Driving support device and computer program

Abstract

To provide a driving support device capable of deriving a travel track identifying specific travel positions in a parking lot from a parking entrance to parking in a parking space when parking a vehicle in the parking lot, and a computer program.SOLUTION: When parking a vehicle in a parking lot, arrangement information of parking spaces provided in the parking lot is acquired, a parking position to part the vehicle is acquired from among the parking spaces, and intra-parking-lot network which is a network indicating a course selectable for the vehicle in the parking lot is acquired, a travel track identifying travel positions of the vehicle from an entrance of the parking lot to the parking of the vehicle at the parking position is generated using the intra-parking-lot network and the arrangement information of the parking spaces, and driving support based on the generated travel track is performed.SELECTED DRAWING: Figure 11

Description

Technical Field

[0001] The present invention relates to a driving support device and a computer program for supporting the driving of a vehicle in a parking lot.

Background Art

[0002] When a vehicle moves to a destination, generally, it moves to a parking lot attached to the destination or a parking lot near the destination, parks the vehicle, and then moves on foot or the like from the parking space where the vehicle is parked in the parking lot to the destination point to complete the movement. Here, when supporting such movement to the destination, although the driving distance of the vehicle in the parking lot is shorter than that on the road, there are many candidates for the driving trajectory that the vehicle can take, and it has been difficult to select the optimal driving trajectory from among them.

[0003] Therefore, for example, in Japanese Patent Application Laid-Open No. 2010-117864, a technique is disclosed in which a route that a vehicle can travel in a parking lot is networked by nodes and links, and a recommended route from the entrance / exit of the parking lot to a parking space that is a parking candidate in the parking lot is searched using the network.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] Here, in the network disclosed in Patent Document 1, a node is set at the center of a parking space where a vehicle can be parked, and the passage in the parking lot and the node set in the parking space are connected at right angles by a link consisting of a straight line with the shortest distance. The route searched by such a network only shows the route to the parking space (which passage to pass through and which parking space to park in), but it could not present how to travel at what position and along what trajectory until the vehicle actually parks in the parking space.

[0006] The present invention has been made to solve the above-mentioned conventional problems, and an object thereof is to provide a driving support device and a computer program that enable derivation of a driving trajectory that specifies a specific driving position in a parking lot from the entrance of the parking lot to parking in a parking space when a vehicle parks in the parking lot.

Means for Solving the Problem

[0007] In order to achieve the above object, a first driving assistance device according to the present invention includes: a parking space information acquisition means for acquiring arrangement information of a parking space provided in a parking lot when a vehicle parks in the parking lot; a parking position acquisition means for acquiring a parking position for parking the vehicle from within the parking space; a parking lot internal network acquisition means for acquiring a parking lot internal network which is a network showing a route that the vehicle can select within the parking lot; a travel trajectory generation means for generating a travel trajectory that specifies a travel position of the vehicle within the parking lot from the entrance of the parking lot to the parking position where the vehicle parks by using the parking lot internal network and the arrangement information of the parking space; an entry trajectory candidate acquisition means for acquiring the travel trajectory generated by the travel trajectory generation means as an entry trajectory candidate which is a candidate for the travel trajectory of the vehicle from the entrance of the parking lot to the parking position where the vehicle parks; an entry cost calculation means for calculating a movement cost required for the vehicle to travel with respect to the entry trajectory candidate in consideration of the vehicle behavior when traveling on the entry trajectory candidate; a travel trajectory selection means for selecting, from among the entry trajectory candidates, a recommended travel trajectory from the entrance of the parking lot to the parking position where the vehicle parks by using the movement cost calculated by the entry cost calculation means; and a driving assistance means for performing driving assistance based on the selected travel trajectory, wherein the vehicle behavior is , collar the distance traveled in a conditional no-driving area where vehicle passage is permitted when there are no pedestrians or wheelchairs in the area is .

[0008] In addition, when the vehicle parks in a parking lot, the second driving support device according to the present invention includes a parking space information acquisition means for acquiring arrangement information of a parking space provided in the parking lot, a parking position acquisition means for acquiring a parking position for parking the vehicle from within the parking space, a vehicle attitude selection means for selecting an attitude of the vehicle when parking at the parking position, a parking lot internal network acquisition means for acquiring a parking lot internal network which is a network showing a route that the vehicle can select within the parking lot, a travel trajectory generation means for generating a travel trajectory of the vehicle from the entrance of the parking lot to the parking position in the attitude selected by the vehicle attitude selection means using the parking lot internal network and the arrangement information of the parking space, an entry trajectory candidate acquisition means for acquiring the travel trajectory generated by the travel trajectory generation means as an entry trajectory candidate which is a candidate for the travel trajectory of the vehicle from the entrance of the parking lot to the parking position, an entry cost calculation means for calculating a movement cost required for the vehicle to travel with respect to the entry trajectory candidate in consideration of the vehicle behavior when traveling along the entry trajectory candidate, a travel trajectory selection means for selecting a recommended travel trajectory from the entry trajectory candidates from the entrance of the parking lot to the parking position using the movement cost calculated by the entry cost calculation means, and a driving support means for performing driving support based on the selected travel trajectory, wherein the vehicle behavior is , collar the distance traveled in a conditional no-driving area where vehicle passage is permitted when there are no pedestrians or wheelchairs in the area is .

[0009] In addition, when the vehicle exits the parking lot where it is parked, the third driving support device according to the present invention includes a parking space information acquisition means for acquiring arrangement information of the parking spaces provided in the parking lot, a parking position acquisition means for acquiring the parking position where the vehicle is parked from within the parking spaces, a parking lot network acquisition means for acquiring a parking lot network which is a network showing the routes that the vehicle can select within the parking lot, an exit travel trajectory generation means for generating a travel trajectory specifying the travel position of the vehicle within the parking lot from the parking position to the exit of the parking lot using the parking lot network and the arrangement information of the parking spaces, an exit trajectory candidate acquisition means for acquiring, as an exit trajectory candidate which is a candidate for the travel trajectory of the vehicle from the parking position where the vehicle is parked to the exit of the parking lot, the travel trajectory generated by the exit travel trajectory generation means, an exit cost calculation means for calculating the movement cost required for the vehicle to travel with respect to the exit trajectory candidate in consideration of the vehicle behavior when traveling the exit trajectory candidate, a travel trajectory selection means for selecting, from among the exit trajectory candidates, a recommended travel trajectory from the parking position where the vehicle is parked to the exit of the parking lot using the movement cost calculated by the exit cost calculation means, and a driving support means for performing driving support based on the selected travel trajectory, wherein the vehicle behavior is , collar the distance traveled in a conditional no-driving area where vehicle passage is permitted when there are no pedestrians or wheelchairs in the area is 。

[0010] Further, the fourth driving support device according to the present invention includes a parking space information acquisition means for acquiring arrangement information of a parking space provided in the parking lot when the vehicle exits the parking lot where the vehicle is parked, a parking position acquisition means for acquiring a parking position where the vehicle is parked from within the parking space, a vehicle attitude acquisition means for acquiring the attitude of the vehicle parked at the parking position, a parking lot network acquisition means for acquiring a parking lot network which is a network showing a route that the vehicle can select within the parking lot, an exit travel trajectory generation means for generating a travel trajectory of the vehicle from the parking position where the vehicle is parked in the attitude acquired by the vehicle attitude acquisition means to the exit of the parking lot using the parking lot network and the arrangement information of the parking space, an exit trajectory candidate acquisition means for acquiring the travel trajectory generated by the exit travel trajectory generation means as an exit trajectory candidate which is a candidate for the travel trajectory of the vehicle from the parking position where the vehicle is parked to the exit of the parking lot, an exit cost calculation means for calculating a movement cost required for the vehicle to travel with respect to the exit trajectory candidate in consideration of the vehicle behavior when traveling on the exit trajectory candidate, a travel trajectory selection means for selecting a recommended travel trajectory of the vehicle from the parking position where the vehicle is parked to the exit of the parking lot from among the exit trajectory candidates using the movement cost calculated by the exit cost calculation means, and a driving support means for performing driving support based on the selected travel trajectory, wherein the vehicle behavior is , collar the distance traveled in a conditional no-driving area where vehicle passage is permitted when there are no pedestrians or wheelchairs in the area is .

[0011] The first computer program according to the present invention is a program for generating assistance information used for driving assistance to be implemented in a vehicle. Specifically, the computer is configured to include a parking position acquisition means for acquiring a parking position where the vehicle parks when the vehicle parks in a parking lot, a vehicle attitude selection means for selecting an attitude of the vehicle when parking at the parking position, a parking lot network acquisition means for acquiring a parking lot network which is a network showing a route that the vehicle can select within the parking lot, a travel trajectory generation means for generating a travel trajectory of the vehicle from the entrance of the parking lot to the parking position in the attitude selected by the vehicle attitude selection means using the parking lot network, an entry trajectory candidate acquisition means for acquiring the travel trajectory generated by the travel trajectory generation means as an entry trajectory candidate which is a candidate for the travel trajectory of the vehicle from the entrance of the parking lot to the parking position, an entry cost calculation means for calculating a movement cost required for the vehicle to travel with respect to the entry trajectory candidate in consideration of the vehicle behavior when traveling the entry trajectory candidate, a travel trajectory selection means for selecting a recommended travel trajectory from the entry trajectory candidates from the entrance of the parking lot to the parking position, and a driving assistance means for performing driving assistance based on the selected travel trajectory. The computer program is for causing the computer to function as such, and the vehicle behavior is , collar the distance of traveling through a conditional no-driving area where vehicle passage is permitted when there are no pedestrians or wheelchairs in the area is 。

[0012] Moreover, the second computer program according to the present invention is a program for generating assistance information used for driving assistance implemented in a vehicle. Specifically, the computer is configured to include: a parking position acquisition means for acquiring a parking position where the vehicle parks when the vehicle parks in a parking lot; a parking lot network acquisition means for acquiring a parking lot network which is a network showing a route that the vehicle can select within the parking lot; a travel trajectory generation means for generating a travel trajectory that specifies a travel position of the vehicle within the parking lot from the entrance of the parking lot to the parking position using the parking lot network; an approach trajectory candidate acquisition means for acquiring the travel trajectory generated by the travel trajectory generation means as an approach trajectory candidate which is a candidate for the travel trajectory of the vehicle from the entrance of the parking lot to the parking position; an approach cost calculation means for calculating a movement cost associated with the travel of the vehicle for the approach trajectory candidate in consideration of the vehicle behavior when traveling the approach trajectory candidate; a travel trajectory selection means for selecting, from the approach trajectory candidates, a recommended travel trajectory from the entrance of the parking lot to the parking position of the vehicle using the movement cost calculated by the approach cost calculation means; and a driving assistance means for performing driving assistance based on the selected travel trajectory. The vehicle behavior is , collar the distance traveled in a conditionally prohibited driving area where vehicle passage is permitted when there are no pedestrians or wheelchairs in the area is . [Advantages of the Invention]

[0013] According to the first driving assistance device and the first computer program according to the present invention having the above configuration, when the vehicle parks in a parking lot, it is possible to derive a travel trajectory that specifies a specific travel position within the parking lot from the entrance of the parking lot to the parking position. And by using the specific travel trajectory, it is possible to perform more appropriate driving assistance than in the prior art. Also, according to the second driving support device and the second computer program, by particularly considering the posture of the vehicle when parking at the parking position, it becomes possible to derive a more specific driving trajectory from the parking lot entrance to the parking position when the vehicle parks in the parking lot. And by using the specific driving trajectory, it becomes possible to perform more appropriate driving support compared to the conventional case. Also, according to the third driving support device, when the vehicle exits the parking lot, it becomes possible to derive a driving trajectory that specifies the specific driving position within the parking lot from the parking position to the parking lot exit. And by using the specific driving trajectory, it becomes possible to perform more appropriate driving support compared to the conventional case. Also, according to the fourth driving support device, by particularly considering the posture of the vehicle parked at the parking position, when the vehicle exits the parking lot, it becomes possible to derive a more specific driving trajectory from the parking position to the parking lot exit. And by using the specific driving trajectory, it becomes possible to perform more appropriate driving support compared to the conventional case.

