Vehicle control device, vehicle control method, and vehicle control program

Abstract

The present invention provides a vehicle control device, a vehicle control method, and a control program that enable smooth transitions between driving modes. [Solution] The control device 100 of the vehicle 1 includes a movement control unit 130 having one or more processors that perform driving control to move the vehicle 1 to a target position, and the driving control of the vehicle 1 can be transitioned between public road support and private area control. When the vehicle 1 enters a predetermined determination area while the vehicle 1 is driving with public road support, the movement control unit 130 determines the driving conditions for private area control by matching the position of the vehicle 1 estimated in the first driving mode with the position of the vehicle 1 estimated in the second driving mode, and if it determines that the driving conditions are met, it transitions to private area control.

Description

[Technical Field]

[0001] The present invention relates to a vehicle control device, a vehicle control method, and a vehicle control program. [Background Art]

[0002] In recent years, initiatives to provide access to sustainable transport systems that also take into account vulnerable people among road users have become active. To achieve this goal, efforts are focused on research and development that further improves traffic safety and convenience through research and development related to autonomous driving technology.

[0003] Conventionally, in an autonomous driving system that automatically drives a vehicle without requiring a user's driving operation, it is known to store a route when the vehicle travels to a target position by the user's driving operation, and cause the vehicle to travel based on the stored route history when traveling to the same target position or along the same route. It is also known to generate route information from a current position to a target position based on information acquired by an in-vehicle sensor and cause the vehicle to travel.

[0004] For example, Patent Document 1 describes a technology for traveling across a plurality of maps, in which the relative position of a moving object with respect to a coordinate origin in a predetermined coordinate system, and the relative position of the moving object with respect to a self-localization origin that is the movement start position of the moving object are obtained, and relative positional relationship information representing the relative position of the coordinate origin with respect to a plurality of self-localization origins is updated based on the relative position of the moving object with respect to the coordinate origin and the relative position of the moving object with respect to the self-localization origin.

[0005] Patent Document 2 describes a technology that detects a transition portion from a private area to a public area while an automatic vehicle is driven along a track in a driving mode, and acquires additional data related to driving the automatic vehicle along the track in the public area, wherein the additional data includes current traffic data related to driving the automatic vehicle in the public area adjacent to the private area. [Prior Art Documents] [Patent Documents]

[0006] [Patent Document 1] Japanese Patent Publication No. 2020-56757 [Patent Document 2] Special Publication No. 2021-525678 [Overview of the project] [Problems that the invention aims to solve]

[0007] Incidentally, when assisting a vehicle to reach a target location, there may be two types of assistance: general driving assistance, which is performed when driving on public roads, and specific area driving assistance, which uses the user's driving path when the vehicle reaches the target location through user-operated driving. In this case, for example, when the vehicle moves from a public road to a specific area, a smooth switch between driving modes from general driving assistance to specific area driving assistance is desirable. However, Patent Documents 1 and 2 do not disclose how to switch between driving modes from general driving assistance to specific area driving assistance.

[0008] The present invention aims to provide a vehicle control device, a vehicle control method, and a vehicle control program that enable smooth transitions between driving modes, thereby contributing to the development of sustainable transportation systems. [Means for solving the problem]

[0009] The present invention A vehicle control device comprising one or more processors that perform driving control to move a vehicle to a target position, and capable of transitioning between a first driving mode and a second driving mode, The aforementioned processor, When the vehicle enters a predetermined determination area while the vehicle is traveling in the first driving mode, the driving conditions for the second driving mode are determined. If it is determined that the aforementioned driving conditions are met, a first notification is issued prompting the user to accept the transition to the second driving mode. When the aforementioned acceptance operation is received, the system transitions to the second driving mode. It is a vehicle control device.

[0010] The present invention A control program for a vehicle control device comprising one or more processors that perform driving control to move a vehicle to a target position, and which is capable of transitioning between a first driving mode and a second driving mode, The aforementioned processor, When the vehicle enters a predetermined determination area while driving in the first driving mode, the driving conditions for the second driving mode are determined by matching the position of the vehicle estimated in the first driving mode with the position of the vehicle estimated in the second driving mode. If it is determined that the aforementioned driving conditions are met, the system will transition to the second driving mode. This is a control program that executes a process. [Effects of the Invention]

[0011] According to the present invention, it is possible to provide a vehicle control device, a vehicle control method, and a vehicle control program that can smoothly transition between driving modes. [Brief explanation of the drawing]

[0012] [Figure 1] This is a block diagram showing the configuration of a vehicle 1 equipped with the control device 100 of the embodiment. [Figure 2] This is a sequence diagram (part 1) showing the first example of operation of vehicle 1. [Figure 3] This is a sequence diagram (part 2) showing the first example of operation of vehicle 1. [Figure 4] This figure shows an initial example of a vehicle 1, with the user inside, driving towards the home's parking lot 170 as its target location. [Figure 5] This is a sequence diagram (part 1) showing a second example of operation for vehicle 1. [Figure 6] This is a sequence diagram (part 2) showing a second example of operation for vehicle 1. [Figure 7]FIG. 13 is a diagram illustrating a next example of a state in which a vehicle 1 carrying a user travels with a home parking lot 170 as a target position. [Figure 8] FIG. 14 is a sequence diagram (part 1) illustrating a third operation example of the vehicle 1. [Figure 9] FIG. 15 is a sequence diagram (part 2) illustrating the third operation example of the vehicle 1. [Figure 10] FIG. 16 is a diagram illustrating a first example of a state in which the vehicle 1 carrying a user travels with the home parking lot 170 as an operation start position. [Figure 11] FIG. 17 is a sequence diagram (part 1) illustrating a fourth operation example of the vehicle 1. [Figure 12] FIG. 18 is a sequence diagram (part 2) illustrating the fourth operation example of the vehicle 1. [Figure 13] FIG. 19 is a diagram illustrating a next example of a state in which the vehicle 1 carrying a user travels with the home parking lot 170 as an operation start position. [Figure 14] FIG. 20 is a diagram illustrating a state where a user gets in the vehicle 1 and starts the engine at an out-of-home location. [Figure 15] FIG. 21 is a diagram illustrating a state where the vehicle 1 travels on a general road 210 through general road assistance. [Figure 16] FIG. 22 is a diagram illustrating the start of a private section memory of the vehicle 1. [Figure 17] FIG. 23 is a diagram illustrating a state where the vehicle 1 has reached home 200, which is a target position. [Figure 18] FIG. 24 is a diagram illustrating a state of the vehicle 1 returning to home 200 via a travel route D different from the travel route C in FIG. 17. [Figure 19] FIG. 25 is a diagram illustrating a state of the vehicle 1 returning to home 200 via the same travel route as the travel route C in FIG. 17. [Figure 20] FIG. 26 is a diagram illustrating an example of switching of travel modes at a traveling direction switching position. [Figure 21] FIG. 27 is a diagram illustrating another example of switching of travel modes at the traveling direction switching position. [Figure 22] FIG. 28 is a diagram illustrating an example of switching of travel modes at a temporary stop position. [Figure 23]This figure shows an example of switching driving modes at a stop sign. [Modes for carrying out the invention]

[0013] Hereinafter, an embodiment of the vehicle control device, vehicle control method, and vehicle control program of the present invention will be described based on the attached drawings.

[0014] <Vehicle 1 equipped with the control device 100 of the embodiment> Figure 1 is a block diagram showing the configuration of a vehicle 1 equipped with the control device 100 of an embodiment. The control device 100 is an example of the "vehicle control device" of the present invention. The vehicle 1 is a vehicle capable of so-called automatic driving or assisted driving. The vehicle 1 is, for example, a two-wheeled, three-wheeled, or four-wheeled vehicle, and its drive source is an internal combustion engine such as a diesel engine or a gasoline engine, an electric motor, or a combination thereof. The electric motor operates using power generated by a generator connected to the internal combustion engine, or discharge power from a secondary battery or fuel cell.

[0015] Vehicle 1 is equipped with a camera 10, a radar device 12, a LiDAR (Light Detection and Ranging) 14, an object recognition device 16, a communication device 20, an HMI (Human Machine Interface) 30, a vehicle sensor 40, a driver monitor camera 50, a navigation device 60, an MPU (Map Positioning Unit) 70, a driver control unit 80, a control device 100, a driving force output device 92, a brake device 94, and a steering device 96. These devices and equipment are connected to each other by multiplex communication lines such as CAN (Controller Area Network) communication lines, serial communication lines, wireless communication networks, etc.

[0016] Camera 10 is a digital camera that uses a solid-state image sensor such as a CCD (Charge Coupled Device) or CMOS (Complementary Metal Oxide Semiconductor). Camera 10 can be mounted at any location on vehicle 1.

[0017] The radar device 12 emits radio waves such as millimeter waves around the vehicle 1 and detects radio waves reflected by objects (reflected waves) to determine at least the position (distance and direction) of the object. The radar device 12 can be mounted at any location on the vehicle 1.

[0018] The LIDAR 14 irradiates light (or electromagnetic waves with a wavelength close to light) around the vehicle 1 and measures the scattered light. The LIDAR 14 detects the distance to the target based on the time from emission to reception. The irradiated light is, for example, pulsed laser light. The LIDAR 14 can be mounted at any location on the vehicle 1.

[0019] The object recognition device 16 performs sensor fusion processing on some or all of the detection results from the camera 10, radar device 12, and LIDAR 14 to recognize the position, type, speed, etc., of an object. The object recognition device 16 outputs the recognition results to the control device 100. The object recognition device 16 may also output the detection results from the camera 10, radar device 12, and LIDAR 14 directly to the control device 100.

[0020] The communication device 20 communicates with other vehicles in the vicinity of vehicle 1, or with various server devices via a wireless base station, for example, by using a cellular network, Wi-Fi® network, Bluetooth®, DSRC (Dedicated Short Range Communication), etc.

[0021] The HMI30 displays various information to the occupants of vehicle 1 and accepts input operations from the occupants. The HMI30 includes various display devices, speakers, buzzers, touch panels, switches, keys, etc.

[0022] The vehicle sensor 40 includes a vehicle speed sensor for detecting the speed of the vehicle 1, an acceleration sensor for detecting acceleration, a yaw rate sensor for detecting angular velocity around the vertical axis, and an orientation sensor for detecting the orientation of the vehicle 1.

[0023] The driver monitor camera 50 is a digital camera that uses a solid-state image sensor such as a CCD or CMOS. The driver monitor camera 50 is mounted at any location in the vehicle 1 in a position and orientation that allows it to capture the head of the occupant (hereinafter referred to as the driver) seated in the driver's seat of the vehicle 1 from the front (in a direction that captures the face).

[0024] The navigation device 60 includes, for example, a GNSS (Global Navigation Satellite System) receiver 61, a navigation HMI 62, and a route determination unit 63. The navigation device 60 stores first map information 64 in a storage device such as an HDD (Hard Disk Drive) or flash memory.

[0025] The GNSS receiver 61 determines the position of vehicle 1 based on signals received from GNSS satellites. The position of vehicle 1 may also be determined or supplemented by an INS (Inertial Navigation System) that utilizes the output of vehicle sensors 40.

