Driving control device, driving control method, program

Abstract

Driving control device (216) comprising: a route generation unit (260) that generates a first planned route (330, 430); an automatic driving control unit (264) that causes a vehicle (200) to automatically drive along the first planned route (330, 430) generated in the route generation unit (260); an output unit (248) which, when a second planned route (350, 450) different from the first planned route (330, 430) is generated in the route generation unit (260) while the automatic driving control unit (264) causes the vehicle (200) to drive automatically, outputs a request signal for requesting permission to change from the first planned route (330, 430) to the second planned route (350, 450) to a terminal device (100); and an input unit (250) that receives a permission signal indicating permission of the change in response to the request signal output by the output unit (248) from the terminal device (100), wherein, the automatic driving control unit (264) reduces a speed of the vehicle (200) when the vehicle (200) traveling along the first planned route (330, 430) approaches a change point (360, 460) to the second planned route (350, 450) until the input unit (250) confirms the permission signal, when the input unit (250) receives the permission signal, the automatic driving control unit (264) causes the vehicle (200) to automatically drive along the second planned route (350, 450).

Description

[Technical field]

[0001] The present disclosure relates to driving control technology, and more particularly to a driving control apparatus, a driving control method, and a program for controlling automatic driving of a vehicle. [Technical background]

[0002] In a parking assistance system, automatic parking of a vehicle is performed by controlling a device mounted on a vehicle according to a remote control command from a terminal device. The vehicle references information about the vehicle's surroundings to define a user operation acceptance area (area in which a user operation can be accepted) where the terminal device should be located, and does not accept a remote control command from a terminal device that is not within the user operation acceptance area. Furthermore, the vehicle guides an operator into the user operation acceptance area. This guides the operator to a predetermined position area where the movement route is visible. If the operator is not within the predetermined position area, automatic driving is stopped.

[0003] Patent Literature 2 discloses a method for controlling a vehicle, in which a target trajectory is determined from the vehicle's driving data, which serves as the basis for the vehicle during automatic driving. In one method, when the driving environment changes, a trajectory determined from the vehicle's current driving data is compared with the target trajectory, deviations between the new trajectory and the target trajectory are determined, and a new target trajectory is set depending on the deviations. Patent Literature 3 discloses a method and a maneuvering assistance system for maneuvering a vehicle in an environment. In a learning mode, the vehicle performs a reference maneuvering operation in the environment, which is stored, and in a repeat maneuvering operation, which is performed at least semi-autonomously by the vehicle after the learning mode, the stored reference maneuvering operation is taken into account for the repeat maneuvering in this environment.

[0004] Patent Literature 4 discloses a method and a maneuvering assistance system for maneuvering a vehicle in an environment, wherein in a learning mode the vehicle carries out a reference maneuvering operation in the environment, which is stored, and in a repeat maneuvering to be carried out at least semi-autonomously by the vehicle in this environment after the learning mode, the stored reference maneuvering operation is taken into account for the repeat maneuvering.

[0005] Patent Literature 5 discloses a method for performing an automated journey of a vehicle along a provided trajectory, comprising the following steps: providing at least one stored trajectory for a current position of the vehicle, selecting one of the provided trajectories, and performing an automated journey of the vehicle. A vehicle controller, based on acquired environmental data, provides signals for lateral control and longitudinal control for controlling the vehicle along the selected trajectory. At least one piece of additional information is acquired or received, and the selection is additionally performed based on the at least one piece of additional information. The invention further relates to an associated device.

[0006] Patent Literature 6 discloses a method for assisting a driver of a motor vehicle when parking in one of a plurality of parking spaces in a parking zone using a driver assistance device of the motor vehicle, the method comprising the steps of: in a training mode of the driver assistance device: recording and storing reference data about a path from a reference starting position to a reference target position while the motor vehicle is controlled by a driver along the path, wherein at least one of the parking spaces is accessible from the reference target position using an automatic parking system of the driver assistance device, said parking system operating without training; and in a subsequent operating mode different from the training mode: driving the motor vehicle to the reference target position under the control of the driver assistance device using the reference data.Selecting the parking space and / or the maneuver type of a parking maneuver to be performed by the automatic parking system, and parking the motor vehicle in this parking space under the control of the automatic parking system. The invention further relates to a corresponding computer program product and a corresponding driver assistance device. [Patent literature] [Patent literature 1] JP 2007 - 295 033 A [Patent literature 2] DE 10 2014 018 192 A1 [Patent literature 3] DE 10 2011 107 974 A1 [Patent literature 4] DE 10 2013 015 348 A1 [Patent literature 5] DE 10 2016 211 180 A1 [Patent literature 6] DE 10 2017 100 061 A1 [Summary of the invention][Technical problem]

[0007] When a vehicle's travel is controlled according to a remote command for parking or retrieval (returning a vehicle from a parking space), a planned route is generated, and the vehicle travels along the planned route. If an obstacle is detected on the planned route, the vehicle cannot continue and is stopped, reducing comfort. On the other hand, if the planned route is changed to avoid the obstacle, safety is reduced because the vehicle travels along a planned route unknown to the operator.

[0008] The disclosure addresses the problem described above, and a general object thereof is to provide a technique capable of suppressing a reduction in safety while also suppressing a reduction in comfort in driving control. [Solution to the problem]

[0009] A driving control apparatus according to an embodiment of the present disclosure is defined in claim 1.

[0010] Other embodiments of the present disclosure relate to a driving control method according to claim 7 and a computer program according to claim 8.