Brief Description of Drawings

[0014]

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Mode for Carrying Out the Invention

[0015] Hereinafter, a detailed description will be given with reference to the drawings of an embodiment in which the driving support device according to the present invention is embodied in the navigation device 1. First, the schematic configuration of the driving support system 2 including the navigation device 1 according to the present embodiment will be described with reference to FIGS. 1 and 2. FIG. 1 is a schematic configuration diagram showing the driving support system 2 according to the present embodiment. FIG. 2 is a block diagram showing the configuration of the driving support system 2 according to the present embodiment.

[0016] As shown in FIG. 1, the driving support system 2 according to the present embodiment basically includes a server device 4 provided in an information distribution center 3 and a navigation device 1 mounted on a vehicle 5 that performs various supports related to the automatic driving of the vehicle 5. Further, the server device 4 and the navigation device 1 are configured to be able to transmit and receive electronic data to and from each other via a communication network 6. Note that instead of the navigation device 1, other in-vehicle devices mounted on the vehicle 5 or a vehicle control device that controls the vehicle 5 may be used.

[0017] Here, in addition to manual driving in which the vehicle 5 travels based on the driving operation of the user, the vehicle 5 is a vehicle capable of support driving by automatic driving support in which the vehicle automatically travels along a preset route or course without depending on the driving operation of the user.

[0018] Further, the automatic driving support may be performed for all road sections, or may be configured to be performed only while the vehicle travels on a specific road section (for example, an expressway provided with a gate (regardless of manned or unmanned, toll or free) at the boundary). In the following description, the automatic driving section where the automatic driving support of the vehicle is performed includes all road sections including general roads and expressways as well as parking lots, and it is described that the automatic driving support is basically performed from the start of the vehicle's travel to the end of the travel (until the vehicle parks). However, when the vehicle travels in the automatic driving section, the automatic driving support is not necessarily performed. It is desirable to perform it only when the user selects to perform the automatic driving support (for example, turns on the automatic driving start button) and it is determined that it is possible to perform the travel by the automatic driving support. On the other hand, the vehicle 5 may be a vehicle capable of only support driving by automatic driving support.

[0019] In vehicle control for automatic driving support, for example, the current position of the vehicle, the lane in which the vehicle is traveling, and the positions of surrounding obstacles are detected at any time, and the vehicle is caused to travel at a speed according to the generated speed plan along the travel trajectory generated by the navigation device 1 as described later. Vehicle control such as steering, drive source, and brakes is automatically performed. Note that in the assisted driving by the automatic driving support of the present embodiment, lane changes, right and left turns, and parking operations are also performed by performing the vehicle control by the above-described automatic driving support. However, for special driving such as lane changes, right and left turns, and parking operations, it may be configured to perform manual driving instead of performing the driving by the automatic driving support.

[0020] On the other hand, the navigation device 1 is mounted on the vehicle 5, and displays a map around the own vehicle position based on the map data possessed by the navigation device 1 or the map data acquired from the outside, inputs the destination of the user, displays the current position of the vehicle on the map image, and is an in-vehicle device that provides a movement guide along the set guidance route. In the present embodiment, particularly when the vehicle performs assisted driving by automatic driving support, various support information related to automatic driving support is generated. Examples of the support information include a travel trajectory (including a recommended lane change pattern) in which the travel of the vehicle is recommended, selection of a parking position for parking the vehicle at the destination, a speed plan indicating the vehicle speed when traveling, and the like. Details of the navigation device 1 will be described later.

[0021] In addition, the server device 4 executes a route search in response to a request from the navigation device 1. Specifically, information necessary for route search such as the departure place and the destination is transmitted from the navigation device 1 to the server device 4 together with the route search request (however, in the case of re-search, information regarding the destination does not necessarily have to be transmitted). Then, the server device 4 that has received the route search request performs a route search using the map information possessed by the server device 4, and specifies a recommended route from the departure place to the destination. Thereafter, the specified recommended route is transmitted to the navigation device 1 that is the request source. Then, the navigation device 1 can provide information regarding the received recommended route to the user or generate various support information related to automatic driving support as described later using the recommended route.

[0022] Furthermore, in addition to the normal map information used for the above route search, the server device 4 has highly accurate map information, which is more accurate map information, and facility information. The highly accurate map information includes, for example, information on the lane shape of the road (road shape, curvature, lane width, etc. in terms of lanes) and the dividing lines drawn on the road (center line of the lane, lane boundary line, outside line of the lane, guiding line, etc.). In addition, information on intersections and the like is also included. On the other hand, the facility information is more detailed information on facilities stored separately from the information on facilities included in the map information. For example, it includes the floor map of the facility, information on the entrance of the parking lot, the arrangement information of the passageways and parking spaces provided in the parking lot, the information on the dividing lines dividing the parking spaces, and the connection information indicating the connection relationship between the entrance of the parking lot and the lane. Then, the server device 4 distributes the highly accurate map information and the facility information in response to a request from the navigation device 1, and the navigation device 1 uses the highly accurate map information and the facility information distributed from the server device 4 to generate various support information related to automatic driving support as described later. Note that the highly accurate map information is basically map information targeting only the road (link) and its surroundings, but it may also be map information including areas other than the surroundings of the road.

[0023] However, it is not always necessary to perform the above-described route search process by the server device 4. It may be performed by the navigation device 1 as long as the navigation device 1 has map information. Also, the highly accurate map information and the facility information may be pre-owned by the navigation device 1 instead of being distributed from the server device 4.

[0024] In addition, the communication network 6 includes a large number of base stations arranged throughout the country and a communication company that manages and controls each base station, and is configured by connecting the base stations and the communication company to each other by wire (optical fiber, ISDN, etc.) or wirelessly. Here, the base station has a transceiver (transmitter / receiver) and an antenna for communicating with the navigation device 1. The base station performs wireless communication between communication companies, and on the other hand, serves as the end of the communication network 6 and relays the communication between the navigation device 1 within the range (cell) where the radio wave of the base station reaches and the server device 4.

[0025] Next, the configuration of the server device 4 in the driving support system 2 will be described in more detail with reference to FIG. 2. As shown in FIG. 2, the server device 4 includes a server control unit 11, a server-side map DB 12 as information recording means connected to the server control unit 11, a high-precision map DB 13, a facility DB 14, and a server-side communication device 15.

[0026] The server control unit 11 is a control unit (such as an MCU or MPU) that controls the entire server device 4, and includes a CPU 21 as an arithmetic device and a control device, a RAM 22 used as a working memory when the CPU 21 performs various arithmetic processes, a ROM 23 in which control programs and the like are recorded, and an internal storage device such as a flash memory 24 that stores the programs read from the ROM 23. Note that the server control unit 11 has various means as processing algorithms together with the ECU of the navigation device 1 described later.

[0027] On the other hand, the server-side map DB 12 is a storage means that stores server-side map information, which is the latest version of map information registered based on input data and input operations from the outside. Here, the server-side map information is composed of various information necessary for route search, route guidance, and map display, including a road network. For example, it includes network data including nodes and links indicating the road network, link data regarding roads (links), node data regarding node points, intersection data regarding each intersection, point data regarding locations of facilities and the like, map display data for displaying the map, search data for searching for routes, search data for searching for points, and the like.

[0028] In addition, the high-precision map DB 13 is a storage means for storing high-precision map information 16, which is map information with higher accuracy than the server-side map information. The high-precision map information 16 is map information that stores more detailed information particularly regarding the roads on which the vehicle travels. In the present embodiment, for example, regarding the roads, it includes information about lane shapes (road shapes, curvatures, lane widths, etc. on a lane-by-lane basis) and the dividing lines drawn on the roads (center lines of the lanes, lane boundary lines, outside lines of the lanes, guiding lines, etc.). Furthermore, data representing the gradient, camber, bank, merging sections, locations where the number of lanes decreases, locations where the width narrows, level crossings, etc. of the road, data representing the radius of curvature, intersections, T-junctions, entrances and exits of corners, etc. regarding corners, data representing downhill roads, uphill roads, etc. regarding road attributes, and data representing toll roads such as expressways, urban expressways, motorways, general toll roads, toll bridges, etc. in addition to general roads such as national roads, prefectural roads, and small town roads are each recorded regarding road types. Particularly in the present embodiment, in addition to the number of lanes of the road, information specifying the traffic classification in the traveling direction for each lane and the connection of the roads (specifically, the correspondence relationship between the lanes included in the road before passing through an intersection and the lanes included in the road after passing through the intersection) is also stored. Furthermore, the speed limits set on the roads are also stored.