[0026] The navigation HMI62 includes a display device, speaker, touch panel, keys, etc. The navigation HMI62 may be partially or entirely shared with the aforementioned HMI30.

[0027] The route determination unit 63 determines a route (hereinafter referred to as the route on the map) from the position of vehicle 1 identified by the GNSS receiver 61 (or any input position) to the destination input by the occupant using the navigation HMI 62, by referring to the first map information 64. The first map information 64 is information in which the road shape is represented by links indicating roads and nodes connected by links. The first map information 64 may also include road curvature and POI (Point of Interest) information. The route on the map is output to the MPU 70.

[0028] The navigation device 60 may provide route guidance using the navigation HMI 62 based on the route on the map. The navigation device 60 may transmit the current location and destination to the navigation server via the communication device 20 and obtain a route equivalent to the route on the map from the navigation server.

[0029] The MPU 70 stores the second map information 72 in a storage device such as an HDD or flash memory. The second map information 72 is map information with higher accuracy than the first map information 64. The second map information 72 includes, for example, information on the center of lanes or information on lane boundaries. The second map information 72 may also include road information, traffic regulation information, address information, facility information, telephone number information, etc. The second map information 72 may be updated as needed by the communication device 20 communicating with other devices.

[0030] The driver controls 80 include, for example, a steering wheel 82 (an example of a steering device), as well as an accelerator pedal, brake pedal, shift lever, and other controls. Sensors are attached to the driver controls 80 to detect the amount of operation or whether or not an operation is performed, and the detection results are output to the control device 100, or to some or all of the driving force output device 92, brake device 94, and steering device 96. The steering wheel 82 does not necessarily have to be annular in shape, and may take the form of an irregularly shaped steering wheel, joystick, buttons, etc.

[0031] A steering grip sensor 84 is attached to the steering wheel 82. The steering grip sensor 84 is implemented using a capacitive sensor or the like, and outputs a signal to the control device 100 that can detect whether or not the driver is gripping the steering wheel 82.

[0032] The control device 100 includes an external environment recognition unit 110, a storage unit 120, and a movement control unit 130.

[0033] The external environment recognition unit 110 acquires external environment information for recognizing the environment outside the vehicle 1, which is acquired by the camera 10, radar device 12, and LIDAR 14, from the object recognition device 16. The external environment recognition unit 110 performs external environment recognition based on the acquired external environment information (spatial information).

[0034] The memory unit 120 stores programs for the movement control unit 130 to control each part. The memory unit 120 also stores map information based on external information obtained by the external recognition unit 110. The memory unit 120 also stores map information based on external information obtained by the external recognition unit 110 during past runs of vehicle 1. Furthermore, the memory unit 120 stores the route of past runs of vehicle 1 and the map information based on external information obtained by the external recognition unit 110 during past runs in association with each other.

[0035] The movement control unit 130 performs driving control to move the vehicle 1 to a target position. The movement control unit 130 includes an ADAS control unit 131, an AD control unit 132, and an APS control unit 133. The ADAS control unit 131 is composed of an ADAS_ECU (Advanced Driver Assistance Systems Electronic Control Unit). The AD control unit 132 is composed of an AD_ECU (Automatic Driving Electronic Control Unit). The APS control unit 133 is composed of an AD_ECU, similar to the AD control unit 132. However, the APS control unit 133 may be composed of a separate circuit from the AD control unit 132, for example, an APS_ECU (Automatic Parking Systems Electronic Control Unit). The movement control unit 130 (ADAS control unit 131, AD control unit 132, and APS control unit 133) is an example of the "processor" of the present invention.

[0036] ADAS_ECU, AD_ECU, and APS_ECU are each implemented by a hardware processor, such as a CPU (Central Processing Unit), executing a program (software). Furthermore, some or all of these components may be implemented by hardware (including circuitry) such as LSI (Large Scale Integration), ASIC (Application Specific Integrated Circuit), FPGA (Field-Programmable Gate Array), or GPU (Graphics Processing Unit), or by the collaboration of software and hardware. The program may be pre-stored in a storage device such as the HDD or flash memory of the control device 100.

[0037] The movement control unit 130 is capable of controlling the vehicle 1's driving using public road assistance and controlling the vehicle 1's driving using private area control. Public road assistance is a driving mode of assistance that is applied to the driving of vehicle 1 on public roads and highways, for example. Private area control is a driving mode of assistance that is applied to the driving of vehicle 1 between public roads and private areas, such as within a parking space on private land (including private roads) in the United States, for example. Public road assistance is an example of the "first driving mode" of the present invention. Private area control is an example of the "second driving mode" of the present invention.

[0038] Public road assistance and private area control are driving modes that utilize different formats of map information. For example, in public road assistance, map data such as SDmap (Standard Definition Map) and HDmap (High Definition Map), which are created in advance by map manufacturers, are used as map information. In private area control, map data created by the vehicle while determining its own position in an unknown environment, such as SLAM (Simultaneous Localization and Mapping), is used.

[0039] Inter-private-area control may include control of automatic parking in parking lots (garages, etc.) and control of automatic exit from parking lots.

[0040] The movement control unit 130 determines the driving conditions for controlling vehicle 1 using private area control when vehicle 1 enters a predetermined determination area for determining the driving conditions of vehicle 1 while vehicle 1 is being driven using public road support. If the movement control unit 130 determines that the driving conditions are met, it transitions the driving control of vehicle 1 from public road support to private area control. The "determination area" is, for example, an area where the remaining distance on the vehicle 1's driving path to the target position becomes less than or equal to a predetermined distance (for example, remaining distance of 88m or less).

[0041] Furthermore, when the vehicle 1 is traveling on a public road with assistance, if the vehicle 1 enters a determination area, the movement control unit 130 performs deceleration control of the vehicle 1 for the purpose of determining the driving conditions and also makes a first notification to the user regarding the deceleration control. In addition, when the vehicle 1 is traveling on a public road with assistance, if the vehicle 1 enters a determination area, the movement control unit 130 may also make a second notification to the user prompting them to perform deceleration control of the vehicle 1 for the purpose of determining the driving conditions. That is, the movement control unit 130 may not decelerate the vehicle 1 through its own control, but rather allow the user to decelerate it, for example, by operating the brakes.

[0042] The driving conditions for private area control include, for example, that the driving route of vehicle 1 to the target location includes an area that can be driven under private area control. Whether or not an "area that can be driven under private area control" is included is determined, for example, by whether or not map information with matching feature quantities is stored in the storage unit 120. Alternatively, the map information stored in the storage unit 120 may be associated with an area (represented by latitude and longitude, etc.), and the determination may be made by whether or not that associated area is included in the "route to the target location".

[0043] Furthermore, the driving conditions for private area control include the condition that the position of vehicle 1 estimated by public road support matches the position of vehicle 1 estimated by private area control (the difference is less than or equal to a predetermined value).

[0044] Furthermore, in private area control, the movement control unit 130 drives the vehicle 1 based on the map information stored in the memory unit 120 and the external environment information obtained by the external environment recognition unit 110. The driving conditions in private area control at this time are, for example, that the external environment information obtained by the external environment recognition unit 110 in the determination area and the map information stored in the memory unit 120 satisfy a predetermined matching condition. The "matching condition" is, for example, that the degree of matching between the external environment information and the map information is above a threshold. The map information stored in the memory unit 120 includes map information based on the external environment information obtained by the external environment recognition unit 110 during the vehicle 1's past driving.

[0045] Here, the map information includes point cloud data representing the space around vehicle 1, and the matching is determined using this point cloud data. Alternatively, the map information may also include time-series data of the point cloud data (e.g., timestamps or point cloud data for each elapsed time), and the matching may be determined using this time-series data.

[0046] Furthermore, in private area control, the movement control unit 130 drives vehicle 1 based on map information corresponding to the vehicle's current driving route from among multiple map information associated with past driving routes stored in the memory unit 120, and external information obtained by the external area recognition unit 110. "Map information corresponding to the current driving route" refers to map information associated with past driving routes that satisfy predetermined matching conditions with the current driving route. Past driving routes include, for example, the route that vehicle 1 traveled with public road support when transitioning from public road support to private area control. Specifically, when vehicle 1 enters private land from a public road, it includes the direction of travel of vehicle 1 that has been traveling on the public road.

[0047] Furthermore, the movement control unit 130 accepts a consent operation from the user to agree to transition to private area control, and transitions to private area control when vehicle 1 enters a drivable area where travel under private area control is possible. The map information is a map of an area that includes a determination area for determining the travel conditions of vehicle 1 and a drivable area where travel under private area control is possible.

[0048] Furthermore, the driving conditions for private area control include at least one of the following: the driving speed of vehicle 1 in the judgment area does not exceed the first speed for a predetermined period of time or longer; and the driving speed of vehicle 1 in the judgment area does not exceed the second speed. The first speed is, for example, 15 [km / h]. The predetermined time is, for example, the time required to travel 50 [m] at a speed of 15 [km / h] or more. The second speed is, for example, 30 [km / h]. Furthermore, the driving conditions for private area control include the condition that the equipment of vehicle 1 used for private area control is normal. "Equipment" includes, for example, camera 10, radar device 12, LIDAR 14, vehicle sensor 40, etc. Also, if an ECU for APS is provided, "equipment" includes APS_ECU.

[0049] The movement control unit 130 performs, for example, control to park vehicle 1 at a target location using inter-private-area control. The target location includes, for example, a parking lot (garage, carport, etc.) on private property. Inter-private-area control to park vehicle 1 at the target location is performed based on route information from when vehicle 1 was previously parked at that target location. The movement control unit 130 also performs, for example, control to exit vehicle 1 from a predetermined location using inter-private-area control. The predetermined location includes, for example, a parking lot (garage, carport, etc.) on private property. The predetermined location is the starting position for the operation when vehicle 1 is exited.

[0050] The driving force output device 92 outputs driving force (torque) to the drive wheels for the vehicle to move. The driving force output device 92 includes, for example, a combination of an internal combustion engine, an electric motor, and a transmission, and an ECU (Electronic Control Unit) that controls them. The ECU controls the above configuration according to information input from the movement control unit 130 or information input from the driver control unit 80.

[0051] The braking system 94 includes, for example, a brake caliper, a cylinder that transmits hydraulic pressure to the brake caliper, an electric motor that generates hydraulic pressure in the cylinder, and a brake ECU. The brake ECU controls the electric motor according to information input from the movement control unit 130 or from the driver control unit 80, so that a brake torque corresponding to the braking operation is output to each wheel.

[0052] The steering device 96 includes, for example, a steering ECU and an electric motor. The electric motor applies force to, for example, a rack and pinion mechanism to change the direction of the steering wheels. The steering ECU drives the electric motor to change the direction of the steering wheels according to information input from the movement control unit 130 or from the driver control unit 80.

