On-vehicle system

Abstract

To provide an on-vehicle system for load distribution when acquiring a target trajectory suitable for a vehicle.SOLUTION: An on-vehicle system installed in a vehicle maintains information on vehicle parameters contributing to a passing area of the vehicle. Further, the on-vehicle system acquires a target trajectory for the vehicle to a destination in a specified area. More specifically, the on-vehicle system acquires information regarding a trajectory to a destination in a specified area that does not depend on the vehicle parameter. Then, the on-vehicle system corrects the base trajectory based on the vehicle parameters to acquire the target trajectory specific to the vehicle.SELECTED DRAWING: Figure 3

Description

[Technical field]

[0001] The present disclosure relates to a technique for obtaining a target trajectory suitable for a vehicle. [Background technology]

[0002] Patent Document 1 discloses a technique for parking an autonomous vehicle. A parking control device calculates a driving trajectory to a parking space based on sensor data collected from various sensors in a parking lot and vehicle information (such as vehicle type) received from the autonomous vehicle. The parking control device provides the calculated driving trajectory to the autonomous vehicle. The autonomous vehicle autonomously drives to the parking space according to the driving trajectory received from the parking control device and parks there. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2020-080142 A Summary of the Invention [Problem to be solved by the invention]

[0004] According to the technology disclosed in Patent Document 1, a parking control device outside the vehicle receives vehicle information (such as vehicle type) from the vehicle, calculates a travel trajectory based on the received vehicle information, and provides the calculated travel trajectory to the vehicle. The parking control device needs to be compatible with a wide variety of vehicles that use the parking lot. In order to set an appropriate travel trajectory for each of the wide variety of vehicles, a complex algorithm and a huge travel trajectory map are required. This increases the processing load on the parking control device. It is possible to limit the content of the vehicle information to reduce the processing load, but in that case, an appropriate travel trajectory that fully takes into account the individuality of each vehicle is not generated, and as a result, the accuracy of vehicle driving decreases. Conversely, if the content of the vehicle information is increased to take into account the individuality of all vehicles, the algorithm and travel trajectory map become exponentially more complex, and the processing load also increases exponentially. Furthermore, every time a new vehicle model appears, the algorithm and travel trajectory map also need to be updated.

[0005] One object of the present disclosure relates to a technology capable of distributing the load when acquiring a target trajectory suitable for a vehicle. [Means for solving the problem]

[0006] One aspect of the present disclosure relates to an in-vehicle system installed in a vehicle. The in-vehicle system is one or more processors for acquiring a target trajectory of a vehicle to a destination in a predetermined area; one or more storage devices for storing information on vehicle parameters that contribute to the passing area of ​​the vehicle; Equipped with. The one or more processors acquire information on a base trajectory, which is a trajectory to a destination in a predetermined area and does not depend on vehicle parameters. The one or more processors obtain a vehicle-specific target trajectory by correcting the base trajectory based on the vehicle parameters. Effect of the Invention

[0007] According to the present disclosure, an in-vehicle system mounted on a vehicle acquires a base trajectory that is independent of vehicle parameters. Then, the in-vehicle system acquires an appropriate target trajectory specific to the vehicle by correcting the base trajectory based on the vehicle parameters. Because the in-vehicle system corrects the base trajectory to a target trajectory taking into account the vehicle parameters, a system external to the in-vehicle system does not need to take the vehicle parameters into account. This makes it possible to distribute the load when acquiring a target trajectory appropriate for the vehicle. [Brief description of the drawings]

[0008] [Figure 1] 1 is a conceptual diagram for explaining an example of vehicle control in a predetermined area according to an embodiment. FIG. [Diagram 2] 4 is a conceptual diagram for explaining vehicle parameters and a target trajectory according to the embodiment. FIG. [Diagram 3] 10A to 10C are conceptual diagrams for explaining a comparative example and a target trajectory setting method according to an embodiment. [Figure 4] 11A to 11C are conceptual diagrams for explaining an example of correction of a base locus according to an embodiment. [Diagram 5] 1 is a block diagram showing a configuration example of an in-vehicle system according to an embodiment; [Figure 6] 1 is a block diagram showing an example of a configuration of a management system according to an embodiment; DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0009] 1. Vehicle control in a designated area Consider the control of the vehicle 1 in a predetermined area AR. Examples of the predetermined area AR include a parking lot, a factory, a facility site, a city (smart city), and the like. In the predetermined area AR, the vehicle 1 is controlled to travel to a set destination. The vehicle 1 may be an autonomous vehicle.

