JP7411357B2 - Vehicle control device, vehicle control method, and automatic driving control device - Google Patents

Description

The disclosed embodiments relate to a vehicle control device, a vehicle control method, and an automatic travel control device.

Conventionally, when a vehicle with an autonomous driving function enters a parking lot, it sets a route to an available parking slot, automatically drives the vehicle along that route, and automatically parks at the designated parking slot. A control device is known (for example, see Patent Document 1).

Japanese Patent Application Publication No. 2015-041348

However, the conventional technology has room for further improvement in efficiently and safely automatically parking a low-level autonomous vehicle.

As is known, the Japanese government, the US Department of Transportation's National Highway Traffic Safety Administration (NHTSA), and other organizations are grading the level of automated driving, with level 5 being fully automated driving, for example. In other words, self-driving vehicles have superior or inferior sensing performance for surrounding monitoring depending on their level, and low-level self-driving vehicles are less efficient and safe than high-level self-driving vehicles when automatically parking. Put it away.

One aspect of the embodiment has been made in view of the above, and provides a vehicle control device, a vehicle control method, and an automatic travel control device that can efficiently and safely automatically park a low-level self-driving vehicle. The purpose is to

A vehicle control device according to one aspect of the embodiment is a vehicle control device that controls automatic parking by a self-driving vehicle in a parking lot, and includes a control unit. The control unit determines whether or not a lead vehicle is necessary based on performance information regarding the performance of the target vehicle for automatic parking, and when determining that the lead vehicle is required, the control unit is configured to cause the target vehicle to have a higher priority than the target vehicle. The driver is instructed to follow the lead vehicle with a high level of automatic driving. Further, the performance information includes information regarding sensing performance for peripheral monitoring, and when the control unit determines that the leading vehicle is required, the control unit selects a vehicle whose sensing performance is relatively higher than that of the target vehicle. The vehicle is selected as the lead vehicle.

According to one aspect of the embodiment, a low-level autonomous vehicle can be automatically parked efficiently and safely.

FIG. 1A is a schematic explanatory diagram (Part 1) of the vehicle control method according to the embodiment. FIG. 1B is a schematic explanatory diagram (part 2) of the vehicle control method according to the embodiment. FIG. 1C is a schematic explanatory diagram (Part 3) of the vehicle control method according to the embodiment. FIG. 1D is a schematic explanatory diagram (part 4) of the vehicle control method according to the embodiment. FIG. 2A is a block diagram (part 1) showing a configuration example of the vehicle control system according to the embodiment. FIG. 2B is a block diagram (part 2) showing a configuration example of the vehicle control system according to the embodiment. FIG. 3 is a diagram showing an example of a designated route. FIG. 4A is a diagram (part 1) showing a specific example of the vehicle control method according to the embodiment. FIG. 4B is a diagram (part 2) showing a specific example of the vehicle control method according to the embodiment. FIG. 4C is a diagram (part 3) illustrating a specific example of the vehicle control method according to the embodiment. FIG. 5 is a diagram illustrating a configuration example of a boarding area according to a modification. FIG. 6 is a flowchart showing a processing procedure executed by the vehicle control device according to the embodiment.

DESCRIPTION OF EMBODIMENTS Hereinafter, embodiments of a vehicle control device, a vehicle control method, and an automatic travel control device disclosed in the present application will be described in detail with reference to the accompanying drawings. Note that the present invention is not limited to the embodiments described below.

First, an overview of the vehicle control method according to the embodiment will be explained using FIGS. 1A to 1D. 1A to 1D are schematic explanatory diagrams (Part 1) to (Part 4) of the vehicle control method according to the embodiment. Note that in FIGS. 1A to 1D, a vehicle control system 1 to which the vehicle control method according to the embodiment is applied will be described as an example.

FIG. 1A shows the basic operation of the vehicle control system 1. As shown in FIG. 1A, the vehicle control system 1 according to the embodiment includes a vehicle control device 10, and vehicle-mounted devices 100-1, 100-2 mounted on vehicles V-1, V-2, V-3, respectively. , 100-3...

In addition, below, when referring to a vehicle in general, it is written as "vehicle V", and when referring to a vehicle-mounted device in general, it is described as "vehicle-mounted device 100", respectively. Further, "vehicle V" may be read as "vehicle device 100" as appropriate.

The vehicle control device 10 is a control device that automatically causes a vehicle V capable of automatically traveling to enter or exit the warehouse based on information transmitted from the in-vehicle device 100 via the network N. The vehicle control device 10 is configured as a cloud server that provides cloud services via a network N such as the Internet or a mobile phone network, and acquires vehicle information and parking lot information from each in-vehicle device 100.

Note that the vehicle information and parking lot information may be transmitted to the vehicle control device 10 from a vehicle detection device (not shown) provided in a parking lot, for example, but in this embodiment, the vehicle information and parking lot information are transmitted from each in-vehicle device 100 to the vehicle control device 10. 10.

The in-vehicle device 100 is configured as a car navigation device, an automatic travel control device, etc., which includes, for example, a camera, various sensors such as an acceleration sensor, a GPS (Global Positioning System) sensor, and a millimeter wave radar, a storage device, and a microcomputer.