[0053] <Operation of Vehicle 1> [Example of first action] Figures 2 and 3 are sequence diagrams showing a first example of operation of vehicle 1. The APS control unit 133, AD control unit 132, and ADAS control unit 131 are control units included in the movement control unit 130 (see Figure 1). The operation reception unit 140 is the navigation HMI 62 or HMI 30, or the driver control unit 80 (see Figure 1). The first example of operation is when a user riding in vehicle 1 returns home from an outing and parks vehicle 1 in their home's parking lot. The target location of vehicle 1 is the home's parking lot. However, in the first example of operation, it is assumed that vehicle 1 cannot be parked in the home's parking lot due to the private property area control because the route information for when vehicle 1 was parked in the home's parking lot has not yet been stored in the storage unit 120.

[0054] First, the user operates the navigation HMI 62 of the navigation device 60, for example, to set the target location of vehicle 1 to the parking lot of their home.

[0055] The operation reception unit 140 receives navigation settings from a user who has set their home parking lot as the target location (step S11). The operation reception unit 140 sends navigation setting information indicating the received navigation setting to the AD control unit 132 (step S12).

[0056] Based on the navigation setting information it has received, the AD control unit 132 recognizes that it is possible to proceed to the vicinity of home using general road assistance, but that it will not be possible to reach the home parking lot using only general road assistance. The AD control unit 132 notifies the ADAS control unit 131 that general road assistance is available (step S13).

[0057] The ADAS control unit 131 controls the operation reception unit 140 to display on the navigation HMI 62 that general road assistance is available for navigation to the user's home (step S14).

[0058] The operation reception unit 140 displays a message on the navigation HMI 62 to the user informing them that general road assistance is available (step S15). The user acknowledges this notification and agrees to use general road assistance. The operation reception unit 140 receives the user's confirmation operation on the navigation HMI 62 (step S15). The operation reception unit 140 outputs an operation detection signal to the ADAS control unit 131 to notify that it has detected the user's confirmation operation (step S16).

[0059] Based on the operation detection signal from the operation reception unit 140, the ADAS control unit 131 notifies the AD control unit 132 that the user is using the general road assistance (step S17).

[0060] The AD control unit 132 determines whether a route linked to the public road support driving route is stored in the storage unit 120, i.e., whether there is a linked route (step S18), when controlling the driving of vehicle 1 to the user's home parking lot (step S18). As described above, the route information when vehicle 1 is parked in the home parking lot is not yet stored in the storage unit 120. Therefore, the determination of whether there is a linked route is "none". The AD control unit 132 notifies the APS control unit 133 that it will use public road support and that there is no linked route, i.e., that coordination of control between private areas is not possible (step S19). Then, the AD control unit 132 starts driving control of vehicle 1 using public road support (step S20).

[0061] When the APS control unit 133 receives a notification of general road support and a notification of inability to cooperate between private areas, it notifies the AD control unit 132 that the status of the private area control system is normal and that driving control by private area control can be performed (step S21).

[0062] The AD control unit 132 detects, based on the signal received by the GNSS receiver 61, that the current location of vehicle 1, which is being driven with public road assistance, is 120m away from the target location, the home parking lot (step S22). The AD control unit 132 requests the ADAS control unit 131 to display a private area control recommendation, which recommends driving control using private area control (step S23).

[0063] The ADAS control unit 131 controls the operation reception unit 140 to display on the navigation HMI 62 a recommendation to use private area control when controlling the driving of vehicle 1 to home (step S24).

[0064] The operation reception unit 140 displays a recommendation on the navigation HMI 62 to use private area control (step S25). The user acknowledges this display and agrees to use private area control. The operation reception unit 140 receives the user's confirmation operation on the navigation HMI 62 (step S25). The operation reception unit 140 outputs an operation detection signal to the ADAS control unit 131 to notify that it has detected the user's confirmation operation (step S26).

[0065] Based on the operation detection signal from the operation reception unit 140, the ADAS control unit 131 notifies the APS control unit 133 that the user has accepted the private area control recommendation (step S27).

[0066] When the APS control unit 133 receives notification of recommendation acceptance, it requests the ADAS control unit 131 to switch the screen of the navigation HMI 62 in order to make the driving of vehicle 1 compatible with private area control (step S28).

[0067] The ADAS control unit 131 controls the operation reception unit 140 to display a screen on the navigation HMI 62 that is adapted to the control of the vehicle 1 between private property zones (step S29).

[0068] The operation reception unit 140 displays a message on the navigation HMI 62 indicating that the vehicle 1's speed will be reduced (step S30). For example, the operation reception unit 140 displays "Slowing down for private area memory" on the navigation HMI 62. The purpose of private area memory is to record the driving route when the user manually drives vehicle 1 into their home parking lot.

[0069] Furthermore, upon receiving notification of recommendation acceptance, the APS control unit 133 notifies the AD control unit 132 to prepare for inter-private-area control (step S31). Then, the APS control unit 133 begins preparation for inter-private-area control (step S32).

[0070] When the AD control unit 132 receives notification that preparations for inter-private-area control are underway, it starts deceleration control of vehicle 1 (step S33). This deceleration control is such that, for example, when the remaining distance of vehicle 1 to the home parking lot is 88 [m], the driving speed becomes 15 [km / h].

[0071] Next, moving to Figure 3, the AD control unit 132 detects, based on the signal received by the GNSS receiver 61, that the vehicle 1 is currently traveling at a point where it is 88 m away from the target location, the parking lot of the home (step S34). The AD control unit 132 starts constant speed driving (step S35). The AD control unit 132 starts constant speed driving at a controlled deceleration speed, for example, 15 km / h. The AD control unit 132 sends a home approach notification to the APS control unit 133, informing it that the vehicle 1 is approaching the target location, the home (step S36).

[0072] When the APS control unit 133 receives a notification of approaching home, it controls the operation reception unit 140 to display a screen on the navigation HMI 62 that allows the user to move vehicle 1 to the home parking lot using driving operations (step S37).

[0073] The operation reception unit 140 displays a registration operation start message on the navigation HMI 62, which is a screen display for the user to move vehicle 1 to the home parking lot by driving operation (step S38). For example, the operation reception unit 140 displays "Starting private area memory. Please drive along the driveway." on the navigation HMI 62. The driveway is, for example, the driving route that vehicle 1 will take to the target location (home parking lot) within private property. Suppose the user starts an override operation to drive along the driveway in response to this display. The operation reception unit 140 accepts the user's override operation (step S39). The operation reception unit 140 outputs a start detection signal to the AD control unit 132 to notify that it has detected the start of the user's override operation (step S40).

[0074] Based on the start detection signal from the operation reception unit 140, the AD control unit 132 terminates the driving control of vehicle 1 with public road assistance (step S41). The AD control unit 132 notifies the APS control unit 133 that it has terminated the public road assistance control (step S42).

[0075] The APS control unit 133 starts a private area memory that stores route information of the override operation initiated by the user in the storage unit 120 (step S43). The APS control unit 133 notifies the AD control unit 132 that the private area memory has been started (step S44). The APS control unit 133 may also control the operation reception unit 140 to display that the private area is being registered in the override operation. The APS control unit 133 may also control the navigation HMI 62 to display, for example, the user's override operation while the private area memory is running.

[0076] The operation reception unit 140 finishes receiving the user's override operation for the driveway (step S45). The operation reception unit 140 detects that the override operation has finished, for example, when vehicle 1 enters the home parking lot and stops. The operation reception unit 140 outputs a completion detection signal to the APS control unit 133 to notify that it has detected the completion of the override operation (step S46).

[0077] Based on the termination detection signal from the operation reception unit 140, the APS control unit 133 terminates the private area memory that stores the route information of the override operation on the driveway (step S47). At this point, depending on the timing of data processing, storage to non-volatile memory may not yet be complete. The APS control unit 133 notifies the AD control unit 132 that the private area memory has been completed (step S48).

[0078] Upon receiving notification that memory is complete, the AD control unit 132 stores the route linked to the general road support driving route as linked route #1 in the memory unit 120 (step S49). For example, when the vehicle 1 approaches home and enters a private road on private property from a general road, the AD control unit 132 stores route information as linked route #1, such as the direction from which it traveled on the general road before entering the private road, and whether it turned left or right. The AD control unit 132 sends the stored linked route #1 information to the APS control unit 133 (step S50).

[0079] The APS control unit 133 controls the operation reception unit 140 to display a screen on the navigation HMI 62 showing map information including the driving route that the user has overridden (step S51). The user sets road boundaries for the map information displayed on the navigation HMI 62. Road boundaries refer to the boundaries of the area in which vehicle 1 can travel under private property control, i.e., the boundaries of the drivable area.

[0080] The operation reception unit 140 accepts a road boundary registration operation to register a road boundary set by the user (step S52). The operation reception unit 140 sends road boundary information regarding the set road boundary to the APS control unit 133 (step S53).

[0081] The APS control unit 133 stores the received coordinated route #1 and road boundary information in the storage unit 120 in association with the override operation information stored in private area memory (step S54).

[0082] In addition, in the process shown in Figures 2 and 3, steps S23 to S27 may be omitted, for example, and the system may be configured not to accept user consent regarding the use of private area control. In this case, the AD control unit 132 will notify the APS control unit 133 to proceed from step S22 to step S28.

[0083] Figure 4 shows an initial example of a vehicle 1, driven by a user, traveling towards the home parking lot 170 as its target location. An initial example is one in which, as explained in the first operation example in Figures 2 and 3, the route information for when vehicle 1 was parked in the home parking lot 170 has not yet been stored. In Figure 4, vehicle 1 is traveling on public road 150 under the driving control of public road assistance. The current location of vehicle 1 is point 151, where the remaining distance to the home parking lot 170 is 120 [m].

[0084] When Vehicle 1 reaches point 151 with a remaining distance of 120 [m], it begins recommending to the user that private area control be applied to the driving control until Vehicle 1 is parked in the home parking lot 170. Upon receiving the user's acceptance of this recommendation, Vehicle 1 begins to decelerate. The section being recommended to the user is the recommendation section 152, and the location where the user's acceptance of the recommendation is received is the acceptance point 153.

[0085] Vehicle 1 decelerates so that its speed reaches 15 km / h when it is 88 m away from the parking lot 170 at the home. The section in which the vehicle is decelerating to 15 km / h is the deceleration section 154, and the position where the deceleration is completed, 88 m away, is the deceleration completion point 155.

[0086] When Vehicle 1 reaches deceleration completion point 155 with a remaining distance of 88 [m], it maintains a constant speed of 15 [km / h]. Then, Vehicle 1 prompts the user to perform an override operation, manually driving the vehicle to the home parking lot 170. In response, the user begins the override operation by manually driving the vehicle. The position where the user begins the override operation is the override start point 156, and the section of constant speed driving up to the start of this override operation is the constant speed section 157.

[0087] When a user initiates an override operation, private area memory is started to store the override operation route information in the storage unit 120. The section in which private area memory is performed is the section from when the override operation is initiated until vehicle 1 enters the parking lot 170 at the home, and in Figure 4, this is the private area memory section 158 enclosed by a thick dashed line. The private area memory section 158 includes the general road area 159, which is the area of ​​the general road 150, and the driveway (private road) 161 within the private property 160. The user drives vehicle 1 along the route within the private area memory section 158 by manual driving.