[0010] Fig. 1 is a conceptual diagram for explaining an example of control of a vehicle 1 in a predetermined area AR. In the example shown in Fig. 1, the predetermined area AR is a parking lot PL. This parking lot PL provides an automated valet parking (AVP) service. Vehicle 1 is equipped with a function for performing automated valet parking, and can automatically drive at least within the parking lot PL.

[0011] The in-vehicle system 10 is mounted on the vehicle 1 and controls the vehicle 1. Specifically, the in-vehicle system 10 recognizes the surroundings of the vehicle 1 using a recognition sensor (e.g., a camera) mounted on the vehicle 1. The in-vehicle system 10 safely drives the vehicle 1 while recognizing the surroundings of the vehicle 1. In addition, a plurality of markers M (landmarks) are arranged in the parking lot PL. The markers M are used to guide the vehicle 1 in the parking lot PL. For example, the in-vehicle system 10 obtains an image of the surroundings using a camera and recognizes the markers M based on the image. Then, the in-vehicle system 10 performs a localization process (Localization) that estimates the position of the vehicle 1 in the parking lot PL with high accuracy based on the recognition result of the markers M. The in-vehicle system 10 automatically drives the vehicle 1 in the parking lot PL based on the estimated vehicle position.

[0012] The management system 100 is a system that manages parking lots PL (predetermined areas AR) and automatic valet parking, and is disposed outside the vehicle 1. The management system 100 is capable of communicating with each vehicle 1 in the parking lots PL. The management system 100 may remotely control each vehicle 1 in the parking lots PL.

[0013] The entry process is as follows. The vehicle 1 stops in the entry area. The management system 100 allocates an empty parking frame to the vehicle 1. The allocated empty parking frame becomes the target parking frame (destination) for the vehicle 1 when entering the parking lot. Then, a target trajectory TR (target route) from the entry area in the parking lot PL to the target parking frame is set. The method of setting the target trajectory TR will be described later in detail. The in-vehicle system 10 acquires information on the target trajectory TR to the target parking frame. The management system 100 issues an entry instruction to the in-vehicle system 10. In response to the entry instruction, the in-vehicle system 10 drives the vehicle 1 to the target parking frame according to the target trajectory TR. That is, the in-vehicle system 10 controls the vehicle 1 to follow the target trajectory TR while estimating the vehicle position. Then, the in-vehicle system 10 parks the vehicle 1 in the target parking frame.

[0014] The leaving process is as follows. When leaving, the specified leaving area becomes the destination for the vehicle 1. A target trajectory TR from the parking space in the parking lot PL to the leaving area is set. The method of setting this target trajectory TR will be described later in detail. The in-vehicle system 10 acquires information on the target trajectory TR to the leaving area. The management system 100 issues a leaving instruction to the in-vehicle system 10. In response to the leaving instruction, the in-vehicle system 10 drives the vehicle 1 to the leaving area according to the target trajectory TR. That is, the in-vehicle system 10 controls the vehicle 1 to follow the target trajectory TR while estimating the vehicle position. Then, the in-vehicle system 10 stops the vehicle 1 in the leaving area.

[0015] 2. Setting target trajectory taking into account vehicle parameters It is desirable for the vehicle 1 to travel safely in the predetermined area AR. Specifically, it is desirable for the vehicle 1 to reach the destination without straying from the roadway and without coming into contact with any obstacles.

[0016] FIG. 2 shows a scene in which the vehicle 1 makes a left turn in a predetermined area AR. In [A] in FIG. 2, the vehicle 1 makes a left turn without going off the roadway 2 and without coming into contact with an obstacle 3. On the other hand, in [B] in FIG. 2, the vehicle 1 goes off the roadway 2 and comes into contact with an obstacle 3. It is desirable to set an appropriate target trajectory TR in advance so as to avoid a situation such as [B]. To this end, it is necessary to set the target trajectory TR in consideration of the area through which the vehicle 1 (vehicle body) passes. The area through which the vehicle 1 (vehicle body) passes is hereinafter referred to as the "passing area."

