crowding them. An object of the present invention is to provide a parking lot management system, a parking lot management method, and a vehicle that can be used to park vehicles.

A parking lot management system according to one aspect of the present invention is a parking lot management system including a management vehicle capable of executing parking lot exit management, wherein the management vehicle is a control system that manages at least the exit of a first vehicle. a communication unit that enables communication between the communication unit and the control system; and a proxy management control that manages at least the departure of the first vehicle on behalf of the control system when communication between the communication unit and the control system changes to a predetermined state. a control unit that executes the control , and the communication unit further enables communication with a predetermined vehicle including at least the first vehicle when the control unit executes the proxy management control, and the communication unit When the communication unit receives a request to leave the garage from the first vehicle, the unit transmits information regarding a second vehicle scheduled to leave the garage immediately before the first vehicle to the first vehicle; The communication unit is controlled to transmit information regarding the first vehicle to the second vehicle .
A parking lot management system according to one aspect of the present invention is a parking lot management system that can execute parking lot exit management, and includes at least a control system that manages the exit of a first vehicle, and a managed vehicle. , the managed vehicle includes a communication unit that enables communication with the control system, and when communication between the communication unit and the control system changes to a predetermined state, the managed vehicle communicates with at least the first communication unit on behalf of the control system. a control unit that executes proxy management control for managing the leaving of vehicles, and when the control unit executes the proxy management control, the communication unit further includes a control unit that controls a predetermined vehicle including at least the first vehicle. When the communication unit receives a request for leaving the parking lot from the first vehicle, the control unit transmits information regarding a second vehicle that is scheduled to leave the parking lot immediately before the first vehicle to the second vehicle. At the same time, the communication unit is controlled to transmit information regarding the first vehicle to the second vehicle.

A parking lot management method according to one aspect of the present invention is a parking lot management method for a parking lot management system including a control system that manages the exit of vehicles and a management vehicle that manages the exit of the vehicles on behalf of the control system. a step of determining whether communication with the control system has changed to a predetermined state in the managed vehicle; and a step of leaving the vehicle when communication with the control system has changed to a predetermined state. a step of receiving the request, and transmitting information regarding a second vehicle scheduled to leave the garage immediately before the first vehicle to the first vehicle that desires to leave the garage; transmitting information relating to the information .

A vehicle according to an aspect of the present invention is a vehicle, and includes a communication unit that enables communication with a control system that manages exit of at least a first vehicle from a parking lot, and a communication unit that enables communication between the communication unit and the control system. a control unit that executes proxy management control for managing at least the departure of the first vehicle on behalf of the control system when the state changes to a predetermined state; When executing the management control, the control unit further enables communication with a predetermined vehicle including at least the first vehicle, and when the communication unit receives a request for departure from the first vehicle, the control unit The communication unit is configured to transmit information regarding a second vehicle that is scheduled to leave the garage immediately before the first vehicle to the first vehicle, and transmit information regarding the first vehicle to the second vehicle. Control .

According to the present invention, even if the control system on the facility side falls into an abnormal state (failure state), a parking lot management system that can accurately let parked autonomous vehicles out of the parking lot without causing congestion; A parking lot management method and vehicles can be provided.

1 is a diagram showing an example of a parking lot that employs a parking lot management system according to an embodiment of the present invention. FIG. 2 is a block diagram showing the configuration of a facility control system in the parking lot management system of this embodiment. FIG. 2 is a block diagram showing the configuration of a vehicle in the parking lot management system of the present embodiment. FIG. 2 is a block diagram showing the configuration of a mobile terminal device operated by a vehicle passenger in the parking lot management system of the present embodiment. FIG. 2 is a diagram illustrating combinations of communication subjects in the parking lot management system of the present embodiment. FIG. 3 is a diagram showing a state in which a predetermined vehicle that has entered a parking lot is determined as a management proxy vehicle in the parking lot management system of the present embodiment. FIG. 3 is a diagram showing a situation when the first vehicle is parked in the parking lot management system of the present embodiment when communication between the management agent vehicle and the facility control system is normal. FIG. 3 is a diagram showing a situation when the first vehicle enters the parking area when communication between the management agent vehicle and the facility control system is normal in the parking lot management system of the present embodiment. FIG. 7 is a diagram showing a situation when the passenger instructs the first vehicle to leave the parking lot when communication between the management agent vehicle and the facility control system is normal in the parking lot management system of the present embodiment. FIG. 3 is a diagram showing a communication situation between a management proxy vehicle and another vehicle when communication with the facility control system fails in the parking lot management system of the present embodiment. FIG. 6 is a diagram showing a situation when the first vehicle is instructed to leave the parking lot when communication with the facility control system fails in the parking lot management system of the present embodiment. FIG. 6 is a diagram showing the exit status of the first vehicle and the second vehicle that left the parking lot immediately before the parking lot management system according to the present embodiment when communication with the facility control system fails. FIG. 2 is a diagram showing a situation when the management proxy vehicle itself is instructed to leave the parking lot when communication with the facility control system fails in the parking lot management system of the present embodiment. It is a flow chart showing control concerning a facility control system in a parking lot management system of this embodiment. It is a flowchart showing the control related to the management agent vehicle after communication with the facility control system becomes a failure state in the parking lot management system of this embodiment. It is a flowchart which showed the control concerning the 1st vehicle after receiving the proxy start notification from the management proxy vehicle in the parking lot management system of this embodiment. It is a flow chart showing control concerning a first vehicle which received an exit instruction from a passenger in a parking lot management system of this embodiment.

DESCRIPTION OF EMBODIMENTS An embodiment of one aspect of the present invention will be described in detail below with reference to the drawings. Note that in the drawings used in the following explanation, the scale of each constituent element is different in order to make each constituent element recognizable on the drawing. The present invention is not limited only to the quantity of the described components, the shape of the components, the ratio of the sizes of the components, and the relative positional relationship of each component.

<Overall configuration of the parking lot management system of this embodiment>
Next, the overall configuration of a parking lot management system that is an embodiment of the present invention will be described. FIG. 1 is a diagram showing an example of a parking lot that employs a parking lot management system according to an embodiment of the present invention.

In this embodiment, the parking lot management system is assumed to be a parking lot management system that employs a valet parking system in a large commercial facility such as a shopping mall.
As shown in FIG. 1, in the parking lot management system of this embodiment, the vehicles entering the parking lot are autonomous vehicles that are capable of autonomous driving when a destination or travel route is specified. It has a parking lot area 5, a boarding area 6 for getting on and off the vehicle, and a passenger waiting area 7 in the shopping mall facility.

As shown in FIG. 1, the parking area 5 has a plurality of parking lots 51 in this embodiment. Each of the plurality of parking sections 51 has a parking number. For example, parking lot 51P is assigned parking number. 10 is assigned. In addition, in this embodiment, this parking No. The parking lot 51P to which number 10 is assigned is set as a parking slot for determining a management proxy vehicle. The parking slot for determining this management proxy vehicle will be described in detail later.

