Automatic valet parking system and automatic valet parking method

Abstract

In the event of a malfunction in the vehicle's drivetrain while it is performing automated valet parking (AVP) and traveling on an incline, the system will take appropriate action. [Solution] If a malfunction in the vehicle's running system is detected while the vehicle is traveling on an incline using AVP control, the onboard control device (computer) performs evasive driving control. In evasive driving control, an evasive driving path is set. The evasive driving path includes pass points located on the incline and pass points located on the flat road connected to the incline, which are included in the driving path for AVP control. In evasive driving control, the target position of the vehicle included in the pass points located on the flat road, which are included in the evasive driving path, is set as the target stopping position of the vehicle. The vehicle is then controlled based on the evasive driving path and the target stopping position.

Description

Technical Field

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[0001] The present disclosure relates to automated valet parking (AVP) of vehicles within a predetermined area such as a parking lot.

Background Art

[0002] Patent Document 1 discloses a parking support device for a vehicle. When a defect occurs in the in-vehicle first power source, this parking support device switches to parking support control using power from the in-vehicle second power source. In the parking support control, when the gradient of the downhill slope in the parking lot is large, the speed of the vehicle is made slower than when it is not.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] Consider a case where a failure occurs in the driving system of the vehicle, such as the battery, brakes, or power steering of the vehicle, during AVP of the vehicle within a predetermined area and while traveling on a gradient road. When a failure occurs in the driving system, it is desirable to quickly stop the vehicle. However, if the vehicle is stopped in the middle of the gradient road, this vehicle may interfere with the progress of AVP of other vehicles. Also, in AVP in which vehicle control is performed based on a driving path generated by an external device of the vehicle, there is also a problem that it is difficult to stop the vehicle at a position deviating from this driving path.

[0005] One object of the present disclosure is to provide a technique for appropriately dealing with a situation where a failure occurs in the driving system of a vehicle during automated valet parking of the vehicle and while traveling on a gradient road.

Means for Solving the Problems

[0006] The first aspect of this disclosure is a system for automated valet parking of vehicles within a designated area. This system comprises a management unit and a control unit. The management unit manages automatic valet parking. The control unit is mounted on the vehicle. The control unit also performs automatic valet parking control of the vehicle based on the driving path received from the management unit. A driving path includes multiple path points. Each of these path points contains information about the vehicle's target position. If a malfunction in the vehicle's running system is detected while the vehicle is traveling on an incline using automatic valet parking control, the control device will perform emergency vehicle movement control. Emergency vehicle movement control includes setting an emergency vehicle movement path that includes a path point located on the incline and a path point located on a flat road connected to the incline; setting a target position included in the emergency vehicle movement path and also included in the path point located on the flat road as the target stopping position for the vehicle; and controlling the vehicle based on the emergency vehicle movement path and the target stopping position.

[0007] A second aspect of this disclosure is a method for causing a computer to perform automated valet parking of a vehicle within a designated area. This method includes performing automatic valet parking control of a vehicle based on a driving path received from a management device that manages automatic valet parking, and performing evasive driving control of the vehicle if a malfunction in the vehicle's running system is detected while the vehicle is driving on an incline under automatic valet parking control. A driving path includes multiple path points. Each of these path points contains information about the vehicle's target position. If a malfunction in the vehicle's running system is detected while the vehicle is traveling on an incline using automatic valet parking control, the control device will perform emergency vehicle movement control. Emergency vehicle movement control includes setting an emergency vehicle movement path that includes a path point located on the incline and a path point located on a flat road connected to the incline; setting a target position included in the emergency vehicle movement path and also included in the path point located on the flat road as the target stopping position for the vehicle; and controlling the vehicle based on the emergency vehicle movement path and the target stopping position. [Effects of the Invention]

[0008] According to this disclosure, if a malfunction in the vehicle's running system is detected while the vehicle is traveling on an incline using automatic valet parking control, the onboard control device (computer) performs emergency driving control. In emergency driving control, an emergency driving path is set. The emergency driving path includes pass points located on the incline and pass points located on the flat road connected to the incline, which are part of the driving path for automatic valet parking control. In emergency driving control, the target position of the vehicle included in the pass points located on the flat road, which are part of the emergency driving path, is set as the target stopping position of the vehicle. The vehicle is then controlled based on the emergency driving path and the target stopping position.