[0011] Optional combinations of the above-mentioned components and implementations of the disclosure in the form of devices, systems, programs, recording media on which programs are recorded, and vehicles carrying the devices may also be implemented as additional modes of the present invention. [Advantageous effects of the invention]

[0012] According to the disclosure, a reduction in comfort in driving control is suppressed and at the same time a reduction in safety is suppressed. [Short description of the drawing] Fig. 1 shows a configuration of a parking assistance system according to the embodiment; Fig. 2A-2D show a summary of the basic control provided by the parking assistance system of Fig. 1 is carried out; Fig. 3A-3D show another summary of the basic control provided by the parking assistance system of Fig. 1 is carried out; Fig. 4A-4D show yet another summary of the basic control provided by the parking assistance system of Fig. 1 is carried out; Fig. 5A-5B show yet another summary of the basic control provided by the parking assistance system of Fig. 1 is carried out; Fig. 6A-6B show a summary of the change control provided by the parking assistance system of Fig. 1 is carried out; Fig. 7A-7B show a data structure of a table used in the determination unit of Fig. 1 is stored; Fig. 8 shows a warning unit of Fig. 1 displayed route image; Fig. 9 is a flowchart showing the steps of driving control performed by the parking support system of Fig. 1 is carried out; and Fig. 10 is a flowchart showing the steps of travel control performed by the travel control device of Fig. 1 is carried out. [Description of embodiments]

[0013] Before describing the disclosure in specific details, a brief summary is provided. The embodiment relates to a parking assistance system that supports parking (placing a vehicle in a parking space) or retrieving a vehicle. In this embodiment, parking is defined to include parking and retrieving. Assume that a vehicle carrying a driving control device is caused to drive automatically in a situation where an operator in possession of a terminal device such as a mobile phone, smartphone, etc., is outside the vehicle. The vehicle is equipped with an image pickup unit such as a camera and a sensor such as a sonar. The image pickup unit and the sensor are used to search for an obstacle.The driving control device generates a route for parking or retrieving the vehicle (hereinafter referred to as a "planned route") based on the results of the obstacle search, and moves the vehicle along the planned route. During this process, an image showing the planned route (hereinafter referred to as a "route image") is displayed on the terminal device. The operator checks the route image to monitor the area around the vehicle traveling along the planned route.

[0014] If an obstacle such as another vehicle and a person enters the planned route and the sensor provided in the vehicle detects the obstacle while the vehicle is traveling, the travel control device causes the vehicle to stop. In other words, because the planned route is not changed while the vehicle is moving, the operator's comfort is reduced and the vehicle cannot continue traveling. To suppress a reduction in comfort, the planned route can be changed to avoid the obstacle and the vehicle can move along the changed planned route. However, if the operator does not know the changed planned route, the area around the vehicle moving along the changed planned route will not be monitored, so safety is reduced.It is therefore necessary to suppress a reduction in safety and also to suppress a reduction in comfort in driving control.

[0015] When an obstacle is detected while the vehicle is moving along a planned route, the travel control device according to the embodiment generates a new planned route that avoids the obstacle. Where the original planned route is referred to as a "first planned route," the new planned route is referred to as a "second planned route." The travel control device transmits a request signal to the terminal device requesting permission to change from the first planned route to the second planned route. In this process, the travel control device also transmits a route image showing the second planned route to the terminal device. The operator recognizes the second planned route by checking the route image displayed on the terminal device.

[0016] When the operator operates the terminal device to permit the change, the terminal device transmits a permission signal indicating the permission of the change to the travel control device. If the permission signal is received, the travel control device moves the vehicle along the second planned route. On the other hand, if the operator does not operate the terminal device to permit the change, the terminal device does not transmit a permission signal to the travel control device. If no permission signal is received, the travel control device causes the vehicle to stop. This enables a user operation to permit travel based on detection of a change in vehicle behavior, and improves the safety of travel and the convenience of user operation at the time of route change. Embodiments of the present disclosure will be described in detail below with reference to the drawings.The embodiments described below are for illustrative purposes only, and the present disclosure is not limited to these embodiments.

[0017] Fig. 1 shows a configuration of a parking assistance system 1000. The parking assistance system 1000 includes a terminal device 100 and a vehicle 200. The terminal device 100 includes a communication unit 110, a user operation unit 112, and a warning unit 114. The vehicle 200 includes a communication unit 210, an image acquisition unit 212, a sensor 214, a travel control device 216, a steering control unit 218, a steering angle detection unit 220, an access control unit 222, a brake control unit 224, and a speed detection unit 226. The travel control device 216 includes an environmental information detection unit 240, an operator position detection unit 242, a processing unit 244, an image generation unit 246, an output unit 248, and an input unit 250. The processing unit 244 includes a route generation unit 260, a determination unit 262, and an automatic driving control unit 264.

[0018] The communication unit 110 of the terminal device 100 and the communication unit 210 of the vehicle 200 are connected by a wireless communication system. These components can be connected directly or via a base station device. The parking assistance system 1000 will be described below by describing (1) "basic control" in which driving control is performed according to the first planned route and (2) "change control" in which the first planned route is changed to the second planned route. (1) Basic control

[0019] The operator is in possession of the terminal device 100 and is located outside the vehicle 200. To park or retrieve the vehicle 200 in such a state, the operator inputs a parking or retrieval instruction (hereinafter referred to as an "automatic parking instruction") into the user operation unit 112 of the terminal device 100. The user operation unit 112 can receive a user operation from the operator and is implemented, for example, as a touch-sensitive screen. The user operation unit 112 receives an automatic parking instruction in the form of a user operation from the operator. The user operation unit 112 outputs the received automatic parking instruction to the communication unit 110. After receiving the automatic parking instruction, the communication unit 110 transmits a signal containing the automatic parking instruction to the vehicle 200.