Furthermore, the parking area 5 is provided with an entrance gate 5ent and an exit gate 5exit, through which autonomous vehicles whose entry and exit are managed by a facility control system 1, which will be described later, enter and exit the parking lot. In addition, in this embodiment, one exit gate 5exit is provided as the exit gate of the parking lot area 5, but the present invention is not limited to this, and the parking lot area 5 may be provided with a plurality of exit gates. good. In this case, it will be necessary to identify the exit gate when leaving the warehouse, but details will be described later.

The boarding and alighting area 6 is a space for passengers to get off a vehicle (vehicle 10 in FIG. 1) that has traveled from an external area, or for a passenger to board a vehicle that has left the parking lot area 5 and is autonomously traveling. area. Although only one vehicle 10 is shown in FIG. 1, a plurality of vehicles can park in the boarding/alighting area 6.

In the present embodiment, the passenger waiting area 7 is an area within the shopping mall facility, and is used for passengers 2 who get off from a vehicle 10 that has stopped in the boarding and alighting area 6 or passengers 2 who get into a vehicle that has given an instruction to leave the parking lot. This is an area for temporary waiting. Furthermore, in or near the passenger waiting area 7, a facility control system 1 is provided that manages the "vehicles" entering and exiting the parking area 5. Note that the facility control system 1 will be described in detail later.

<Combination of communication subjects in wireless communication system>
Here, in this embodiment, a combination of communication entities in a wireless communication system in a parking lot management system will be described.
FIG. 5 is a diagram illustrating combinations of communication subjects in the parking lot management system of this embodiment.

As shown in FIG. 5, the wireless communication system adopted in the parking lot management system of this embodiment includes a facility control system 1, a mobile terminal device 3 operated by a passenger 2, a parking lot area 5 in the parking lot management system, and a boarding/alighting area. Vehicles (autonomous driving vehicles) 10 that operate autonomously within the area 6 each exchange data through wireless communication using communication frames in a predetermined format.

When the wireless communication systems adopted in the parking lot management system of this embodiment are distinguished based on the difference in the communication entity, as shown in FIG.
・Wireless communication between “passenger 2 (mobile terminal device 3)” and “facility control system 1” ・Wireless communication between “passenger 2 (mobile terminal device 3)” and “vehicle 10” ・“facility control system 1” ” and “vehicle 10” and wireless communication between “vehicle 10” and “vehicle 10.”

As a multiple access method that allows the above four types of communication to coexist, communication methods such as frequency division multiple access (FDMA) and code division multiple access (CDM A) should be adopted. I can do it. Furthermore, a multi-access method based on the "700 MHz Band Intelligent Transportation System Standard (ARIB STD-T109)" may be adopted.

<Configuration of facility control system 1>
FIG. 2 is a block diagram showing the configuration of the facility control system in the parking lot management system of this embodiment.

The facility control system 1 is disposed near the passenger waiting area 7 in the shopping mall facility, and is comprised of a computer device, communication means, etc. that integrally manages predetermined devices to be managed. In this embodiment, as shown in FIG. 2, a control section 61, a communication section 62, a storage section 63, and an antenna 1a are included.

The control unit 61 includes a known CPU, RAM, ROM, and the like. The control unit 61 reads and executes a computer program stored in the storage unit 63, and controls the operation of the entire facility control system 1 including other circuits not shown.

In this embodiment, the control unit 61 starts the valet parking operation when the management system in the parking lot management system is activated, but first, the control unit 61 starts the valet parking operation by asking the facility control system 1 to determine a management agent vehicle candidate to be the management agent. Measures are being taken. That is, among the plurality of parking spaces 51 shown in FIG. 1, the parking slot for determining the management proxy vehicle (parking slot for management proxy vehicle) and the priority order of the parking slot for the management proxy vehicle are determined. .

In this embodiment, the parking slot for the management agent vehicle is, for example, the parking slot numbered among the plurality of parking sections 51. The parking lot 51P (see FIG. 1), which is No. 10, is designated as the first priority parking space for the managed agency vehicle, and hereinafter, parking lot No. 25, Parking No. It is assumed that the priority order is determined in the order of 35.

Hereinafter, the control operation in the facility control system 1 after the parking slot for the management agent vehicle is determined will be described in detail later.

The communication unit 62 has a communication interface that enables wireless communication between the vehicle 10 and the mobile terminal device 3. In this embodiment, the communication unit 62 converts the RF signal from the vehicle 10 or the mobile terminal device 3 received from the antenna 1a into a digital signal and outputs the digital signal to the control unit 61, and also converts the digital signal input from the control unit 61 into a digital signal. The signal is converted into an RF signal and transmitted from the antenna 1a to the vehicle 10 or the mobile terminal device 3.

The storage unit 63 is composed of a hard disk, a nonvolatile memory, etc., and stores various computer programs, data, and the like.

<Configuration of vehicle 10>
As described above, the vehicle 10 functions as an "autonomous vehicle" when traveling in the parking lot area 5 and the boarding/alighting area 6 in the parking lot management system. On the other hand, in areas away from the parking lot management system, for example, in areas heading towards the boarding and alighting area 6 in the parking lot management system, so-called manual driving and automatic driving (autonomous driving, assisted driving) are also possible.

Hereinafter, the configuration related to driving control in the vehicle 10 will be explained with emphasis.
FIG. 3 is a block diagram showing the configuration of the vehicle 10 (particularly the configuration related to driving control) in the parking lot management system of this embodiment.

The vehicle 10 has a locator unit 11, a camera unit 21, and a sonar sensor unit 26 as sensor units (driving environment recognition means) for recognizing the driving environment outside the vehicle, and these units 11, 21, and 26 are dependent on each other. It constitutes a completely independent multiplexed system that never changes.

The vehicle 10 also includes a travel control unit (hereinafter referred to as "travel_ECU") 22, an engine control unit (hereinafter referred to as "E/G_ECU") 23, and a power steering control unit (hereinafter referred to as "PS_ECU"). 24 and a brake control unit (hereinafter referred to as "BK_ECU") 25, and each of these control units 22 to 25, together with the locator unit 11 and camera unit 21, connects to an in-vehicle communication line 20 such as a CAN (Controller Area Network). connected via.

The locator unit 11 estimates the position of the own vehicle on the road map (in this embodiment, it includes the parking area 5 and the boarding/alighting area 6, as well as areas other than the parking area 5 and the boarding/alighting area 6). It has a locator calculation unit 12 that estimates the position of the own vehicle.

The locator unit 11 also includes an on-vehicle communication device 17 that performs predetermined communication with the facility control system 1 and the mobile terminal device 3. The in-vehicle communication device 17 includes a control section 17B, a communication section 17A, a storage section 17C, and an antenna 10a, which will be described in detail later.

On the input side of the locator calculation unit 12, a longitudinal acceleration sensor 13 that detects the longitudinal acceleration of the own vehicle, a wheel speed sensor 14 that detects the rotational speed of each of the front, rear, left and right wheels, and a gyro sensor that detects the angular velocity or angular acceleration of the own vehicle are provided. 15. Sensors required for estimating the position of the own vehicle (self-vehicle position), such as a GNSS receiver 16 that receives positioning signals transmitted from a plurality of positioning satellites, are connected.