[0009] Therefore, even if a vehicle's drivetrain malfunctions during automatic valet parking and while traveling on an incline, it is possible to move the vehicle to a target stopping position on the flat road connected to the incline. This helps to prevent the vehicle from remaining on the incline and obstructing the automatic valet parking of other vehicles. [Brief explanation of the drawing]

[0010] [Figure 1] This is a diagram showing an example configuration of an automated valet parking system. [Figure 2] This is a diagram showing an example of a vehicle system configuration. [Figure 3] This is a diagram illustrating an example of a travel path. [Figure 4] This diagram illustrates the first example of evasive driving control. [Figure 5] This diagram illustrates a second example of evasive driving control. [Figure 6] This diagram illustrates a third example of evasive driving control. [Figure 7] This figure shows an example of a prohibited area that is set when evasive driving control is performed. [Figure 8] This flowchart shows computer processing examples particularly relevant to the features of the embodiment. [Modes for carrying out the invention]

[0011] Embodiments of this disclosure will be described below with reference to the drawings. In each drawing, the same or corresponding parts are denoted by the same reference numerals and are described, simplified, or omitted.

[0012] 1. Example of the overall system configuration The AVP system is a system that automatically performs vehicle parking operations within a designated area, such as a parking lot, factory, or facility premises. Figure 1 shows an example of the configuration of the AVP system. Figure 1 depicts a parking lot PK as a designated area. The parking lot PK has a configuration that enables AVP to be executed. The configuration that enables AVP to be executed includes a boarding / alighting space PD and a parking space PS.

[0013] The boarding / alighting space PD is the space for alighting from and / or boarding the vehicle VH. The parking space PS is the space for parking the vehicle VH. A configuration capable of running AVP also includes markers to assist in the movement of the vehicle VH within the parking space PK, and sensors (e.g., cameras, radar) to monitor the vehicle VH.

[0014] Figure 1 also shows a server 10 that manages the AVP in the parking lot PK (hereinafter also referred to as the "parking lot server"). The parking lot server 10 performs various processes related to managing the operational rights of the vehicle VH necessary for carrying out AVP missions in the parking lot PK (e.g., entry missions, exit missions, etc.). The parking lot server 10 also acquires various information from the sensors of the parking lot PK and performs various processes related to carrying out AVP missions based on this information. The parking lot server 10 may be a combination of a server that performs various processes related to carrying out AVP missions (local server) and a server that performs various processes related to AVP management (cloud server).

[0015] The parking lot server 10 is typically a computer including at least one processor 11, at least one storage device 12, and a communication I / F (interface) 13. The processor 11 executes various processes. Examples of the processor 11 include a CPU (Central Processing Unit), a GPU (Graphics Processing Unit), an ASIC (Application Specific Integrated Circuit), and an FPGA (Field-Programmable Gate Array). The processor 11 can also be referred to as "circuitry" or "processing circuitry". "Circuitry" is hardware programmed to realize the described functions or hardware that executes functions. The processor 11 reads various information from the storage device 12 and stores various information in the storage device 12.

[0016] Examples of the storage device 12 include a volatile memory, a non-volatile memory, an HDD (Hard Disk Drive), and an SSD (Solid State Drive). Examples of the various information stored in the storage device 12 include parking lot map information, parking lot usage information, and vehicle management information. The parking lot map information indicates the map information of the parking lot PK. The parking lot usage information is information regarding the usage status (availability information) of the boarding and alighting spaces PD and the parking spaces PS within the parking lot PK. The vehicle management information includes information such as vehicle ID, entry / exit history, and vehicle position history. The vehicle management information is managed for each vehicle VH. The vehicle ID is the identification information of the vehicle VH. The entry / exit history is information regarding the entry / exit history of the vehicle VH (for example, reservation date and reservation time, actual date and actual time, etc.). The vehicle position history indicates information regarding the position history of the vehicle VH within the parking lot PK.

[0017] The communication I / F 13 is an interface for communicating with devices outside the parking lot server 10 to transmit and receive information. For example, the communication I / F 13 is composed of devices for connecting to surrounding devices via a wireless LAN, devices for connecting to a mobile communication network, devices for connecting to the Internet, and the like. The parking lot server 10 transmits and receives information to and from the vehicle VH (vehicle system 20) via the communication I / F 13. The parking lot server 10 also transmits and receives information to and from the integrated server 30 via the communication I / F 13.