[0029] On the other hand, the facility DB 14 is a storage means that stores more detailed information about facilities than the information about facilities stored in the server-side map information. Specifically, as the facility information 17, for a parking lot (including a parking lot attached to a facility and an independent parking lot) that is a parking target for a vehicle in particular, information for specifying the positions of the entrances and exits of the parking lot, information for specifying the arrangement of parking spaces in the parking lot, information about the dividing lines that divide the parking spaces, information about passages through which vehicles and pedestrians can pass, information about crosswalks in the parking lot, and information about passage spaces provided for pedestrians are included. For facilities other than parking lots, information for specifying the floor map of the facility is included. The floor map includes, for example, information for specifying the positions of entrances and exits, passages, stairs, elevators, and escalators. In addition, in a complex commercial facility having a plurality of tenants, information for specifying the positions of the respective tenants who have moved in is included. The facility information 17 may particularly be information generated by a 3D model of a parking lot or a facility. Further, the facility DB 14 also includes connection information 18 indicating the connection relationship between the lanes included in the access road facing the entrance of the parking lot and the entrance of the parking lot, and off-road shape information 19 for specifying the area through which a vehicle can pass between the access road and the entrance of the parking lot. Details of each information stored in the facility DB 14 will be described later.

[0030] Incidentally, although the high-precision map information 16 is basically map information targeting only roads (links) and their surroundings, it may also be map information including areas other than the surroundings of the roads. Also, in the example shown in FIG. 2, the server-side map information stored in the server-side map DB 12, the high-precision map DB 13, and the information stored in the facility DB 14 are regarded as different map information, but the information stored in the high-precision map DB 13 and the facility DB 14 may be part of the server-side map information. Further, the high-precision map DB 13 and the facility DB 14 may be combined into one database.

[0031] On one hand, the server-side communication device 15 is a communication device for communicating with the navigation device 1 of each vehicle 5 via the communication network 6. In addition to the navigation device 1, it is also possible to receive traffic information composed of various information such as traffic jam information, regulation information, and traffic accident information transmitted from the Internet, traffic information centers, for example, VICS (registered trademark: Vehicle Information and Communication System) centers, etc.

[0032] Next, the schematic configuration of the navigation device 1 mounted on the vehicle 5 will be described with reference to FIG. 3. FIG. 3 is a block diagram showing the navigation device 1 according to the present embodiment.

[0033] As shown in FIG. 3, the navigation device 1 according to the present embodiment includes a current position detection unit 31 that detects the current position of the vehicle on which the navigation device 1 is mounted, a data recording unit 32 in which various data are recorded, a navigation ECU 33 that performs various arithmetic processes based on the input information, an operation unit 34 that receives operations from the user, a liquid crystal display 35 that displays information such as a map around the vehicle and guidance routes (planned driving routes of the vehicle) set in the navigation device 1 to the user, a speaker 36 that outputs voice guidance regarding route guidance, a DVD drive 37 that reads a DVD which is a storage medium, and a communication module 38 that communicates with information centers such as probe centers and VICS centers. Further, the navigation device 1 is connected via an in-vehicle network such as CAN to an external camera 39 and various sensors installed on the vehicle on which the navigation device 1 is mounted. Furthermore, it is also connected in a bidirectional communication manner to a vehicle control ECU 40 that performs various controls on the vehicle on which the navigation device 1 is mounted.

[0034] Hereinafter, each component of the navigation device 1 will be described in order. The current position detection unit 31 consists of a GPS 41, a vehicle speed sensor 42, a steering sensor 43, a gyro sensor 44, etc., and is capable of detecting the current position, orientation, traveling speed of the vehicle, the current time, etc. Here, in particular, the vehicle speed sensor 42 is a sensor for detecting the moving distance and vehicle speed of the vehicle. It generates pulses according to the rotation of the driving wheels of the vehicle and outputs a pulse signal to the navigation ECU 33. Then, the navigation ECU 33 calculates the rotational speed and moving distance of the driving wheels by counting the generated pulses. Note that it is not necessary for the navigation device 1 to be equipped with all of the above four types of sensors, and the navigation device 1 may be configured to be equipped with only one or more types of these sensors.

[0035] Also, the data recording unit 32 includes an external storage device and a hard disk (not shown) as a recording medium, and a recording head (not shown) which is a driver for reading map information DB 45, cache 46, a predetermined program, etc. recorded on the hard disk and writing predetermined data to the hard disk. Note that the data recording unit 32 may have a flash memory, a memory card, an optical disk such as a CD or a DVD instead of the hard disk. Also, in this embodiment, since the route to the destination is searched in the server device 4 as described above, the map information DB 45 may be omitted. Even when the map information DB 45 is omitted, it is also possible to acquire map information from the server device 4 as needed.

[0036] Here, the map information DB 45 is a storage means in which, for example, link data regarding roads (links), node data regarding node points, search data used for route search and change processing, facility data regarding facilities, map display data for displaying maps, intersection data regarding each intersection, search data for searching for locations, etc. are stored.

[0037] On the one hand, the cache 46 is a storage means for storing the high-precision map information 16, facility information 17, connection information 18, and off-road shape information 19 that have been distributed from the server device 4 in the past. The storage period can be set as appropriate. For example, it may be a predetermined period (e.g., one month) after being stored, or it may be until the ACC power supply (accessory power supply) of the vehicle is turned off. Also, after the data volume stored in the cache 46 reaches the upper limit, old data may be sequentially deleted. Then, the navigation ECU 33 uses the high-precision map information 16, facility information 17, connection information 18, and off-road shape information 19 stored in the cache 46 to generate various support information related to automatic driving support. Details will be described later.

[0038] On the other hand, the navigation ECU (Electronic Control Unit) 33 is an electronic control unit that controls the entire navigation device 1, including a CPU 51 as an arithmetic unit and a control unit, and a RAM 52 that is used as a working memory when the CPU 51 performs various arithmetic processes and stores route data, etc. when a route is searched. In addition to the control program, an internal storage device such as a ROM 53 that records an automatic driving support program (see FIG. 4) described later and a flash memory 54 that stores the program read from the ROM 53 is provided. Note that the navigation ECU 33 has various means as processing algorithms. For example, the parking space information acquisition means acquires the arrangement information of the parking spaces provided in the parking lot when the vehicle parks in the parking lot. The parking position acquisition means acquires the parking position for parking the vehicle from within the parking space. The vehicle attitude selection means selects the attitude of the vehicle when parking at the parking position. The in-parking-lot network acquisition means acquires the in-parking-lot network, which is a network indicating the routes that the vehicle can select within the parking lot. The driving trajectory generation means generates a driving trajectory that specifies the driving position of the vehicle within the parking lot from the entrance of the parking lot to the parking position using the in-parking-lot network and the arrangement information of the parking spaces. The driving support means provides driving support based on the driving trajectory.

[0039] The operation unit 34 is operated when inputting the departure point as the driving start point and the destination as the driving end point, etc., and has a plurality of operation switches (not shown) such as various keys and buttons. Then, the navigation ECU 33 performs control to execute corresponding various operations based on the switch signals output by pressing each switch, etc. Incidentally, the operation unit 34 may have a touch panel provided on the front surface of the liquid crystal display 35. Also, it may have a microphone and a voice recognition device.

[0040] In addition, on the liquid crystal display 35, a map image including roads, traffic information, operation guidance, operation menu, key guidance, guidance information along the guidance route (planned driving route), news, weather forecast, time, mail, TV programs, etc. are displayed. Incidentally, instead of the liquid crystal display 35, an HUD or an HMD may be used.

[0041] Also, the speaker 36 outputs voice guidance for guiding driving along the guidance route (planned driving route) based on an instruction from the navigation ECU 33 and guidance of traffic information.

[0042] Also, the DVD drive 37 is a drive capable of reading data recorded on a recording medium such as a DVD or a CD. Then, based on the read data, music and video are played back, the map information DB 45 is updated, etc. Incidentally, instead of the DVD drive 37, a card slot for reading and writing a memory card may be provided.

[0043] Also, the communication module 38 is a communication device for receiving traffic information, probe information, weather information, etc. transmitted from a traffic information center, for example, a VICS center or a probe center, etc., and for example, a mobile phone or a DCM corresponds to it. It also includes an inter-vehicle communication device for performing communication between vehicles and a road-vehicle communication device for performing communication with a roadside unit. It is also used for transmitting and receiving route information, high-precision map information 16, facility information 17, connection information 18, and off-road shape information 19 searched by the server device 4 to and from the server device 4.

[0044] In addition, the external camera 39 is composed of a camera using a solid-state imaging device such as a CCD, etc., and is attached above the front bumper of the vehicle and installed with the optical axis direction facing downward at a predetermined angle from the horizontal. Then, when the vehicle is traveling in the automatic driving section, the external camera 39 images the front in the traveling direction of the vehicle. Further, the navigation ECU 33 performs image processing on the captured image to detect obstacles such as lane lines drawn on the road on which the vehicle is traveling and other vehicles in the vicinity, and generates various support information related to automatic driving support based on the detection results. For example, when an obstacle is detected, a new traveling trajectory for avoiding or following the obstacle is generated. Note that the external camera 39 may be configured to be arranged not only in front of the vehicle but also at the rear or side. Also, as a means for detecting obstacles, sensors such as millimeter-wave radars and laser sensors, vehicle-to-vehicle communication, or road-to-vehicle communication may be used instead of the camera.

[0045] In addition, the vehicle control ECU 40 is an electronic control unit that controls the vehicle equipped with the navigation device 1. Further, the vehicle control ECU 40 is connected to each driving part of the vehicle such as the steering, brakes, and accelerator. In this embodiment, particularly after automatic driving support is started in the vehicle, automatic driving support for the vehicle is implemented by controlling each driving part. Also, when an override is performed by the user during automatic driving support, it is detected that the override has been performed.

[0046] Here, after the start of travel, the navigation ECU 33 transmits various support information related to automatic driving support generated by the navigation device 1 to the vehicle control ECU 40 via the CAN. Then, the vehicle control ECU 40 implements automatic driving support after the start of travel using the received various support information. Examples of the support information include a travel trajectory recommended for the vehicle to travel and a speed plan indicating the vehicle speed when traveling.

[0047] Next, the automatic driving support program executed by the CPU 51 in the navigation device 1 according to the present embodiment having the above configuration will be described with reference to FIG. 4. FIG. 4 is a flowchart of the automatic driving support program according to the present embodiment. Here, the automatic driving support program is executed when the ACC power supply (accessory power supply) of the vehicle is turned on and the vehicle starts traveling by automatic driving support, and is a program for performing support driving by automatic driving support according to the support information generated by the navigation device 1. Also, the programs shown in the flowcharts in FIGS. 4 and 9 below are stored in the RAM 52 and ROM 53 provided in the navigation device 1 and are executed by the CPU 51.