[0020] The communication unit 210 of the vehicle 200 receives the signal from the terminal device 100. The communication unit 210 outputs the automatic parking instruction contained in the received signal to the driving control device 216. After receiving the automatic parking instruction from the communication unit 210, the input unit 250 of the driving control device 216 outputs the automatic parking instruction to the processing unit 244. After receiving the automatic parking instruction from the input unit 250, the processing unit 244 starts the automatic driving control, specifically, the basic control for parking or retrieving. The image pickup unit 212 is a camera mounted on the vehicle 200. A plurality of image pickup units 212 may be mounted on the vehicle 200.For example, four image capture units 212 may be mounted at the front, rear, left, and right ends of the vehicle 200. The image capture unit 212 captures a view outside the vehicle 200 in a video. The video is generated by arranging a plurality of images in a time sequence. The image capture unit 212 outputs the captured video to the driving control device 216.

[0021] The sensor 214 is a detection device mounted on the vehicle 200. A plurality of sensors 214 may be mounted on the vehicle 200. For example, four sensors 214 may be mounted at the front and rear of the vehicle 200, and one sensor 214 may be mounted each at the left front, right front, left rear, and right rear of the vehicle 200, so that a total of twelve sensors 214 may be mounted on the vehicle 200. The sensor 214 is a sonar for searching for an object (e.g., an obstacle) by detecting sound waves and can measure a distance to the object. The sensor 214 outputs a search result to the travel control device 216.

[0022] The surrounding information acquisition unit 240 receives the video from the image pickup unit 212 and the search result from the sensor 214. The surrounding information acquisition unit 240 acquires information about the surroundings of the vehicle 200 (surrounding information) based on the video and the search result. For example, the surrounding information acquisition unit 240 acquires the position around the vehicle 200 where the obstacle is located and the position in the vicinity of which the vehicle 200 can be parked or picked up. A publicly known technique can be used to acquire the information, so a description thereof is omitted. The surrounding information acquisition unit 240 outputs the surrounding information to the processing unit 244.

[0023] The operator position detection unit 242 receives the video from the image capture unit 212. The operator position detection unit 242 detects the position of the operator of the terminal device 100 by referencing the video. For example, a pattern matching process is performed to detect the operator position. The operator position can also be detected by a process other than a pattern matching process. The operator position detection unit 242 outputs the operator position to the processing unit 244.

[0024] The steering angle detection unit 220 detects the steering angle of the vehicle 200. The steering angle detection unit 220 outputs information about the steering angle to the travel control device 216. The speed detection unit 226 detects the speed of the vehicle 200. The speed detection unit 226 outputs information about the speed to the travel control device 216. The route generation unit 260 of the processing unit 244 receives the environmental information from the environmental information detection unit 240, the operator position from the operator position detection unit 242, the steering angle information from the steering angle detection unit 220, and the speed information from the speed detection unit 226.The route generation unit 260 identifies a target position for parking or picking up by referencing the position where parking or picking up is possible according to the surrounding information. Furthermore, the route generation unit 260 generates the first planned route that connects the current position of the vehicle 200 to the target position in such a way as to avoid an obstacle. In this process, no route that allows the operator to avoid an obstacle is generated. A publicly known technique can be used to generate the first planned route, so a description thereof is omitted. The position and orientation of the vehicle 200 and the position and orientation for parking or picking up are used to generate the first planned route. The route generation unit 260 outputs the first planned route to the image generation unit 246 and the automatic driving control unit 264.

[0025] The image generation unit 246 receives the first planned route from the route generation unit 260 and the video from the image acquisition unit 212. The image generation unit 246 generates a bird's-eye view image covering the surroundings of the vehicle 200 by referencing the plurality of images included in the video. Furthermore, the image generation unit 246 generates a route image by superimposing the first planned route on the bird's-eye view image. The destination position can be shown in the route image. The image generation unit 246 outputs the route image to the output unit 248. The output unit 248 outputs the route image generated in the image generation unit 246 to the communication unit 210. The communication unit 210 transmits the route image to the terminal device 100. The communication unit 110 of the terminal device 100 receives the route image from the vehicle 200.The warning unit 114 includes a display and a loudspeaker. The warning unit 114 displays the route image. The operator checks the route image displayed on the warning unit 114 and identifies the first planned route on which the vehicle 200 should automatically travel.

[0026] The automatic driving control unit 264 receives the first planned route from the route generation unit 260. Furthermore, the automatic driving control unit 264 receives the steering angle information from the steering angle detection unit 220 and the speed information from the speed detection unit 226. The automatic driving control unit 264 controls the steering control unit 218, the access control unit 222, and the braking control unit 224 according to the first planned route. In this way, the automatic driving control unit 264 causes the vehicle 200 to automatically drive along the first planned route. While the vehicle 200 is automatically driving, the image generation unit 246 updates the route image. The output unit 248 outputs the updated route image, and the communication unit 210 transmits the updated route image.The communication unit 110 of the terminal device 100 receives the updated route image from the vehicle 200, and the warning unit 114 displays the updated route image. While the vehicle 200 is traveling automatically, the route image update continues.

[0027] Fig. 2A-2D show a summary of the basic control performed by the parking assistance system 1000. The figures show a case of retrieving the vehicle 200. Fig. 2A shows a situation before the start of automatic travel. A first parking space 300a to a third parking space 300c, generally referred to as parking spaces 300, are arranged in parallel. The vehicle 200 is parked in the second parking space 300b. An operator 50 is in possession of the terminal device 100. The route generation unit 260 sets the target position 320 and generates a first planned route 330 connecting the current position of the vehicle 200 to the target position 320. Fig. Figure 2B shows a route image displayed on the warning unit 114 in the situation of Fig. 2A. The route image is shown as a bird's-eye view. A first parking space symbol 400a through a third parking space symbol 400c, generally referred to as parking space symbols 400, correspond to the first parking space 300a through the third parking space 300c. A vehicle symbol 410 corresponds to the vehicle 200, a destination position symbol 420 corresponds to the destination position 320, and a first planned route 430 corresponds to the first planned route 330.

[0028] Fig. Figure 2C shows a situation at the end of the automatic drive. The vehicle 200 is at the target position 320 in Fig. 2A arrived. Fig. Figure 2D shows the route image displayed on the warning unit 114 in the situation of Fig. 2C. The vehicle symbol 410 is superimposed on the target position symbol 420.