Further, a high-precision road map database 18 is connected to the locator calculation unit 12 as a storage means. The high-precision road map database 18 is a large-capacity storage medium such as an HDD, and stores high-precision road map information.

In the vehicle 10 according to the present embodiment, the high-precision road map information includes lane width data, lane center position coordinates, etc., as lane data required when performing automatic driving in areas other than the parking lot area 5 and the boarding/alighting area 6. It holds data, lane heading data, speed limits, etc. This lane data is stored for each lane on the road map at intervals of several meters.

The locator calculation section 12 includes a vehicle position estimation section 12a that estimates the vehicle position, and a map information acquisition section 12b. The map information acquisition unit 12b stores route map information from the current location to the destination (for example, the boarding/alighting area 6) in the high-precision road map database 18, based on the destination set by the driver during automatic driving, for example. Obtained from map information.

The map information acquisition unit 12b also acquires map information regarding the parking area 5 and the boarding/alighting area 6 acquired from the facility control system 1 via the in-vehicle communication device 17.

The map information acquisition unit 12b uses the acquired route map information (lane data on the route map) and the map related to the parking area 5 and the boarding/alighting area 6 acquired from the facility control system 1 via the above-mentioned in-vehicle communication device 17. The information is transmitted to the own vehicle position estimation section 12a.

The own vehicle position estimation unit 12a acquires the position coordinates of the own vehicle based on the positioning signal received by the GNSS receiver 16. Further, the own vehicle position estimating unit 12a performs map matching of the acquired position coordinates on the route map information, estimates the own vehicle position on the road map, and specifies the driving lane, which is stored in the road map data. Obtain the road curvature at the center of the driving lane.

Furthermore, in an environment where the GNSS receiver 16 cannot receive a valid positioning signal from a positioning satellite due to a decrease in the sensitivity of the GNSS receiver 16, such as when driving in a tunnel, the own vehicle position estimation unit 12a detects the position of the wheels detected by the wheel speed sensor 14. The vehicle position on the road map is estimated by switching to autonomous navigation that estimates the vehicle position based on the vehicle speed determined based on the vehicle speed, the angular velocity detected by the gyro sensor 15, and the longitudinal acceleration detected by the longitudinal acceleration sensor 13.

In addition, the own vehicle position estimating unit 12a acquires the position coordinates of the own vehicle under the control of the facility control system 1 when traveling in the parking lot area 5 or the boarding/alighting area 6. Alternatively, similarly to the above, the vehicle position may be estimated by switching to autonomous navigation in which the vehicle position is estimated based on information from the wheel speed sensor 14, gyro sensor 15, and longitudinal acceleration sensor 13.

The camera unit 21 is an in-vehicle camera (stereo camera) that is fixed to the upper center of the front part of the vehicle interior, and consists of a main camera 21a and a sub camera 21b that are arranged symmetrically across the center in the vehicle width direction. , an image processing unit (IPU) 21c, and a driving environment recognition section 21d.

The IPU 21c performs predetermined image processing on the forward driving environment image information in front of the host vehicle captured by both cameras 21a and 21b, and generates forward driving environment image information (distance image information).

The driving environment recognition unit 21d determines the road curvature [1/m] of the marking line that separates the left and right sides of the path on which the host vehicle travels (the vehicle travel path), and the left and right partitions based on the distance image information received from the IPU 21c. Find the width between the lines (vehicle width). Various methods are known for determining the road curvature and vehicle width. For example, the driving environment recognition unit 21d calculates the road curvature into left and right sections by binarizing the road curvature based on the brightness difference based on the forward driving environment image information. The line is recognized, the curvature of the left and right marking lines is determined for each predetermined section using a curve approximation formula using the least squares method, and the vehicle width is calculated from the difference in curvature between the marking lines.

Then, the driving environment recognition unit 21d calculates the road curvature at the center of the lane based on the curvature of the left and right section lines and the lane width, and further calculates the lateral position deviation of the own vehicle with respect to the center of the lane, to be more precise, the center of the lane. The own vehicle lateral position deviation Xdiff, which is the distance from to the center of the own vehicle in the vehicle width direction, is calculated.

Further, the driving environment recognition unit 21d performs predetermined pattern matching on the distance image information, and performs, for example, recognition of three-dimensional objects. Here, in the recognition of the three-dimensional object in the driving environment recognition unit 21d, for example, the type of the three-dimensional object, the distance to the three-dimensional object, the speed of the three-dimensional object, the relative speed of the three-dimensional object and the own vehicle, etc. are recognized.

Furthermore, the camera unit 21 includes side and rear cameras 21l and 21r for capturing images of the rear left and right sides of the host vehicle. When the side running environment image information of the own vehicle captured by these side rear cameras 21l and 21r is input to the IPU 21c, the IPU 21c performs predetermined image processing such as edge detection.

Furthermore, the driving environment recognition unit 21d performs predetermined pattern matching on the edge information detected by the IPU 21c, and detects three-dimensional objects such as parallel vehicles on the side of the host vehicle and following vehicles behind the host vehicle. Recognize.

The sonar sensor unit 26 is composed of ultrasonic sensors arranged at the front, rear, left, and right corners of the vehicle 10. These sensors provided on the front, rear, left and right sides are sensors for detecting the presence of objects in front of or behind the host vehicle. Distance information between the object detected by this sonar sensor unit 26 and the own vehicle is transmitted to the travel_ECU 22.

Furthermore, the sonar sensor unit 26 predicts the possibility of a collision based on the distance between the object detected by the sensor and the host vehicle, and when it is determined that the possibility of a collision is high, transmits the information to the travel_ECU 22. It has become.

The own vehicle position estimated by the own vehicle position estimating section 12a of the locator calculation section 12, the own vehicle lateral position deviation Xdiff obtained by the driving environment recognition section 21d of the camera unit 21, and three-dimensional object information, and further detected by the sonar sensor unit 26 Distance information between the object and the host vehicle (in addition, the above-mentioned information on the possibility of collision), etc. are read by the travel_ECU 22.

In addition, on the input side of the driving_ECU 22, as various switches and sensors, there is an automatic driving switch 33, which allows the passenger 2 (mainly the driver) to turn on/off automatic driving (autonomous driving or assisted driving), and the driver ( A steering wheel touch sensor 34 that turns on when the passenger 2) is holding (grasping) a steering wheel (not shown), a steering torque sensor 35 that detects steering torque as the amount of driving operation by the driver (passenger 2), and the driver. A brake sensor 36 detects the amount of depression of the brake pedal (not shown) as the amount of driving operation by the driver (passenger 2), and the amount of depression of the accelerator pedal (not shown) as the amount of driving operation by the driver (passenger 2). An accelerator sensor 37 that detects the amount is connected.