[0048] First, in step (hereinafter abbreviated as S) 1 of the automatic driving support program, the CPU 51 acquires the destination that the user desires to move to. Basically, the destination is set by the user's operation received by the navigation device 1. Note that the destination may be a parking lot or a location other than a parking lot. However, when the destination is a location other than a parking lot, the parking lot where the user parks at the destination is also acquired. If there is a dedicated parking lot or a partnered parking lot at the destination, that parking lot is set as the parking lot where the user parks. On the other hand, if there is no dedicated parking lot or partnered parking lot, a parking lot near the destination is set as the parking lot where the user parks. Note that when there are multiple candidates for the parking lot, all of the candidate parking lots may be acquired as the parking lot where the user parks, or any one of the parking lots selected by the user may be acquired as the parking lot where the user parks.

[0049] Next, in S2, the CPU 51 acquires candidates for parking positions (parking spaces) recommended for the user to park in the parking lot where the user parks obtained in S1. Specifically, the CPU 51 acquires the arrangement information of the parking spaces provided in the parking lot where the user parks from the server device 4, and further acquires the information of the vacant parking spaces from the server that manages the parking lot. From the vacant parking spaces in the parking lot, the CPU 51 determines parking spaces that are easy for the user to park (for example, parking spaces close to the entrance of the parking lot, parking spaces close to the entrance of the destination, parking spaces where there are no other vehicles parked on the left and right, etc.) as candidates for the recommended parking positions for the user to park. Note that all the vacant parking spaces in the parking lot may be used as candidates for the parking positions.

[0050] Subsequently, in S3, the CPU 51 searches for a recommended driving route of the vehicle from the current position of the vehicle to the candidates for the parking positions (hereinafter referred to as parking position candidates) obtained in S2. In this embodiment, the search for the driving route in S3 is particularly performed by the server device 4. When searching for the driving route, first, the CPU 51 sends a route search request to the server device 4. The route search request includes a terminal ID that identifies the navigation device 1 that is the source of the route search request, and information that identifies the departure place (for example, the current position of the vehicle) and the parking position candidates obtained in S2. Then, the CPU 51 receives the search route information sent from the server device 4 in response to the route search request. The search route information is information (for example, a link list included in the driving route) that identifies the recommended driving route from the departure place to the parking position candidates searched by the server device 4 using the latest version of the map information based on the sent route search request. For example, it is searched using a known Dijkstra's algorithm.

[0051] In addition, when the server device 4 searches for a recommended driving route within the parking lot from the entrance of the parking lot to the parking position candidates in particular in S3, it constructs links and nodes (constructs a parking lot internal network) in the same way as a road for the inside of the parking lot where the user parks using the facility information 17 stored in the facility DB 14. The facility information 17 includes information for specifying the positions of the entrances and exits of the parking lot, information for specifying the arrangement of the parking spaces within the parking lot, information regarding the dividing lines partitioning the parking spaces, information regarding the passages through which vehicles and pedestrians can pass, information regarding crosswalks, information regarding the passage spaces provided for pedestrians, and the like. However, the facility information 17 may be information generated by a 3D model of the parking lot in particular. Using such information, the routes that a vehicle can select in the parking lot are specified, and the construction of the parking lot internal network is carried out. However, the above parking lot internal network may be constructed in advance for each parking lot in the country and stored in the facility DB 14.

[0052] Here, an example of the parking lot internal network constructed for the parking lot in S3 is shown in FIG. 5. As shown in FIG. 5, the parking lot nodes 58 are set at the entrances and exits of the parking lot, intersections where the passages through which vehicles can pass intersect, corners where the passages through which vehicles can pass bend (i.e., connection points between passages), and the ends of the passages, respectively. On the other hand, the parking lot links 59 are set for the passages through which vehicles can pass between the parking lot nodes 58. Basically, they are set in the center of the passage. In addition, when there are no pedestrians such as crosswalks or passage spaces provided for pedestrians, it is allowed for the parking lot link 59 to straddle the area where vehicle passage is permitted. The parking lot link 59 also has information regarding the direction in which a vehicle can pass through the passages within the parking lot. For example, FIG. 5 shows an example where vehicles can only pass through the passages within the parking lot in a clockwise direction.

[0053] In addition, for the parking lot node 58 and the parking lot link 59 constructed as shown in FIG. 5, costs and directions (directions in which the parking lot node can be passed through) are set in the same manner as for road links. For example, for each parking lot node 58 corresponding to an intersection or an entrance / exit of a parking lot, a cost corresponding to the content of the parking lot node 58 is set, and a passable direction is set when the vehicle passes through the parking lot node 58. Further, for the parking lot link 59, the cost is set based on the time required for movement or the length of the link. That is, the longer the parking lot link 59, which requires more time or distance for movement, the higher the calculated cost.

[0054] Furthermore, even when the server device 4 searches for a recommended driving route within the parking lot from the current position of the vehicle to the exit of the parking lot when the current position of the vehicle is particularly within the parking lot and the destination is outside the parking lot, the server device 4 constructs an in-parking lot network as shown in FIG. 5 for the parking lot where the vehicle is currently located.

[0055] After that, the server device 4 calculates the total cost from the current position of the vehicle to the parking position candidate via the entrance of the parking lot (if the current position of the vehicle is within the parking lot and the destination is outside the parking lot, it also includes passing through the exit of the parking lot), and sets the driving route of the vehicle for which the route with the smallest total value is recommended as the recommended driving route. However, the recommended driving route is not specified to be only one. In particular, when there are multiple candidates for the driving route within the parking lot, multiple candidates are obtained as the driving routes recommended for the vehicle. For example, as shown in FIG. 6, when the parking space 60 near the destination entrance is the recommended parking position, there are a driving route 61 that goes straight from the entrance of the parking lot and a driving route 62 that first turns left from the entrance of the parking lot and makes a detour. In such a case, as will be described later, by generating and comparing the actual driving trajectories, it is determined which driving route is appropriate. Therefore, at the stage of S3, it is desirable to obtain both as the recommended driving routes. Furthermore, when there are multiple parking position candidates, the driving routes of the vehicle recommended from the entrance of the parking lot to each parking position candidate are obtained. In addition, when there are multiple routes as candidates for the recommended driving route from the entrance of the parking lot to the parking position candidate (including the case where there are multiple routes as candidates for the recommended driving route from the current position to the exit of the parking lot when the current position of the vehicle is within the parking lot), in the static driving trajectory generation process (S5) described later, a specific driving trajectory is generated for each driving route (in some cases, multiple driving trajectories may be generated for one driving route), and the final driving route is determined from among the multiple routes by comparing the generated driving trajectories.

[0056] In addition, the server device 4 refers to the connection information 18 indicating the connection relationship between the lane included in the road facing the entrance of the parking lot where the user parks (hereinafter referred to as the access road) and the entrance of the parking lot. When the possible driving directions from the access road to the parking lot are limited (for example, only left-turn entry is possible), the above-mentioned search for the driving route is performed considering the entry direction. In addition, as the route search method, search means other than Dijkstra's method may be used. Also, the search for the driving route in S3 may be performed not by the server device 4 but by the navigation device 1.

[0057] Next, in S4, the CPU 51 acquires the high-precision map information 16 for the area including the driving route of the vehicle acquired in S3.

[0058] Here, as shown in FIG. 7, the high-precision map information 16 is divided into rectangular shapes (for example, 500 m × 1 km) and stored in the high-precision map DB 13 of the server device 4. Therefore, for example, when the route 63 is acquired as the driving route of the vehicle as shown in FIG. 7, the high-precision map information 16 is acquired for the areas 64 to 67 including the route 63. However, when the distance to the parking lot where the user parks is particularly long, for example, the high-precision map information 16 may be acquired only for the secondary mesh where the vehicle is currently located, or the high-precision map information 16 may be acquired only for the area within a predetermined distance (for example, within 3 km) from the current position of the vehicle.

[0059] The high-precision map information 16 includes, for example, information on the lane shape of the road and the dividing lines (such as the center line of the lane, the lane boundary line, the outside line of the lane, and the guiding line) drawn on the road. In addition, information on intersections, information on parking lots, etc. are also included. The high-precision map information 16 is basically acquired from the server device 4 in units of the above-described rectangular areas. However, when there is high-precision map information 16 of an area already stored in the cache 46, it is acquired from the cache 46. Further, the high-precision map information 16 acquired from the server device 4 is temporarily stored in the cache 46.

[0060] Also, in S4, the CPU 51 also acquires the facility information 17 for the parking lot where the user specified in S1 parks. Further, connection information 18 indicating the connection relationship between the lane included in the access road facing the entrance of the parking lot where the user parks and the entrance of the parking lot, and road outer shape information 19 specifying the passable area of the vehicle between the access road and the entrance of the parking lot where the user parks are also acquired in the same manner.

[0061] The facility information 17 includes, for example, information specifying the positions of the entrances and exits of the parking lot, information specifying the arrangement of the parking spaces within the parking lot, information regarding the demarcation lines demarcating the parking spaces, information regarding the passages through which vehicles and pedestrians can pass, information regarding the crosswalks within the parking lot, and information regarding the passage spaces provided for pedestrians. The facility information 17 may particularly be information generated by a 3D model of the parking lot. Also, although the facility information 17, the connection information 18, and the road external shape information 19 are basically acquired from the server device 4, if the corresponding information is already stored in the cache 46, it is acquired from the cache 46. Further, the facility information 17, the connection information 18, and the road external shape information 19 acquired from the server device 4 are temporarily stored in the cache 46.

[0062] After that, in S5, the CPU 51 executes a static travel route generation process (Fig. 9) described later. Here, the static travel route generation process selects a parking position for parking the vehicle from among the parking position candidates acquired in S2 based on the high-precision map information 16, facility information 17, connection information 18, and road external shape information 19 acquired in S4, and generates a static travel route, which is a travel route recommended for the vehicle to the parking position. Note that the static travel route includes a first travel route (when the current position of the vehicle is within the parking lot, it includes a travel route recommended for the vehicle from the current position of the vehicle to the exit of the parking lot and a travel route recommended for the vehicle from the exit of the parking lot to the access road facing the entrance of the destination parking lot) in which the vehicle's travel is recommended for the lanes from the travel start point to the access road facing the entrance of the destination parking lot, a second travel route in which the vehicle's travel from the access road to the entrance of the parking lot is recommended, and a third travel route in which the vehicle's travel from the entrance of the parking lot to the parking position (parking space) where the vehicle is parked is recommended. In particular, the third travel route is a route that specifies at least the specific travel position of the vehicle within the parking lot. However, when the distance to the parking lot where the user parks is particularly long, only the first travel route for the section from the current position of the vehicle to a predetermined distance ahead along the traveling direction (for example, within the secondary mesh where the vehicle is currently located) may be generated. Note that the predetermined distance can be changed as appropriate, but the static travel route is generated for an area including outside the range (detection range) where at least the road conditions around the vehicle can be detected by the vehicle exterior camera 39 or other sensors.