[0088] In this way, vehicle 1 travels from point 151, where the remaining distance is 120 [m], to the home parking lot 170, turning left from the public road 150 onto the driveway 161 of private property 160, as shown by the dashed line travel path 162. The information of the travel path 162 within the private property memory section 158 is then stored in the memory unit 120, along with the linked route #1, which is linked to the public road support travel path. At this time, the private property memory section 158 displays a road boundary 163 that indicates the boundary of the area in which vehicle 1 can travel using private property control. The position of the road boundary 163 is configured to be set to any position by user operation. The set road boundary 163 is stored in association with the travel path 162 and linked route #1.

[0089] [Example of second action] Figures 5 and 6 are sequence diagrams showing a second example of operation of vehicle 1. The second example of operation is similar to the first example in that a user riding in vehicle 1 returns home from an outing and parks vehicle 1 in the home's parking lot. However, it differs from the first example in that the route information when vehicle 1 is parked in the home's parking lot is stored in the storage unit 120, and the vehicle 1 can be parked in the home's parking lot using private area control.

[0090] In Figure 5, the processes from step S61 to step S67 are the same as the processes from step S11 to step S17 in the first operation example in Figure 2.

[0091] Next, the AD control unit 132 determines whether a route linked to the public road support driving route is stored in the storage unit 120, that is, whether a linked route exists, in order to control the driving of vehicle 1 to the user's home parking lot (step S68). As described above, linked route #1 when vehicle 1 is parked in the home parking lot is stored in the storage unit 120 in association with the override operation information and road boundary information stored in private area memory. Therefore, the determination of whether a linked route exists is "yes". The AD control unit 132 notifies the APS control unit 133 that it will use public road support and that a linked route exists, that is, that it seems possible to coordinate control between private areas (step S69). The stored linked route is, for example, "linked route #1" which was stored in step S49 of the first operation example. The AD control unit 132 starts driving control of vehicle 1 with public road support (step S70).

[0092] When the APS control unit 133 receives a notification of general road support and a notification of inter-private area cooperation capability, it notifies the AD control unit 132 that the status of the inter-private area control system is normal and that driving control by inter-private area control is possible (step S71). Also, when the APS control unit 133 receives the notification of general road support and the notification of inter-private area cooperation capability, it requests the ADAS control unit 131 to switch the screen of the navigation HMI 62 in order to make the driving of vehicle 1 compatible with inter-private area control (step S72).

[0093] The ADAS control unit 131 controls the operation reception unit 140 to display a screen on the navigation HMI 62 that is adapted to the control of the vehicle 1 between private property zones (step S73).

[0094] The operation reception unit 140 displays a message on the navigation HMI 62 indicating that the vehicle 1's speed will be reduced (step S74). Displaying a message on the navigation HMI 62 indicating that the speed will be reduced is an example of the "first notification" of the present invention. For example, the operation reception unit 140 displays "Slowing down for matching purposes" on the navigation HMI 62. For matching purposes, the purpose is to confirm the degree of agreement between the current external information obtained by the external recognition unit 110 and the map information associated with the linked route #1 stored in the storage unit 120.

[0095] When the operation reception unit 140 indicates deceleration, the AD control unit 132 starts deceleration control of vehicle 1 (step S75). This deceleration control is performed so that the driving speed becomes 15 km / h when, for example, the remaining distance of vehicle 1 to the home parking lot is 88 m. The AD control unit 132 detects that the vehicle 1 is at a point where the remaining distance to the home parking lot is 88 m based on the signal received by the GNSS receiver 61 (step S76). The AD control unit 132 starts constant speed driving at the decelerated speed, for example, 15 km / h (step S77). The AD control unit 132 sends a home approach notification to the APS control unit 133 to inform it that vehicle 1 is approaching the target location, which is home (step S78).

[0096] When the APS control unit 133 receives a notification of approaching the home, it controls the display of the operation reception unit 140 to display a screen on the navigation HMI 62 to inform the user that matching will begin (step S79).

[0097] Next, the APS control unit 133 starts matching for private area control (step S80). Matching for private area control means, for example, determining the degree of agreement between the map information for private area control stored in the memory unit 120 and the external information obtained by the external recognition unit 110.

[0098] The operation reception unit 140 displays "Matching Started" on the navigation HMI 62, which is a screen display to notify that matching has started (step S81). For example, the operation reception unit 140 displays "Matching for private area control has started" on the navigation HMI 62. For private area control, this refers to the control to park vehicle 1 in the home parking lot 170.

[0099] When the matching of the private area control initiated in step S80 is achieved, the APS control unit 133 performs a matching process between the position of vehicle 1 estimated by the public road support and the position of vehicle 1 estimated by the private area control. When the matching of the private area control is achieved and the estimated positions match (step S82), the APS control unit 133 proceeds to step S83.

[0100] For each estimated position to match, for example, the difference between the position of vehicle 1 estimated by public road support and the position of vehicle 1 estimated by private area control is below a threshold (they match). Furthermore, after matching by private area control is established, the matching process between the position of vehicle 1 estimated by public road support and the position of vehicle 1 estimated by private area control may be performed repeatedly. In this case, the movement control unit 130 may wait until each estimated position matches.

[0101] Furthermore, if the matching process is executed repeatedly, the statement that each estimated position matches may also mean that the difference between the position of vehicle 1 estimated by public road support and the position of vehicle 1 estimated by private area control was below a threshold for a predetermined number of consecutive matching processes. Alternatively, the statement that each estimated position matches may also mean that in n or more judgments out of N matching processes, the difference between the position of vehicle 1 estimated by public road support and the position of vehicle 1 estimated by private area control was below a threshold (N>n).

[0102] In step S83, the movement control unit 130 notifies the AD control unit 132 that the matching for private area control has been completed (step S83).

[0103] The AD control unit 132 controls the operation reception unit 140 to display on the navigation HMI 62 that matching has been completed and that private area control is possible when driving to the home parking lot (step S84). At this time, the AD control unit 132 proceeds to the next process without receiving a consent operation from the user regarding the transition of the vehicle 1's driving control from public road support to private area control.

[0104] The operation reception unit 140 displays a message on the navigation HMI 62 to the user in order to notify them that matching has been completed and that inter-private-area control is possible (step S85).

[0105] Next, the AD control unit 132 detects that the vehicle has reached the road boundary through general road assistance driving control (step S88). The road boundary is, for example, the position of the road boundary set by the user in the first operation example above. The AD control unit 132 notifies the APS control unit 133 that the vehicle 1 has reached the road boundary (step S89).

[0106] The APS control unit 133 notifies the AD control unit 132 of the commencement of private area control, indicating that it will start controlling the vehicle 1's movement using private area control (step S90). The APS control unit 133 also controls the operation reception unit 140 to display on the navigation HMI 62 that the vehicle 1 will be driven using private area control (step S91). Then, the APS control unit 133 starts private area control of the vehicle 1 (step S92).

[0107] In step S82 described above, since the estimated positions match, the system transitions to private area control without receiving a consent operation from the user. However, if the estimated positions do not match in step S82, the movement control unit 130 may either not transition to private area control, or it may transition to private area control after receiving a consent operation from the user.

[0108] When the AD control unit 132 receives notification of the start of private road inter-area control, it terminates the driving control of vehicle 1 using public road assistance (step S93). The operation reception unit 140 displays a screen on the navigation HMI 62 indicating that vehicle 1 is being controlled by private road inter-area control (step S94).

[0109] When vehicle 1 enters the parking lot 170 of the home via private area control, the APS control unit 133 detects that vehicle 1 has arrived at home (step S95). The APS control unit 133 notifies the AD control unit 132 that vehicle 1 has arrived at home (step S96). The APS control unit 133 also controls the operation reception unit 140 to display on the navigation HMI 62 that vehicle 1 has arrived at home and that driving control via private area control is complete (step S97).

[0110] The operation reception unit 140 displays a screen indicating completion of private area control on the navigation HMI 62 to notify that the driving control by private area control has been completed (step S98).

[0111] Figure 7 shows the following example of a vehicle 1, driven by a user, traveling with the home parking lot 170 as its target location. This following example refers to a driving example where the route information from when vehicle 1 was parked in the home parking lot 170 has been stored, as explained in the second operation example in Figures 5 and 6. In Figure 7, vehicle 1 is traveling on public road 150 along the same route as in the first example (see Figure 4), under the driving control of public road assistance. The current location of vehicle 1 is point 151, where the remaining distance to the home parking lot 170 is 120 [m]. Point 151 is the same location as point 151 with a remaining distance of 120 [m] shown in the first example.

[0112] Vehicle 1, after passing point 151 and traveling to a predetermined position, begins to decelerate so that its speed reaches 15 km / h when the remaining distance to the home parking lot 170 is 88 m. This point where deceleration begins is deceleration start point 181.

[0113] When vehicle 1 begins to decelerate, it notifies the user that it is checking the driving conditions to determine whether or not it is possible for vehicle 1 to travel under private zone control. The section in which this deceleration control is performed is the deceleration section 182, and the position where the remaining distance to complete deceleration is 88 [m] is the deceleration completion point 183.

[0114] When Vehicle 1 reaches deceleration completion point 183, it starts matching for private area control to determine the driving conditions for private area control. The section in which these processes are performed is the matching section 184. The position where matching is performed and successful is the matching success point 185. When the matching determination is started and the vehicle enters the private area memory section 158 where the route information to be matched exists, the determination of whether the matching is successful or not is completed. The section in which the driving conditions for private area control are determined is the determination area. During matching, Vehicle 1 maintains a constant speed of 15 km / h.

[0115] When a match is found, Vehicle 1 is subjected to private area control based on route information stored in the memory unit 120, provided that the position of Vehicle 1 estimated by public road support matches the position of Vehicle 1 estimated by private area control. In Figure 7, the travel route 162 within the private area memory section 158 enclosed by a thick dashed line is the travel route 162 within the private area memory section 158 stored in the memory unit 120 in the first example (see Figure 4). The private area memory section 158 includes the public road area 159 of public road 150 and the driveway (private road) 161 within private land 160. In addition, a road boundary 163 is set in the private area memory section 158, indicating the boundary of the area in which Vehicle 1 can travel under private area control. The transition to travel under private area control occurs when Vehicle 1 has reached the location of the road boundary 163.

[0116] In the private area memory section 158, Vehicle 1 performs driving control with public road support in the public road area 159 on public road 150 and in the excluded private road area 161a on the side of the road boundary 163 on driveway 161 that is on the public road area 159 side. Then, in the set private road area 161b on driveway 161 that is on the side of the road boundary 163 on parking lot 170, Vehicle 1 performs driving control with private area control. Vehicle 1 switches from driving control with public road support to driving control with private area control at the road boundary 163. Even if Vehicle 1 determines that a match has been made and the driving conditions have been met, it will continue to drive with public road support until it enters the set private road area 161b. The set private road area 161b is the area where Vehicle 1 can drive under private area control. The area where it can drive is the area set by the user by setting the road boundary 163.