[0018] FIG. 2 is a diagram showing a configuration example of the vehicle system 20. In the example shown in FIG. 2, the vehicle system 20 is mounted on each of the vehicles VH as a system capable of executing AVP. In the example shown in FIG. 2, the vehicle system 20 includes a control device 21, sensors 22, a communication I / F 23, and an in-vehicle device 24.

[0019] The control device 21 is communicably connected to the sensors 22, the communication I / F 23, and the in-vehicle device 24. The control device 21 is a computer that performs information processing related to the control of the vehicle VH based on various information. The control device 21 includes at least one processor 25 and at least one storage device 26. The configuration example of the processor 25 is the same as that of the processor 11 shown in FIG. 1. Also, the configuration example of the storage device 26 is the same as that of the storage device 12 shown in FIG. 1. The processor 25 cooperates with the storage device 26 to realize information processing related to the control of the vehicle VH.

[0020] For example, the control device 21 is composed of one or more ECUs (Electronic Control Units). In another example, the control device 21 is composed of a kit (for example, an AVP kit) for functions provided by the parking lot server 10. The control device 21 generates and outputs a control signal for the vehicle VH by information processing. When the vehicle VH receives an AVP mission instruction INS from the parking lot server 10, the control device 21 generates a control signal CON for the AVP mission. The control signal CON is transmitted to the in-vehicle device 24.

[0021] Sensors 22 detect information about the surrounding environment and driving conditions of the vehicle VH. Examples of sensors 22 include cameras, radar, LiDAR, wheel speed sensors, IMU (Inertial Measurement Unit), and GNSS (Global Navigation Satellite System) sensors. Sensors 22 also include sensors that monitor the status of the on-board equipment 24 and the on-board battery.

[0022] Communication I / F23 is an interface for communicating with external devices of the vehicle VH to send and receive information. The vehicle VH sends and receives information with the parking server 10 via communication I / F23. The vehicle VH can also send and receive information with the user terminal 40 via communication I / F23.

[0023] The on-board equipment 24 includes lighting equipment, interior lighting equipment, horn, wipers, doors, door windows, mirrors, drive system, braking system, steering system, HMI (Human Machine Interface), etc. Each component of the on-board equipment 24 includes an actuator 27 that can be controlled by the control device 21. The on-board equipment 24 receives control signals from the control device 21. The control device 21 controls the on-board equipment 24 by operating the actuator 27 according to the control signals. Furthermore, the control of the on-board equipment 24 realizes the control of the vehicle's vehicle height (VH). The control device 27 operates according to the control signal CON for the AVP transmission, realizing vehicle control for the AVP transmission.

[0024] Returning to Figure 1, let's continue the explanation of the overall configuration example. Figure 1 also depicts the central server 30. The central server 30 is a server (cloud server) that manages the entire AVP service. The central server 30 may have some or all of the functions of the parking server 10. The central server 30 manages users who use the AVP service (hereinafter also referred to as "AVP users") and vehicles that have the vehicle system 20 (i.e., vehicle VHs). A vehicle VH driver is an example of an AVP user. AVP user management includes authentication of AVP users and management of AVP reservations by AVP users. Vehicle VH management includes management of vehicle information of vehicle VHs, management of operation rights for vehicle VHs, and management of AVP operation logs for vehicle VHs.

[0025] The central server 30 is typically a computer including at least one processor 31, at least one storage device 32, and a communication interface 33. The configuration example of the processor 31 is the same as that of the processor 11. Similarly, the configuration example of the storage device 32 is the same as that of the storage device 12.

[0026] Examples of the various types of information stored in the storage device 32 include AVP reservation information, user information, and AVP vehicle information. AVP reservation information is information related to AVP reservations made by AVP users. AVP reservation information includes information such as the parking lot the AVP user wishes to use and the entry and exit times. User information includes information such as the AVP user's user ID and the vehicle ID of the vehicle used by the AVP user. User information is managed for each AVP user. AVP vehicle information includes information such as the vehicle ID of the vehicle with the vehicle system 20, the IP address of the vehicle system 20, and the AVP operation log of the vehicle system 20.