[0029] Fig. 3A-3D show another summary of the basic control performed by the parking assistance system 1000. The figures show a case of parking the vehicle 200. Fig. Figure 3A shows a situation before the start of the automatic travel. The operator 50, the terminal device 100 and the parking spaces 300 correspond Fig. 2A. The vehicle 200 is positioned outside the parking spaces 300. The route generation unit 260 sets the target position 320 to the second parking space 300b and generates the first planned route 330 connecting the current position of the vehicle 200 to the target position 320. Fig. Figure 3B shows a route image displayed on the warning unit 114 in the situation of Fig. 3A. The parking space symbols 400 and the first planned route 430 correspond Fig. 2B. Fig. Figure 3C shows a situation at the end of the automatic drive. The vehicle 200 is at the target position 320 in Fig. 3A, i.e. on the second parking space 300b. Fig. 3D shows a route image displayed on the warning unit 114 in the situation of Fig. 3C. The vehicle symbol 410 is superimposed on the target position symbol 420.

[0030] Fig. 4A-4D show another summary of the basic control performed by the parking assistance system 1000. The figures show a case of retrieving the vehicle 200. Fig. Figure 4A shows a situation before the start of the automatic travel. The operator 50 and the terminal device 100 correspond Fig. 2A. A first parking space 300a to a third parking space 300c, generally referred to as parking spaces 300, are arranged longitudinally one behind the other. The vehicle 200 is parked in the second parking space 300b. The route generation unit 260 sets the target position 320 and generates the first planned route 330 connecting the current position of the vehicle 200 to the target position 320. Fig. Figure 4B shows a route image displayed on the warning unit 114 in the situation of Fig. 4A. The parking space symbols 400 and the first planned route 430 correspond Fig. 2B. Fig. Figure 4C shows a situation at the end of the automatic drive. The vehicle 200 is at the target position 320 in Fig. 4A arrived. Fig. Figure 4D shows a route image displayed on the warning unit 114 in the situation of Fig. 4C. The vehicle symbol 410 is superimposed on the target position symbol 420.

[0031] Fig. 5A-5D show yet another summary of the basic control performed by the parking assistance system 1000. Fig. 5A shows a situation before the start of automatic travel. A first parking space 300a to a sixth parking space 300f, generally referred to as parking spaces 300, are arranged in parallel. The vehicle 200 is parked in the first parking space 300a. The route generation unit 260 sets the target position 320 and generates the first planned route 330 connecting the current position of the vehicle 200 to the target position 320. Fig. Figure 5D shows a route image displayed on the warning unit 114 in the situation of Fig. 5A. The route image is shown as a bird's-eye view. A first parking space symbol 400a to a sixth parking space symbol 400f, generally referred to as parking space symbols 400, correspond to the first parking space 300a to the sixth parking space 300f. The vehicle symbol 410 corresponds to the vehicle 200, the destination position symbol 420 corresponds to the destination position 320, and the first planned route 430 corresponds to the first planned route 330. The Fig. 5A-5B are also used in (2) change control. (2) Change control

[0032] There is again reference to Fig. 1. While the automatic driving control unit 264 controls the vehicle 200 so that it travels along the first planned route 330 from Fig. 5A, a new obstacle may appear on the first planned route 330 on which the vehicle 200 is scheduled to travel. Furthermore, a new obstacle that was not detected by the environmental information acquisition unit 240 when the first planned route 330 was generated may be detected while the vehicle 200 is traveling. The new obstacle may be, for example, a person, an animal, or a moving object such as another vehicle. The new obstacle may be a travel route of another vehicle. Furthermore, the target position 320 may be changed.

[0033] When a new obstacle is detected or when the target position 320 changes, the route generation unit 260 generates a second planned route that differs from the first planned route. For example, the second planned route is generated such that the position of the turnaround is changed while the vehicle is moving forward in an arc along the first planned route 330 for parking. In the second planned route, the distance of forward movement may be shorter or longer, or the number of arc movements may be greater compared to the first planned route 330. Alternatively, another vehicle may enter the first planned route 330, triggering the generation of a second planned route in which the vehicle deviates laterally. The route generation unit 260 outputs the second planned route to the determination unit 262.

[0034] The determination unit 262 receives the second planned route from the route generation unit 260. The determination unit 262 calculates a change amount from the first planned route 330 to the second planned route.

[0035] For example, the determination unit 262 calculates the first time required to travel the first planned route 330 and the second time required to travel the second planned route, and calculates an absolute value of the difference between the first time and the second time as a change amount. The determination unit 262 may calculate the distance between the target position 320 on the first planned route 330 and the target position on the second planned route as a change amount. The determination unit 262 may calculate the maximum value or the average value of the distance from the first planned route 330 to the second planned route in the vertical direction as a change amount. The determination unit 262 may calculate the distance between the inflection point on the first planned route 330 and the inflection point on the second planned route as a change amount.In these steps, the determination unit 262 determines that the change amount is "large" if the change amount is equal to or greater than a threshold. If the change amount is less than the threshold, the determination unit 262 determines that the change amount is "small."

[0036] The determination unit 262 may calculate a result of subtracting the number of turning points on the first planned route 330 from the number of turning points on the second planned route as a change amount. The determination unit 262 may calculate a result of subtracting the minimum distance to the operator 50 on the second planned route from the minimum distance to the operator 50 on the first planned route 330 as a change amount. The determination unit 262 may calculate a result of subtracting the time at which the vehicle 200 is closest to the operator 50 on the second planned route from the time at which the vehicle 200 is closest to the operator on the first planned route 330 as a change amount. In these steps, the determination unit 262 determines that the change amount is "large" if the change amount is equal to or greater than 1.If the change amount is less than 1, the determination unit 262 determines that the change amount is “small”.