[0063] Next, in S6, the CPU 51 generates a vehicle speed plan when traveling along the static travel route generated in S5 based on the high-precision map information 16 acquired in S4. For example, considering the speed limit information and speed change points (such as intersections, curves, level crossings, crosswalks, etc.) on the planned travel route, the recommended travel speed of the vehicle when traveling along the static travel route is calculated.

[0064] Then, the speed plan generated in S6 is stored in the flash memory 54 or the like as assistance information used for automatic driving assistance. Also, a plan of acceleration indicating the acceleration and deceleration of the vehicle necessary to realize the speed plan generated in S6 may be generated as assistance information used for automatic driving assistance.

[0065] Subsequently, in S7, the CPU 51 performs image processing on the captured image captured by the vehicle exterior camera 39 to determine whether there is a factor that affects the running of the host vehicle, particularly around the host vehicle, as the surrounding road conditions. Here, the "factor that affects the running of the host vehicle" to be determined in S7 is a dynamic factor that changes in real time, and static factors based on the road structure are excluded. For example, other vehicles traveling or parked in front of the traveling direction of the host vehicle, pedestrians located in front of the traveling direction of the host vehicle, a construction section in front of the traveling direction of the host vehicle, etc. are applicable. On the other hand, intersections, curves, level crossings, merging sections, lane reduction sections, etc. are excluded. Also, even when other vehicles, pedestrians, and construction sections exist, if there is no possibility of overlapping with the future driving trajectory of the host vehicle (for example, when they are located at a position away from the future driving trajectory of the host vehicle), they are excluded from the "factor that affects the running of the host vehicle". Also, as a means for detecting a factor that may affect the running of the vehicle, sensors such as millimeter-wave radar and laser sensors, vehicle-to-vehicle communication, or road-to-vehicle communication may be used instead of the camera.

[0066] Also, for example, the real-time positions of each vehicle traveling on roads across the country are managed by an external server, and the CPU 51 may obtain the positions of other vehicles located around the host vehicle from the external server and perform the determination process of S7.

[0067] If it is determined that there is a factor that affects the running of the host vehicle around the host vehicle (S7: YES), the process proceeds to S8. On the other hand, if it is determined that there is no factor that affects the running of the host vehicle around the host vehicle (S7: NO), the process proceeds to S11.

[0068] In S8, the CPU 51 generates a new trajectory as a dynamic driving trajectory to avoid or follow the "factors affecting the running of the host vehicle" detected in S7 from the current position of the vehicle and return to the static driving trajectory. The dynamic driving trajectory is generated for the section including the "factors affecting the running of the host vehicle". Also, the length of the section varies depending on the content of the factor. For example, when the "factor affecting the running of the host vehicle" is another vehicle (front vehicle) running in front of the vehicle, as shown in FIG. 8, an avoidance trajectory that is a trajectory from changing lanes to the right to overtake the front vehicle 69 and then changing lanes to the left and returning to the original lane is generated as the dynamic driving trajectory 70. Note that a following trajectory that follows (or runs parallel to) the front vehicle 69 at a predetermined distance behind the front vehicle 69 without overtaking the front vehicle 69 may be generated as the dynamic driving trajectory.

[0069] Taking the calculation method of the dynamic driving trajectory 70 shown in FIG. 8 as an example, the CPU 51 first starts steering to turn and move to the right lane, and calculates a first trajectory L1 required for the steering position to return to the straight-ahead direction. The first trajectory L1 calculates the lateral acceleration (lateral G) generated when changing lanes based on the current vehicle speed of the vehicle, and on the condition that the lateral G does not exceed the upper limit value (for example, 0.2G) that does not cause an obstacle to the automatic driving support and does not give discomfort to the vehicle occupants, a trajectory that is as smooth as possible using a clothoid curve or an arc and has the shortest distance required for lane change as much as possible is calculated. Also, maintaining an appropriate inter-vehicle distance D or more from the front vehicle 69 is also a condition. Next, a second trajectory L2 is calculated for running in the right lane at the upper limit of the speed limit to overtake the front vehicle 69 and maintaining an appropriate inter-vehicle distance D or more from the front vehicle 69. The second trajectory L2 is basically a straight-line trajectory, and the length of the trajectory is calculated based on the vehicle speed of the front vehicle 69 and the speed limit of the road. Subsequently, the steering is started to turn back to the left lane, and a third trajectory L3 required for the steering position to return to the straight-ahead direction is calculated. Note that the third trajectory L3 calculates the lateral acceleration (lateral G) that occurs when changing lanes based on the current vehicle speed of the vehicle, and on the condition that the lateral G does not exceed an upper limit value (for example, 0.2G) that does not interfere with the automatic driving support and does not give discomfort to the vehicle occupants, a trajectory that is as smooth as possible using a clothoid curve or an arc and that minimizes the distance required for the lane change as much as possible is calculated. Also, it is a condition to maintain an appropriate inter-vehicle distance D or more from the preceding vehicle 69. Note that since the dynamic driving trajectory is generated based on the road conditions around the vehicle acquired by the in-vehicle camera 39 and other sensors, the area where the dynamic driving trajectory is to be generated is within at least the range (detection range) where the road conditions around the vehicle can be detected by the in-vehicle camera 39 and other sensors.

[0070] Subsequently, in S9, the CPU 51 reflects the dynamic driving trajectory newly generated in the above S8 on the static driving trajectory generated in the above S5. Specifically, the cost of each of the static driving trajectory and the dynamic driving trajectory is calculated from the current position of the vehicle to the end of the section including "factors that affect the driving of the host vehicle", and the driving trajectory with the minimum cost is selected. As a result, a part of the static driving trajectory is replaced with the dynamic driving trajectory as necessary. Note that depending on the situation, the replacement of the dynamic driving trajectory may not be performed, that is, there may be a case where there is no change from the static driving trajectory generated in the above S5 even when the dynamic driving trajectory is reflected. Further, when the dynamic driving trajectory and the static driving trajectory are the same trajectory, there may be a case where there is no change from the static driving trajectory generated in the above S5 even when the replacement is performed.

[0071] Next, in S10, the CPU 51 corrects the vehicle speed plan generated in the above S6 based on the content of the dynamic driving trajectory reflected in the static driving trajectory after the dynamic driving trajectory is reflected in the above S9. Note that if there is no change from the static driving trajectory generated in the above S5 as a result of the reflection of the dynamic driving trajectory, the process of S10 may be omitted.

[0072] Subsequently, in S11, the CPU 51 calculates the control amounts for the vehicle to travel at a speed according to the static travel trajectory generated in S5 (or the trajectory after reflection if the dynamic travel trajectory is reflected in S9) and the speed plan generated in S6 (or the corrected plan if the speed plan is corrected in S10). Specifically, the control amounts for the accelerator, brake, gear, and steering are calculated respectively. Note that the processing of S11 and S12 may be performed by the vehicle control ECU 40 that controls the vehicle instead of the navigation device 1.

[0073] Thereafter, in S12, the CPU 51 reflects the control amounts calculated in S11. Specifically, the calculated control amounts are transmitted to the vehicle control ECU 40 via the CAN. Based on the received control amounts, the vehicle control ECU 40 performs vehicle control for the accelerator, brake, gear, and steering. As a result, it becomes possible to perform driving support control for the vehicle to travel at a speed according to the static travel trajectory generated in S5 (or the trajectory after reflection if the dynamic travel trajectory is reflected in S9) and the speed plan generated in S6 (or the corrected plan if the speed plan is corrected in S10).

[0074] Next, in S13, the CPU 51 determines whether or not the vehicle has traveled a certain distance since the static travel trajectory was generated in S5. For example, the certain distance is set to 1 km.

[0075] If it is determined that the vehicle has traveled a certain distance since the static travel trajectory was generated in S5 (S13: YES), the process returns to S4. Thereafter, the generation of the static travel trajectory is performed again for a section within a predetermined distance along the travel route from the current position of the vehicle (S4 to S6). Note that in this embodiment, every time the vehicle travels a certain distance (e.g., 1 km), the generation of the static travel trajectory is repeatedly performed for a section within a predetermined distance along the travel route from the current position of the vehicle. However, if the distance to the destination is short, the generation of the static travel trajectory to the destination may be performed at once at the start of travel.

[0076] On the other hand, when it is determined that the vehicle has not traveled a certain distance since the generation of the static travel trajectory in S5 (S13: NO), it is determined whether to end the assisted driving by the automatic driving support (S14). In addition to the case of arriving at the destination, the assisted driving by the automatic driving support may be intentionally canceled (overridden) when the user operates the operation panel provided in the vehicle, or when operations such as steering wheel operation or brake operation are performed.

[0077] And when it is determined to end the assisted driving by the automatic driving support (S14: YES), the automatic driving support program is terminated. On the contrary, when it is determined to continue the assisted driving by the automatic driving support (S14: NO), the process returns to S7.

[0078] Next, a sub-process of the static travel trajectory generation process executed in S5 will be described with reference to FIG. 9. FIG. 9 is a flowchart of a sub-process program of the static travel trajectory generation process.

[0079] First, in S21, the CPU 51 acquires the current position of the vehicle detected by the current position detection unit 31. It is desirable to specify the current position of the vehicle in detail using, for example, high-precision GPS information or high-precision location technology. Here, the high-precision location technology is a technology that detects white lines and road surface paint information captured from a camera installed in the vehicle by image recognition, and further collates the detected white lines and road surface paint information with, for example, the high-precision map information 16 to detect the driving lane and the high-precision vehicle position. Further, when the vehicle travels on a road consisting of multiple lanes, the lane in which the vehicle travels is also specified. In addition, when the vehicle is located in a parking lot, the specific position in the parking lot (for example, the parking space where the vehicle is located) and the posture of the vehicle (for example, the traveling direction of the vehicle, and when located in the parking space, the orientation in which the vehicle is parked with respect to the parking space) are also specified.

[0080] Then, after S22 below, the CPU 51 calculates a recommended driving trajectory for the recommended driving route of the vehicle from the current position of the vehicle searched in S3 to the parking position candidate when driving along the driving route. Also, when a plurality of routes are searched as candidate recommended driving routes in the parking lot in particular in S3, a driving trajectory is generated for each route, and the final driving route is determined from among the plurality of routes by comparing the generated plurality of driving trajectories.