[0027] Communication I / F33 is an interface for communicating with external devices of the central server 30 to send and receive information. For example, communication I / F33 consists of devices for connecting to surrounding devices via wireless LAN, devices for connecting to a mobile communication network, and devices for connecting to the internet. The central server 30 sends and receives information with the parking server 10 via communication I / F33. The central server 30 also sends and receives information with the user terminal 40 via communication I / F33.

[0028] The user terminal 40 is, for example, a device carried by the AVP user (e.g., a tablet or smartphone). The AVP user sends and receives information with the vehicle VH (vehicle system 20) by operating the user terminal 40. The AVP user also sends and receives information with the central server 30 by operating the user terminal 40. The user terminal 40 is used by AVP users for registering to use and reserving AVP services. The user terminal 40 is also used as appropriate when using AVP in the parking lot PK. Alternatively, instead of operating the user terminal 40, information regarding AVP may be sent and received by operating the in-vehicle device 24 (e.g., HMI) shown in Figure 2.

[0029] 2. Travel Passes and Travel Plans When executing an AVP mission (parking entry mission), for example, the parking server 10 sends and receives information with the central server 30 to acquire the right to operate the vehicle VH waiting in the boarding / alighting space PD. Once this right to operate is transferred to the parking server 10, the parking server 10 (processor 11) can execute the AVP for the vehicle VH. The vehicle system 20 (processor 25) generates a control signal CON according to the AVP mission (parking entry mission) instruction INS received from the parking server 10, and performs vehicle control (AVP control) for the AVP mission (parking entry mission) by controlling the on-board device 24.

[0030] When performing an AVP mission (departure mission), for example, the vehicle system 20 (processor 25) generates a control signal CON according to the AVP mission (departure mission) instruction INS received from the parking server 10, and performs vehicle control (AVP control) for the AVP mission (departure mission) by controlling the in-vehicle device 24. When the vehicle VH arrives at the drop-off / pick-up space PD, the parking server 10 sends and receives information with the control server 30 and returns the control authority for the vehicle VH. When this control authority is transferred to the control server 30, the execution of the AVP mission (departure mission) of the vehicle VH by the parking server 10 (processor 11) is completed.

[0031] The instruction INS for the AVP mission includes information about the driving path PT. The driving path PT is a set of path points PP within the parking lot PK that the vehicle VH should pass through from its current location to its destination. The instruction INS is generated sequentially based on information about the surrounding environment and driving status of the vehicle VH obtained from the sensors in the parking lot PK. Information obtained from the vehicle VH's sensors 22 may also be used to generate the instruction INS. The generated instruction INS is transmitted sequentially from the parking lot server 10 to the vehicle VH. The instruction INS transmitted at each timing includes information about the driving path PT in the direction of travel of the vehicle VH.

[0032] Figure 3 illustrates an example of a driving path PT. In Figure 3, the driving path PT is depicted in front of the vehicle VH. The driving path PT includes section path PT-ID1, section path PT-ID2, and section path PT-ID3. Section paths PT-ID1, PT-ID2, and PT-ID3 are each included in the instruction INS that the vehicle VH (vehicle system 20) receives sequentially during the AVP mission, and are identified by a unique ID assigned to each section path PT-IDk (k≧1).

[0033] A section path PT-IDk includes a path point PP (hereinafter also referred to as "path endpoint PPf") that indicates the endpoint of section path PT-IDk. In the example shown in Figure 3, section path PT-ID1 includes path endpoint PPf and path points PPf-1, PPf-2, PPf-3, and PPf-4 that precede this path endpoint PPf. Path point PPf-4 can also be considered as path point PP indicating the starting point of section path PT-ID1. The configuration of path point PP for section paths PT-ID2 and PT-ID3 is basically the same as the configuration of path point PP for section path PT-ID1.

[0034] Each path point PP included in the section path PT-IDk contains, for example, position information, steering angle information, maximum speed information, and curvature information. The position information indicates the target position of the vehicle VH and is represented in the 2D coordinate system (x,y) of the parking lot PK. The position information may also be represented in the 3D coordinate system (x,y,z) including height. The steering angle information indicates the target steering angle of the vehicle VH at path point PP. The maximum speed information indicates the maximum allowable speed of the vehicle VH at path point PP. The curvature information indicates the curvature of the section path PT-IDk.