[0117] As described above, the control device 100 in this example controls the vehicle 1 using public road assistance, and when the vehicle 1 enters a predetermined determination area, it determines the driving conditions for private area control by matching the position of the vehicle 1 estimated by public road assistance with the position of the vehicle 1 estimated by private area control. This makes it possible to switch from public road assistance to private area control more safely and reliably, and it becomes possible to switch to private area control without receiving consent from the user to switch to private area control. Therefore, the user can switch to private area control without having to perform a consent operation to switch to private area control, eliminating the need for complicated operations. As a result, the control transition between public road assistance driving control and private area control driving control of the vehicle 1 can be performed smoothly (seamlessly).

[0118] Furthermore, when the vehicle 1 is traveling with public road assistance and the remaining distance to the target position falls below a predetermined distance (e.g., 88m), the control device 100 decelerates the vehicle 1 and notifies the user of the deceleration in order to determine the conditions for transitioning to private road control. This allows the vehicle 1's speed to quickly meet the conditions for transitioning to private road control. As a result, the transition between public road assistance driving control and private road control driving control can be made smoother.

[0119] Furthermore, when the control device 100 controls the vehicle 1 using private area control, it controls the vehicle's movement based on the map information corresponding to the vehicle's current linked route #1 from among the multiple map information stored in the memory unit 120, and the current external information obtained by the external area recognition unit 110. For this reason, for example, when using public road support, the direction from which the vehicle 1 has traveled can be included as a route information matching condition when controlling the vehicle 1. This further facilitates the transition of the vehicle 1 from public road support to private area control.

[0120] In the first and second operation examples, the case where the first driving mode is public road support and the second driving mode is private road control was described, but the first and second driving modes may be swapped. That is, the control device 100 may control the vehicle 1 to drive using private road control, and when the vehicle 1 enters a predetermined determination area, it may determine the driving conditions for public road support by matching the position of the vehicle 1 estimated by public road support with the position of the vehicle 1 estimated by private road control. In the following third and fourth operation examples, the case where the first driving mode is private road control and the second driving mode is public road support will be described. In this case, the "determination area" may be an area within a predetermined distance to reach a public road, or it may be the entire private road.

[0121] [Example of the third action] Figures 8 and 9 are sequence diagrams showing a third operation example of vehicle 1. The third operation example is an example of operation when a user riding in vehicle 1 takes vehicle 1 out of their home parking lot and goes out. The starting position of vehicle 1 is the home parking lot. However, in the third operation example, since the route information when vehicle 1 is taken out of the home parking lot has not yet been stored in the storage unit 120, it is assumed that vehicle 1 cannot be taken out of the home parking lot by private area control.

[0122] First, the user operates, for example, the navigation HMI 62 of the navigation device 60 to set the destination, which is the target location of vehicle 1.

[0123] The operation reception unit 140 receives navigation settings from the remote location (step S111) and sends the received navigation setting information to the AD control unit 132 (step S112).

[0124] The AD control unit 132 determines whether a route linked to the public road support driving route is stored in the storage unit 120 when controlling the driving of vehicle 1 from the home parking lot to the destination, that is, whether there is a linked route that travels within private property between the home parking lot and the public road (step S113). As described above, the route information when vehicle 1 is taken out of the home parking lot is not yet stored in the storage unit 120. Therefore, the determination of whether there is a linked route is "none". The AD control unit 132 notifies the APS control unit 133 that there is no linked route, that is, that cooperation in private area control is not possible (step S114).

[0125] When the APS control unit 133 receives a notification that inter-private area communication is unavailable, it notifies the AD control unit 132 that it is in a state where inter-private area memory can be started (step S115).

[0126] The AD control unit 132 notifies the ADAS control unit 131 that memory processing for private area control and driving control for public road assistance after the memory processing are available (step S116).

[0127] The ADAS control unit 131 controls the operation reception unit 140 to display a message on the navigation HMI 62 recommending memory processing for private area control in the driving control of vehicle 1 to the destination (step S117).

[0128] The operation reception unit 140 displays a recommendation on the navigation HMI 62 to perform memory processing for private area control (step S118). The operation reception unit 140 may further display that general road assistance driving control will be available after the memory processing for private area control has been performed. The user is deemed to have agreed to perform memory processing for private area control in response to this display. The operation reception unit 140 receives the user's consent operation on the navigation HMI 62 (step S118). The operation reception unit 140 outputs an operation detection signal to the ADAS control unit 131 to notify that it has detected the user's consent operation (step S119).

[0129] Based on the operation detection signal from the operation reception unit 140, the ADAS control unit 131 notifies the APS control unit 133 that the user has accepted the recommendation for memory processing of private area control (step S120).

[0130] When the APS control unit 133 receives notification of recommendation acceptance, it requests the ADAS control unit 131 to switch the screen of the navigation HMI 62 so that the user can manually drive vehicle 1 out of the parking lot (step S121). Then, the APS control unit 133 starts preparing the memory processing for private area control (step S122).

[0131] Upon receiving a request from the APS control unit 133, the ADAS control unit 131 controls the operation reception unit 140 to display a screen on the navigation HMI 62 that instructs the user to manually drive vehicle 1 out of the parking lot (step S123).

[0132] The operation reception unit 140 displays on the navigation HMI 62 that after vehicle 1 is taken out of the parking lot, it should drive along the driveway and then temporarily stop at the road boundary of the driveway (step S124). For example, the operation reception unit 140 displays on the navigation HMI 62, "Drive along the driveway, temporarily stop at the road boundary, and then exit onto the public road." The road boundary is the location that indicates the boundary of the driveway that can be driven on under private property area control, and is a boundary that can be arbitrarily set by the user. Now, let's assume that the user has started manually driving vehicle 1. The operation reception unit 140 accepts the driving operation by the user (step S125). The operation reception unit 140 outputs an operation detection signal to the APS control unit 133 to notify that it has detected the user's driving operation (step S126).

[0133] Based on the operation detection signal from the operation reception unit 140, the APS control unit 133 starts a private area memory that stores route information of the vehicle 1's exit operation on the driveway initiated by the user in the storage unit 120 (step S127). The APS control unit 133 notifies the AD control unit 132 that the private area memory has been started (step S128). The APS control unit 133 may also control the operation reception unit 140 to display that it is registering private area control for the exit operation. The APS control unit 133 may also control the navigation HMI 62 to display, for example, the user's exit operation while the private area memory is being executed.

[0134] Next, moving to Figure 9, suppose that vehicle 1, driven by the user, has exited the parking lot and is proceeding along a private road on private property, stopping at a certain point before reaching a public road. The operation reception unit 140 outputs a stop notification signal to the APS control unit 133 to notify that vehicle 1 has stopped (step S129).

[0135] When the APS control unit 133 receives a stop notification signal from the operation reception unit 140, it registers the current position where vehicle 1 has stopped as the position of the road boundary (step S130). After stopping vehicle 1, the user drives vehicle 1 from the private road it had been traveling on to the public road.

[0136] Based on the fact that vehicle 1 has started to move onto a public road, the AD control unit 1 detects that it is possible to control vehicle 1 using public road assistance (step S131). The AD control unit 132 notifies the APS control unit 133 that it is possible to control vehicle 1 using public road assistance (step S132).

[0137] When the APS control unit 133 receives a notification of public road support from the AD control unit 132, it terminates the private area memory that stores the route information for the exit operation (step S133).

[0138] The AD control unit 132 notifies the ADAS control unit 131 that it is possible to use the driving control of vehicle 1 with assistance on public roads (step S134).

[0139] The ADAS control unit 131 controls the display of the operation reception unit 140 so that it displays on the navigation HMI 62 that general road assistance is available for navigation to the destination set by the user (step S135).

[0140] The APS control unit 133 notifies the AD control unit 132 that the private area memory transfer is complete (step S136).

[0141] The operation reception unit 140 displays a message on the navigation HMI 62 to the user in order to notify them that general road assistance is available (step S137). The user is deemed to have agreed to use general road assistance in response to this notification. The operation reception unit 140 receives the user's confirmation operation on the navigation HMI 62 (step S137).

[0142] Upon receiving notification that memory is complete, the AD control unit 132 stores the route that links to the general road support driving route as linked route #2 in the memory unit 120 (step S138). For example, the AD control unit 132 stores as linked route #2 the route taken by vehicle 1 when it proceeded from a private road on private property to a general road, for example, whether it turned right or left. The AD control unit 132 sends the stored linked route #2 information to the APS control unit 133 (step S139).

[0143] The operation reception unit 140 outputs an operation detection signal to the ADAS control unit 131 to notify that it has detected an operation from the user to consent to use the general road assistance system (step S140).

[0144] Based on the operation detection signal from the operation reception unit 140, the ADAS control unit 131 notifies the AD control unit 132 that the user is using the general road assistance (step S141).

[0145] When the APS control unit 133 receives the communication route #2 from the AD control unit 132, it associates the route information for the vehicle departure operation stored in the private area memory with the road boundary registered in step S130 and stores it in the storage unit 120 (step S142).

[0146] When the AD control unit 132 receives a notification for the use of public road assistance, it starts driving control of vehicle 1 using public road assistance (step S143).

[0147] In addition, in the process shown in Figures 8 and 9, steps S116 to S120 may be omitted, for example, and the system may be configured not to accept user consent regarding the use of private area control. In this case, the AD control unit 132 notifies the APS control unit 133 to proceed from step S115 to step S121.

[0148] Figure 10 shows an initial example of vehicle 1, driven by a user, starting from the home parking lot 170. An initial example is one in which, as explained in the third operation example in Figures 8 and 9, the route information from when vehicle 1 was taken out of the home parking lot 170 has not yet been stored. In Figure 10, vehicle 1 is heading to its destination, and the destination has been set in the navigation device 60.

[0149] Vehicle 1, in controlling its journey from its home parking lot 170 to its destination, determines whether a coordinated route through private property 160 between parking lot 170 and public road 150 is stored in the memory unit 120. In this example, the coordinated route is not stored in the memory unit 120. Therefore, Vehicle 1 recommends to the user that it perform memory processing for control between private property areas in its journey control to the destination. The user then accepts this recommendation for control between private property areas.

[0150] When the user starts driving vehicle 1, private area memory is started to store the route information for the exit operation in the storage unit 120. The section in which private area memory is performed is the section from when the exit operation from parking lot 170 is started, when vehicle 1 proceeds along the driveway (private road) 191 within private property 160, and then proceeds from driveway 191 to public road 150. In Figure 10, this is the private area memory section 190 enclosed by a thick dashed line. The private area memory section 190 includes driveway 191 within private property 160 and public road area 159, which is the area of ​​public road 150. The user drives vehicle 1 along the route within the private area memory section 190 by manual driving.

[0151] When Vehicle 1 exits the private area memory section 190 and proceeds onto the public road 150, it is controlled by public road assistance. The location where public road assistance begins is the public road assistance start point 194, and the section in which public road assistance is provided is the public road assistance section 195.

[0152] In this way, Vehicle 1 exits the parking lot 170 of the home, proceeds along the driveway 191, turns right from the driveway 191, and travels onto the public road 150, as shown by the dashed line travel path 192. The information of the travel path 192 within the private area memory section 190 is then stored in the memory unit 120, along with the linked route #2, which is linked to the public road support travel path. At this time, the private area memory section 190 displays a road boundary 193 that indicates the boundary of the area in which Vehicle 1 can travel using private area control. The position of the road boundary 193 is the position where the user temporarily stopped Vehicle 1 before exiting the driveway 191 onto the public road 150, and is configured to be set to any position by user operation. The set road boundary 193 is stored in association with the travel path 192 and linked route #2.