[0081] First, in S22, the CPU 51 acquires the in-parking-lot network of the parking lot where the user parks acquired in S1, and uses the in-parking-lot network and the facility information 17 (including the arrangement information of the parking spaces in the parking lot) to calculate, for each driving route searched in S3, the possible driving trajectory (candidate for driving trajectory) from the parking lot entrance where the vehicle enters the destination parking lot along that route to the parking space that becomes the parking position candidate and parks there. Also, when the current position of the vehicle is within the parking lot, the in-parking-lot network of the parking lot where the user is located is acquired, and similarly, for each driving route searched in S3, the possible driving trajectory from the current position of the vehicle along that route to moving to the exit of the parking lot is also calculated. That is, in S22, candidates for driving trajectories for the part of the driving route searched in S3 that travels within the parking lot are calculated.

[0082] The parking lot network is a network that identifies the routes that a vehicle can select in the parking lot as described above, and consists of parking lot nodes 58 and parking lot links 59 as shown in FIG. 5. Further, the facility information 17 includes information for identifying the positions of the entrances and exits of the parking lot, information for identifying the arrangement of the parking spaces in the parking lot, information regarding the demarcation lines that demarcate the parking spaces, information regarding the passages through which vehicles and pedestrians can pass, information regarding crosswalks, information regarding the passage spaces provided for pedestrians, etc. Also, when calculating the driving trajectory, the driving speed in the parking lot is set to a creeping speed (for example, 10 km / h), and the range of the turning radius that the vehicle can achieve is specified based on the vehicle data. The driving trajectory during turning is calculated as a trajectory that smoothly connects as much as possible using a clothoid curve or an arc. Further, when calculating the driving trajectory for the vehicle to exit from the parking space while the vehicle is in the parking space, the posture of the parked vehicle (for example, forward parking, reverse parking) is acquired, and the driving trajectory for the vehicle to exit from the parking space is calculated in consideration of the posture of the vehicle. Furthermore, for the candidates of the driving trajectory calculated in S22 above, a cost is calculated as described later, and the driving trajectory for the vehicle to finally travel is selected on the condition that the cost is minimized (S23, S24). However, in the calculation of the cost, the fewer the number of turnbacks and the distance of reverse, the smaller the cost. Therefore, in S22, a driving trajectory with as few turnbacks and reverse distances as possible for entering the parking space is calculated in advance as a candidate. On the other hand, basically, when driving along a passage, the driving trajectory is set to run in the center of the passage (that is, on the parking lot link 59 of the parking lot network), but it may also be a trajectory that runs to the right or left within a range that does not deviate from the passage. Also, the candidates for the generated driving trajectory are not limited to only one driving trajectory for one driving route. When there are multiple driving trajectories that the vehicle can take when driving along the same driving route, multiple driving trajectories are generated. However, as shown in FIG. 10, a driving trajectory in which a part of the vehicle body enters a parking space where the vehicle is parked and other parking spaces other than the parking space to be parked, or a driving trajectory in which a part of the vehicle body enters outside the area of the parking lot (for example, a public road) is excluded from the generation targets.On the other hand, for a driving trajectory in which a part of the vehicle body enters a region where vehicle passage is permitted if there are no obstacles in the region, such as a crosswalk or a passage space provided for pedestrians in a parking lot, it is permitted. What is generated in S22 is a candidate for an entry trajectory, which is a candidate for the driving trajectory of the vehicle from the entrance of the parking lot to the parking position where the vehicle parks, and a candidate for an exit trajectory, which is a candidate for the driving trajectory of the vehicle from the parking position where the vehicle parks to the exit of the parking lot.

[0083] Here, FIG. 11 shows an example of a candidate for a driving trajectory 71 calculated for a driving route 61 that goes straight from the entrance of the parking lot shown in FIG. 6. Further, FIG. 12 shows an example of a candidate for a driving trajectory 72 calculated for a driving route 62 that makes a left turn once to the left and goes around from the entrance of the parking lot shown in FIG. 6. As shown in FIGS. 11 and 12, both the driving trajectory 71 and the driving trajectory 72 are driving trajectories for entering from the same entrance of the parking lot and parking in the same parking space 60, but their shapes are quite different. When comparing the total lengths, the driving trajectory 71 is shorter, but the driving trajectory 71 requires a U-turn to enter the parking space 60. Therefore, for example, when the driving trajectories 71 and 72 are calculated as candidates for the driving trajectory in S22, it is difficult to determine which of the driving trajectories 71 and 72 should be the recommended driving trajectory. Therefore, when a plurality of candidates for the driving trajectory are calculated in S22 as follows, the cost is calculated for each driving trajectory and comparison is performed.

[0084] In the above embodiment, reverse parking is selected as the vehicle posture when the vehicle parks in a parking space, and the driving trajectory that can be taken until parking in the parking space that becomes a candidate for the parking position in reverse parking is generated as a candidate for the driving trajectory. However, forward parking may be selected and the driving trajectory that can be taken until parking in the parking space that becomes a candidate for the parking position in forward parking may be generated as a candidate for the driving trajectory. Also, candidates for driving trajectories selected for reverse parking and candidates for driving trajectories selected for forward parking may be generated respectively, the cost may be calculated and compared for each driving trajectory as described later, and finally the vehicle posture when parking may be determined.

[0085] In S23, the CPU 51 calculates the cost associated with the vehicle's travel considering the vehicle behavior when traveling along the candidate travel routes generated in S22. When there are multiple candidate travel routes, the cost is calculated for each of the multiple candidate travel routes. The method for calculating the cost in S23 will be described in detail below.

[0086] Specifically, the final cost for each candidate travel route is calculated by adding the costs calculated based on each of the following elements (1) to (6). (1) Travel distance (regardless of forward or backward movement) ··· Travel distance [m] × 1.0 (2) Reverse travel distance ··· Travel distance [m] × 10.0 (3) Number of times of switching between forward and reverse ··· Number of times × 10.0 (4) Amount of turning angle ··· Turning angle × 0.1 (5) Number of times of switching the turning direction of the steering ··· Number of times × 5.0 (6) Distance traveled in the conditional driving prohibited area ··· Travel distance [m] × 10.0

[0087] First, for (1), the cost is determined by the travel distance of the travel route. Specifically, the longer the total length of the travel route, the higher the calculated cost, that is, it can be seen that it is difficult to be selected as the recommended travel route.

[0088] On the other hand, for (2), the cost is determined by the travel distance, especially the reverse travel distance, within the travel route. Specifically, the longer the reverse travel distance, the higher the calculated cost. In addition, compared with (1), the coefficient is 10 times, so even if the total length is shorter than that of a travel route with a long total length, a travel route with a long reverse travel distance may have a higher cost.

[0089] Also, for (3), the cost is determined according to the number of times of switching between forward and reverse included in the travel route. Specifically, the more times of switching between forward and reverse, the higher the calculated cost, that is, it can be seen that it is difficult to be selected as the recommended travel route.

[0090] Also, for (4), the cost is determined according to the amount of turning angle of the vehicle required when traveling on the driving track. Specifically, it can be seen that the greater the amount of turning angle, that is, the more the steering operation amount, the higher the cost is calculated for the driving track, that is, it is difficult to be selected as the recommended driving track.

[0091] Also, for (5), the cost is determined according to the number of times of switching the turning direction of the steering within the driving track. Specifically, it can be seen that the more the number of times of switching the turning direction of the steering, the higher the cost is calculated, that is, it is difficult to be selected as the recommended driving track.

[0092] Finally, for (6), the cost is determined by the distance traveled within the driving track, especially the distance traveled in the conditional driving prohibited area. Specifically, the longer the distance traveled in the conditional driving prohibited area, the higher the cost will be calculated. Basically, if even a part of the vehicle body enters the conditional driving prohibited area, it is regarded as traveling in the conditional driving prohibited area. Here, the "conditional driving prohibited area" is an area where vehicle passage is permitted if there are no obstacles in the area, while vehicle passage is not permitted when there are obstacles in the area. The obstacles are, for example, pedestrians, wheelchairs, etc. That is, specifically, the "conditional driving prohibited area" corresponds to crosswalks provided in the parking lot and passage spaces provided for pedestrians (except for pedestrian-only passages where vehicle entry is prohibited). Information for specifying the conditional driving prohibited area is included in the facility information 17. For example, as shown in FIG. 13, when a part of the driving track travels through the passage space 75 provided for pedestrians, the cost is added according to the distance L traveled through the passage space 75. Note that the coefficient is 10 times that compared to (1), and even if the total length is shorter than that of a driving track with a longer total length, the driving track that travels through the conditional driving prohibited area may have a higher cost.

[0093] Further, when calculating the cost for the candidate of the travel route in S23, it is not necessary to consider all of the above elements (1) to (6), and the cost may be calculated by considering only some of the elements (1) to (6). For example, the total value of the costs of (1), (2), (3), and (5) may be calculated.

[0094] After that, in S24, the CPU 51 compares the costs for each candidate of the travel route calculated in S23, and selects, as the recommended travel route of the vehicle from the entrance of the destination parking lot to the parking position where the vehicle is parked, the travel route for which the minimum cost is calculated among the candidates of the travel route from the entrance of the destination parking lot to the parking position where the vehicle is parked. As a result, the parking position where the vehicle is parked is also determined from among the parking position candidates acquired in S2. Specifically, the parking space located at the end point of the selected travel route becomes the parking position where the vehicle is parked. In addition, when the current position of the vehicle is within the parking lot, the travel route for which the minimum cost is calculated among the candidates of the travel route from the current position of the vehicle within the parking lot to the parking lot exit is selected as the recommended travel route of the vehicle from the current position of the vehicle within the parking lot to the parking lot exit.

[0095] As a result, when the travel trajectory 71 corresponding to the travel route 61 that goes straight from the entrance of the parking lot shown in FIG. 11 and the travel trajectory 72 corresponding to the travel route 62 that makes a left turn once and detours to the left from the entrance of the parking lot shown in FIG. 12 are generated as candidates for the travel trajectory of the vehicle, if only the cost based on the moving distance in (1) above is compared, the cost of the travel trajectory 71 is smaller, so the travel trajectory 71 will be selected as the recommended travel trajectory of the vehicle. However, as shown in FIG. 14, in the travel trajectory 71, when entering the parking space 60, the travel trajectory first switches from forward to backward and retreats once at point a after turning right and passing by the parking space 60, and then, after switching from backward to forward again at point b, turns slightly to the right in front of the parking space 60, and further switches from forward to backward at point c and turns while moving to the parking space 60. On the other hand, in the travel trajectory 72, the travel trajectory for entering the parking space 60 only needs to turn slightly to the right in front of the parking space 60 from the straight-ahead state and then switch from forward to backward at point c and turn while moving to the parking space 60. That is, the travel trajectory 71 has a longer backward movement distance of the travel trajectory compared to the travel trajectory 72, and the number of times of switching between forward and backward and the number of times of switching the steering turning direction also increase. That is, if the costs based on (2), (3), and (5) above are compared, the cost of the travel trajectory 72 is smaller. Therefore, the travel trajectory 71 is not necessarily selected as the recommended travel trajectory of the vehicle, and the travel trajectory 72 may also be selected as the recommended travel trajectory of the vehicle.