[0017] The vehicle parameters PV are parameters that contribute to the passing area of ​​the vehicle 1. For example, the vehicle parameters PV include the vehicle length L, vehicle width W, wheelbase WB, tread, etc. of the vehicle 1. The vehicle parameters PV may also include the installation positions and sizes of external parts of the vehicle 1, such as mirrors, decorative parts, etc. The vehicle parameters PV may also include the steering method of the vehicle 1 (2WS or 4WS). The vehicle parameters PV may also include the weight of the vehicle 1. The vehicle parameters PV may also include the tire performance of the vehicle 1. It should be noted that the weight and tire performance of the vehicle 1 affect the steering performance of the vehicle 1. It can also be said that the vehicle parameters PV represent the "personality" and "characteristics" of the vehicle 1.

[0018] The passing area of ​​the vehicle 1 is determined by the vehicle parameters PV. By taking the passing area into consideration, the target trajectory TR can be set so that the vehicle 1 can travel safely in the predetermined area AR. That is, the target trajectory TR appropriate for the vehicle 1 can be set based on the vehicle parameters PV. The vehicle parameters PV may differ for each vehicle 1. Therefore, the target trajectory TR appropriate for the vehicle 1 may also differ for each vehicle 1.

[0019] A method for setting an appropriate target trajectory TR for each vehicle 1 in consideration of the vehicle parameters PV will be described below.

[0020] 3 is a conceptual diagram for explaining a comparative example and a target trajectory setting method according to this embodiment. With reference to FIG. 3, the difference in technical concept between the comparative example and this embodiment will be explained.

[0021] 2-1.Comparative Example First, a comparative example will be described. In the comparative example, a management system determines an appropriate target trajectory TR for each vehicle 1. The target trajectory TR is a trajectory from a starting point to a destination of the vehicle 1 in a predetermined area AR. As described above, the appropriate target trajectory TR for the vehicle 1 depends on the vehicle parameters PV of the vehicle 1.

[0022] For example, the management system has a target trajectory map for determining a target trajectory TR. Input data for the target trajectory map is a pair of a departure point and a destination point of the vehicle 1 and a vehicle parameter PV. The target trajectory map indicates a correspondence relationship between the input data and an appropriate target trajectory TR. In other words, the target trajectory map is configured to output an appropriate target trajectory TR according to the input data. Such a target trajectory map is generated in advance based on, for example, actual driving data of a wide variety of vehicles 1 in a predetermined area AR.

[0023] The management system receives vehicle parameters PV-i from various vehicles 1-i (i=1, 2, 3,...) via communication. The management system also assigns destinations to the vehicles 1-i. The management system inputs input data including the vehicle parameters PV-i and start and destination pairs into a target trajectory map, thereby obtaining a target trajectory TR-i for the vehicle 1-i. The management system then provides the target trajectory TR-i to each vehicle 1-i via communication. Each vehicle 1-i travels according to the target trajectory TR-i determined by the management system.

[0024] In this comparative example, the management system needs to handle all of the wide variety of vehicles 1-i that use a given area AR (e.g., a parking lot PL). In order to set appropriate target trajectories TR-i for all of the wide variety of vehicles 1-i, a huge target trajectory map and complex algorithms are required. This increases the processing load on the management system.

[0025] In order to reduce the processing load, it is possible to limit the contents (items) of the vehicle parameters PV-i to be considered in the management system. However, if the contents (items) of the vehicle parameters PV-i to be considered are limited, an appropriate target trajectory TR-i that fully takes into account the individual characteristics of each vehicle 1-i is not generated. As a result, the driving accuracy of the vehicle 1-i in the specified area AR decreases.

[0026] Conversely, if the content (items) of the vehicle parameters PV-i are increased to take into account the individual characteristics of all the vehicles 1-i, the target trajectory map and algorithms become exponentially more complex. As a result, the processing load on the management system also increases exponentially. Furthermore, every time a new vehicle model appears, the algorithm and driving trajectory map must be updated.