[0035] The vehicle system 20 sets a driving plan to follow the section path PT-IDk based on the information contained in each path point PP of the section path PT-IDk and information about the surrounding environment and driving state of the vehicle VH. The set driving plan includes a speed plan and a steering angle plan. The vehicle system 20 also performs vehicle control (AVP control) according to the set driving plan. Specifically, the vehicle system 20 calculates the deviations between the vehicle VH and the driving plan (e.g., speed deviation, lateral position deviation, yaw angle deviation), generates control target values ​​(e.g., target acceleration, target steering angle) that reduce these deviations, and transmits control signals CON to the actuators 27 (e.g., drive actuator, braking actuator, and steering actuator). This enables AVP operation along the driving path PT.

[0036] 3. Features of the Embodiment 3-1. Challenges when driving on inclines As described above, in the AVP mission, the AVP control of the vehicle VH is performed based on the travel path PT. Here, depending on the configuration of the parking lot PK, the pathways of the parking lot PK may include sloped roads in addition to flat roads. Examples of slopes (angle of inclination) of sloped roads include gentle slopes (e.g., 3% or less), normal slopes (e.g., 3-6%), and steep slopes (e.g., 6% or more). In this embodiment, we will consider in particular the case where the sloped road is a normal road or a steep slope.

[0037] In this embodiment, we also consider the case where a failure occurs in the vehicle VH's battery, brakes, power steering, or other drive system components while the vehicle VH is traveling on an incline in the AVP mission. If a failure occurs in the drive system, it is desirable to stop the vehicle VH as quickly as possible. However, if the vehicle VH is stopped in the middle of an incline, there is a possibility that the vehicle VH may interfere with the AVP missions of other vehicles. Furthermore, in an AVP where the vehicle VH is controlled based on a driving path PT generated by the parking server 10, there is a challenge in stopping the vehicle VH at a position that deviates from the driving path PT.

[0038] 3-2. Evacuation Driving Control Therefore, in this embodiment, if a failure occurs in the running system of vehicle VH while traveling on an incline, the vehicle system 20 performs "evacuation driving control". In evacuation driving control, an evacuation driving path PTR is generated based on the section path PT-IDk. Examples of section path PT-IDk used to generate the evacuation driving path PTR include those received by the vehicle system 20 from the parking server 10 around the time the running system failure is detected. For example, a section path PT-IDk received by the vehicle system 20 immediately before or after the failure detection timing is preferably used to generate the evacuation driving path PTR. Two or more consecutive section paths (for example, section paths PT-IDk-1 and PT-IDk, section paths PT-IDk and PT-IDk+1) may be used to generate the evacuation driving path PTR.

[0039] Figure 4 illustrates a first example of evacuation control. Figure 4 shows a gradient path SL. The gradient path SL is a passage connecting the flat path FL on the first floor (1F) and the flat path FL on the second floor (2F) of the facility within the parking lot PK. Figure 4 also shows a vehicle VH traveling from the first floor to the second floor on the gradient path SL.

[0040] In the example shown in Figure 4, a malfunction in the running gear of vehicle VH is detected while the vehicle is traveling on the gradient road SL. Under this premise, the escape route control sets the escape route path PTR using the section path PT-IDk. The section path PT-IDk shown in Figure 4 is, for example, the most recent one received by the vehicle system 20 immediately before the timing of the detection of the running gear malfunction. This section path PT-IDk includes the path endpoint PPf, path point PPf-1, path point PPf-2, path point PPf-3, ... The escape route path PTR is set, for example, as follows: First, among the path points PP included in the section path PT-IDk, the path point PP located on the flat road FL is identified (in the example in Figure 4, the path endpoint PPf, path points PPf-1 and PPf-2).

[0041] Identifying path points PP located on the flat road FL is performed, for example, based on the positional information (height information) contained in the path point PP. For example, if the height information of two adjacent path points PP matches, these path points PP are determined to be located on the flat road FL. Once path points PP located on the flat road FL are identified, the section path PT-IDk containing these path points PP is set as the evacuation path PTR.

[0042] Next, from among the path points PP included in the evacuation travel path PTR, the path point PP located on the flat road FL is set as the target stop position PTS. The target stop position PTS is the target position where the vehicle VH should stop in evacuation travel control. Therefore, the path point PP set as the target stop position PTS does not have to coincide with the path endpoint PPf of the section path PT-IDk set as the evacuation travel path PTR (in the example in Figure 4, it is path point PPf-1).