The in-vehicle device 100 transmits vehicle information and parking lot information to the vehicle control device 10 when the vehicle V reaches a predetermined position in the parking lot, such as an entrance or a boarding area of the parking lot (step S1). The vehicle information is information indicating the characteristics of the vehicle V, such as the vehicle type, model, number, etc. The parking lot information is information indicating characteristics of the parking lot, such as identification information of the parking lot.

When the vehicle control device 10 receives the vehicle information and parking lot information, it sets a travel instruction including an instruction route to a vacant parking space in the corresponding parking lot based on the vehicle information and parking lot information (step S2).

Specifically, in the vehicle control method according to the embodiment, a scheduled parking position, which is an empty parking slot, is selected based on, for example, parking lot information. Then, based on the selection results, node information indicating the "starting point" and "ending point" and a "driving area" which is the area in which the vehicle can travel from the starting point to the ending point are set. Then, a designated route is set based on a combination of the node information and the travel area. It is also possible to add node information of "locations that require stopping" if necessary.

Then, the vehicle control device 10 transmits the set travel instruction to the vehicle V (step S3), and the vehicle V automatically travels according to the travel instruction received from the vehicle control device 10 (step S4). It is assumed that the vehicle V is a self-driving vehicle and is capable of controlling at least automatic travel in accordance with such travel instructions and parking operations such as turning back to a planned parking position.

By the way, regarding such a vehicle V, as is known, with respect to automatic driving, a gradual leveling is performed, for example, with level 5 being fully automatic driving. In other words, self-driving vehicles have superior or inferior sensing performance for surrounding monitoring depending on their level, and low-level self-driving vehicles are less efficient and safe than high-level self-driving vehicles when automatically parking. Put it away.

Here, as shown in FIG. 1B, hereinafter, a high-level automated driving vehicle will be referred to as a "high-level vehicle VH." In addition, an automated driving vehicle of a relatively lower level than the high level vehicle VH will be described as a "low level vehicle VL."

The low-level vehicle VL has relatively low sensing performance for monitoring the surrounding area, for example, compared to the high-level vehicle VH. For this reason, the low-level vehicle V-L automatically travels within the parking lot and ends up being inferior to the high-level vehicle V-H in terms of efficiency and safety until it completes parking at the planned parking location. In some cases, due to the complexity of the structure of the parking lot, the difficulty of driving directions, changes in the situation within the parking lot, etc., it may be difficult to complete parking with only the low-level vehicle VL.

Therefore, in the vehicle control method according to the embodiment, based on the performance information of the vehicle V, the low-level vehicle V-L is caused to be led by the leading vehicle, and the low-level vehicle V-L is caused to be led by the leading vehicle. I decided to instruct them to follow and follow. Furthermore, in the vehicle control method according to the embodiment, a high-level vehicle VH parked in the same parking lot is used as the lead vehicle.

Specifically, as shown in FIG. 1C, it is assumed that a low-level vehicle VL enters a boarding area G of a parking lot. Further, it is assumed that the planned parking position of the low-level vehicle VL is the parking slot D4.

Here, in the vehicle control method according to the embodiment, a waiting area Sr is provided near the boarding area G, for example. In this waiting area Sr, a high-level vehicle VH, which is considered to be qualified as a leading vehicle, is parked. Note that the high-level vehicle VH is not prepared by the parking lot as a special vehicle for the lead vehicle, but is owned by a general user using the parking lot.

In the vehicle control method according to the embodiment, among the vehicles V owned by the general user, a high-level vehicle VH that is deemed to be qualified as a leading vehicle is parked preferentially in the waiting area Sr, and is used as the leading vehicle. It can be kept on standby for use.

In the vehicle control method according to the embodiment, when a low-level vehicle V-L enters the boarding area G, one of the high-level vehicles V-H parked in the waiting area Sr is moved to the leading vehicle. Selected as

Then, the selected high-level vehicle V-H is sent a leading instruction including an instruction route for leading the low-level vehicle V-L whose planned parking position is the parking slot D4, and based on the leading instruction, the As shown in 1D, the high level vehicle VH is caused to "lead" the low level vehicle VL.

Furthermore, in the vehicle control method according to the embodiment, the low-level vehicle V-L that has entered the boarding area G is instructed to "follow" and follow the high-level vehicle V-H, which is the leading vehicle. .

As a result, the low-level vehicle V-L can efficiently and safely reach the planned parking position while indirectly using the high-level sensing function for monitoring the surroundings of the high-level vehicle V-H. .

It should be noted that the high-level vehicle V-H parked in the waiting area Sr has a marker or the like indicating the leading vehicle affixed to the rear of the vehicle by, for example, a parking lot attendant, and the low-level vehicle V-L does not have such a marker. It is possible to follow the high level car VH by targeting. Here, the marker is an example of an object that indicates the characteristics of the leading vehicle, and may be another object, such as an emblem or number on the rear of the vehicle, or a combination of such an emblem and number.

In addition, in the vehicle control method according to the embodiment, the low-level vehicle V-L only needs to follow the high-level vehicle V-H, travel to the planned parking position, and park. It is sufficient if the vehicle has an automatic parking function.

That is, even if the low-level vehicle V-L does not have high performance comparable to the high-level vehicle V-H, it is possible to efficiently and safely receive the parking control service by the vehicle control system 1. Therefore, according to the vehicle control method according to the embodiment, the low-level vehicle VL can be automatically parked efficiently and safely.