Here, the automatic driving switch 33 is a switch for the driver (passenger 2) to turn on/off automatic driving including autonomous driving or assisted driving, but in this embodiment, the parking lot management system When the driver (passenger 2) instructs a parking request, it functions as a switch for turning on the autonomous driving mode.

A throttle actuator 27 is connected to the output side of the E/G_ECU 23. This throttle actuator 27 opens and closes the throttle valve of an electronically controlled throttle provided in the throttle body of the engine, and opens and closes the throttle valve in response to a drive signal from the E/G_ECU 23 to adjust the intake air flow rate. This generates the desired engine output.

An electric power steering motor 28 is connected to the output side of the PS_ECU 24. The electric power steering motor 28 applies steering torque to the steering mechanism using the rotational force of the motor. In automatic driving, the electric power steering motor 28 is controlled by a drive signal from the PS_ECU 24 to determine the current driving lane. Lane maintenance control to maintain the vehicle's travel and lane change control to move the vehicle to an adjacent lane (lane change control for overtaking control, etc.) are executed.

A brake actuator 29 is connected to the output side of the BK_ECU 25. This brake actuator 29 is used to adjust the brake hydraulic pressure supplied to the brake wheel cylinders provided on each wheel. When the brake actuator 29 is driven by a drive signal from the BK_ECU 25, the brake wheel cylinder is activated to each wheel. A braking force is generated against the vehicle, forcing the vehicle to decelerate.

Note that the vehicle 10 equipped with each of the ECUs 22 to 25 has a processor including a central processing unit (CPU), a storage device such as a ROM, and a RAM. Further, all or part of the configuration of the plurality of circuits of the processor may be executed by software. For example, the CPU may read and execute various programs corresponding to each function stored in the ROM.

Furthermore, all or part of the functions of the processor may be configured by logic circuits or analog circuits, and the processing of various programs may be realized by electronic circuits such as FPGA.

<Configuration of in-vehicle communication device 17>
On the other hand, the vehicle 10 according to the present embodiment includes an on-vehicle communication device 17 that performs predetermined communication with the facility control system 1 and the mobile terminal device 3 in the locator unit 11, as shown in FIG.
The in-vehicle communication device 17 includes a control section 17B, a communication section 17A, a storage section 17C, and an antenna 10a.

The communication unit 17A includes a communication interface that enables wireless communication with the facility control system 1 and the mobile terminal device 3. That is, the communication unit 17A converts the RF signals that have arrived at the antenna 10a from the facility control system 1 and the mobile terminal device 3 into digital signals and outputs the digital signals to the control unit 17B. The communication unit 17A can also convert the digital signal input from the control unit 17B into an RF signal and transmit it to the facility control system 1 or the mobile terminal device 3 from the antenna 10a.

The control unit 17B includes a known CPU, ROM, RAM, and the like. Further, the control unit 17B reads out and executes a computer program stored in the storage unit 17C, and controls the overall operation of the in-vehicle communication device 17.

The storage unit 17C is composed of a hard disk or a nonvolatile memory, and stores various computer programs and data. Furthermore, the storage unit 17C stores a vehicle ID that is identification information of each vehicle 10. The vehicle ID includes, for example, the subscriber's unique ID and MAC address. The storage unit 17C further stores various application software optionally installed by the user. This application software includes, for example, a control program for performing wireless communication with the facility control system 1 and the mobile terminal device 3.

The control executed by the control unit 17B includes an information transmission process of transmitting a communication frame storing current state information of the vehicle 10 to the outside. Specifically, the control unit 17B collects current identification information to be stored in a predetermined storage area from each part in the vehicle 10, and temporarily stores the identification information in the storage unit 17C. Then, a communication frame storing the stored identification information is generated, and the communication unit 17A is caused to wirelessly transmit the generated communication frame.

<Configuration of mobile terminal device 3>
FIG. 4 is a block diagram showing the configuration of a mobile terminal device operated by a vehicle passenger in the parking lot management system of this embodiment.
As shown in FIG. 4, the mobile terminal device 3 includes a control section 71, a communication section 72, a storage section 73, an operation section 74, a display section 75, and an antenna 3a.

The communication unit 72 includes a communication interface capable of wirelessly communicating with the facility control system 1 and the vehicle 10 in addition to the mobile base station of the contracted carrier. Therefore, the communication unit 72 can convert not only the RF signals from the mobile base station but also the RF signals that have arrived at the antenna 3a from the facility control system 1 and the vehicle 10 into digital signals and output the digital signals to the control unit 71. can. The communication unit 72 can also convert the digital signal input from the control unit 71 into an RF signal and transmit it to the facility control system 1 or the vehicle 10 from the antenna 3a.

The control unit 71 includes a known CPU, ROM, RAM, and the like. The control unit 71 reads and executes a computer program stored in the storage unit 73 and controls the overall operation of the mobile terminal device 3 .

The storage unit 73 is composed of a nonvolatile memory and stores various computer programs and data. Furthermore, the storage unit 73 stores a mobile ID that is identification information of the mobile terminal device 3. The mobile ID includes, for example, the subscriber's unique ID and MAC address. The storage unit 73 further stores various application software optionally installed by the user. This application software includes, for example, a control program for wirelessly communicating with the facility control system 1 and the vehicle 10.

The control executed by the control unit 71 includes an information transmission process of transmitting a communication frame storing current state information of the mobile terminal device 3 to the outside. Specifically, the control unit 71 collects current identification information to be stored in a predetermined storage area from each unit in the mobile terminal device 3, and temporarily stores the identification information in the storage unit 73. Then, a communication frame storing the stored identification information is generated, and the communication unit 72 is caused to wirelessly transmit the generated communication frame.

The operation section 74 includes various operation buttons and a touch panel function of the display section 75. The operation unit 74 outputs an operation signal to the control unit 71 according to the user's operation.
The display unit 75 is configured with, for example, a liquid crystal display, and displays various information to the user. For example, the display unit 75 can display image data transmitted from the facility control system 1 on a screen.

The mobile terminal device 3 has a time synchronization function that acquires the current time from a GPS signal, a position detection function that measures the current position (latitude, longitude, and altitude) of the own terminal from the GPS signal, and a direction sensor that measures the current position of the own terminal. It also has a direction detection function that measures angular velocity.

<Frame format of communication frame>
Here, the frame format of the communication frame related to the vehicle 10 (in-vehicle communication device 17) and the mobile terminal device 3 related to the parking lot management system of this embodiment will be explained.
The "communication frame" transmitted and received in the wireless communication system adopted in the parking lot management system of this embodiment includes a "preamble", "header", "data", and "CRC" (Cyclic Redundancy Check). .

In this embodiment, it is assumed that the "data" includes "storage areas" numbered A1 to A6, for example. Each storage area will be explained below.

"Storage area A1" is a storage area for terminal ID. The storage area A1 stores the values of the terminal IDs of the in-vehicle communication device 17 and the mobile terminal device 3 in the vehicle 10 at the time of transmitting the communication frame.