[0027] In addition, the communication standard for transmitting the vehicle parameters PV-i from the vehicle 1-i to the management system is not necessarily designed to cover all kinds of vehicle parameters PV-i. The contents of the vehicle parameters PV-i that can be transmitted from the vehicle 1-i to the management system may be limited. In that case, an appropriate target trajectory TR-i that fully takes into account the individual characteristics of each vehicle 1-i is not generated. As a result, the driving accuracy of the vehicle 1-i in the predetermined area AR is reduced.

[0028] 2-2. This embodiment The management system 100 according to this embodiment does not determine an appropriate target trajectory TR for each vehicle 1. The management system 100 determines only a common target trajectory TR that does not depend on the vehicle parameters PV of the vehicle 1. The common target trajectory TR that does not depend on the vehicle parameters PV is hereinafter referred to as a "base trajectory TB." The base trajectory TB depends on the pair of the departure point and destination of the vehicle 1, but does not depend on the vehicle parameters PV.

[0029] For example, the management system 100 has a base trajectory map 200 for determining a base trajectory TB. Input data for the base trajectory map 200 is a pair of a departure point and a destination point of the vehicle 1, and does not include vehicle parameters PV. The base trajectory map 200 indicates the correspondence between the input data and the base trajectory TB. In other words, the base trajectory map 200 is configured to output a base trajectory TB from a departure point to a destination point (e.g., a target parking space) in a predetermined area AR. The base trajectory TB for each pair of a departure point and a destination point is set in advance. For example, the base trajectory TB is set to follow the center line of the roadway.

[0030] The management system 100 does not need to receive vehicle parameters PV-i from the various vehicles 1-i (i=1, 2, 3, . . .). The management system 100 assigns destinations to the vehicles 1-i. The management system 100 inputs start and destination pairs into a base trajectory map 200, thereby obtaining a base trajectory TB that is independent of the vehicle parameters PV-i. The management system 100 then provides the base trajectory TB to the vehicles 1-i via communication.

[0031] The in-vehicle system 10-i of the vehicle 1-i communicates with the management system 100 and acquires information on the base trajectory TB from the management system 100. The in-vehicle system 10-i also holds vehicle parameters PV-i of the vehicle 1-i. The in-vehicle system 10-i corrects (converts) the base trajectory TB into a target trajectory TR-i appropriate for the vehicle 1-i, taking into account the vehicle parameters PV-i. That is, the in-vehicle system 10-i corrects the base trajectory TB based on the vehicle parameters PV-i to acquire an appropriate target trajectory TR-i specialized for the vehicle 1-i. The target trajectory TR-i specialized for the vehicle 1-i is a trajectory that allows the vehicle 1-i to reach the destination more safely or efficiently than in the case of the base trajectory TB.

[0032] Correcting the base trajectory TB includes changing the position and shape of the base trajectory TB. For example, consider a curve section as shown in FIG. 2. In the case of a vehicle 1-i having a long vehicle length L and a long wheelbase WB, the inside wheel difference becomes large. In that case, the in-vehicle system 10-i generates a target trajectory TR-i that is safer than the base trajectory TB by shifting the base trajectory TB to the outside of the turn. On the other hand, in the case of a small vehicle 1-i, it is easy to turn in a small radius. In that case, the in-vehicle system 10-i may generate a target trajectory TR-i that is shorter and more efficient than the base trajectory TB by shifting the base trajectory TB to the inside of the turn.

[0033] The in-vehicle system 10-i may generate the target trajectory TR-i taking into consideration the roadway 2 and obstacles 3. The layout of the roadway 2 may be obtained from map information of a predetermined area AR. Alternatively, the in-vehicle system 10-i may grasp the layout of the roadway 2 based on surrounding situation information indicating the recognition result by a recognition sensor mounted on the vehicle 1. Examples of the obstacles 3 include walls, pillars, other vehicles, etc. The in-vehicle system 10-i recognizes the obstacles 3 around the vehicle 1-i based on the surrounding situation information indicating the recognition result by the recognition sensor mounted on the vehicle 1-i. The layout of stationary obstacles 3 such as walls and pillars can also be obtained from map information of a predetermined area AR.