In addition, in the vehicle control method according to the embodiment, the high-level vehicle VH owned by a general user using the parking lot is used as a lead vehicle, so the parking lot side uses a dedicated high-level vehicle as a lead vehicle. There is no need to prepare a V-H. Therefore, the vehicle control method according to the embodiment can help reduce the cost of introducing the system.

It should be noted that general users who own the high-level vehicle VH used as a lead vehicle may be provided with compensation such as a parking fee discount or points. As a result, many general users who own high-level vehicles VH can become repeat users of the parking lot, making it easier to secure a high-level vehicle VH as a lead vehicle.

Hereinafter, a configuration example of the vehicle control system 1 to which the vehicle control method according to the above-described embodiment is applied will be described in more detail.

2A and 2B are block diagrams (Part 1) and (Part 2) showing a configuration example of the vehicle control system 1 according to the embodiment. Note that FIGS. 2A and 2B show only the components necessary to explain the features of this embodiment, and the description of general components is omitted.

In other words, each component illustrated in FIGS. 2A and 2B is functionally conceptual, and does not necessarily need to be physically configured as illustrated. For example, the specific form of distributing/integrating each block is not limited to what is shown in the diagram, and all or part of the blocks can be functionally or physically distributed/integrated in arbitrary units depending on various loads and usage conditions. It is possible to configure them in an integrated manner.

Furthermore, in the explanation using FIGS. 2A and 2B, the explanation of components that have already been explained may be simplified or omitted.

In addition, in the explanation using FIGS. 2A and 2B, the above-mentioned high-level vehicle VH and low-level vehicle VL are taken as examples of the vehicle V, but the components of the high-level vehicle VH include: “-H” shall be added to the end of the code. Similarly, "-L" is added to the end of the code for the components of the low-level vehicle VL.

As shown in FIG. 2A, the vehicle control system 1 according to the embodiment includes a vehicle control device 10, a high-level vehicle VH, and a low-level vehicle VL. The high-level vehicle VH includes an on-vehicle device 100-H. The low-level vehicle V-L includes an on-vehicle device 100-L.

The vehicle control device 10 will mainly be explained using FIG. 2A. The vehicle control device 10 includes a communication section 11, a storage section 12, and a control section 13.

The communication unit 11 is realized by, for example, a NIC (Network Interface Card). The communication unit 11 is connected to the network N by wire or wirelessly, and transmits and receives information to and from the in-vehicle device 100 via the network N.

The storage unit 12 is realized, for example, by a semiconductor memory element such as a RAM (Random Access Memory) or a flash memory, or a storage device such as a hard disk or an optical disk. ) 12a, a parking lot information DB 12b, and a leading vehicle information DB 12c.

The vehicle information DB 12a is a database of information regarding the vehicle V, and includes, for example, information regarding the characteristics of the vehicle V for each vehicle type and type (specification information such as overall length, overall width, minimum turning radius, wheel base, overhang, etc.). , sensing performance, performance information such as autonomous driving level, etc.).

The parking lot information DB 12b is a database of information related to parking lots, and includes, for example, information about the positions of structures (columns, fire extinguisher storage areas, poles, entrances and exits for people, etc.) for each parking lot, and information about the locations where vehicles V can run. Contains information about directions, information about parking spaces (number of parking spaces, identification information for each parking space, availability information, etc.), information about alignment (positions and curvatures of curved parts, positions and angles of sloped parts, etc.), etc. .

The leading vehicle information DB 12c is a database of information regarding high-level vehicles VH that are parked in the parking lot and are qualified as leading vehicles. The leading vehicle information DB 12c includes, for example, the current position of each high-level vehicle V-H that is qualified as a leading vehicle for each parking lot, identification information of pasted markers, and current information such as "leading" or "waiting". If the situation is "leading", it includes the identification information of the low-level vehicle VL that is following and following. The leading vehicle information DB 12c is dynamically changed by a control unit 13d, which will be described later, depending on the parking lot situation.

The control unit 13 is a controller, and various programs stored in a storage device inside the vehicle control device 10 use a RAM as a work area by, for example, a CPU (Central Processing Unit) or an MPU (Micro Processing Unit). This is achieved by executing as . Further, the control unit 13 can be realized by, for example, an integrated circuit such as an ASIC (Application Specific Integrated Circuit) or an FPGA (Field Programmable Gate Array).

The control unit 13 includes an acquisition unit 13a, a determination unit 13b, a selection unit 13c, and a control unit 13d, and realizes or executes information processing functions and operations described below.

The acquisition unit 13a acquires vehicle information and parking lot information transmitted from the in-vehicle device 100 via the communication unit 11. Further, the acquisition unit 13a acquires the dynamic status of the vehicle V that changes from moment to moment, which is transmitted from the on-vehicle device 100.

The determination unit 13b compares the vehicle information and parking lot information acquired by the acquisition unit 13a with the vehicle information DB 12a and the parking lot information DB 12b, and specifies the planned parking position based on the comparison result.

Further, the determination unit 13b determines whether the vehicle V, which is the target vehicle for automatic parking, is a low-level vehicle V-L that requires leading, based on the information regarding the sensing performance of the surrounding monitoring included in the comparison result with the vehicle information DB 12a. Determine whether or not.

Further, the determination unit 13b determines the status of the vehicle V acquired by the acquisition unit 13a. For example, the determination unit 13b determines whether parking is completed based on an instruction transmitted by the control unit 13d.