[0037] If the change amount is determined to be "small," the determination unit 262 performs the change from the first planned route 330 to the second planned route and determines that the vehicle 200 should travel along the second planned route. The automatic travel control unit 264 causes the vehicle 200 to travel along the second planned route according to the determination by the determination unit 262. This represents a case where the second planned route is close to the first planned route 330, so that the danger does not increase if the vehicle 200 travels along the second planned route in a situation where the operator 50 is monitoring the vehicle 200 traveling on the first planned route 330. If the change amount is determined to be "large," the determination unit 262 determines that permission for the change should be requested from the operator 50.This represents a case where the second planned route is far from the first planned route 330, so that the danger increases if the vehicle 200 travels on the second planned route in a situation where the operator 50 is monitoring the vehicle 200 traveling on the first planned route 330. If the vehicle 200 is caused to stop in this situation, the comfort of the operator 50 is reduced.

[0038] When the route generation unit 260 generates the second planned route and the determination unit 262 determines that permission for the change is to be requested, the image generation unit 246 also displays the second planned route in the route image. The image generation unit 246 also displays a position of the change from the first planned route 330 to the second planned route in the route image. The route image represents a request signal for requesting permission for the change from the first planned route 330 to the second planned route. The image generation unit 246 outputs the request signal to the output unit 248. The output unit 248 outputs the request signal to the communication unit 210. The communication unit 210 transmits the request signal to the terminal device 100.Thus, when the second planned route different from the first planned route is generated in the route generation unit 260 while the automatic driving control unit 264 is causing the vehicle 200 to drive automatically, the output unit 248 and the communication unit 210 transmit a request signal to the terminal device 100. The communication unit 110 of the terminal device 100 receives the request signal from the vehicle 200. The warning unit 114 displays the route image corresponding to the request signal. The operator checks the route image displayed on the warning unit 114 and recognizes that permission to change from the first planned route 330 to the second planned route is requested.

[0039] Fig. 6A-6B show a summary of the change control performed by the parking support system 1000. The figures show a situation that Fig. 5A-5B follows. The parking spaces 300 and the target position 320 correspond Fig. 5A. The environmental information acquisition unit 240 detects the presence of an obstacle 340 on the first planned route 330. The route generation unit 260 generates a second planned route 350 that leads to the target position 320 while avoiding the obstacle 340. A change position 360 is a position where the second planned route 350 branches off from the first planned route 330. Fig. Figure 6B shows a route image displayed on the warning unit 114 in the situation of Fig. 6A An obstacle symbol 440 corresponds to the obstacle 340, a second planned route 450 corresponds to the second planned route 350, and a change position symbol 460 corresponds to the change position 360. Furthermore, a permission button 470 is a button for requesting permission of the change. If the operator allows the change, the operator selects the permission button 470. Conversely, if the operator does not allow the change, the operator does not select the permission button 470. Therefore, as mentioned above, the route image corresponds to the request signal. The route image can display the time required to travel from the current position to the change position 360. Reference is again made to Fig. 1 taken.

[0040] If the operator selects the permission button 470, the user operation unit 112 accepts the change permission. The user operation unit 112 outputs the received change permission to the communication unit 110. After accepting the change permission, the communication unit 110 transmits a permission signal indicating the change permission to the vehicle 200. If, however, the operator does not select the permission button 470, the user operation unit 112 does not accept the change permission, and the communication unit 110 does not transmit a permission signal.

[0041] The communication unit 210 of the vehicle 200 receives the permission signal from the terminal device 100. The communication unit 210 outputs the permission signal to the travel control device 216. The input unit 250 of the travel control device 216 receives the permission signal in response to the request signal from the communication unit 210 output by the output unit 248. When the input unit 250 receives the permission signal, the automatic travel control unit 264 controls the steering control unit 218, the access control unit 222, and the braking control unit 224 according to the second planned route 350, which was switched from the first planned route 330. In other words, the automatic travel control unit 264 causes the vehicle to automatically travel along the second planned route 350. While the vehicle 200 is traveling automatically, the image generation unit 246 updates the route image as described above.

[0042] Otherwise, if the permission signal is not received after the request signal is transmitted by the output unit 248, the determination unit 262 calculates the upcoming travel distance, that is, the distance from the current position to the change position 360, along the first planned route 330. The determination unit 262 references the upcoming travel distance to determine the speed of the vehicle 200 for a period from the transmission of the request signal to the receipt of the permission signal, and also determines the frequency of retransmission of the request signal. Fig. 7A-7B show a data structure of a table stored in the determination unit 262. Referring to Fig. 7A, the threshold, speed, and frequency are defined such that: first threshold > second threshold > third threshold, first speed > second speed > third speed, and first frequency < second frequency < third frequency. The frequency corresponds to the number of times the request signal is transmitted per predetermined period of time (e.g., one second). In other words, the speed of the vehicle 200 is reduced as the vehicle approaches the change position 360 from the current position, and the transmission frequency is increased as the vehicle approaches the change position 360 from the current position. Fig. 7B is described below, and reference is now again made to Fig. 1 taken.

[0043] The determination unit 262 references the table and determines a combination of the speed and frequency by comparing the first to third threshold values ​​with the upcoming travel distance. The determination unit 262 instructs the image generation unit 246 to transmit the request signal at the determined frequency. After receiving the instruction from the determination unit 262, the image generation unit 246 generates the route image, updating the current position. As mentioned above, the route image corresponds to the request signal. The output unit 248 outputs the request signal to the communication unit 210. In other words, the output unit 248 repeats the output of the request signal until the input unit 250 receives the permission signal. The frequency of outputting the request signal increases as the vehicle approaches the change position 360.The communication unit 210 transmits the request signal to the terminal device 100. The communication unit 110 of the terminal device 100 receives the request signal from the vehicle 200, and the warning unit 114 displays the route image corresponding to the request signal.