[0034] The condition that the target trajectory TR-i must at least satisfy is that the vehicle 1-i reaches the destination without straying from the roadway 2 and without coming into contact with the obstacle 3. This condition will be referred to as the "first condition" hereinafter. The in-vehicle system 10-i acquires the target trajectory TR-i that satisfies the first condition. More specifically, the in-vehicle system 10-i acquires the target trajectory TR-i that satisfies the first condition by correcting the base trajectory TB based on the vehicle parameters PV-i and map information or surrounding situation information.

[0035] FIG. 4 is a conceptual diagram for explaining an example of correction of the base trajectory TB. "X" in FIG. 4 means the boundary of the roadway 2 or an obstacle 3. The margin width MG is the minimum distance between X and the passing area of ​​the vehicle 1. When the vehicle 1 turns, the margin width MG on the inside of the turn is particularly taken into consideration. Based on a certain trajectory and the vehicle parameters PV, the passing area when the vehicle 1 follows that trajectory can be estimated. Then, the margin width MG can be calculated based on the passing area and map information or surrounding situation information.

[0036] The base margin width MG_B is the margin width MG in the case of the base locus TB. In other words, the base margin width MG_B is the margin width MG in the case of the vehicle 1 following the base locus TB. On the other hand, the correction margin width MG_R is the margin width MG in the case of the target locus TR obtained by correcting the base locus TB. In other words, the correction margin width MG_R is the margin width MG in the case of the vehicle 1 following the target locus TR.

[0037] The in-vehicle system 10 calculates a base margin width MG_B based on the vehicle parameters PV, the base trajectory TB, and map information or surrounding situation information. Then, the in-vehicle system 10 compares the base margin width MG_B with a threshold value. The threshold value is a margin width MG that is the minimum required from the viewpoint of safety.

[0038] When the base margin width MG_B is less than the threshold value ((A) in FIG. 4), the in-vehicle system 10 shifts the base trajectory TB to the outside of the turn to increase the margin width MG. That is, the in-vehicle system 10 corrects the base trajectory TB to the target trajectory TR based on the vehicle parameter PV so that the margin width MG is equal to or greater than the threshold value. In other words, the in-vehicle system 10 corrects the base trajectory TB to obtain the target trajectory TR such that the corrected margin width MG_R is equal to or greater than the threshold value. This enables the vehicle 1 to reach the destination more safely than in the case of the base trajectory TB.

[0039] On the other hand, when the base margin width MG_B is larger than the threshold ((B) in FIG. 4), the in-vehicle system 10 may reduce the margin width MG by shifting the base trajectory TB to the inside of the turn within a range that satisfies the first condition. That is, the in-vehicle system 10 may correct the base trajectory TB to the target trajectory TR based on the vehicle parameter PV so that the margin width MG is equal to or larger than the threshold and smaller than the base margin width MG_B. In other words, the in-vehicle system 10 may correct the base trajectory TB to obtain the target trajectory TR such that the corrected margin width MG_R is equal to or larger than the threshold and smaller than the base margin width MG_B. This enables the vehicle 1 to reach the destination in a shorter distance and more efficiently than in the case of the base trajectory TB.

[0040] The in-vehicle system 10 controls the vehicle 1 so as to follow the target trajectory TR thus obtained. The vehicle 1 travels so as to follow the target trajectory TR, and safely arrives at the destination.

[0041] It is also possible that there is no target trajectory TR that satisfies the first condition. In other words, there is a possibility that it is not possible to correct the base trajectory TB so as to satisfy the first condition. If there is no target trajectory TR that satisfies the first condition, the in-vehicle system 10 may request the management system 100 to change the destination or the base trajectory TB. In response to the request, the management system 100 changes the destination (e.g., target parking space) assigned to the vehicle 1, and accordingly changes the base trajectory TB. Alternatively, the management system 100 may maintain the destination and change the base trajectory TB leading to the destination. In either case, it is expected that a target trajectory TR that satisfies the first condition will be found by changing the base trajectory TB.