[0153] [Example of the fourth action] Figures 11 and 12 are sequence diagrams showing a fourth operation example of vehicle 1. The fourth operation example is similar to the third operation example in that it is an example of an operation when a user riding in vehicle 1 takes vehicle 1 out of their home parking lot and goes out. However, it differs from the third operation example in that the route information when vehicle 1 is taken out of the home parking lot is stored in the storage unit 120, and the vehicle 1 can be taken out of the home parking lot by private area control.

[0154] In Figure 11, the processes from step S151 to step S152 are the same as the processes from step S111 to step S112 in the third operation example in Figure 8.

[0155] The AD control unit 132 determines whether a route linked to the public road support driving route is stored in the memory unit 120 when controlling the driving of vehicle 1 from the home parking lot to the destination, that is, whether there is a linked route that travels within private property between the home parking lot and the public road (step S153). As described above, linked route #2 when vehicle 1 is taken out of the home parking lot is stored in the memory unit 120 in association with the route information and road boundary information of the exit operation stored in private area memory. Therefore, the determination of whether there is a linked route is "yes". The AD control unit 132 notifies the APS control unit 133 that there is a linked route, that is, that it seems possible to coordinate control between private areas (step S154). The stored linked route is, for example, "linked route #2" which was stored in step S138 of the third operation example.

[0156] The APS control unit 133 notifies the AD control unit 132 that it is possible to control the vehicle 1 for driving using private zone control (step S155).

[0157] The AD control unit 132 notifies the ADAS control unit 131 that driving control for inter-private zone control and driving control for general road assistance after the inter-private zone control are available (step S156).

[0158] The ADAS control unit 131 controls the operation reception unit 140 to display on the navigation HMI 62 that driving control using general road assistance is available for the current destination vehicle 1 (step S157).

[0159] The operation reception unit 140 displays on the navigation HMI 62 that driving control with general road assistance is available (step S158). The user acknowledges this display and agrees to use general road assistance. The operation reception unit 140 receives the user's confirmation operation on the navigation HMI 62 (step S158). The operation reception unit 140 outputs an operation detection signal to the ADAS control unit 131 to notify that it has detected the user's confirmation operation (step S159).

[0160] When the ADAS control unit 131 receives an operation detection signal from the operation reception unit 140, it notifies the AD control unit 132 that it will use the driving control for private area control and the driving control for general road support after the private area control (step S160).

[0161] The AD control unit 132 notifies the APS control unit 133 that it will use the driving control for private area control and the driving control for general road support after the private area control (step S161).

[0162] When the APS control unit 133 receives a notification from the AD control unit 132 regarding the use of private area control and public road support, it controls the display of the operation reception unit 140 to display a screen on the navigation HMI 62 to inform the user that matching will begin (step S162). Then, the APS control unit 133 starts the matching process for private area control (step S163).

[0163] The operation reception unit 140 displays "Matching Started" on the navigation HMI 62, which is a screen display to notify that matching for private area control has started (step S164). For example, the operation reception unit 140 displays "Matching for private area control has started" on the navigation HMI 62. The purpose of private area control is to control the vehicle 1 to leave the home parking lot 170.

[0164] Next, when a match is achieved (step S165), the APS control unit 133 notifies the AD control unit 132 that the match is complete (step S166). A successful match means that the degree of agreement between the current external information obtained by the external recognition unit 110 and, for example, the route information of the outbound operation associated with the cooperation route #2 is above a threshold.

[0165] The AD control unit 132 controls the operation reception unit 140 to display on the navigation HMI 62 that matching has been completed and that, since matching has been completed, private area control is possible for controlling vehicle 1 to exit the parking lot (step S167). By controlling the operation reception unit 140 to display, the AD control unit 132 prompts the user to accept the control transition so that the driving control of vehicle 1 can be changed from public road support to private area control.

[0166] The operation reception unit 140 displays a message on the navigation HMI 62 to the user in order to notify them that matching is complete and private area control is possible (step S168). The user acknowledges this notification and agrees to use private area control. The operation reception unit 140 receives the user's agreement operation on the navigation HMI 62 (step S168). The operation reception unit 140 outputs an operation detection signal to the AD control unit 132 to notify that it has detected the user's agreement operation (step S169).

[0167] Based on the operation detection signal from the operation reception unit 140, the AD control unit 132 notifies the APS control unit 133 that the user has consented to the use of private area control (step S170).

[0168] The APS control unit 133 notifies the AD control unit 132 that it will start driving control of vehicle 1 using private area control (step S171). The APS control unit 133 also controls the operation reception unit 140 to display on the navigation HMI 62 that vehicle 1 will be driven using private area control (step S172). Then, the APS control unit 133 starts private area control of vehicle 1 (step S173).

[0169] The operation reception unit 140 displays a screen on the navigation HMI 62 indicating that vehicle 1 is being driven by private area control (step S174).

[0170] Next, the APS control unit 133 performs a matching process between the position of vehicle 1 estimated by public road support and the position of vehicle 1 estimated by private area control. When the estimated positions match (step S176), the APS control unit 133 notifies the AD control unit 132 that the matching is complete (step S177). The determination of whether each estimated position matches is the same as the matching determination described in Figures 5 and 6.

[0171] The AD control unit 132 controls the operation reception unit 140 to display on the navigation HMI 62 that matching has been completed and that, because matching is complete, public road assistance is possible in the control of vehicle 1's exit from the parking lot (step S178). At this time, the AD control unit 132 proceeds to the next process without receiving any consent from the user to transition the vehicle 1's driving control from private area control to public road assistance. The operation reception unit 140 displays on the navigation HMI 62 that matching has been completed and public road assistance is possible in order to notify the user (step S179).

[0172] Next, the APS control unit 133 detects that vehicle 1 has reached the road boundary through private area control driving control (step S180). The road boundary is, for example, the position of the road boundary set by the user in the third operation example above. The APS control unit 133 performs control to temporarily stop vehicle 1 at the road boundary (step S181). The APS control unit 133 notifies the AD control unit 132 that vehicle 1 has reached the road boundary (step S182).

[0173] When the AD control unit 132 receives notification from the APS control unit 133 that the vehicle has reached a road boundary, it notifies the APS control unit 133 to start general road assistance driving control for the vehicle 1 (step S183). The AD control unit 132 also controls the operation reception unit 140 to display on the navigation HMI 62 that general road assistance has been started for the vehicle 1 (step S184). Then, the AD control unit 132 starts general road assistance (step S185).

[0174] In step S176 described above, since the estimated positions all match, the system transitions to general road support without receiving a user consent operation. However, if the estimated positions do not match in step S176, the movement control unit 130 may either not transition to general road support, or it may transition to general road support after receiving a user consent operation.

[0175] Upon receiving notification from the AD control unit 132 that support for public roads has commenced, the APS control unit 133 terminates control between private areas (step S186).

[0176] The operation reception unit 140 displays a screen on the navigation HMI 62 indicating that vehicle 1 is being driven with public road assistance enabled (step S187).

[0177] When vehicle 1 proceeds to its destination with the assistance of the public road system, the AD control unit 132 detects that the vehicle has reached its destination (step S188). When vehicle 1 reaches its destination, the AD control unit 132 terminates the public road assistance (step S189).

[0178] Figure 13 shows an example of a vehicle 1, driven by a user, traveling from the user's home parking lot 170 as the starting point. This example refers to a driving scenario where the route information from when the vehicle 1 was taken out of the home parking lot 170 has been stored, as explained in the fourth example of operation in Figures 11 and 12. In Figure 13, the vehicle 1 is heading towards its destination, and the destination has been set in the navigation device 60.

[0179] Vehicle 1, in controlling its journey from its home parking lot 170 to its destination, determines whether a coordinated route that travels through private property 160 between the parking lot 170 and the public road 150 is stored in the memory unit 120. As explained in the third example of operation above, assume that coordinated route #2 is stored in the memory unit 120.

[0180] Vehicle 1 begins determining whether a match is successful between the current external information obtained by the external environment recognition unit 110 and the route information for the departure operation associated with the linked route #2. If a match is successful, Vehicle 1 obtains the user's consent to perform inter-private area control and begins inter-private area control based on the route information for the departure operation associated with the linked route #2.

[0181] Upon the commencement of inter-private-area control, Vehicle 1 begins matching its position estimated by public road support with its position estimated by inter-private-area control. Here, it is assumed that the estimated positions match by the time Vehicle 1 reaches the road boundary 193 at the latest.

[0182] In Figure 13, the travel route 192 within the private area memory section 190, enclosed by a thick dashed line, is the same as the travel route 192 in the private area memory section 190 stored in the storage unit 120 in the first example (see Figure 10). The private area memory section 190 includes the driveway (private road) 191 within the private property 160 and the public road area 159 of the public road 150. In addition, a road boundary 193 is set in the private area memory section 190, indicating the boundary of the area where vehicle 1 can travel under private area control. In the private area memory section 190, the area to which vehicle 1's private area control is applied is the set private road area 191b from the parking lot 170 to the road boundary 193. The excluded private road area 191a on the public road area 159 side of the road boundary 193 is not subject to private area control, even if it is within the area of ​​the driveway 191.

[0183] Vehicle 1 is controlled by private area control within the designated private road area 191b from parking lot 170 to road boundary 193. When it proceeds beyond road boundary 193 into the excluded private road area 191a, in this example, the matching of the position of vehicle 1 estimated by each self-position estimation is achieved, and therefore, it is controlled by public road support. The designated private road area 191b is the drivable area where vehicle 1 can travel under private area control. The drivable area is the area set by the user by setting the road boundary 193. The section where public road support is provided is the public road support section 195.

[0184] Based on the above, the control device 100 can achieve the same effects as in the first and second operation examples described above, when controlling the vehicle 1 to drive from the parking lot of the home to the destination, as in the third and fourth operation examples.

[0185] <Examples of private property area control applications> The private area control used by a user in vehicle 1 when returning home from an outing will be explained with reference to Figures 14 to 19. Figure 14 shows the state when a user is in vehicle 1 at an outing and the engine is started. The user first sets their home 200 as the target location in the navigation device 60. Figure 15 shows vehicle 1 driving on public road 210 with public road assistance. Vehicle 1 is driving on public road 210 in a route such as the one indicated by arrow 211, using the driving control of public road assistance.

[0186] Figure 16 shows the start of inter-private-area memory for vehicle 1. If no past travel routes are stored in the memory unit 120, when vehicle 1's current location reaches a determination area where the remaining distance to, for example, home 200 is 88m or less, and an override operation is initiated by the user, the route information of that override operation is stored in the inter-private-area memory.

[0187] For example, in Figure 16, information on the travel route A of vehicle 1, shown by the dashed line, is stored in private property memory. The travel route A information includes information on the travel route of the override operation on public road 210 and information on the travel route of the override operation on driveway 220, which is continuous with public road 210 and extends to home 200. The travel route A information also includes information on the road boundary 221, which indicates the boundary of driveway 220. The area of ​​driveway 220 is the area of ​​travel route A that is on the home 200 side of road boundary 221. The travel route A information also includes information on the travel route after turning left from public road 210 and entering driveway 220.