[0044] The determination unit 262 instructs the automatic driving control unit 264 to travel at the determined speed. The automatic driving control unit 264 causes the vehicle 200 to travel along the first planned route 330 at the speed instructed by the determination unit 262. In other words, the automatic driving control unit 264 reduces the speed of the vehicle as the vehicle approaches the change position 360 until the input unit 250 receives the permission signal. If the permission signal is not received, the transmission of the request signal and the reduction of the speed of the vehicle 200 are repeated until the target position 320 is reached. Only one of the transmission of the request signal and the reduction of the speed of the vehicle 200 may be performed.When the permission signal is received, the transmission of the request signal and the reduction of the speed of the vehicle 200 are terminated, and the above-mentioned process is performed. In this case, the speed of the vehicle 200 is increased. On the other hand, if the vehicle arrives at the target position 320 without receiving the permission signal, the automatic travel control unit 264 causes the vehicle 200 to stop.

[0045] As described above, if the permission signal is not received after the request signal is transmitted by the output unit 248, the determination unit 262 calculates the upcoming travel distance from the current position to the change position 360 and determines the speed and frequency by referencing the upcoming travel distance. The determination unit 262 can determine the speed and frequency by referencing a parameter other than the upcoming travel distance. For example, the determination unit 262 calculates the time required from the current position to the change position 360. The determination unit 262 references the required time to determine the speed of the vehicle 200 for a period from the transmission of the request signal until the permission signal is received and to determine the frequency of retransmission of the request signal. Fig. 7B is the “ahead route” of Fig. 7A changed to “time required”. Fig. 7B and Fig. 7A are, however, constructed in a similar manner. In this case, too, the speed of the vehicle 200 is reduced as the vehicle approaches the change position 360 from the current position, and the transmission frequency is increased as the vehicle approaches the change position 360 from the current position. Reference is again made to Fig. 1 taken.

[0046] If the permission signal is not received, the determination unit 262 can calculate the remaining distance or the time required from the current position to the target position 320 in the case of a change from the first planned route 330 to the second planned route 350. Also in this case, the determination unit 262 determines the speed and frequency by referencing a table similar to those of Fig. 7A-7B, where the remaining distance or required time is used as a key. The speed of the vehicle 200 is reduced as the remaining distance or required time from the current position to the target position 320 becomes shorter, and the transmission frequency is increased as the remaining distance or required time from the current position to the target position 320 becomes shorter.

[0047] If the permission signal is not received, the determination unit 262 may calculate the position where the current position of the operator 50 and the second planned route 350 are closest (hereinafter referred to as the "nearest position"), and may calculate the distance or the time required from the current position of the vehicle 200 to the next position. Also in this case, the determination unit 262 determines the speed and the frequency by referencing a table similar to those of Fig. 7A-7B, where distance or time is used as a key. The speed of the vehicle 200 is reduced as the distance or time required from the current position of the vehicle 200 to the next position becomes shorter, and the transmission frequency is increased as the distance or time required from the current position of the vehicle 200 to the next position becomes shorter.

[0048] As described above, the route image generated in the image generation unit 246 and displayed on the warning unit 114 shows the first planned route 430. Alternatively or additionally, the route image may show a behavioral area in which a route change from the first planned route 430 is likely to occur. Fig. 8 shows a route image displayed on the warning unit 114. Fig. 8 shows a situation similar to that of Fig. 6B. A behavior area 480 is shaped so that the first planned route 430 is covered. In the case where the second planned route 450 is included in the behavior area, the determination unit 262 causes the output unit 248 not to output the request signal and causes the automatic driving control unit 264 to effect a change from the first planned route 330 to the second planned route 350. In the case where the second planned route 450 extends outside the behavior area 480, as in Fig. 8, the route image is displayed on the warning unit 114 as the request signal.

[0049] The embodiments according to the present disclosure are described above in detail with reference to the drawings. However, the functions of the above-described devices and processing units can also be realized by a computer program. A computer that realizes the above-described functions by means of a program includes: an input device such as a keyboard, mouse, or touch screen; an output device such as a display or speaker; a central processing unit (CPU); a storage device such as ROM, RAM, a hard disk device, or a solid state drive (SSD); a reader that reads information from a recording medium such as a digital versatile disk read-only memory (DVD-ROM) or a USB memory; and a network card that communicates over a network. The components are connected to each other via a bus.The reader reads the program from the recording medium on which the program is stored and causes the memory device to store the read program. The CPU copies the program stored in the memory device to RAM, and the functions of the devices described above are realized by sequentially reading the instructions contained in the program from RAM and executing the instructions.

[0050] The following is a description of the operation of the parking assistance system 1000 configured as described above. Fig. 9 is a flowchart showing the steps of driving control performed by the parking assistance system 1000. The terminal device 100 receives an automatic parking instruction (S10). The terminal device 100 transmits the automatic parking instruction to the vehicle 200 (S12). The vehicle 200 generates the first planned route 330 (S14). The vehicle 200 transmits the route image showing the first planned route 330 to the terminal device 100 (S16). The terminal device 100 displays the route image (S18). The vehicle 200 starts automatic driving (S20). When a new obstacle is detected during automatic driving, the vehicle 200 generates the second planned route 350 (S22). The vehicle 200 transmits the route image showing the second planned route 350 as the request signal (S24). The terminal device 100 allows the change in response to the request signal (S26).The terminal device 100 transmits the permission signal to the vehicle 200 (S28). The vehicle 200 changes the first planned route 330 to the second planned route 350 (S30). The vehicle 200 performs automatic driving (S32).