For example, the control unit 17B of the in-vehicle communication device 17 stores the value of the vehicle ID stored in the storage unit 17C in the storage area A1 at the time of frame transmission. Furthermore, the control unit 71 of the mobile terminal device 3 stores the value of the mobile ID stored in the storage unit 73 at the time of frame transmission in the storage area A1.

"Storage area A2" is a storage area for time information. The storage area A2 stores the transmission time of the communication frame.
Strictly speaking, the transmission time of the communication frame by the in-vehicle communication device 17 and the mobile terminal device 3 is the time when radio waves are transmitted from the respective antennas 10a and 3a. However, since the delay time of the RF section is very small, the current time value at the time when the communication frame is generated by the control section 17B and the control section 71 may be used.

"Storage area A3" is a storage area for current position information. In the storage area A3, latitude and longitude are stored as current position information.
For example, the control unit 17B and control unit 71 of the in-vehicle communication device 17 and the mobile terminal device 3 store the latitude and longitude (current position at the time of frame transmission) stored in the storage unit 17C and storage unit 73, respectively, at the time of frame transmission. Store in area A3.

"Storage area A4" is a storage area for defining the type of mobile object. Therefore, identification information of the type of mobile object is stored in the storage area A4.
In this embodiment, "vehicle" and "passenger" are assumed as the types of moving objects. Therefore, it is sufficient to allocate at least one bit of data as the identification information of the type of mobile object.

For example, when identification information is assigned such as "vehicle" = 0 and "passenger" = 1, the control unit 17B of the in-vehicle communication device 17 corresponds to the type of own vehicle stored in the storage unit 17C. The identification information (=0) is stored in the storage area A4. Further, the control unit 71 of the mobile terminal device 3 stores identification information (=1) corresponding to the type of mobile body stored in the storage unit 73 in the storage area A4.

“Storage area A5” is a storage area for defining the type of operation mode of vehicle 10. Therefore, the identification information of the mode type is stored in the storage area A5.
In this embodiment, the mode types of the operation mode of the vehicle 10 are assumed to be "manual driving,""supporteddriving," and "autonomous driving." Therefore, it is sufficient to allocate a data amount of at least 2 bits as the mode type identification information.

For example, if identification information is assigned such as "manual driving" = 00, "assisted driving" = 01, and "autonomous driving" = 10, the control unit 17B of the in-vehicle communication device 17 corresponds to the current mode type. The determined identification information (00, 01 or 10) is stored in the storage area A5. The mode type can be determined by the control unit 17B, for example, by the control unit 17B accessing each part of the vehicle 10 and inquiring about the current operating mode.

Note that when the moving object is the passenger 2, the type of operation mode is irrelevant, so the control unit 71 of the mobile terminal device 3 does not store the identification information in the storage area A5.

"Storage area A6" is a storage area for defining a free area. In the present embodiment, the storage area A6 stores various types of information that are necessary when the passenger 2 of the autonomous vehicle 10 enters and exits the vehicle in the boarding and alighting area 6.
For example, the storage area A6 stores "warehousing request information" which is information required at the time of warehousing, and "warehousing schedule information" and "warehousing request information" which are information necessary at the time of leaving the warehouse.

The warehousing request information stores a temporary password that is rights information indicating the right to instruct the vehicle 10 to move by autonomous driving.
The leaving schedule information stores, as information regarding the leaving schedule of the vehicle 10, the scheduled exit from which the vehicle 10 leaves the garage, the scheduled leaving time, and the allowable delay time for this scheduled leaving time.

In this embodiment, the parking lot area 5 is provided with one exit gate 5exit, but the parking lot area 5 may be provided with a plurality of exit gates, for example, two exit gates (exit gate 5exit1 and exit gate 5exit2) may be provided. In this case, identification information is assigned such as exit gate 5exit1=0 and exit gate 5exit2=1, and the control unit 17B of the in-vehicle communication device 17 stores the corresponding identification information (=0 or 1) in the scheduled exit exit. do.

The exit request information stores the temporary password and the boarding position (longitude and latitude) where the passenger 2 boards the vehicle 10.

The above information stored in the storage area A6 can be input manually by the passenger 2 of the vehicle 10 using the operation unit 74 of the mobile terminal device 3.

<Vehicle entry/exit management of the parking lot management system during normal times>
Vehicle entry/exit management in the parking lot management system of this embodiment having the above-described configuration will be described.

First, let us refer to FIG. 1 and FIGS. 6 to 9 together with the flowchart shown in FIG. explain.

FIG. 14 is a flowchart showing control related to the facility control system in the parking lot management system of this embodiment. Further, FIG. 6 is a diagram showing a state in which a predetermined vehicle that has entered a parking lot is determined as a management agent vehicle in the parking lot management system of this embodiment, and FIG. FIG. 8 is a diagram showing the situation when the first vehicle enters the parking lot when the communication between the vehicle and the facility control system is normal. FIG. 9 is a diagram showing the situation when the first vehicle enters the parking lot area when the communication is normal, and FIG. 9 shows the situation when the communication between the management agent vehicle and the facility control system is normal in the parking lot management system of this embodiment. FIG. 6 is a diagram illustrating a situation when the passenger instructs the first vehicle to leave the garage in the case where:

As shown in FIG. 14, when the management system is activated in the facility control system 1, operation of the parking lot management system using valet parking is started (step S1). When the operation of the parking lot management system is started, the control unit 61 in the facility control system 1 first determines the parking slot for the management proxy vehicle and the priority order of the parking slot (step S2). That is, the control unit 61 determines the parking number related to the parking slot (parking slot for management proxy vehicle) for determining the management proxy vehicle among the plurality of parking sections 51 as shown in FIGS. 1 and 6. A plurality of parking slots are set, and the priority order of the parking slots for the managed proxy vehicle is determined.

Specifically, the control unit 61 controls the parking number of the plurality of parking sections 51, for example. The parking lot 51P (see FIGS. 1 and 6), which is No. 10, is designated as the first priority parking space for the managed agency vehicle, and hereinafter, parking lot No. 25, Parking No. The priority order is determined in the order of 35 (step S2).

In a state where the parking slot for the management proxy vehicle is set in the facility control system 1 in this way, for example, as shown in FIG. Assume that the driving mode instructs the vehicle to enter the parking area 5 (step S3). At this time, it is assumed that the passenger 2 operates the automatic driving switch 33 in the vehicle 10, and the vehicle 10 is set to an "autonomous driving mode" suitable for the parking lot management system.

At this time, the passenger 2 transmits a communication frame including the warehousing request information from the mobile terminal device 3 to the facility control system 1 and also to the vehicle 10, which is the own vehicle. Thereafter, the on-vehicle communication device 17 of the vehicle 10 transmits a communication frame including vehicle status information to the facility control system 1.

In response to this parking request instruction from the passenger 2, the facility control system 1 determines the parking number of the vehicle 10 in the parking lot area 5. and executes a parking process to determine a management proxy vehicle (step S4). In the case shown in FIG. 1, since no vehicle has entered the parking lot area 5 yet, the facility control system 1 assigns parking number 10 to park the vehicle 10 in the parking lot 51P. Assign 10.