[0188] Figure 17 shows the state when vehicle 1 has reached its target location, home 200. When vehicle 1 reaches home 200, in addition to the travel route A information stored in the private area memory in Figure 16, information on the linked route from the destination to home 200 is also stored in the private area memory.

[0189] For example, in Figure 17, information about the linked route B, indicated by circles b1 to b4, is stored in the private area memory. Linked route B is stored in the private area memory as route information that links to the general road-assisted driving route C on the general road 210. As a result, when the driving control of vehicle 1 transitions from general road assistance to private area control on the driving route from the destination to home 200, information that vehicle 1 has transitioned to travel route A while proceeding along the general road 210 from circles b1 → b2 → b3 → b4 as shown by linked route B is stored in the private area memory.

[0190] Figure 18 shows vehicle 1 returning to home 200 via a different route D than the route C shown in Figure 17. In Figure 18, vehicle 1 is controlled by general road assistance on route D, indicated by the dashed line on general road 211. Route D is a different route from route C (see Figure 17) on general road 210, which is linked to linked route B. Therefore, linked route B, which is linked to route C of general road assistance on general road 210, does not apply to vehicle 1 traveling on route D on general road 211 with general road assistance. It is determined that there is no linked route on route D on general road 211 where vehicle 1 is supported by general road assistance.

[0191] Figure 19 shows vehicle 1 returning to home 200 along the same route as route C in Figure 17. In Figure 19, vehicle 1 is controlled by public road assistance along route C, which is shown by the dashed line on public road 210. This route C is the same route as route C on public road 210, which is linked to the inter-private-area linked route B in Figure 17.

[0192] Therefore, Vehicle 1 reads the information of travel route A, which is associated with linked route B and stored in private area memory, and performs matching for private area control. When matching for private area control is achieved, Vehicle 1 performs matching processing between the position of Vehicle 1 estimated by public road support and the position of Vehicle 1 estimated by private area control. When matching for private area control is achieved and the estimated positions match, Vehicle 1 transitions from public road support to private area control and drives Vehicle 1 to Home 200 based on the information of travel route A and the current external environment information.

[0193] Figures 14 to 19 above illustrate the case where vehicle 1 is traveling from a destination to home, but the system is not limited to this. For example, the same driving control transitions can be applied when traveling from home to a destination.

[0194] <Switching of driving mode at the direction of travel switching position> Figure 20 shows an example of switching driving modes at a point where the direction of travel is changed. Here, we will explain the case where the vehicle moves from a public road 310 to a private road 321, that is, when the first driving mode is public road support and the second driving mode is private area control. In Figure 20, private land 320 includes a private road 321 and a garage 322, and the private road 321 has a branch road 323 that allows the vehicle 1 to change direction by turning around. The garage 322 is an example of a storage facility for the vehicle 1.

[0195] Travel route E is the travel route of vehicle 1, which is memorized within the private property area. Specifically, travel route E is a travel route that starts from public road 310, enters private road 321 on private property 320, turns left while moving forward to enter branch road 323, changes direction by turning right while reversing to exit branch road 323, and parks in garage 322 while reversing.

[0196] If such a travel route E is stored in the private area memory and certain conditions are met, the travel control unit 130 may, instead of controlling the second example of operation described above, perform private area control matching when vehicle 1 reaches the branch road 323, and if matching is successful, transition the vehicle 1's driving mode from public road support (first driving mode) to private area control (second driving mode). This allows the private area control matching described above to be performed when vehicle 1 is temporarily stopped, or when the vehicles 1 before and after it are moving at low speed, enabling accurate matching. In this case as well, the vehicle 1's driving mode can be transitioned without receiving consent from the user regarding the transition of the driving mode.

[0197] In this case, the mobile control unit 130 may, for the route from when the vehicle 1 enters the private road 321 until it enters the branch road 323, use public road assistance if possible, and if public road assistance is not possible, prompt the user (driver) to drive until they enter the branch road 323.

[0198] The "specific condition" is, for example, that the distance (private road distance) from entering the private road 321 to reaching the garage 322 (target location) is less than a predetermined value. For example, if there is a branch road 323 (location where the direction of travel is changed), the movement control unit 130 determines whether the private road distance is greater than or equal to a predetermined value. The private road distance may be determined based on external information obtained by the external recognition unit 110, or it may be determined based on map information or the like that the vehicle 1 can refer to.

[0199] If the distance of the private road is greater than or equal to a predetermined value, the movement control unit 130 performs matching as shown in the second example of operation above when vehicle 1 enters the determination area, thereby transitioning the driving mode of vehicle 1 from public road support to private area control. If the distance of the private road is less than a predetermined value, the movement control unit 130 performs matching for private area control as shown in Figure 20 when vehicle 1 reaches the branch road 323, thereby transitioning the driving mode of vehicle 1 from public road support to private area control.

[0200] Thus, the trigger for the transition of the driving mode may be different depending on the length of the approach from the public road 310 to the garage 322 (target location).

[0201] <Switching of driving mode at the direction of travel switching position> Figure 21 shows another example of switching the driving mode at the direction of travel switching position. In Figure 21, parts that are the same as those shown in Figure 20 are denoted by the same reference numerals and their explanations are omitted. Here, we will explain the case when transitioning from private road 321 to public road 310, that is, when the first driving mode is private area control and the second driving mode is public road support.

[0202] Travel route F is the travel route of vehicle 1, which is memorized within the private area. Specifically, travel route F is the travel route that starts by reversing out of garage 322, turning left while reversing to enter junction 323, changing direction by turning right while moving forward to exit junction 323, and then moving forward to exit onto public road 310.

[0203] If such a travel route F is stored in the private area memory and certain conditions are met, the travel control unit 130 may, instead of controlling as in the fourth example of operation described above, transition the vehicle 1's driving mode from private area control (first driving mode) to public road support (second driving mode) when the vehicle 1 reaches the branch road 323. In this case as well, the vehicle 1's driving mode can be transitioned without receiving consent from the user regarding the transition of the driving mode.

[0204] In this case, the mobile control unit 130 may, for the route from when the vehicle 1 enters the branch road 323 until it exits onto the public road 310, perform driving with public road assistance if it is possible, and if driving with public road assistance is not possible, prompt the user (driver) to drive until they exit onto the public road 310.

[0205] For example, if a branch road 323 (a position where the direction of travel is changed) exists, the movement control unit 130 determines whether the private road distance is greater than or equal to a predetermined value. If the private road distance is greater than or equal to the predetermined value, the movement control unit 130 performs matching at the start of private road control, as shown in the fourth example of operation above, and transitions the vehicle 1's driving mode from private road control to public road support. If the private road distance is less than the predetermined value, the movement control unit 130 transitions the vehicle 1's driving mode from private road control to public road support when the vehicle 1 reaches the branch road 323, as explained in Figure 21.

[0206] Thus, the trigger for the transition of driving modes may be different depending on the length of the approach from garage 322 to public road 310.

[0207] <Switching driving modes at a stop sign> Figure 22 shows an example of switching driving modes at a stop sign. In Figure 22, parts that are the same as those shown in Figures 20 and 21 are denoted by the same reference numerals and their explanations are omitted. Here, we will explain the case where the vehicle transitions from a public road 310 to a private road 321, that is, when the first driving mode is public road assistance and the second driving mode is private road control.

[0208] In the example shown in Figure 22, a temporary stop position 331 is set on the private road 321. For example, when the vehicle is traveling along the private road 321 toward the target location (garage 322) using private area control, if the vehicle detects the garage 322, it sets a temporary stop position 331 at a certain distance before the garage 322 in the first example of operation described above. The detection of the garage 322 is performed, for example, based on external information obtained by the external environment recognition unit 110.

[0209] The travel route G is the travel route of vehicle 1 stored in memory between private property areas. Specifically, the travel route G is a route from a public road 310 to a private road 321 on private property 320, and then to a garage 322 for parking. Here, since a stop sign 331 is set on private road 321, when the travel control unit 130 controls the vehicle 1's movement along the travel route G in private property area control, it will stop at the stop sign 331. This allows for the generation of highly accurate map information at the stop sign 331.

[0210] If such a travel route G is stored in the private area memory, the travel control unit 130 may, instead of controlling the second example of operation described above, perform private area control matching when the vehicle 1 reaches the temporary stop position 331, and if matching is successful, transition the vehicle 1's driving mode from public road support (first driving mode) to private area control (second driving mode). This allows the private area control matching described above to be performed while the vehicle 1 is temporarily stopped, enabling accurate matching. In this case as well, the vehicle 1's driving mode can be transitioned without receiving consent from the user regarding the transition of the driving mode.

[0211] In this case, the movement control unit 130 may, for the route from when the vehicle 1 enters the private road 321 until it reaches the stop sign 331, use public road assistance if possible, and if public road assistance is not possible, prompt the user (driver) to drive until they enter the branch road 323.

[0212] In this way, when the location of the garage 322 (storage facility) of vehicle 1 is detected, a position a certain distance before the garage 322 may be set as the position where vehicle 1 is temporarily stopped and the driving mode is transitioned.

[0213] Figure 23 shows an example of switching driving modes at a stop sign. In Figure 22, parts similar to those shown in Figure 22 are denoted by the same reference numerals and their explanations are omitted. Here, we will explain the case where the vehicle transitions from private road 321 to public road 310, that is, when the first driving mode is private road control and the second driving mode is public road support. In the example in Figure 22, a stop sign 331 is set on private road 321.

[0214] Travel route H is the travel route of vehicle 1, which is stored in memory within private property. Specifically, travel route H is the route from garage 322, through private road 321, to public road 310.

[0215] If such a travel route H is stored in the private area memory, the travel control unit 130 may, instead of controlling the fourth example of operation described above, transition the vehicle 1's driving mode from private area control (first driving mode) to public road support (second driving mode) when the vehicle 1 reaches the temporary stop position 331. In this case as well, the vehicle 1's driving mode can be transitioned without receiving consent from the user regarding the transition of the driving mode.

[0216] In this case, the movement control unit 130 may, for the route from when the vehicle 1 reaches the temporary stop position 331 until it exits onto the public road 310, perform driving using public road assistance if it is possible, and if driving using public road assistance is not possible, prompt the user (driver) to drive until they exit onto the public road 310.

[0217] The vehicle control method described in the above-mentioned embodiment can be implemented by executing a pre-prepared vehicle control program on a computer. This vehicle control program is recorded on a computer-readable storage medium and executed by reading it from the storage medium. This vehicle control program may also be provided in the form of a non-transient storage medium such as flash memory, or it may be provided via a network such as the Internet. The computer that executes this vehicle control program may be included in the control device, included in an electronic device such as a smartphone, tablet terminal, or personal computer that can communicate with the control device, or included in a server device that can communicate with these control devices and electronic devices.

[0218] Although embodiments of the present invention have been described above, the present invention is not limited to the above embodiments, and modifications, improvements, etc., can be made as appropriate.