[0043] Once the target stop position PTS is set, a driving plan is set to follow the evacuation driving path PTR and stop at the target stop position PTS, based on the evacuation driving path PTR, the target stop position PTS, and information on the vehicle H's surrounding environment and driving state. The set driving plan includes a speed plan and a steering angle plan. In evacuation driving control, the vehicle H is controlled according to the set driving plan. The method of controlling the vehicle H according to the driving plan is basically the same as the AVP control according to the driving plan in the AVP transmission.

[0044] In other words, in the evacuation control, the deviations between the vehicle's VH and the travel plan (e.g., speed deviation, lateral position deviation, yaw angle deviation) are calculated, and control target values ​​(e.g., target acceleration, target steering angle) are generated to reduce these deviations. Then, a control signal corresponding to the control target values ​​is transmitted to the actuator 27, thereby performing evacuation travel along the evacuation travel path PTR and the target stop position PTS.

[0045] Figure 5 illustrates a second example of evasive driving control. The situation surrounding vehicle VH shown in Figure 5 is the same as that described in Figure 4. The section path PT-IDk-j (j≧1) shown in Figure 5 is, for example, a past data received by the vehicle system 20 before the timing when a fault in the running system was detected. This section path PT-IDk-j includes path points PPf-i, PPf-i+1, PPf-i+2, ... (i≧3). Path point PPf-i is the path point PP (hereinafter also referred to as "path starting point PPf-i") that indicates the starting point of section path PT-IDk.

[0046] The method for setting the escape route PTR is the same as that described in the example in Figure 4. Specifically, first, among the path points PP included in the section path PT-IDk-j, the path point PP located on the flat road FL is identified (in the example in Figure 5, the path start point PPf-i and path point PPf-i+1). Once the path point located on the flat road FL is identified, the section path PT-IDk-j containing this path point is set as the escape route PTR. Subsequently, among the path points PP included in the escape route PTR, the path point PP located on the flat road FL is set as the target stop position PTS. The method for setting the target stop position PTS is also the same as that described in the example in Figure 4 (in the example shown in Figure 5, the path start point PPf-i).

[0047] Once the target stop position PTS is set, a driving plan is set to follow the escape driving path PTR and stop at the target stop position PTS, based on the escape driving path PTR, the target stop position PTS, and information on the surrounding environment and driving status of the vehicle VH. The control method for the vehicle VH according to the set driving plan is the same as that of the example explained in Figure 4.

[0048] The difference between the first example explained in Figure 4 and the second example explained in Figure 5 lies in the difference between the section paths PT-IDk and PT-IDk-j used to set the escape route path PTR. Therefore, in the former, the escape route involves forward movement up the gradient SL, while in the latter, the escape route involves reverse movement down the gradient SL.

[0049] For example, if the gradient road SL is long, or if the vehicle VH's current position is at the starting point of the gradient road SL, it is conceivable that the pass point PP located on the flat road FL cannot be identified in front of the vehicle VH. In the event of a battery failure (power supply defect) and insufficient backup power, even if the pass point PP located on the flat road FL can be identified in front of the vehicle VH, it is conceivable that the vehicle VH may not be able to climb the gradient road SL. In such cases, the example described in Figure 5 is useful. Specifically, according to the example in Figure 5, where the vehicle system 20 uses the section path PT-IDk received before the timing of the detection of a running system failure to identify the pass point PP located on the flat road FL behind the vehicle VH, and the vehicle reverses in the direction of descending the gradient road SL, it is possible to reliably move the vehicle VH to the target stopping position PTS on the flat road FL connected to the gradient road SL.

[0050] If the path point PP located on the flat road FL can be identified in front of and behind the vehicle VH, and the exceptional conditions such as insufficient backup power as described above do not apply, the following evasive driving control can also be performed. Figure 6 is a diagram illustrating a third example of evasive driving control. The situation surrounding the vehicle VH shown in Figure 6 is the same as that described in Figure 4. In the example shown in Figure 6, a section path PT-IDk including the path point PP located on the flat road FL in front of the vehicle VH (hereinafter also referred to as "forward path point PP") and a section path PT-IDk-j including the path point PP located on the flat road FL behind the vehicle VH (hereinafter also referred to as "rear path point PP") are identified.