In this parking process, the control unit 61 of the facility control system 1 generates a control frame including a “parking command” and outputs a command to the communication unit 62 to transmit the control frame to the vehicle 10. The communication unit 62 transmits a control frame addressed to the vehicle ID of the vehicle 10 in accordance with the command. This parking command includes parking request information (temporary password) stored in the communication frame received from the mobile terminal device 3, and destination information indicating the parking position (in this case, parking lot 51P (parking No. 10)). and is included.

The control frame is received by the communication unit 17A of the on-vehicle communication device 17 of the vehicle 10, and is notified to the travel_ECU 22 of the vehicle 10. The traveling ECU 22 that has acquired this control frame performs password authentication determination as rights authentication. Specifically, the travel_ECU 22 compares the temporary password included in the parking command in the control frame with the temporary password included in the parking request information in the communication frame received from the mobile terminal device 3, and determines whether the two passwords match. Determine whether or not.

If the above determination result is positive, the travel_ECU 22 of the vehicle 10 executes control to move the own vehicle to the parking position in autonomous driving mode and park it, according to the destination information included in the parking command.

That is, when the map information acquisition unit 12b of the vehicle 10 receives predetermined information (map information of the parking lot area 5 and the boarding/alighting area 6, etc.) from the facility control system 1 via the on-vehicle communication device 17, the vehicle 10 estimates its own vehicle position. While estimating the own vehicle position in the section 12a, the vehicle autonomously travels to the parking lot 51P (parking No. 10) under the control of the travel ECU 22.

Returning to FIG. 14, as described above, when the vehicle 10 parks in the parking slot for management agency vehicles (parking lot 51P (parking No. 10)) in the parking lot area 5, the vehicle 10 is parked as shown in FIG. Then, the vehicle is determined as the management proxy vehicle 10P. When set to the management proxy vehicle 10P, management information in the facility control system 1 will be received. This management information includes information on parking slots for managed agency vehicles, data on priority parking slots, and vehicle data related to other vehicles parked in parking lot area 5 at that time (data such as exit information). is included.

In response to the fact that the management proxy vehicle 10P has been determined (step S5), the control unit 61 of the facility control system 1 starts regular communication with the management proxy vehicle 10P, and also sends the vehicle to the parking lot area 5. Data on exit information regarding other parked vehicles 10 is sequentially shared (step S6).

After this, when the regular communication between the facility control system 1 and the management agent vehicle 10P is normal, for example, as shown in FIG. Suppose that the instruction is given by In this case, the facility control system 1 determines a parking slot in the parking lot area 5 for the vehicle 10B based on the communication frame received from the mobile terminal device 3B of the passenger 2B and the vehicle 10B.

This parking slot determination is performed by the control unit 61 in the facility control system 1 based on the leaving schedule information received from the mobile terminal device 3B and included in the communication frame received from the vehicle 10B. In this embodiment, the control unit 61 selects the parking number of the vehicle 10B according to the leaving schedule information, for example. Suppose that it is assigned to 8. After the password authentication judgment as described above, the vehicle 10B autonomously moves its own vehicle according to the destination information (in this case, parking No. 8) included in the parking command under the control of the travel_ECU 22 related to the vehicle 10B. Move to the parking position in driving mode and park (see Figure 8).

By the way, as shown in FIGS. 7 and 8, there is a vehicle in the parking lot area 5 whose departure schedule information is earlier than that of the vehicle 10B (referred to as the first vehicle), and specifically, there is a vehicle scheduled to leave the parking lot immediately before the vehicle 10B. 10A (second vehicle) is the parking number. Assume that the car is already parked at 24.

In this situation, as shown in FIG. 9, the vehicle 10B parked in the parking area 5 is operated by the passenger 2B in the autonomous driving mode in order to allow the passenger 2B to board the vehicle in the boarding/alighting area 6. Assume that an instruction is given to leave the warehouse from area 5 (step S8 in FIG. 14).

At this time, the passenger 2B transmits a communication frame including exit request information to the facility control system 1 from the mobile terminal device 3B. In response to this, the control unit 61 of the facility control system 1 performs a predetermined shipping process (step S9). Note that this shipping process will be explained with reference to a part of the flowchart shown in FIG. 17.

When the facility control system 1 receives a communication frame including exit request information from the mobile terminal device 3B, the facility control system 1 performs password authentication determination. Specifically, the control unit 61 of the facility control system 1 compares the temporary password included in the exit request information of the communication frame with the temporary password that the control unit 61 itself has in advance, and determines whether the two passwords match. Determine. The temporary password that the control unit 61 itself has in advance is a temporary password that is stored in the warehousing request information that the communication unit 62 acquires from the mobile terminal device 3B when the vehicle 10B is warehousing.

If the above determination result is positive, the control unit 61 generates a control frame including the “departure instruction” and outputs a command to the communication unit 62 to transmit the control frame to the vehicle 10B. The communication unit 62 transmits a control frame addressed to the vehicle ID of the vehicle 10B according to the command. The exit command includes exit request information (temporary password and destination information indicating the boarding position of the passenger 2B) stored in the communication frame received from the mobile terminal device 3B.

On the other hand, the communication frame including the exit request information from the mobile terminal device 3B is also transmitted to the vehicle 10B. In this case, when the vehicle 10B receives an exit instruction from the passenger 2B (step S52) while waiting for an exit instruction (step S51) as shown in FIG. 17, the vehicle 10B first sends a call request to the facility control system 1. (Step S53). Here, if the communication between the vehicle 10B and the facility control system 1 does not time out (step S54) and there is a response from the facility control system 1 (step S55), the facility control system 1 is instructed to leave the facility. After that, the normal shipping process is continued (step S57).

That is, the vehicle 10B receives the control frame transmitted from the facility control system 1 through the on-board communication device 17 of the vehicle 10B, and the control frame is notified from the on-board communication device 17 to the travel_ECU 22 of the vehicle 10B. .

The traveling ECU 22 that has acquired this control frame performs password authentication determination. Specifically, the temporary password included in the exit command of the control frame is compared with the temporary password that the travel_ECU 22 itself has in advance, and it is determined whether the two passwords match. The temporary password that the travel_ECU 22 itself has in advance is a temporary password that is stored in the warehousing request information that the in-vehicle communication device 17 acquires from the mobile terminal device 3B when the vehicle 10B is warehousing.

If the above determination result is positive, the traveling ECU 22 in the vehicle 10B executes control to move the own vehicle to the boarding position in the autonomous driving mode according to the destination information included in the leaving command.

When the travel ECU 22 of the vehicle 10B receives the exit request information, it performs a password authentication determination, and, on the condition that the determination result is positive, executes control to move the own vehicle to the boarding position by autonomous operation.

<Vehicle entry/exit management of the parking lot management system in a fail state>
Next, the entry/exit management when communication between the facility control system 1 and each vehicle 10 becomes abnormal (that is, fails) will be described.

First, from the viewpoint of the management proxy vehicle 10P, the operation when the facility control system 1 is in a fail state will be described with reference to the flowcharts shown in FIGS. 14 to 15 and FIGS. 11 to 12.