Further, for example, the determination unit 13b determines whether or not the instruction needs to be corrected, depending on the acquired situation. An example of a case where the instruction needs to be corrected is a case where an obstacle is detected on the route.

The selection unit 13c selects a leading vehicle based on the determination result of the determination unit 13b. Specifically, when the determining unit 13b determines that the vehicle V is a low-level vehicle V-L that has low sensing performance and requires leading, the selecting unit 13c selects a leading vehicle waiting in the corresponding parking lot. A high-level vehicle VH having vehicle qualification is selected based on the leading vehicle information DB 12c.

Note that when selecting a high-level vehicle VH to be a leading vehicle, it is preferable to select a vehicle that is similar in body shape, dimensions, etc. to a low-level vehicle VL that requires leading, for example. This allows the low level vehicle VL to easily follow the high level vehicle VH, which is the leading vehicle, along the same route.

In addition, the selection unit 13c notifies the control unit 13d of the identified scheduled parking position, information regarding the vehicle V that is the target vehicle for automatic parking, and information regarding the high-level vehicle VH selected as the lead vehicle.

The control unit 13d controls the parking of the vehicle V by generating driving instructions based on various information received from the selection unit 13c and transmitting them to the in-vehicle device 100 via the communication unit 11.

Specifically, if the vehicle V that is the target vehicle for automatic parking is not a low-level vehicle V-L that requires leading, the control unit 13d determines whether the vehicle V to be automatically parked is not a low-level vehicle V-L that requires leading, and if the vehicle V is not a low-level vehicle V-L that requires leading, the control unit 13d performs a driving operation that includes an instruction route consisting of a combination of the node information and driving area described above. Parking control of the vehicle V is performed by generating an instruction and transmitting it to the on-vehicle device 100. In such a case, the vehicle V automatically travels according to the received travel instruction and automatically parks itself at the planned parking position.

Furthermore, if the vehicle V that is the target vehicle for automatic parking is a low-level vehicle V-L that requires leading, the control section 13d directs the high-level vehicle VH selected by the selection section 13c to the scheduled parking position. A leading instruction including an instruction route for leading the low-level vehicle VL is generated and transmitted to the vehicle-mounted device 100-H via the communication unit 11.

The control unit 13d also generates a following instruction for the leading low-level vehicle V-L to follow the high-level vehicle VH selected by the selection unit 13c, and the communication unit 11 to the in-vehicle device 100-L.

At this time, the control unit 13d instructs the low-level vehicle VL to provide an instruction route consisting of a combination of node information starting from the boarding area G and ending at the planned parking position and the driving area to the planned parking position. It may also be included in the follow-up instruction and transmitted to the in-vehicle device 100-L.

Here, an example of the designated route generated by the control unit 13d will be described using FIG. 3. FIG. 3 is a diagram showing an example of a designated route. Note that FIG. 3 very schematically shows an example of the instruction routes generated for each of the high-level vehicle VH and the low-level vehicle VL.

When automatically parking a low-level vehicle V-L with a high-level vehicle V-H leading, as shown in FIG. A designated route is generated that includes a combination of N-S1, nodes N-H1 and N-H2 where stopping is required, node N-E1 which is the end point, and the driving area.

Node N-S1 is, for example, a standby position for high-level vehicle VH. Further, the node N-H1 is, for example, a position in front of the low-level vehicle VL at the boarding area G. Further, the node NH2 is, for example, near the planned parking position of the low-level vehicle VL. Further, the node NE1 is, for example, the initial standby position.

The control unit 13d generates a leading instruction including an instruction route for leading such a low-level vehicle VL, and transmits it to the high-level vehicle VH.

Further, the control unit 13d generates, for example, a directed route for the low-level vehicle VL, which is a combination of a starting point node N-S2, an ending point node NE2, and a driving area.

The node N-S2 is, for example, a standby position for the low-level vehicle VL. Further, the node NE2 is, for example, a planned parking position.

The control unit 13d follows the marker of the high-level vehicle VH as a target and sends the follow-up instruction to the low-level vehicle VL while including such an instruction route.

Note that the control unit 13d may send a more simplified instruction route to the low-level vehicle VL. For example, the control unit 13d may transmit to the vehicle-mounted device 100-L a follow-up instruction that includes only the end point node NE2 as the instruction route.

Returning to the explanation of FIG. 2A. Further, the control unit 13d can arbitrarily start each vehicle V parked in the parking lot, arbitrarily monitor the surrounding area, or arbitrarily move the vehicle V.

Next, the in-vehicle device 100 will be explained. First, the in-vehicle device 100-L of the low-level vehicle VL will be explained. As shown in FIG. 2B, the in-vehicle device 100-L includes a communication section 101-L, a storage section 102-L, and a control section 103-L.

Further, as described above, various sensors 150-L such as a camera, an acceleration sensor, a GPS sensor, and a millimeter wave radar are connected to the in-vehicle device 100-L. Note that the sensing performance of the various sensors 150-L is lower than that of the various sensors 150-H of the in-vehicle device 100-H, which will be described later.

The communication unit 101-L communicates between the network N and various sensors 150-L, and the in-vehicle device 100-L. The communication unit 101-L realizes communication with the network N using a wireless communication interface. For example, WiFi (Wireless Fidelity) or Bluetooth (registered trademark) may be used as the wireless communication interface. The wireless communication interface is wirelessly connected to the network N using, for example, a tethering function of a smartphone. The communication unit 101-L sends and receives information to and from the vehicle control device 10 via the network N.