[0042] 2-3.Effects As described above, according to this embodiment, a target trajectory TR appropriate for the vehicle 1 is obtained by considering the vehicle parameters PV, which are the individual characteristics of the vehicle 1. A target trajectory TR that allows at least the vehicle 1 to safely reach the destination is obtained. The vehicle 1 can safely reach the destination by following such a target trajectory TR.

[0043] Furthermore, according to this embodiment, the in-vehicle system 10 acquires a base trajectory TB that is not dependent on the vehicle parameters PV. Then, the in-vehicle system 10 acquires an appropriate target trajectory TR specialized for the vehicle 1 by correcting the base trajectory TB based on the vehicle parameters PV. Since the in-vehicle system 10 corrects the base trajectory TB to the target trajectory TR taking into account the vehicle parameters PV, the management system 100 outside the in-vehicle system 10 does not need to take into account the vehicle parameters PV. This reduces the load on the management system 100. In other words, it is possible to distribute the load when acquiring a target trajectory TR suitable for the vehicle 1.

[0044] The management system 100 does not need to accommodate a wide variety of vehicles 1 that use a specific area AR (e.g., parking lot PL). The management system 100 only needs to determine a base trajectory TB that is not dependent on the vehicle parameters PV of the vehicle 1. This is because an appropriate target trajectory TR that takes into account the vehicle parameters PV is determined on the in-vehicle system 10 side. There is no need for a huge target trajectory map or a complex algorithm as in the comparative example shown in FIG. 3. This reduces the processing load on the management system 100.

[0045] The input data for the base trajectory map 200 used in the management system 100 is a pair of the departure point and destination of the vehicle 1, and does not include the vehicle parameters PV. Therefore, compared with the target trajectory map in the comparative example, the base trajectory map 200 is simplified. This contributes to reducing memory resources and processing load in the management system 100.

[0046] The in-vehicle system 10 of each vehicle 1 only needs to consider the vehicle parameters PV of the vehicle 1 itself, and does not need to consider the vehicle parameters PV of other vehicles. The algorithm for correcting (converting) the base trajectory TB to the target trajectory TR in the in-vehicle system 10 may be specialized for the vehicle 1. Since it is not necessary to support all kinds of vehicle parameters PV, the algorithm in the in-vehicle system 10 is simplified. This leads to a reduction in the load on the in-vehicle system 10.

[0047] Furthermore, according to this embodiment, there is no need to transmit the vehicle parameters PV from the vehicle 1 to the management system 100. Therefore, there are no restrictions due to communication standards. The in-vehicle system 10 can acquire the target trajectory TR by fully considering the vehicle parameters PV that represent the individuality of the vehicle 1. Since the accuracy of the target trajectory TR is improved, the driving accuracy of the vehicle 1 in the predetermined area AR is improved.

[0048] 3. Example of in-vehicle system configuration 5 is a block diagram showing an example of the configuration of the in-vehicle system 10. The in-vehicle system 10 includes a sensor group 20, a communication device 30, a driving device 40, and a control device 50.

[0049] The sensor group 20 includes a recognition sensor 21, a vehicle state sensor, etc. The recognition sensor is used to recognize (detect) the situation around the vehicle 1. Examples of the recognition sensor 21 include a camera, a LIDAR (Laser Imaging Detection and Ranging), a radar, etc. The vehicle state sensor includes a speed sensor, an acceleration sensor, a yaw rate sensor, a steering angle sensor, etc.

[0050] The communication device 30 communicates with the outside via a communication network. For example, the communication device 30 communicates with the management system 100. Examples of the communication method include mobile communication such as 5G and wireless LAN.

[0051] The traveling device 40 includes a steering device, a drive device, and a braking device. The steering device steers the wheels. For example, the steering device includes an electric power steering (EPS) device. The drive device is a power source that generates a driving force. Examples of the drive device include an engine, an electric motor, and an in-wheel motor. The braking device generates a braking force.