As described above, after the management proxy vehicle is determined (see step S5 in FIG. 14), communication is periodically carried out between the facility control system 1 and the management proxy vehicle 10P (step S6 in FIG. 14). , Step S11 in FIG. 15), it is assumed that an abnormality occurs in the communication between the facility control system 1 and the management proxy vehicle 10P for some reason, and the so-called facility control system 1 falls into a fail state (Step S7 in FIG. 14, Step S11 in FIG. 15). Step S12, see FIG. 10).

In this case, the failure of the facility control system 1 can also be detected by the management proxy vehicle 10P that regularly communicates with the facility control system 1. In the parking lot management system of this embodiment, when the management proxy vehicle 10P detects that the facility control system 1 has fallen into a fail state, the management proxy vehicle 10P immediately controls all other vehicles in the parking lot area 5. It notifies that it has started acting as a proxy for the facility control system 1 (see step S13 in FIG. 15 and FIG. 10).

Next, in order to reduce the burden on the processing unit in the management agent vehicle, the management agent vehicle 10P receives an exit notification from another vehicle in the parking lot area 5 after a predetermined time (for example, 3 minutes) has elapsed (step S14). (Step S15, see FIG. 11), the parking number for which exit notification has been completed. (step S16), and the parking number of the vehicle that is to leave the parking lot immediately before the vehicle that received the parking notification is determined. (Step S17).

Specifically, when an abnormality occurs in the communication between the facility control system 1 and the management proxy vehicle 10P and the facility control system 1 is in a fail state (FIG. 10), the management proxy vehicle 10P is unable to communicate with another vehicle in the parking lot area 5. , for example, parking no. Assume that a notice of departure is received from a vehicle 10B (first vehicle) parked at No. 8 (see FIG. 11). As described above, in the parking lot area 5, the vehicle 10A (second vehicle) scheduled to leave the parking lot is parked immediately before the vehicle 10B (first vehicle). 24, the management proxy vehicle 10P notifies the vehicle 10B (first vehicle) of information about the vehicle 10A (second vehicle) scheduled to leave the parking lot immediately before.

Here, the effect when the facility control system 1 is in a fail state will be explained from the viewpoint of a vehicle other than the management proxy vehicle 10P parked in the parking lot area 5 (for example, the vehicle 10B and the vehicle 10A described above) as shown in FIG. This will be explained with reference to the flowchart shown in and FIGS. 11 and 12.

As shown in FIG. 16, parking No. Vehicle 10B parked at No. 8 and parking No. When the vehicle 10A parked at No. 24 receives a notification from the management proxy vehicle 10P that it has started acting as a proxy for the facility control system 1 (step S31), the vehicle 10A parked at the vehicle 24 receives a notification from the vehicle 10P that it has started acting as a proxy for the facility control system 1 (step S31). ) is set as the management proxy vehicle 10P (step S32).

In this state, for example, when the vehicle 10B receives an instruction to request an exit from the passenger 2B (step S33), the vehicle 10B notifies the management agent vehicle 10P that the instruction to request an exit has been received (step S34). Thereafter, the vehicle 10B receives notification of vehicle information scheduled to leave the parking lot immediately beforehand (in this case, information about the vehicle 10A parked at parking No. 24) from the management agent vehicle 10P (step S36).

When the vehicle 10B (first vehicle) receives the vehicle information (including the identification information of the vehicle) scheduled to leave the parking lot from the management agent vehicle 10P, the vehicle 10B (first vehicle) receives the vehicle information (including the identification information of the vehicle) scheduled to leave the parking lot immediately before the vehicle 10B (vehicle 10A parked at parking No. 24). The information of the second vehicle) is set as a trigger for the leaving timing (step S37), and the information on the vehicle 10A (second vehicle) scheduled to leave the parking lot is identified as the next vehicle scheduled to leave the parking lot (step S37). It is notified along with the information (step S38).

That is, the vehicle 10B (first vehicle) and the vehicle 10A (second vehicle) are configured to recognize each other's vehicle information (including identification information).

After this, the vehicle 10B (first vehicle) starts its own leaving operation (step S40) after the last vehicle scheduled to leave the parking lot (vehicle 10A parked at parking No. 24) finishes leaving the parking lot (step S39). .

At this time, the vehicle 10B starts the leaving operation, and if there is another vehicle that is scheduled to leave the garage next to the own vehicle (step S41), it transmits information that the vehicle has left the garage (step S41). Step S42). On the other hand, if there is no other vehicle scheduled to leave the garage next to the host vehicle (step S41), information indicating that the vehicle has left the garage is transmitted to the management proxy vehicle 10P (step S43).

Next, a case will be described with reference to the flowcharts of FIGS. 13 and 15 about a case where a vehicle that has been once determined to be the management agent vehicle is instructed to leave the garage.
As shown in the flowchart of FIG. 15, when an instruction is given to the managing agent vehicle 10P itself to request for departure (step S18), based on the priority data received from the facility control system 1, the next managing agent vehicle (Step S19). For example, as shown in FIG. If parking slot No. 25 is set as the second-priority parking slot for management proxy vehicles, the parking slot No. The vehicle 10P2 parked in parking slot No. 25 is set as a candidate for the next management proxy vehicle.

After identifying the next management proxy vehicle candidate, the management proxy vehicle 10P determines whether a leaving notification has been received from the next management proxy vehicle candidate (step S20). Here, if an exit notification has been received from the next management proxy vehicle candidate (step S20), the next highest priority vehicle is specified (step S21), and the process returns to step S20.

On the other hand, in this step S20, if the notification of departure from the next management proxy vehicle candidate has not been received, the specified next management proxy vehicle candidate is notified that it has been taken over as the next management proxy vehicle. Furthermore, the data received from the facility control system 1 is transferred to the next management proxy vehicle candidate, and a notice of departure of the own vehicle is sent (step S22). Note that the vehicles 10B and 10A receive notification of the vehicle information that is scheduled to be left immediately from the next management proxy vehicle (step S36 in FIG. 16).

Further, as shown in FIG. 16, if the driver (passenger 2B) does not give an instruction to leave the vehicle in step S33 and the vehicle 10P2 receives a notification from the management proxy vehicle 10P that the management proxy vehicle has been taken over (step S33), the vehicle 10P2 S35), returning to FIG. 15, the vehicle itself, as a management proxy vehicle, notifies all other vehicles in the parking lot area 5 that it has started acting as a proxy for the facility control system 1 (Step S13). The subsequent operation is the same as that of the management proxy vehicle 10P, so the explanation here will be omitted.

On the other hand, as described above, when the vehicle 10B receives an instruction to request exit from the passenger 2B, the mobile terminal device 3B operated by the passenger 2B sends a communication frame containing exit request information to the vehicle along with the facility control system 1. It is also sent to 10B. In this way, as shown in FIG. 17, when the vehicle 10B is waiting for an exit instruction (step S51) and receives an instruction to request exit from the passenger 2B (step S52), the vehicle 10B makes a call to the facility control system 1. A request is made (step S53).