[0051] Fig.10 is a flowchart showing the steps of the travel control performed by the travel control device 216. The operator position detection unit 242 detects the position of the operator 50 (S100). The surrounding information detection unit 240 acquires the surrounding information (S102). If a change in the route occurs in the route generation unit 260 (Y in S104), the determination unit 262 determines a change amount (S106). If the change amount is equal to or greater than a threshold (Y in S108), the determination unit 262 causes the communication unit 210 to transmit the request signal (S110). If the communication unit 210 does not receive the request signal (N in S112), the automatic travel control unit 264 decelerates the vehicle 200 (S114).If the vehicle 200 arrives at the change position (Y in S116), the automatic travel control unit 264 causes the vehicle 200 to stop (S118), and control returns to step 110. If the vehicle 200 does not arrive at the change position (N in S116), control returns to step 110.

[0052] When the communication unit 210 receives the permission signal (Y in S112), the automatic driving control unit 264 causes the vehicle 200 to stop if no instruction to continue is given (N in S120), and control returns to step 100. If no route change is made in the route generation unit 260 (N in S104) or if the change amount is not equal to or greater than the threshold (N in S108), control returns to step 120. If an instruction to continue is given (Y in S120), the automatic driving control unit 264 causes the vehicle 200 to continue traveling (S124). If the vehicle 200 does not arrive at the target position 320 (N in S126), control returns to step 100. If the vehicle 200 arrives at the target position 320 (Y in S126), the process ends.

[0053] According to the embodiment, when a request signal is output and a permission signal is received in response to the request signal, the vehicle is caused to automatically travel along the changed route. Thus, it is possible to suppress a reduction in safety while also suppressing a reduction in convenience in driving control. Furthermore, since the planned route is changed when the permission signal is input, a user operation for permitting travel based on detection of a change in vehicle behavior is enabled, and the safety of driving and the convenience of operation at the time of route change can be improved. Furthermore, since the planned route is changed when the permission signal is input, the operator can recognize the need to check their own safety and the surroundings before changing the route.

[0054] Furthermore, since the frequency of the request signal is increased as the vehicle approaches the change position, the operator is prompted to input permission for the change. Furthermore, since the frequency of the request signal is increased as the vehicle approaches the change position, the distance ahead or the time remaining before the route change is known, and the operator's convenience in permitting the route change is improved. Furthermore, since the vehicle speed is reduced as the vehicle approaches the change position, the occurrence of an abrupt stop of the vehicle when the vehicle arrives at the change position is prevented.Furthermore, since the vehicle's speed is reduced as the vehicle approaches the change position, the distance ahead or the time remaining before the route change is known, improving operator convenience when permitting the route change. Furthermore, since the vehicle is forced to stop if no permission signal is received, the change to the second planned route is prevented if the operator's permission is not obtained. Since the change to the second planned route is prevented if the operator's permission is not obtained, a reduction in safety is suppressed.

[0055] Since the route image showing the first planned route is displayed on the terminal device, the operator can recognize the first planned route. Since the first planned route is recognized by the operator, the operator can check the safety of the surroundings of the first planned route. Furthermore, since the second planned route is also shown in the route image, the operator can recognize the second planned route. Since the second planned route is also recognized by the operator, the operator can recognize the safety of the surroundings of the second planned route. Furthermore, since the change position is also shown in the route image, the operator can recognize the change position.

[0056] An embodiment of the present disclosure is summarized below.A driving control device according to an embodiment of the present disclosure includes: a route generation unit that generates a first planned route; an automatic driving control unit that causes a vehicle to automatically drive along the first planned route generated in the route generation unit; an output unit that, when a second planned route different from the first planned route is generated in the route generation unit while the automatic driving control unit is causing the vehicle to automatically drive, outputs a request signal for requesting permission of a change from the first planned route to the second planned route to a terminal device; and an input unit that receives a permission signal indicating permission of the change from the terminal device in response to the request signal output by the output unit.When the input unit (250) receives the permission signal, the automatic driving control unit (264) causes the vehicle (200) to automatically drive along the second planned route (350, 450).

[0057] According to this embodiment, the request signal for requesting permission to change the route is output, and when the permission signal is input in response to the request signal, the vehicle is caused to automatically drive along the changed route. Accordingly, a reduction in comfort during driving control is suppressed while simultaneously suppressing a reduction in safety.

[0058] The output unit may repeat the output of the request signal to the terminal device until the input unit receives the permission signal, and the frequency of output of the request signal in the output unit may be increased as the vehicle traveling along the first planned route approaches a change point to the second planned route. In this case, the frequency of output of the request signal is increased as the vehicle traveling along the first planned route approaches the change position to the second planned route, prompting the operator to input permission for the change.

[0059] The automatic driving control unit reduces the speed of the vehicle as the vehicle traveling along the first planned route approaches a change point to the second planned route until the input unit receives the permission signal. In this case, the speed of the vehicle is reduced as the vehicle traveling along the first planned route approaches the change position to the second planned route, thus preventing the occurrence of an abrupt stop of the vehicle when the vehicle arrives at the change position.

[0060] The automatic driving control unit can cause the vehicle to stop if the input unit does not receive a permission signal. In this case, the vehicle will be caused to stop if no permission signal is received, preventing the change to the second planned route without operator permission.

[0061] The automatic driving control device may further include an image generation unit that generates a route image showing the first planned route generated in the route generation unit in a bird's-eye view image covering the surroundings of the vehicle. The output unit may output the route image generated in the image generation unit to the terminal device to cause the terminal device to display the route image. In this case, the route image showing the first planned route is displayed on the terminal device, allowing the operator to recognize the first planned route.

[0062] When the route generation unit generates the second planned route, the image generation unit also displays the second planned route in the route image. In this case, the second planned route is also displayed in the route image, allowing the operator to recognize the second planned route.

[0063] The image generation unit also displays the change point from the first planned route to the second planned route in the route image. In this case, the change position is also shown in the route image, allowing the operator to recognize the change position.