[0052] The control device 50 is a computer that controls the vehicle 1. The control device 50 includes one or more processors 60 (hereinafter simply referred to as processor 60) and one or more storage devices 70 (hereinafter simply referred to as storage devices 70). The processor 60 executes various processes. For example, the processor 60 includes a CPU (Central Processing Unit). The storage device 70 stores various information. Examples of the storage device 70 include a volatile memory, a non-volatile memory, an HDD (Hard Disk Drive), an SSD (Solid State Drive), and the like.

[0053] The vehicle control program 80 is a computer program for controlling the vehicle 1. The functions of the control device 50 may be realized by cooperation between the processor 60, which executes the vehicle control program 80, and the storage device 70. The vehicle control program 80 is stored in the storage device 70. Alternatively, the vehicle control program 80 may be recorded in a computer-readable recording medium.

[0054] The control device 50 executes vehicle driving control for controlling the driving of the vehicle 1. The vehicle driving control includes steering control, acceleration control, and deceleration control. The control device 50 executes the vehicle driving control by controlling the driving devices 40 (steering device, driving device, braking device).

[0055] The control device 50 acquires various information. The various information is stored in the storage device 70.

[0056] The surrounding situation information 91 indicates the recognition result by the recognition sensor 21. The surrounding situation information 91 may include object information related to objects recognized by the recognition sensor 21. Examples of objects around the vehicle 1 include the boundary of the roadway 2, an obstacle 3, a marker M, etc. Examples of the obstacle 3 include a wall, a pillar, another vehicle, etc. The object information indicates the relative position and relative speed of the object with respect to the vehicle 1.

[0057] The vehicle condition information 92 indicates the vehicle condition detected by the vehicle condition sensor 22 .

[0058] The map information 93 is map information of the predetermined area AR in which the vehicle 1 travels. The map information 93 indicates the layout of the roadways 2 within the predetermined area AR. The map information 93 also indicates the layout of stationary obstacles 3 (e.g., walls, pillars) within the predetermined area AR. Furthermore, the map information 93 indicates the layout of markers M within the predetermined area AR. For example, the map information 93 is provided from a management system 100 that manages the predetermined area AR. The control device 50 acquires the map information 93 from the management system 100 via the communication device 30.

[0059] The position information 94 indicates the current position of the vehicle 1 in the predetermined area AR. For example, the control device 50 acquires the highly accurate position information 94 by localization processing. Specifically, the control device 50 calculates the rough position of the vehicle 1 in the predetermined area AR based on the vehicle state information 92 (steering angle and speed). The control device 50 also recognizes the markers M around the vehicle 1 using the recognition sensor 21. The control device 50 also acquires the arrangement information of the markers M around the vehicle 1 from the map information 93. The control device 50 corrects the position of the vehicle 1 by matching the recognition result of the markers M with the arrangement. As a result, the highly accurate position information 94 is acquired.

[0060] The vehicle parameter information 95 indicates the vehicle parameters PV of the vehicle 1. The vehicle parameter information 95 is stored in the storage device 70 in advance.

[0061] The control device 50 communicates with the management system 100 via the communication device 30. The control device 50 receives information on a base trajectory TB to a destination in a predetermined area AR from the management system 100. Then, the control device 50 corrects the base trajectory TB based on the vehicle parameters PV indicated in the vehicle parameter information 95, thereby acquiring an appropriate target trajectory TR specialized for the vehicle 1.

[0062] For example, the first condition is that the vehicle 1 reaches the destination without straying from the roadway 2 and without coming into contact with an obstacle 3. The control device 50 corrects the base trajectory TB based on the vehicle parameters PV and the surrounding situation information 91 or the map information 93, thereby acquiring the target trajectory TR that satisfies the first condition.

[0063] Then, the control device 50 performs vehicle driving control so that the vehicle 1 follows the target trajectory TR. More specifically, the control device 50 performs vehicle driving control so that the vehicle 1 follows the target trajectory TR based on the vehicle position indicated by the position information 94 and the target trajectory TR.

[0064] 4. Management system configuration example 6 is a block diagram showing an example of the configuration of the management system 100. The management system 100 includes a communication device 110, one or more processors 120 (hereinafter referred to as processors 120), and one or more storage devices 130 (hereinafter referred to as storage devices 130).