[0219] For example, the above embodiment describes an example in which the moving object is a vehicle, but it is not limited to this. The concept of the present invention can be applied not only to vehicles, but also to robots, ships, aircraft, etc., that are equipped with a drive source and are movable by the power of the drive source.

[0220] Furthermore, this specification includes at least the following information. Note that the components etc. in parentheses indicate those corresponding to the embodiments described above, but are not limited thereto.

[0221] (1) A vehicle control device (control device 100) that includes one or more processors (movement control unit 130 (ADAS control unit 131, AD control unit 132, APS control unit 133)) that perform driving control to move a vehicle to a target position, and which is capable of transitioning between a first driving mode and a second driving mode, The aforementioned processor, When the vehicle enters a predetermined determination area while driving in the first driving mode, the driving conditions for the second driving mode are determined by matching the position of the vehicle estimated in the first driving mode with the position of the vehicle estimated in the second driving mode. If it is determined that the aforementioned driving conditions are met, the system will transition to the second driving mode. Vehicle control device.

[0222] According to (1), when the vehicle is running in the first driving mode, if the vehicle enters a predetermined determination area in the determination of the driving conditions for the second driving mode, a matching process is performed between the position of the vehicle estimated in the first driving mode and the position of the vehicle estimated in the second driving mode. This makes it possible to switch from the first driving mode to the second driving mode more safely and reliably, and it becomes possible to switch to the second driving mode without receiving consent from the user to switch to the second driving mode. As a result, the user can switch to the second driving mode without having to perform a consent operation to switch to the second driving mode, eliminating the need for complicated operations. This makes it possible to smoothly transition between the driving control of the first driving mode and the driving control of the second driving mode in the vehicle.

[0223] (2) The vehicle control device described in (1), When the vehicle enters the determination area while the vehicle is traveling in the first driving mode, the processor performs deceleration control of the vehicle for determining the driving conditions and provides a first notification to the user regarding the deceleration control. Vehicle control device.

[0224] According to (2), when the vehicle enters the judgment area in the first driving mode, the mode transition can be further streamlined by decelerating the vehicle and notifying the user about the deceleration in order to determine the driving conditions for transitioning to the second driving mode.

[0225] (3) A vehicle control device as described in (1) or (2), When the vehicle enters the determination area while the vehicle is running in the first driving mode, the processor provides a second notification prompting the user to decelerate the vehicle in order to determine the driving conditions. Vehicle control device.

[0226] According to (3), when the vehicle enters the determination area in the first driving mode, the mode transition can be made smoother even if the user controls the vehicle's deceleration in order to determine the driving conditions for transitioning to the second driving mode.

[0227] (4) A vehicle control device as described in any of (1) to (3), The aforementioned driving conditions include the fact that the route to the target position includes an area in which the vehicle can travel in the second driving mode. Vehicle control device.

[0228] According to (4), the driving conditions for transitioning from the first driving mode to the second driving mode are that the area in which driving is possible in the second driving mode is included in the route to the target position.

[0229] (5) A vehicle control device as described in any of (1) to (4), It is equipped with a memory unit (memory unit 120) for storing map information, The aforementioned vehicle is equipped with an external environment recognition unit (external environment recognition unit 110) that recognizes the external environment, In the second driving mode, the processor drives the vehicle based on the map information stored in the memory unit and the external information obtained by the external recognition unit. Vehicle control device.

[0230] As in (5), when the vehicle is driven in the second driving mode, it can be driven along an appropriate route by driving based on the stored map information and the current external information obtained.

[0231] (6) The vehicle control device described in (5), The aforementioned driving conditions include the condition that the external information obtained by the external recognition unit in the determination area and the map information stored in the storage unit satisfy predetermined matching conditions. Vehicle control device.

[0232] As in (6), when the vehicle is driven in the second driving mode, it can be driven along an appropriate route by driving based on the stored map information and the current external information obtained.

[0233] (7) A vehicle control device as described in (5) or (6), The storage unit stores, in association with the vehicle's past travel routes and map information based on the external environment information obtained by the external environment recognition unit during the travel. In the second driving mode, the processor drives the vehicle based on the map information corresponding to the vehicle's driving route among the map information stored in the storage unit and the external information obtained by the external recognition unit. Vehicle control device.

[0234] According to (7), when the vehicle is driven in the second driving mode, the mode transition from the first driving mode to the second driving mode can be made smoother by driving based on the map information corresponding to the vehicle's current driving route from the stored map information and the obtained current external information.

[0235] (8) A vehicle control device as described in any of (1) to (7), The first driving mode is a driving mode applied to the driving of the vehicle on general roads and expressways. The second driving mode is a driving mode applied to the driving of the vehicle on private property. Vehicle control device.

[0236] As in (8), the present invention can be applied when transitioning from driving on public roads and expressways to driving on private property.

[0237] (9) A vehicle control device according to any one of (1) to (7), The first driving mode is a driving mode applied to the driving of the vehicle on private property, The second driving mode is a driving mode that applies to the driving of the vehicle on general roads and expressways. Vehicle control device.

[0238] As shown in (9), the present invention can be applied when transitioning from driving on public roads and expressways to driving on private property.

[0239] (10) A vehicle control device as described in (8) or (9), The processor, when the vehicle is traveling on the private property, transitions from the first driving mode to the second driving mode at a point where the direction of travel of the vehicle is changed if certain conditions are met. Vehicle control device.

[0240] According to (10), the transition from the first driving mode to the second driving mode can be performed at the position where the direction of travel of the vehicle is switched, thus ensuring a reliable transition of driving modes.

[0241] (11) A vehicle control device as described in (8) or (9), When the location of the vehicle's storage facility is detected, the processor sets a position a certain distance before the storage facility as the position where the vehicle is temporarily stopped and transitions from the first driving mode to the second driving mode. Vehicle control device.

[0242] According to (11), the vehicle can be temporarily stopped at a certain distance before the storage facility, ensuring a smooth transition between driving modes.

[0243] (12) A vehicle control device according to any one of (1) to (11), The first driving mode and the second driving mode are driving modes that utilize different formats of map information. Vehicle control device.

[0244] According to (12), it is possible to smoothly transition from the first driving mode to the second driving mode, which use different formats of map information.

[0245] (13) A vehicle control program for a vehicle control device that includes one or more processors for performing driving control to move a vehicle to a target position and is capable of transitioning between a first driving mode and a second driving mode, The aforementioned processor, When the vehicle enters a predetermined determination area while driving in the first driving mode, the driving conditions for the second driving mode are determined by matching the position of the vehicle estimated in the first driving mode with the position of the vehicle estimated in the second driving mode. If it is determined that the aforementioned driving conditions are met, the system will transition to the second driving mode. A vehicle control program that executes a process.

[0246] According to (13), when determining the driving conditions for the second driving mode while the vehicle is driving in the first driving mode, if the vehicle enters a predetermined determination area, a matching process is performed between the vehicle's position estimated in the first driving mode and the vehicle's position estimated in the second driving mode. This makes it possible to switch from the first driving mode to the second driving mode more safely and reliably, and to transition to the second driving mode without receiving consent from the user to transition to the second driving mode. Therefore, the user can transition to the second driving mode without having to perform a consent operation to transition to the second driving mode, eliminating the need for complicated operations. This makes it possible to smoothly transition between the driving control of the first driving mode and the driving control of the second driving mode in the vehicle. [Explanation of symbols]

[0247] 110 External world recognition department 120 Storage section 130 Movement Control Unit (Processor) 131 ADAS Control Unit (Processor) 132 AD Control Unit (Processor) 133 APS Control Unit (Processor)

Claims

1. A vehicle control device comprising one or more processors that perform driving control to move a vehicle to a target position, and capable of transitioning between a first driving mode and a second driving mode, The aforementioned processor, When the vehicle enters a predetermined determination area while the vehicle is traveling in the first driving mode, the driving conditions for the second driving mode are determined by matching the position of the vehicle estimated in the first driving mode with the position of the vehicle estimated in the second driving mode. If it is determined that the aforementioned driving conditions are met, the system will transition to the second driving mode. Vehicle control device.

2. A vehicle control device according to claim 1, When the vehicle enters the determination area while the vehicle is traveling in the first driving mode, the processor performs deceleration control of the vehicle for determining the driving conditions and provides a first notification to the user regarding the deceleration control. Vehicle control system.

3. A vehicle control device according to claim 1, When the vehicle enters the determination area while the vehicle is running in the first driving mode, the processor provides a second notification to the user prompting them to decelerate the vehicle in order to determine the driving conditions. Vehicle control device.

4. A vehicle control device according to claim 1, The aforementioned driving conditions include the fact that the route to the target position includes an area in which the vehicle can travel in the second driving mode. Vehicle control device.

5. A vehicle control device according to claim 1, Equipped with a memory unit for storing map information, The aforementioned vehicle is equipped with an external environment recognition unit that recognizes the external environment, In the second driving mode, the processor drives the vehicle based on the map information stored in the memory unit and the external information obtained by the external recognition unit. Vehicle control system.

6. A vehicle control device according to claim 5, The aforementioned driving conditions include the condition that the external information obtained by the external recognition unit in the determination area and the map information stored in the storage unit satisfy predetermined matching conditions. Vehicle control device.

7. A vehicle control device according to claim 5, The storage unit stores, in association with the vehicle's past travel routes and map information based on the external environment information obtained by the external environment recognition unit during the travel. In the second driving mode, the processor drives the vehicle based on the map information corresponding to the vehicle's driving route among the map information stored in the storage unit and the external information obtained by the external recognition unit. Vehicle control device.

8. A vehicle control device according to claim 1, The first driving mode is a driving mode applied to the driving of the vehicle on general roads and expressways. The second driving mode is a driving mode applied to the driving of the vehicle on private property. Vehicle control device.

9. A vehicle control device according to claim 1, The first driving mode is a driving mode applied to the driving of the vehicle on private property, The second driving mode is a driving mode that applies to the driving of the vehicle on general roads and expressways. Vehicle control device.

10. A vehicle control device according to claim 8, The processor, when the vehicle is traveling on private property, transitions from the first driving mode to the second driving mode at a position where the direction of travel of the vehicle is changed if certain conditions are met. Vehicle control device.

11. A vehicle control device according to claim 8, When the location of the vehicle's storage facility is detected, the processor sets a position a certain distance before the storage facility as the position at which the vehicle will temporarily stop and transition from the first driving mode to the second driving mode. Vehicle control device.

12. A vehicle control device according to any one of claims 1 to 11, The first driving mode and the second driving mode are driving modes that utilize different formats of map information. Vehicle control device.

13. A vehicle control program for a vehicle control device comprising one or more processors that perform driving control to move a vehicle to a target position, and which is capable of transitioning between a first driving mode and a second driving mode, The aforementioned processor, When the vehicle enters a predetermined determination area while the vehicle is traveling in the first driving mode, the driving conditions for the second driving mode are determined by matching the position of the vehicle estimated in the first driving mode with the position of the vehicle estimated in the second driving mode. If it is determined that the aforementioned driving conditions are met, the system will transition to the second driving mode. A vehicle control program that executes a process.

Images