[0096] In addition, in the above-described embodiment, the parking position and the driving route are selected in consideration of the burden related to the driving of the vehicle to the destination, but the parking position and the driving route for parking may also be selected in consideration of the burden related to the driving of the vehicle when returning home from the destination. For example, in addition to the driving route from the parking lot entrance to the parking position candidate in S22, the driving route from the parking position candidate to the parking lot exit for the return trip is also acquired. Then, in S23, the cost is calculated for each of the driving route from the parking lot entrance to the parking position candidate and the driving route from the parking position candidate to the parking lot exit for the return trip, and in S24, the driving route with the minimum total may be selected. As a result, it becomes possible to select the parking position and the driving route for parking in consideration of the burden related to the driving of the vehicle when returning home from the destination.

[0097] Next, in S25, the CPU 51 constructs a lane network for the part where the vehicle travels on the road among the recommended driving routes of the vehicle from the current position of the vehicle searched in S3 to the parking position candidate based on the high-precision map information 16 acquired in S4. The high-precision map information 16 includes lane shapes, lane line information, and information regarding intersections. Further, the lane shapes and the lane line information include the number of lanes, how the number of lanes increases or decreases if there is an increase or decrease in the number of lanes, the traffic division of the traveling direction for each lane, and the connection of roads (specifically, the correspondence between the lanes included in the road before passing through the intersection and the lanes included in the road after passing through the intersection), information specifying the guiding lines (guide white lines) within the intersection, and the like. The lane network generated in S25 is a network showing the lane changes that the vehicle can select when traveling on the candidate driving routes searched in S3. When there are a plurality of candidate driving routes searched in S3, the above-described lane network is constructed for the plurality of candidate routes. Further, the lane network is constructed for the section from the current position of the vehicle (however, in the case where the current position of the vehicle is a parking lot, the exit road facing the exit of the parking lot) to the entrance road facing the entrance of the parking lot where the user parks at the destination.

[0098] Here, as an example of constructing the lane network in S25, for instance, the case where a vehicle travels along the driving route shown in FIG. 15 will be described. In the following description, it is assumed that the current position of the vehicle is on a public road and not in a parking lot. In the example shown in FIG. 15, the driving route is such that after going straight from the current position of the vehicle, it turns right at the next intersection 81, then turns right again at the following intersection 82, and turns left to enter the parking lot 83 that is the parking target. In the candidate route shown in FIG. 15, when turning right at intersection 81, for example, it is possible to enter the right lane or the left lane. However, since it is necessary to turn right at the next intersection 82, it is necessary to move to the rightmost lane when entering intersection 82. Also, when turning right at intersection 82, it is possible to enter the right lane or the left lane. The lane network constructed for such a candidate route where lane changes are possible is shown in FIG. 16.

[0099] As shown in FIG. 16, the lane network divides the candidate routes, which are the targets for generating static driving trajectories, into a plurality of sections (groups). Specifically, it divides them with the entry position of the intersection, the exit position of the intersection, and the positions where the lanes increase or decrease as boundaries. And for each lane located at the boundary of each divided section, a node point (hereinafter referred to as a lane node) 85 is set. Furthermore, a link (hereinafter referred to as a lane link) 86 connecting the lane nodes 85 is set. Note that the start position (i.e., the start node) of the lane network is the current position of the vehicle (the driving start point), and the end position (i.e., the end node) of the lane network is a newly generated node near the entrance of the parking lot (hereinafter referred to as the entry point), based on the node position of the parking lot entrance set in the parking network, among the approach roads facing the entrance of the parking lot where the vehicle will park.

[0100] In addition, the lane network, particularly through the connection between lane nodes and lane links at intersections, includes information specifying the correspondence between the lanes on the road before passing through the intersection and the lanes on the road after passing through the intersection, that is, information identifying the lanes that a vehicle can move into after passing through the intersection with respect to the lanes before passing through the intersection. Specifically, it indicates that a vehicle can move between the lanes corresponding to the lane nodes connected by lane links among the lane nodes set on the road before passing through the intersection and the lane nodes set on the road after passing through the intersection. To generate such a lane network, in the high-precision map information 16, for each road connected to an intersection, a lane flag indicating the correspondence between lanes is set and stored for each combination of the road entering the intersection and the road exiting the intersection. When constructing the lane network in S25, the CPU 51 forms the connection between the lane nodes and lane links at the intersection by referring to the lane flag.

[0101] Subsequently, in S26, the CPU 51 connects the lane network constructed in S25 and the parking lot internal network constructed in S22. Specifically, with reference to the node position of the parking lot entrance set in the parking network among the approach roads facing the entrance of the parking lot where the vehicle parks, a new node is set near the parking lot entrance, and the newly set node and the node of the parking lot entrance are connected by a link.

[0102] After that, in S27, the CPU 51 sets a moving start point at which the vehicle starts moving for the lane node located at the start point of the constructed lane network, and sets a moving target point for the vehicle to move to the end point of the lane network, that is, the lane node connected to the parking lot entrance (the lane node provided corresponding to the entry point). Then, the CPU 51 refers to the constructed lane network and searches for a route that continuously connects from the moving start point to the moving target point. For example, using Dijkstra's algorithm, the route with the minimum total lane cost is specified as the recommended lane change pattern for the vehicle when the vehicle moves. The lane cost is set based on, for example, the length of the lane link 86 or the required time for movement, taking into account the presence or absence of lane changes and the number of lane changes. However, other search means may be used as long as a route that continuously connects from the moving start point to the moving target point can be searched.

[0103] After that, in S28, the CPU 51 uses the high-precision map information 16, facility information 17, connection information 18, and road external shape information 19 obtained in S4 to generate a specific driving trajectory for traveling along the route specified by the lane network. For the driving trajectory in the section with lane changes, the position of the lane change is set so that the lane changes are not continuous as much as possible and are performed at a recommended position a predetermined distance away from the intersection. Also, especially when generating a driving trajectory during a right or left turn or a lane change at an intersection, the lateral acceleration (lateral G) generated in the vehicle is calculated, and the trajectory is calculated using a clothoid curve or an arc so as to be as smooth as possible on the condition that the lateral G does not interfere with the automatic driving support and does not exceed the upper limit value (for example, 0.2G) that does not give discomfort to the passengers of the vehicle. On the other hand, for a section that is neither a section with a lane change nor a section within an intersection, the trajectory passing through the center of the lane is set as the recommended driving trajectory for the vehicle to travel. However, for a turning angle that bends at a substantially right angle, it is desirable to provide an R at the corner of the trajectory. By performing the above processing, a driving trajectory recommended for the vehicle to travel from the current position of the vehicle to the entry point is generated.

[0104] Subsequently, in S29, when the vehicle moves according to the recommended driving route of the vehicle from the current position of the vehicle searched in S3 to the parking position candidate, particularly when entering the parking lot from the access road, the CPU 51 calculates the recommended driving trajectory, especially when entering the parking lot from the access road.

[0105] For example, in FIG. 17, an example of calculating the driving trajectory when a route is set to enter the entrance of the parking lot 83 from the leftmost lane of the access road 88 will be described. First, the CPU 51 identifies an area where the vehicle can pass (hereinafter referred to as the passing area) between the access road 88 and the parking lot 83 based on the road outer shape information acquired in S3. For example, in the example shown in FIG. 17, a rectangular area composed of horizontal x and vertical y becomes the passing area where the vehicle can pass between the access road 88 and the parking lot 83. Then, on the condition that the vehicle passes through the passing area from the access road 88 and enters the entrance of the parking lot 83, a trajectory that is as smooth as possible and has the shortest distance required for entry as much as possible is calculated using a clothoid curve or an arc.

[0106] Thereafter, in S30, the CPU 51 generates a static driving trajectory, which is a driving trajectory recommended for the vehicle, by connecting the respective driving trajectories calculated in S24, S28, and S29. The static driving trajectory generated in S30 includes a first driving trajectory in which the vehicle's driving is recommended for the lane from the driving start point to the access road facing the entrance of the parking lot, a second driving trajectory in which the vehicle's driving is recommended from the access road to the entrance of the parking lot, and a third driving trajectory in which the vehicle's driving is recommended from the entrance of the parking lot to the parking position (parking space) where the vehicle is parked.

[0107] Then, the static driving trajectory generated in S30 is stored in the flash memory 54 or the like as assistance information used for automatic driving assistance. Thereafter, the process proceeds to S6.

[0108] In addition, in the above embodiment, the driving trajectory when driving in the parking lot, the driving trajectory when driving on the road, and the driving trajectory when entering the parking lot from the road are each generated individually (S24, S28, S29). However, the parking lot network and the lane network may be connected, and a driving trajectory including all the vehicle movements from the current position of the vehicle to the parking position candidates in the parking lot may be generated in a lump.