Furthermore, the communication unit 101-L communicates with various sensors 150-L. The communication unit 101-L realizes communication with various sensors 150-L using a CAN (Controller Area Network) bus. The communication unit 101-L receives output data from various sensors 150-L. Note that communication with the various sensors 150-L may be performed using other protocols than CAN. Alternatively, it may be performed wirelessly.

The storage unit 102-L is realized by, for example, a semiconductor memory element such as a RAM or a flash memory, and in the example of FIG. The program 102c-L is stored.

The driving control model 102a-L is a learning model used for automatic driving control of the vehicle V, and is generated in advance by, for example, machine learning such as deep learning based on the analysis of vehicle data collected from the vehicle V. be done. Note that the driving control models 102a-L are used for lower-level automatic driving control than the driving control models 102a-H of the in-vehicle device 100-H, which will be described later.

The automatic travel control program 102b-L is a program for automatic travel control. The automatic follow-up travel control program 102c-L is a program for automatic parking follow-up travel control for automatic parking while following a leading vehicle.

The control unit 103-L, like the control unit 13 described above, is a controller, and for example, executes various programs (for example, automatic driving control This is realized by executing the program 102b-L, automatic tracking travel control program 102c-L, etc.) using the RAM as a work area. Further, the control unit 103-L can be realized by, for example, an integrated circuit such as an ASIC or an FPGA.

The control unit 103-L includes an acquisition unit 103a-L, a travel control unit 103b-L, and a transmission unit 103c-L, and realizes or executes information processing functions and operations described below.

The acquisition unit 103a-L receives output data from various sensors 150-L, and based on the output data, acquires the interior and exterior conditions of the low-level vehicle VL that change from time to time. For example, the acquisition unit 103a-L acquires parking lot information of a parking lot into which the vehicle is entering based on the captured image of the camera and the position information of the GPS sensor.

Further, the acquisition unit 103a-L acquires vehicle information based on static information held by the in-vehicle device 100-L and the like. Further, the acquisition unit 103a-L acquires a follow-up instruction transmitted from the vehicle control device 10.

The driving control unit 103b-L automatically controls the low-level vehicle VL using the driving control model 102a-L based on the following instruction acquired by the acquisition unit 103a-L and the situation of the low-level vehicle VL. do. Note that the driving control unit 103b-L enables a lower level of automatic driving control than the driving control unit 103b-H of the in-vehicle device 100-H, which will be described later.

The transmitter 103c-L transmits the vehicle information, parking lot information, and status of the low-level vehicle VL acquired by the acquirer 103a-L to the vehicle control device 10.

Next, the on-vehicle device 100-H of the high-level vehicle VH will be explained. Note that regarding the vehicle-mounted device 100-H, the differences from the vehicle-mounted device 100-L will be mainly explained. The in-vehicle device 100-H includes a communication section 101-H, a storage section 102-H, and a control section 103-H.

Further, various sensors 150-H such as a camera, an acceleration sensor, a GPS sensor, and a millimeter wave radar are connected to the in-vehicle device 100-H. Note that the sensing performance of the various sensors 150-H is higher than that of the various sensors 150-L of the vehicle-mounted device 100-L described above.

The communication unit 101-H communicates between the network N and various sensors 150-H, and the in-vehicle device 100-H. Furthermore, the communication unit 101-H communicates with various sensors 150-H. In other respects, communication section 101-H is similar to communication section 101-L described above.

In the example of FIG. 2B, the storage unit 102-H stores a travel control model 102a-H and an automatic travel control program 102b-H. The driving control models 102a-H are learning models similar to the driving control models 102a-L described above, and are generated in advance to be used for higher-level automatic driving control than the driving control models 102a-L. The automatic travel control program 102b-H is a program for automatic travel control.

The control unit 103-H is a controller like the control unit 13 described above, and is configured to run various programs (for example, automatic driving control Programs 102b-H, etc.) are executed using the RAM as a work area. Furthermore, the control unit 103-H can be realized by, for example, an integrated circuit such as an ASIC or an FPGA.

The control unit 103-H includes an acquisition unit 103a-H, a travel control unit 103b-H, and a transmission unit 103c-H, and realizes or executes information processing functions and operations described below.

The acquisition unit 103a-H acquires a leading instruction transmitted from the vehicle control device 10 to lead the low-level vehicle VL to the planned parking position. Further, the acquisition unit 103a-H receives output data from various sensors 150-H, and acquires the internal and external conditions of the high-level vehicle VH that change from moment to moment based on the output data.

The driving control unit 103b-H automatically controls the high-level vehicle VH using the driving control model 102a-H based on the leading instruction acquired by the acquisition unit 103a-H and the situation of the high-level vehicle VH. do. Note that the driving control unit 103b-H enables a higher level of automatic driving control than the driving control unit 103b-L described above.

The transmitter 103c-H transmits the status of the high-level vehicle VH acquired by the acquirer 103a-H to the vehicle control device 10.

Next, a specific example of the vehicle control method according to the embodiment will be described using FIGS. 4A to 4C. 4A to 4C are diagrams (Part 1) to (Part 3) showing specific examples of the vehicle control method according to the embodiment. In addition, in FIGS. 4A to 4C, it is assumed that the scheduled parking position is the parking slot D4 shown in the drawings.