[0051] For the sake of explanation, the section path PT-IDk shown in Figure 6 is assumed to be the same as the one explained in Figure 4, and the section path PT-IDk-j shown in Figure 6 is assumed to be the same as the one explained in Figure 5. In the example shown in Figure 6, section paths PT-IDk and PT-IDk-j are considered as the first and second candidates for the escape route path PTR, respectively, and the escape route path PTR is set by comparing the two. For example, the distance D1 from the current position of the vehicle VH to the target position of the forward path point PP (PPf-1 in the example of Figure 6) is compared with the distance D2 from this current position to the target position of the rear path point PP (PPf-i in the example of Figure 6).

[0052] Then, based on the comparison of distances D1 and D2, the candidate with the shorter distance is set as the escape route path PTR (in the example in Figure 6, the section path PT-IDk-j). The example of escape route control after the escape route path PTR has been set is the same as the example described in Figure 4 or 5.

[0053] 3-3. Setting of Prohibited Areas When performing emergency driving control, the vehicle system 20 transmits a signal to the parking lot server 10 indicating that a malfunction has occurred in the drive system. In addition, the vehicle system 20 transmits an emergency driving path PTR to the parking lot server 10. Upon receiving the signal indicating that a malfunction has occurred in the drive system, the parking lot server 10 detects a malfunction in the vehicle VH's drive system. Alternatively, the parking lot server 10 detects a malfunction in the vehicle VH's drive system by receiving the emergency driving path PTR.

[0054] If the parking server 10 detects a malfunction in the vehicle VH's drive system, it may set a restricted area for AVP missions based on the evacuation drive path PTR received from the vehicle system 20. If a restricted area for AVP missions is set, other vehicle VHs will perform their AVP missions in a manner that avoids this restricted area. This prevents situations where a vehicle VH stopped at the target stopping position PTS would hinder the execution of AVP missions by other vehicle VHs.

[0055] Figure 7 shows an example of a restricted area for the AVP mission when evacuation control is performed. The evacuation path PTR shown in Figure 7 is the same as the section path PT-IDk-j shown in Figure 5. The restricted area for the AVP mission is set in the restricted path PTR's designated area. The size of the restricted path PTR's designated area is, for example, a vertical width including all path points PP included in the evacuation path PTR, and a horizontal width that is greater than or equal to the vehicle width VH and less than or equal to the aisle width.

[0056] 3-4. Computer Processing Examples Figure 8 is a flowchart showing an example of computer processing particularly relevant to the features of the embodiment. The routine shown in Figure 8 is executed by the control device 21 (processor 25) shown in Figure 2. The routine shown in Figure 8 is executed repeatedly at a predetermined cycle, for example, during an AVP mission.

[0057] In the example shown in Figure 8, first, in step S11, various information about the vehicle VH is acquired. The various information acquired in step S11 includes the instruction INS (driving path PT) transmitted from the parking server 10, information acquired by the vehicle VH's sensors 22, and signals from the in-vehicle device 24.

[0058] Following the processing in step S11, the processing in step S12 is performed. In the processing in step S12, it is determined whether or not a malfunction in the vehicle VH's drive system has been detected based on the various information obtained in step S11. If the result of the determination in step S12 is positive, the processing in step S13 is performed. Otherwise, this routine ends.

[0059] In step S13, it is determined whether or not vehicle VH is traveling on an incline. The gradient of the path on which vehicle VH is traveling is calculated, for example, based on IMU detection information. For example, if the gradient of the path is 3% or more, it is determined that vehicle VH is traveling on an incline. If the result of the determination in step S13 is positive, the process in step S14 is performed. Otherwise, the process in step S16 is performed.

[0060] In both steps S14 and S16, an escape route path PTR is set. However, the method for setting the escape route path PTR in step S14 is different from that for setting the escape route path PTR in step S16. Specifically, the former setting method includes identifying a path point PP located on a flat road FL from among the path points PP included in the section path PT-IDk. On the other hand, in the latter setting method, the latest section path PT-IDk received by the vehicle system 20 immediately before the timing of the detection of a running system failure is set as the escape route path PTR. If there are two candidates for the escape route path PTR in step S14, one of these candidates may be selected.

[0061] The process in step S14 is followed by the process in step S15. In the process in step S15, among the path points PP included in the escape route PTR set in step S14, the path point PP located on the flat road FL is set as the target stopping position PTS.