[0065] The communication device 110 communicates with the in-vehicle system 10 of each vehicle 1. The processor 120 executes various processes. For example, the processor 120 includes a CPU. The storage device 130 stores various information. Examples of the storage device 130 include a volatile memory, a non-volatile memory, a HDD, and an SSD.

[0066] The management program 140 is a computer program for managing the predetermined area AR. The functions of the management system 100 may be realized by cooperation between the processor 120 that executes the management program 140 and the storage device 130. The management program 140 is stored in the storage device 130. The management program 140 may be recorded in a computer-readable recording medium.

[0067] The storage device 130 stores map information 150 of the predetermined area AR. The map information 150 is similar to the above-mentioned map information 93. The processor 120 may provide the map information 150 to the in-vehicle system 10 via the communication device 110.

[0068] The storage device 130 also stores management information 160 for managing the predetermined area AR. For example, when the predetermined area AR is a parking lot PL, the management information 160 indicates the usage status (vacancy status) of parking spaces in the parking lot PL. The processor 120 can assign a vacant parking space (destination) to the vehicle 1 based on the management information 160.

[0069] The storage device 130 also stores a base trajectory map 200. Input data for the base trajectory map 200 is a pair of a departure point and a destination point of the vehicle 1, and does not include vehicle parameters PV. The base trajectory map 200 indicates a correspondence relationship between the input data and a base trajectory TB. In other words, the base trajectory map 200 is configured to output a base trajectory TB from a departure point to a destination point (e.g., a target parking frame) in a predetermined area AR.

[0070] The processor 120 inputs a pair of the starting point and the destination of the vehicle 1 into the base trajectory map 200, thereby obtaining a base trajectory TB that does not depend on the vehicle parameters PV. Then, the processor 120 transmits information of the base trajectory TB to the in-vehicle system 10 of the vehicle 1 via the communication device 110. [Explanation of symbols]

[0071] 1...vehicle, 10...vehicle-mounted system, 100...management system, PV...vehicle parameters, TB...base trajectory, TR...target trajectory

Claims

1. An in-vehicle system installed in a vehicle, one or more processors for obtaining a target trajectory of the vehicle to a destination in a predetermined area; one or more storage devices for storing information on vehicle parameters that contribute to the passing area of ​​the vehicle; Equipped with The one or more processors: acquiring information on a base trajectory, the base trajectory being a trajectory to the destination in the predetermined area and not dependent on the vehicle parameters; The base trajectory is corrected based on the vehicle parameters to obtain the target trajectory specific to the vehicle. It was configured as In-vehicle systems.

2. The base trajectory is generated by a management system that manages the predetermined area, The one or more processors are in communication with the management system to obtain the information of the base trajectory from the management system. The in-vehicle system according to claim 1 .

3. the one or more storage devices further store map information of the predetermined area or surrounding situation information indicating a recognition result by a recognition sensor mounted on the vehicle; a first condition including the vehicle reaching the destination without straying from a roadway and without coming into contact with an obstacle; The one or more processors correct the base trajectory based on the vehicle parameters and the map information or the surrounding situation information to obtain the target trajectory that satisfies the first condition.

3. An in-vehicle system according to claim 1 or 2.

4. a margin width is a minimum distance between the boundary of the roadway or the obstacle and the passing area of ​​the vehicle; The one or more processors further include: Calculating a base margin width, which is the margin width in the case of the base locus, based on the vehicle parameters and the base locus; When the base margin width is less than a threshold value, the base trajectory is corrected to the target trajectory based on the vehicle parameters so that the margin width is equal to or greater than the threshold value; If the base margin width is greater than the threshold value, the base trajectory is corrected to the target trajectory based on the vehicle parameters so that the margin width is equal to or greater than the threshold value and less than the base margin width. It was configured as The in-vehicle system according to claim 3 .

5. The base trajectory is generated by a management system that manages the predetermined area, The one or more processors are in communication with the management system to obtain the information of the base trajectory from the management system; If the target trajectory that satisfies the first condition does not exist, the one or more processors request a change to the destination or the base trajectory from the management system. The in-vehicle system according to claim 3 .

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