First, as shown in FIG. 4A, in the vehicle control method according to the embodiment, the low-level vehicle V-L, which is the target vehicle for automatic parking, can "park forward" in the parking slot D4, which is the planned parking position. It is possible to have the high-level vehicle V-H lead the way.

As a result, the low-level vehicle VL does not need to perform parking operations such as turning back, so even the low-level vehicle VL can be efficiently and easily automatically parked at the planned parking position.

Further, in such a case, as shown in FIG. 4A, the high-level vehicle VH may lead the vehicle so that it can pass through an area other than the aisle, for example, an empty parking slot, and park forward. This makes it possible to simplify and shorten the route, for example, and to reduce the difficulty of automatic driving control, making it easier for low-level vehicles V-L to follow high-level vehicles V-H. becomes possible.

In addition, in realizing automatic parking by forward-facing parking in this way, it is preferable that the parking lot is configured so that no car stop is provided in each parking frame.

Furthermore, as shown in FIG. 4B, in the vehicle control method according to the embodiment, the low-level vehicle V-L, which is the vehicle to be automatically parked, is parked in "reverse parking" with respect to the parking slot D4, which is the planned parking position. High-level vehicles V-H can lead the way.

As a result, as shown in FIG. 4B, even if there are only vacant parking slots that can only be parked in rear facing parking, the low-level vehicle V-L can be automatically parked efficiently and safely at the planned parking position. .

As shown in FIGS. 4A and 4B, the high-level vehicle VH, which is the leading vehicle, obstructs the parking operation of the low-level vehicle V-L until the low-level vehicle V-L completes parking. It is preferable to temporarily stop at a position where this does not occur. The position of this temporary stop is instructed by the control unit 13d to the high-level vehicle VH, for example, as a node N-H2 near the planned parking position shown in FIG.

Further, as shown in FIG. 4C, in the vehicle control method according to the embodiment, for example, until the high-level vehicle V-H1 leads the low-level vehicle V-L and completes parking, other high-level vehicles in the parking lot Vehicles such as V-H2 and high-level vehicle V-H3 can be used to monitor the surrounding area.

In the example of FIG. 4C, the high-level vehicle V-H2 is, for example, another high-level vehicle traveling in a parking lot. Further, the high-level vehicle V-H3 is, for example, another high-level vehicle parked in the parking lot.

These high-level vehicles V-H2 and V-H3 do not necessarily have to be qualified as leading vehicles. The monitoring results by these high-level vehicles V-H2 and V-H3 are sequentially transmitted to the vehicle control device 10, and the control unit 13d sends the monitoring results to the high-level vehicle V-H1 and the low-level vehicle V-H1. This can be immediately reflected in the follow-up instruction for L.

As a result, the low-level vehicle V-L indirectly uses the high-level sensing function for monitoring the surroundings of the high-level vehicles V-H2 and V-H3, while being led by the high-level vehicle V-H1. It becomes possible to efficiently and safely reach the planned parking position.

By the way, so far we have given an example in which the waiting area Sr for high-level vehicles V-H is provided near the boarding area G, for example, in a corner of the parking slot area in the parking lot, but this is not limited to this. do not have. For example, the waiting area Sr may be provided within the boarding and alighting area G as a vicinity of the boarding and alighting area.

Such a modification will be explained using FIG. 5. FIG. 5 is a diagram showing a configuration example of a boarding area G according to a modification. As shown in FIG. 5, the boarding area G according to the modification includes a boarding and alighting area Gr and a waiting area Sr.

Note that although the example in FIG. 5 shows an example in which two boarding areas Gr1 and Gr2 and two waiting areas Sr1 and Sr2 are provided, it is sufficient that the number of boarding and alighting areas Gr and waiting areas Sr is the same. , the number is not limited.

The waiting areas Sr1 and Sr2 are provided in front of the boarding and alighting areas Gr1 and Gr2, respectively, with a predetermined length i secured. The predetermined length i is, for example, a length that allows at least the high-level vehicle VH to be parallelly parked in the waiting areas Sr1 and Sr2 in rear facing parking.

Although FIG. 5 shows an example in which the combination of the waiting area Sr1 and the boarding area Gr1 and the combination of the waiting area Sr2 and the boarding and alighting area Gr2 are arranged in tandem, they may be arranged in parallel.

Here, it is assumed that the vehicle V that is about to enter the empty boarding area G is determined to be a low-level vehicle VL. In such a case, as shown in the upper part of FIG. 5, the control unit 13d makes the leading vehicle, for example, a high-level vehicle V-H1, stand by in the waiting area Sr1 in advance. Note that, at this time, the control unit 13d may cause the high-level vehicle V-H1 to enter the waiting area Sr1 in front-facing parking.

As shown in the middle part of FIG. 5, it is assumed that a low-level vehicle VL enters the boarding area Gr1. At this time, the low-level vehicle V-L can enter the boarding area Gr1 by facing forward parking.

In this way, by making the high-level vehicle V-H wait in advance in the waiting area Sr provided in the front position of the boarding and alighting area Gr, the low-level vehicle V-L enters the boarding and alighting area Gr, and the user After getting off the vehicle, it becomes possible to immediately lead the low-level vehicle V-L and automatically park it.