[0062] The process in step S17 is performed following the process in step S16. The process in step S17 is basically the same as the process in step S15. That is, in the process in step S17, among the path points PP included in the escape route path PTR set in step S16, the path point PP located on the flat road FL is set as the target stopping position PTS.

[0063] Following the processing in step S15 or S17, the processing in step S18 is performed. In the processing of step S18, a driving plan is set to follow the escape driving path PTR and stop at the target stopping position PTS, based on the information set in steps S14 and S15 (or the information set in steps S16 and S17) and information on the surrounding environment and driving state of the vehicle VH. Then, the vehicle VH is controlled according to this driving plan. [Explanation of symbols]

[0064] 10...Parking server, 11,25,31...Processor, 12,26,32...Storage device, 13,23,33...Communication interface, 20...Vehicle system, 21...Control device, 22...Sensors, 24...In-vehicle device, 27...Actuator, 30...Main server, 40...User terminal, D1,D2...Distance, PK...Parking lot, PD...Pick-up / drop-off space, PP...Path point, PS...Parking space, PT...Driving path, VH...Vehicle, INS...AVP mission instruction, CON...Control signal, PTS...Evacuation driving path

Claims

1. A system for automated valet parking of vehicles within a designated area, A management device for managing the aforementioned automated valet parking, The vehicle is equipped with a control device that performs automatic valet parking control of the vehicle based on the driving path received from the management device, The aforementioned travel path includes multiple path points, Each of the aforementioned multiple path points includes information about the vehicle's target position, If the control device detects a malfunction in the vehicle's running system while the vehicle is traveling on an incline using the automatic valet parking control, it will perform a retreat control for the vehicle. The aforementioned retraction travel control, The travel path, which includes a pass point located on the aforementioned sloping road and a pass point located on a flat road connected to the aforementioned sloping road, is set as a siding travel path. The target position of the vehicle is set to be a target stopping position, which is included in the path points included in the aforementioned escape route and is located on the flat road. Controlling the vehicle based on the aforementioned escape route and the aforementioned target stopping position, Automatic valet parking system characterized by including

2. The system according to claim 1, In the setting of the aforementioned evacuation path, if a path including a forward path point located on a flat road in front of the vehicle is set as the evacuation path, the control of the vehicle based on the target stopping position and the evacuation path is performed by the forward movement of the vehicle. If, in the setting of the aforementioned escape route, a route including a rear path point located on a flat road behind the vehicle is set as the escape route, then the control of the vehicle based on the target stopping position and the escape route is performed by the vehicle moving in reverse. An automated valet parking system characterized by the following features.

3. The system according to claim 1, In setting the escape route, if the candidate escape route includes a first candidate that includes a forward path point located on a flat road in front of the vehicle, and a second candidate that includes a rear path point located on a flat road behind the vehicle, then calculate the forward distance from the current position to the target position included in the forward path point and the rear distance from the current position to the target position included in the rear path point. If the forward distance is shorter than the rear distance, the first candidate is set as the escape route; if the rear distance is shorter than the forward distance, the second candidate is set as the escape route. An automated valet parking system characterized by the following features.

4. A system according to any one of claims 1 to 3, If the management device detects a malfunction in the vehicle's running system while the vehicle is traveling on an incline, it will set the designated area of ​​the escape route, based on the escape route received from the control device, as a prohibited area for automatic valet parking of other vehicles. An automated valet parking system characterized by the following features.

5. A method for having a computer perform automatic valet parking of a vehicle within a designated area, The system controls the automatic valet parking of the vehicle based on the driving path received from the management device that manages the automatic valet parking. If a malfunction in the vehicle's running system is detected while the vehicle is traveling on an incline using the automatic valet parking control, the vehicle will perform a retreat control. The aforementioned travel path includes multiple path points, Each of the aforementioned multiple path points includes information about the vehicle's target position, The aforementioned retraction travel control, The travel path, which includes a pass point located on the aforementioned sloping road and a pass point located on a flat road connected to the aforementioned sloping road, is set as a siding travel path. The target position of the vehicle is set to be a target stopping position, which is included in the path points included in the aforementioned escape route and is located on the flat road. Controlling the vehicle based on the aforementioned escape route and the aforementioned target stopping position, An automated valet parking method characterized by including the following.

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