[0064] Another embodiment of the present disclosure relates to a driving control method. The method includes: generating a first planned route; causing a vehicle to automatically drive along the generated first planned route; outputting a request signal for requesting permission of a change from the first planned route to the second planned route to a terminal device when a second planned route different from the first planned route is generated while causing the vehicle to automatically drive; receiving a permission signal indicating permission of the change from the terminal device in response to the outputted request signal; and, when the permission signal is received, causing the vehicle to automatically drive along the second planned route.

[0065] The above explanation is based on an exemplary embodiment. This embodiment is intended to be illustrative only, and those skilled in the art will understand that various modifications to components and processes could be developed, and that such modifications are also within the scope of the present disclosure.

[0066] In the embodiment, the request signal is transmitted from the vehicle 200 along with the route image. However, the request signal may not be transmitted from the vehicle 200 along with the route image. For example, the warning unit 114 may transmit the request signal using light, a buzzer, or vibration. Alternatively, the request signal may be output using the headlights, warning light, buzzer, etc. of the vehicle 200. In this process, a gesture of the operator is captured by the image capturing unit 212, and the permission signal is received in the form of the gesture. In this variant, the flexibility of the configuration is improved. [Industrial applicability]

[0067] According to the disclosure, a reduction in comfort in driving control is suppressed and at the same time a reduction in safety is suppressed. [List of reference symbols]

[0068] 100 Terminal device, 110 Communication unit, 112 User operation unit, 114 Warning unit, 200 Vehicle, 210 Communication unit, 212 Image acquisition unit, 214 Sensor, 216 Driving control device, 218 Steering control unit, 220 Steering angle detection unit, 222 Access control unit, 224 Brake control unit, 226 Speed ​​detection unit, 240 Surrounding information detection unit, 242 Operator position detection unit, 244 Processing unit, 246 Image generation unit, 248 Output unit, 250 Input unit, 260 Route generation unit, 262 Determination unit, 264 Automatic driving control unit, 1000 Parking assistance system

Claims

[1] Driving control device (216) comprising: a route generation unit (260) that generates a first planned route (330, 430); an automatic driving control unit (264) that causes a vehicle (200) to automatically drive along the first planned route (330, 430) generated in the route generation unit (260); an output unit (248) which, when a second planned route (350, 450) different from the first planned route (330, 430) is generated in the route generation unit (260) while the automatic driving control unit (264) causes the vehicle (200) to drive automatically, outputs a request signal for requesting permission to change from the first planned route (330, 430) to the second planned route (350, 450) to a terminal device (100); and an input unit (250) that receives a permission signal indicating permission of the change in response to the request signal output by the output unit (248) from the terminal device (100), wherein, the automatic driving control unit (264) reduces a speed of the vehicle (200) when the vehicle (200) traveling along the first planned route (330, 430) approaches a change point (360, 460) to the second planned route (350, 450) until the input unit (250) confirms the permission signal, when the input unit (250) receives the permission signal, the automatic driving control unit (264) causes the vehicle (200) to automatically drive along the second planned route (350, 450). [2] Driving control device (216) according to claim 1, wherein the output unit (248) repeats the output of the request signal to the terminal device (100) until the input unit (250) receives the permission signal, and a frequency of output of the request signal in the output unit (248) is increased as the vehicle (200) traveling along the first planned route (330, 430) approaches a change point (360, 460) to the second planned route (350, 450). [3] The driving control device (216) according to claim 1, wherein the automatic driving control unit (264) causes the vehicle (200) to stop when the input unit (250) does not receive a permission signal. [4] Driving control device (216) according to one of claims 1 and 3, further comprising: an image generation unit (246) that generates a route image showing the first planned route (330, 430) generated in the route generation unit (260) in a bird's-eye view image covering the surroundings of the vehicle (200), wherein the output unit (248) outputs the route image generated in the image generation unit (246) to the terminal device (100) to cause the terminal device (100) to display the route image. [5] The travel control device (216) according to claim 4, wherein, when the route generation unit (260) generates the second planned route (350, 450), the image generation unit (246) further displays the second planned route (350, 450) in the route image. [6] The travel control device (216) according to claim 5, wherein the image generation unit (246) further shows the change point from the first planned route (330, 430) to the second planned route (350, 450) in the route image. [7] Driving control method, comprising: Creating a first planned route (330, 430); Causing a vehicle (200) to automatically drive along the generated first planned route (330, 430); when a second planned route (350, 450) different from the first planned route (330, 430) is generated while the vehicle (200) is caused to drive automatically, outputting a request signal for requesting permission of a change from the first planned route (330, 430) to the second planned route (350, 450) to a terminal device (100); Receiving a permission signal indicating permission of the change from the terminal device (100) in response to the issued request signal; and, reducing a speed of the vehicle (200) as the vehicle (200) traveling along the first planned route (330, 430) approaches a change point (360, 460) to the second planned route (350, 450) until the permission signal is confirmed; when the permission signal is received, causing the vehicle (200) to automatically drive along the second planned route (350, 450). [8] Computer program comprising computer-implemented modules containing: a module that generates a first planned route (330, 430); a module that causes a vehicle (200) to automatically drive along the generated first planned route (330, 430); a module that, when a second planned route (350, 450) different from the first planned route (330, 430) is generated while the vehicle (200) is caused to drive automatically, outputs a request signal for requesting permission of a change from the first planned route (330, 430) to the second planned route (350, 450) to a terminal device (100); a module that receives a permission signal indicating permission of the change from the terminal device (100) in response to the issued request signal; a module that reduces a speed of the vehicle (200) when the vehicle (200) traveling along the first planned route (330, 430) approaches a change point (360, 460) to the second planned route (350, 450) until the permission signal is confirmed; and a module that causes the vehicle (200) to automatically drive along the second planned route (350, 450) when the permission signal is received. [9] The travel control device according to claim 1, wherein the second planned route (350, 450) is a new planned route that avoids an obstacle when the obstacle is detected while the vehicle (200) is moving along the first planned route (330, 430).

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