Furthermore, once the low-level vehicle V-L has entered the boarding area Gr1, as shown in the lower part of FIG. It can be put on standby in advance. At this time, the control unit 13d may cause the high-level vehicle V-H2 to enter the waiting area Sr2 by front-facing parking (see arrow 501 in the figure), or may enter the high-level vehicle V-H2 by rear-facing parking by utilizing the aforementioned length i. (See arrow 502 in the figure).

Furthermore, when the low-level vehicle V-L leaves the boarding area Gr1 while being led by the high-level vehicle V-H1, the control unit 13d immediately moves the high-level vehicle V-H2 to the front from the waiting area Sr2. The product may be stored in the waiting area Sr1.

In this way, in preparation for the next low-level car V-L entering the boarding area G, the high-level cars V-H are sequentially stored in the waiting area Sr, so that the low-level cars V-L enter the parking lot in succession. Even when the low-level vehicle V-L is approaching, it is possible to efficiently lead and automatically park the low-level vehicle V-L.

Next, the processing procedure executed by the vehicle control device 10 according to the embodiment will be described using FIG. 6. FIG. 6 is a flowchart showing a processing procedure executed by the vehicle control device 10 according to the embodiment. Note that FIG. 6 shows a processing procedure until parking of one vehicle V is completed.

As shown in FIG. 6, first, the acquisition unit 13a acquires vehicle information and parking lot information transmitted from the vehicle V (step S101). Then, the determination unit 13b identifies the planned parking position based on the vehicle information and parking lot information (step S102).

Further, the determination unit 13b determines whether the vehicle V is a low-level vehicle VL (step S103). Here, if the vehicle V is a low-level vehicle VL (step S103, Yes), the selection unit 13c selects a high-level vehicle VH to be the leading vehicle (step S104).

Then, the control unit 13d generates a leading instruction for the high-level vehicle VH and a following instruction for the low-level vehicle VL (step S105), and generates a leading instruction for the high-level vehicle VH and a following instruction for the low-level vehicle VL, respectively. (Step S106).

Note that if the vehicle V is not a low-level vehicle V-L (step S103, No), the control unit 13d generates a travel instruction for the vehicle V (step S107) and transmits it to the vehicle V (step S108). .

Then, the acquisition unit 13a acquires the internal and external conditions of the vehicle V (including the high-level vehicle VH and the low-level vehicle VL) (step S109). Then, the determination unit 13b determines whether parking is completed (step S110).

Here, if parking has not been completed (step S110, No), the determination unit 13b determines whether or not the instruction needs to be corrected according to the acquired situation (step S111).

Here, if correction of the instruction is not necessary (step S111, No), the process from step S109 is repeated.

Further, if the instruction needs to be corrected (step S111, Yes), the control unit 13d corrects the instruction according to the acquired situation and transmits it (step S112), and repeats the process from step S109.

Note that if parking is completed in step S110 (step S110, Yes), the process ends.

As described above, the vehicle control device 10 according to the embodiment includes the control section 13d. The control unit 13d instructs the target vehicle to follow the lead vehicle based on performance information regarding the performance of the target vehicle for automatic parking.

Therefore, according to the vehicle control device 10 according to the embodiment, the low-level vehicle VL can be automatically parked efficiently and safely.

Furthermore, the vehicle control device 10 according to the embodiment further includes a determination unit 13b that determines whether a lead vehicle is necessary based on information regarding sensing performance for surrounding monitoring, which is included in the performance information.

Therefore, according to the vehicle control device 10 according to the embodiment, it is possible to determine whether a lead vehicle is necessary for the target vehicle based on the sensing performance of surrounding monitoring.

In addition, the vehicle control device 10 according to the embodiment selects a vehicle V having relatively higher sensing performance than the target vehicle as the lead vehicle when the determination unit 13b determines that the target vehicle requires a lead vehicle. It further includes a section 13c.

Therefore, according to the vehicle control device 10 according to the embodiment, even a low-level vehicle V-L can efficiently and safely reach the scheduled parking position while indirectly utilizing the sensing performance of a high-level vehicle V-H. It becomes possible to reach.

The selection unit 13c also selects a leading vehicle from among the vehicles V parked in the parking lot.

Therefore, according to the vehicle control device 10 according to the embodiment, there is no need for the parking lot side to prepare a dedicated high-level vehicle VH as a lead vehicle. This can help reduce the cost of introducing the system.

The control unit 13d also causes the lead vehicle to wait near the boarding area G of the parking lot.

Therefore, according to the vehicle control device 10 according to the embodiment, after the low-level vehicle V-L enters the boarding area G and the user exits the vehicle, the low-level vehicle V-L is immediately guided and automatically parked. becomes possible.

Further, the control unit 13d causes the leading vehicle to lead the target vehicle so that it can park facing forward with respect to the planned parking position.

Therefore, according to the vehicle control device 10 according to the embodiment, the low-level vehicle V-L does not need to perform parking operations such as turning back, so even the low-level vehicle V-L can park efficiently and easily. The vehicle can be automatically parked at a scheduled location.

Furthermore, the control unit 13d provides compensation for use of the parking lot to the owner of the high-level vehicle VH selected as the lead vehicle.

Therefore, according to the vehicle control device 10 according to the embodiment, many general users who own high-level vehicles V-H become repeaters of the parking lot, making it easier to secure a high-level vehicle V-H as a lead vehicle. be able to.