At this time, when the communication between the vehicle 10B and the facility control system 1 times out (step S54), it is assumed that the communication between the vehicle 10B and the facility control system 1 has failed, and then the vehicle 10B A call request is made to (step S56). Here, if there is a response from the management agent vehicle 10P (step S58), a notification that there has been an instruction to leave the parking lot is sent to the management agent vehicle 10P, and then a notification is received from the management agent vehicle 10P and the wait is made for the vehicle to leave the parking lot. (Step S59).

As explained above, according to the parking lot management system of this embodiment, in the parking lot management system that controls entry and exit of autonomous vehicles into and out of the parking lot under the management of the control system on the facility side, By setting a predetermined vehicle parked in the area as a management proxy vehicle and enabling it to act as a proxy for the facility control system, even if the facility control system falls into an abnormal state (fail state), the parking Autonomous vehicles inside can be accurately exited without crowding.

In addition, when a designated vehicle in the parking lot area receives an instruction to leave the parking lot, the management agent vehicle acting on behalf of the facility control system will separately notify the first vehicle that is scheduled to leave the parking lot and the second vehicle that is scheduled to leave the parking lot immediately before that. By notifying the identification number of the first vehicle and the second vehicle and notifying each other of departure information, and then entrusting mutual control through communication between the first vehicle and the second vehicle, these vehicles can be managed without placing an undue burden on the managing agent vehicle itself. The first vehicle and the second vehicle can be accurately taken out of the warehouse.

In the above-described embodiment, as a method for determining the management agent vehicle, a predetermined parking slot for the management agent vehicle is set, and the vehicle parked in the parking slot for the management agent vehicle is designated as the management agent vehicle. However, the method of determining the management proxy vehicle is not limited to this. For example, the last vehicle in the order of entering the parking lot area 5 may be sequentially set as the management proxy vehicle, or it may be based on the vehicle number. It's okay.

Furthermore, the priority order of the management proxy vehicle may be fixed at all times, or may be set instead of the day of the week.

The invention described in the above embodiments is not limited to these embodiments, and various modifications can be made at the implementation stage without departing from the spirit thereof. Further, each of the above embodiments includes inventions at various stages, and various inventions can be extracted by appropriately combining the plurality of constituent elements disclosed.

For example, even if some constituent requirements are deleted from all the constituent requirements shown in each form, if the stated problem can be solved and the stated effect can be obtained, then this constituent requirement can be deleted. The configuration can be extracted as an invention.

1...Facility control system 2, 2B...Passengers 3, 3B...Mobile terminal device 5...Parking area 5ent...Entrance gate 5exit...Exit gate 6...Passenger boarding area 7...Passenger waiting area 10, 10A, 10B...Vehicle ( autonomous driving vehicle)
10P... Management proxy vehicle 10P2... Next management proxy vehicle 11... Locator unit 12... Locator calculation unit 12a... Own vehicle position estimation unit 12b... Map information acquisition unit 17... Vehicle-mounted communication device 17A... Communication unit 17B... Control unit 17C... Storage unit 21...Camera unit 21d...Driving environment recognition section 22...Driving control unit (Driving_ECU)
23...Engine control unit (E/G_ECU)
24...Power steering control unit (PS_ECU)
25...Brake control unit (BK_ECU)
33...Automatic operation switch 51...Parking section 51P...Parking frame for management agency vehicle

Claims (8)

A parking lot management system including a management vehicle that enables parking lot exit management,
The managed vehicle is
a communication unit that enables communication with a control system that manages at least the departure of the first vehicle;
a control unit that executes proxy management control for managing at least the departure of the first vehicle on behalf of the control system when communication between the communication unit and the control system changes to a predetermined state ;
has
The communication unit further enables communication with a predetermined vehicle including at least the first vehicle when the control unit executes the proxy management control,
The control unit transmits information regarding a second vehicle that is scheduled to leave the garage immediately before the first vehicle to the first vehicle when the communication unit receives a request to leave the garage from the first vehicle. and controlling the communication unit to transmit information regarding the first vehicle to the second vehicle.
A parking lot management system characterized by: The control unit is characterized in that, when the communication unit receives a request for leaving the garage from the first vehicle, the control unit further transmits a notification to the first vehicle that the second vehicle has completed leaving the garage. The parking lot management system according to claim 1 . If the first vehicle does not receive information about a vehicle that is scheduled to leave the garage next to the first vehicle by the time the first vehicle starts leaving the garage, the first vehicle will receive a notification that the first vehicle has completed leaving the garage. The parking lot management system according to claim 2 , wherein the parking lot management system transmits the following information to the managed vehicle . When the communication unit receives a request for departure of the managed vehicle, the control unit specifies a predetermined other vehicle to execute proxy management control for managing at least the departure of the first vehicle on behalf of the control system. The parking lot management system according to any one of claims 1 to 3, characterized in that: The parking lot management system according to claim 4 , wherein the control unit notifies the predetermined other vehicles of the exit order of predetermined vehicles including at least the first vehicle. A parking lot management system that enables parking lot exit management,
a control system that manages at least the departure of the first vehicle;
managed vehicle,
has
The managed vehicle is
a communication unit that enables communication with the control system;
a control unit that executes proxy management control for managing at least the departure of the first vehicle on behalf of the control system when communication between the communication unit and the control system changes to a predetermined state;
has
The communication unit further enables communication with a predetermined vehicle including at least the first vehicle when the control unit executes the proxy management control,
The control unit transmits information regarding a second vehicle that is scheduled to leave the garage immediately before the first vehicle to the first vehicle when the communication unit receives a request to leave the garage from the first vehicle. and controlling the communication unit to transmit information regarding the first vehicle to the second vehicle.
A parking lot management system characterized by: A parking lot management method for a parking lot management system including a control system that manages the exit of vehicles, and a management vehicle that manages the exit of the vehicles on behalf of the control system, the method comprising:
In the managed vehicle,
determining whether communication with the control system has changed to a predetermined state;
receiving a request for departure from the vehicle when communication with the control system changes to a predetermined state;
Sending information regarding a second vehicle that is scheduled to leave the garage immediately before the first vehicle to the first vehicle that desires to leave the garage, and transmitting information regarding the first vehicle to the second vehicle. and,
A parking lot management method characterized by performing the following. A vehicle,
a communication unit that enables communication with a control system that manages the exit of at least the first vehicle from the parking lot;
a control unit that executes proxy management control for managing at least the departure of the first vehicle on behalf of the control system when communication between the communication unit and the control system changes to a predetermined state;
Equipped with
The communication unit further enables communication with a predetermined vehicle including at least the first vehicle when the control unit executes the proxy management control,
The control unit transmits information regarding a second vehicle that is scheduled to leave the garage immediately before the first vehicle to the first vehicle when the communication unit receives a request to leave the garage from the first vehicle. and controlling the communication unit to transmit information regarding the first vehicle to the second vehicle.
A vehicle characterized by:

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