Furthermore, in the in-vehicle device 100-L (corresponding to an example of an "automatic travel control device") equipped with a travel control section 103b-L (corresponding to an example of an "automatic travel control section") that performs automatic travel control of the vehicle V, Acquisition units 103a-L (“following instruction signal receiving unit”) that receive a following instruction signal from the vehicle control device 10 (corresponding to an example of a “parking lot control device”) instructing the leading vehicle to follow the lead vehicle. Based on the following instruction signal received by the acquisition unit 103a-L, the driving control unit 103b-L performs automatic parking follow-up driving control to follow the leading vehicle.

Further, the in-vehicle device 100-L according to the embodiment includes an automatic driving control program 102b-L and an automatic following driving control program 102c-L for automatic parking following driving control that follows a leading vehicle, and has a driving control section. 103b-L executes the automatic follow-up travel control program 102c-L during automatic parking follow-up travel control.

Therefore, according to the in-vehicle device 100-L according to the embodiment, it is possible to realize automatic parking follow-up driving that follows the lead vehicle and efficiently and safely reaches the planned parking position.

Note that in the embodiment described above, the low level vehicle VL is determined based on the sensing performance for monitoring the surrounding area, but it may be determined based on other performance information, such as response performance as an example.

The response performance can be estimated from, for example, the degree of tire wear and air pressure of the target vehicle for automatic parking, contact marks left on the vehicle body, past accident history, etc.

When based on such response performance, the vehicle control device 10 acquires captured images, accident history, etc. of the vehicle V entering the parking lot or boarding area G via the network N, and determines the response performance based on the analysis result. The superiority and inferiority will be determined. Note that the declaration contents of the user who got off the train at the boarding and alighting area G may also be taken into consideration.

Further, if the user who gets off the vehicle at the boarding/disembarking area G desires to be led by a lead vehicle, regardless of the superiority or inferiority of various performances, the lead vehicle may be assigned in accordance with the user's request.

Further advantages and modifications can be easily deduced by those skilled in the art. Therefore, the broader aspects of the invention are not limited to the specific details and representative embodiments shown and described above. Accordingly, various changes may be made without departing from the spirit or scope of the general inventive concept as defined by the appended claims and their equivalents.

1 Vehicle control system 10 Vehicle control device 11 Communication section 12 Storage section 12a Vehicle information DB
12b Parking information DB
12c Leading vehicle information DB
13 Control unit 13a Acquisition unit 13b Judgment unit 13c Selection unit 13d Control unit 100 In-vehicle device 101 Communication unit 102 Storage unit 102a Travel control model 102b Automatic travel control program 102c Automatic following travel control program 103 Control unit 103a Acquisition unit 103b Travel control unit 103c Transmitter 150 Various sensors G Boarding/disembarking area Gr Boarding/disembarking area Sr Waiting area V Vehicle V-H High-level vehicle V-L Low-level vehicle

Claims (8)

A vehicle control device that controls automatic parking by an autonomous vehicle in a parking lot,
Determining whether or not a lead vehicle is necessary based on performance information regarding the performance of the target vehicle for automatic parking,
A control unit that instructs the target vehicle to follow and follow the lead vehicle whose level of automatic driving is higher than that of the target vehicle when it is determined that the lead vehicle is required ;
The performance information includes information regarding sensing performance for peripheral monitoring,
The control unit includes:
When it is determined that the lead vehicle is required, a vehicle having relatively higher sensing performance than the target vehicle is selected as the lead vehicle.
Vehicle control device. The control unit includes:
The vehicle control device according to claim 1 , wherein the lead vehicle is selected from among vehicles parked in a parking lot. The control unit includes:
The vehicle control device according to claim 1 or 2, wherein the leading vehicle is made to wait near a boarding and alighting area of a parking lot. The control unit includes:
The vehicle control device according to claim 1 , wherein the lead vehicle is caused to lead the target vehicle so that the target vehicle can park facing forward with respect to the scheduled parking position. The control unit includes:
The vehicle control device according to any one of claims 1 to 4 , wherein compensation for use of the parking lot is provided to the owner of the vehicle selected as the lead vehicle. A vehicle control method executed by a vehicle control device that controls automatic parking by self-driving vehicles in a parking lot, the method comprising:
Determining whether or not a lead vehicle is necessary based on performance information regarding the performance of the target vehicle for automatic parking;
If it is determined that the lead vehicle is required, instructing the target vehicle to follow the lead vehicle whose autonomous driving level is higher than that of the target vehicle ,
The performance information includes information regarding sensing performance for peripheral monitoring,
When it is determined that the leading vehicle is required, selecting a vehicle having relatively higher sensing performance than the target vehicle as the leading vehicle.
A vehicle control method further including : In an automatic driving control device equipped with a control unit that performs automatic driving control of an automatic driving vehicle,
The control unit includes:
From a control device that controls automatic parking by the self-driving vehicle in a parking lot, if the vehicle is the target vehicle of the self-parking, the control device causes the self-driving vehicle to follow a lead vehicle that has a higher self-driving level and sensing performance for surrounding monitoring than the self-driving vehicle. receive a follow instruction signal instructing it to follow;
An automatic travel control device that performs automatic parking follow-up travel control to follow the lead vehicle based on the received follow-up instruction signal. comprising an automatic driving control program and an automatic following driving control program for automatic parking following driving control that follows the lead vehicle,
The control unit includes:
The automatic travel control device according to claim 7 , wherein the automatic follow-up travel control program is executed during the automatic parking follow-up travel control.

Images