[0109] As described in detail above, in the navigation device 1 and the computer program executed by the navigation device 1 according to the present embodiment, when the vehicle parks in the parking lot, the arrangement information of the parking spaces provided in the parking lot is acquired, and a parking position for parking the vehicle is acquired from within the parking spaces (S2). A parking lot network, which is a network showing a route that the vehicle can select within the parking lot, is acquired (S3). Using the parking lot network and the arrangement information of the parking spaces, a driving trajectory for specifying the driving position of the vehicle in the parking lot from the entrance of the parking lot to the parking position where the vehicle parks is generated (S5), and driving support based on the generated driving trajectory is performed (S11, S12). Therefore, when the vehicle parks in the parking lot, it is possible to derive a driving trajectory that specifies the specific driving position in the parking lot from the entrance of the parking lot to the parking position. And by using the specific driving trajectory, it is possible to perform more appropriate driving support than in the past. In addition, the posture of the vehicle when parking at the parking position is selected, and using the parking lot network and the arrangement information of the parking spaces, a driving trajectory of the vehicle from the entrance of the parking lot to the parking position of the vehicle in the selected posture is generated (S5). Therefore, by considering the posture of the vehicle when parking, it is possible to derive a more specific driving trajectory. Also, an entry trajectory candidate, which is a candidate for the driving trajectory of the vehicle from the entrance of the parking lot to the parking position where the vehicle is parked, is obtained (S22). Considering the vehicle behavior when traveling along the entry trajectory candidate, the movement cost for the vehicle to travel along the entry trajectory candidate is calculated (S23). Further, using the calculated movement cost, a recommended driving trajectory is selected from among the entry trajectory candidates (S24). Therefore, by reflecting various burdens and risks that occur to the vehicle when driving in the parking lot in terms of cost, it is possible to more appropriately derive a recommended driving trajectory when the vehicle parks in the parking lot as compared with the prior art. Also, an exit trajectory candidate, which is a candidate for the driving trajectory of the vehicle from the parking position where the vehicle is parked to the exit of the parking lot, is obtained. Considering the vehicle behavior when traveling along the exit trajectory candidate, the movement cost for the vehicle to travel along the exit trajectory candidate is calculated. Further, using the calculated movement cost in addition to the movement cost calculated by the exit cost calculation means, a recommended driving trajectory from the entrance of the parking lot to the parking position where the vehicle is parked is selected (S24). Therefore, by reflecting various burdens and risks that occur to the vehicle during the return trip from the destination in addition to the trip to the destination in terms of cost, it is possible to more appropriately derive a recommended driving trajectory when the vehicle parks in the parking lot as compared with the prior art. Also, when there are multiple candidates for the parking position where the vehicle is parked in the parking lot, candidate driving trajectories are obtained for each candidate for the parking position (S22). Using the calculated movement cost, a parking position where the vehicle is parked is selected from among the candidates for the parking position, and a recommended driving trajectory from the entrance of the parking lot to the selected parking position is selected (S24). Therefore, by reflecting various burdens and risks that occur to the vehicle when driving in the parking lot in terms of cost, it is possible to appropriately derive a recommended parking position when the vehicle parks in the parking lot from among the multiple candidates. Since vehicle behavior includes at least one or more of the vehicle's travel distance in a parking lot, the vehicle's reverse distance, the number of times of switching between forward and reverse, the number of times of switching the steering rotation direction, and the distance traveled in a conditional no-driving area where vehicle passage is permitted conditionally in the parking lot, by reflecting various burdens and risks that occur to the vehicle when driving in the parking lot in the cost, it becomes possible to more appropriately derive a recommended driving trajectory when the vehicle parks in the parking lot compared to the prior art. In addition, the conditional no-driving area is an area where vehicle passage is permitted if there is no obstacle in the area, while vehicle passage is not permitted when there is an obstacle in the area. Therefore, by reflecting the risk of driving in particular crosswalks, passage spaces provided for pedestrians, etc. in the cost, it becomes possible to more appropriately derive a recommended driving trajectory when the vehicle parks in the parking lot compared to the prior art. Also, when the vehicle exits the parking lot where it is parked, it acquires the arrangement information of the parking spaces provided in the parking lot, and acquires the parking position where the vehicle is parked from within the parking spaces (S21). It acquires the in-parking lot network, which is a network showing the routes that the vehicle can select within the parking lot (S3). Using the in-parking lot network and the arrangement information of the parking spaces, it generates a driving trajectory that specifies the driving position of the vehicle within the parking lot from the parking position to the exit of the parking lot (S5), and performs driving support based on the generated driving trajectory (S11, S12). Therefore, when the vehicle exits the parking lot, it becomes possible to derive a driving trajectory that specifies the specific driving position within the parking lot from the parking position to the parking lot exit. And by using the specific driving trajectory, it becomes possible to perform more appropriate driving support compared to the prior art. Also, it acquires the posture of the vehicle parked at the parking position, and using the in-parking lot network and the arrangement information of the parking spaces, it generates the driving trajectory of the vehicle from the parking position where it is parked in the acquired posture to the exit of the parking lot (S5). Therefore, by considering the posture of the parked vehicle, it becomes possible to derive a more specific driving trajectory.

[0110] Furthermore, the present invention is not limited to the above-described embodiments, and it goes without saying that various improvements and modifications can be made without departing from the gist of the present invention. For example, in the present embodiment, a plurality of candidates for the parking position are acquired, and the parking position is finally determined from among the plurality of candidates at the timing of generating the static travel trajectory in S5. However, the parking position where the vehicle first parks may be determined uniquely, and then the travel trajectory to the determined parking position may be generated.

[0111] Also, in the present embodiment, it is assumed that the vehicle start point is on the road, but it is also applicable when the vehicle start point is in the parking lot. In that case, the travel trajectory recommended for the vehicle to travel from the start point to the exit of the parking lot will also be derived in S24.

[0112] In addition, in the present embodiment, the cost for the travel trajectory to the parking position is calculated only for the vehicle travel (S23), but the cost may be calculated considering the walking movement to the destination after getting off the vehicle. That is, even if the vehicle travel movement to the parking position is easy, the cost for the travel trajectory to the parking position with a large burden of walking movement to the destination thereafter may be calculated high.

[0113] Also, in the present embodiment, vehicle control for traveling according to the generated travel trajectory is performed after generating the travel trajectory to the parking position (S11, S12), but the processes related to the vehicle control after S11 can also be omitted. For example, the navigation device 1 may be a device that guides the parking position recommended for parking and guides the travel trajectory to the user without performing vehicle control based on the travel trajectory.

[0114] In addition, in the present embodiment, the finally generated static driving trajectory is information that specifies the specific trajectory (a set of coordinates or a line) along which the vehicle travels. However, it may also be information that can specify the road, lane, and passageway that the vehicle travels on, without specifying the specific trajectory. Further, it may be configured to specify only the parking position where the vehicle parks in the road and the parking lot without specifying the specific driving trajectory.

[0115] In addition, in the present embodiment, the lane network and the in-parking lot network are generated using the high-precision map information 16 and the facility information 17 (S3, S22, S25). However, each network for roads and parking lots across the country may be stored in a database in advance and read from the database as needed.

[0116] In addition, in the present embodiment, the high-precision map information possessed by the server device 4 includes both information on the lane shape of the road (road shape, curvature, lane width, etc. in terms of lanes) and information on the dividing lines drawn on the road (center line of the lane, lane boundary line, outer line of the lane, guiding line, etc.). However, it may include only the information on the dividing lines, or only the information on the lane shape of the road. For example, even when including only the information on the dividing lines, it is possible to estimate information corresponding to the information on the lane shape of the road based on the information on the dividing lines. Also, even when including only the information on the lane shape of the road, it is possible to estimate information corresponding to the information on the dividing lines based on the information on the lane shape of the road. Further, the "information on the dividing lines" may be information that specifies the type and arrangement of the dividing lines themselves that divide the lanes, information that specifies whether lane changes are possible between adjacent lanes, or information that directly or indirectly specifies the shape of the lanes.

[0117] In addition, in the present embodiment, as a means for reflecting the dynamic driving trajectory in the static driving trajectory, a part of the static driving trajectory is replaced with the dynamic driving trajectory (S9). However, instead of replacement, the trajectory may be corrected so that the static driving trajectory approaches the dynamic driving trajectory.

[0118] In addition, in the present embodiment, among the operations of the vehicle, all of the accelerator operation, brake operation, and steering wheel operation, which are operations related to the behavior of the vehicle, are described as automatic driving support for automatically driving without depending on the user's driving operation by the vehicle control ECU 40. However, the automatic driving support may be such that the vehicle control ECU 40 controls at least one of the accelerator operation, brake operation, and steering wheel operation, which are operations related to the behavior of the vehicle, among the operations of the vehicle. On the other hand, manual driving by the user's driving operation is described as the user performing all of the accelerator operation, brake operation, and steering wheel operation, which are operations related to the behavior of the vehicle, among the operations of the vehicle.

[0119] In addition, the driving support of the present invention is not limited to the automatic driving support related to the automatic driving of the vehicle. For example, it is also possible to perform driving support by displaying the static driving trajectory specified in S5 and the dynamic driving trajectory generated in S8 on the navigation screen and providing guidance using voice, screen, etc. (for example, guidance for lane change, recommended vehicle speed guidance, etc.). Further, the driving operation of the user may be supported by displaying the static driving trajectory and the dynamic driving trajectory on the navigation screen.

[0120] In addition, in the present embodiment, the navigation device 1 executes the automatic driving support program (Fig. 4), but it may be configured such that an in-vehicle device other than the navigation device 1 or the vehicle control ECU 40 executes it. In that case, the in-vehicle device or the vehicle control ECU 40 is configured to acquire the current position of the vehicle, map information, etc. from the navigation device 1 or the server device 4. Further, the server device 4 may execute part or all of the steps of the automatic driving support program (Fig. 4). In that case, the server device 4 corresponds to the driving support device of the present application.

[0121] In addition to the navigation device, the present invention can also be applied to mobile phones, smartphones, tablet terminals, personal computers, etc. (hereinafter referred to as mobile terminals, etc.). It can also be applied to a system composed of a server and mobile terminals, etc. In that case, each step of the above-described automatic driving support program (see FIG. 4) may be configured to be executed by either the server or the mobile terminals, etc. However, when the present invention is applied to mobile terminals, etc., it is necessary to communicably connect (regardless of wired or wireless) a vehicle capable of executing automatic driving support and the mobile terminals, etc.

Explanation of Signs

[0122] 1... Navigation device (driving support device), 2... Driving support system, 3... Information distribution center, 4... Server device, 5... Vehicle, 16... High-precision map information, 17... Facility information, 18... Connection information, 19... Road external shape information, 33... Navigation ECU, 40... Vehicle control ECU, 51... CPU, 58... Parking lot node, 59... Parking lot link, 75... Pedestrian passage space

Claims

1. When a vehicle parks in a parking lot, a parking space information acquisition means for acquiring arrangement information of parking spaces provided in the parking lot, a parking position acquisition means for acquiring a parking position for parking the vehicle from within the parking spaces, a parking lot internal network acquisition means for acquiring a parking lot internal network that is a network showing a route that the vehicle can select within the parking lot, a travel trajectory generation means for generating a travel trajectory that specifies the travel position of the vehicle within the parking lot from the entrance of the parking lot to the parking position where the vehicle is parked using the parking lot internal network and the arrangement information of the parking spaces, an entry trajectory candidate acquisition means for acquiring, as an entry trajectory candidate that is a candidate for the travel trajectory of the vehicle from the entrance of the parking lot to the parking position where the vehicle is parked, the travel trajectory generated by the travel trajectory generation means, an entry cost calculation means for calculating the movement cost required for the vehicle to travel with respect to the entry trajectory candidate in consideration of the vehicle behavior when traveling on the entry trajectory candidate, a travel trajectory selection means for selecting, from among the entry trajectory candidates, a recommended travel trajectory from the entrance of the parking lot to the parking position where the vehicle is parked using the movement cost calculated by the entry cost calculation means, and a driving support means for performing driving support based on the selected travel trajectory, wherein the vehicle behavior is a driving support device that is the distance traveled through a conditionally restricted driving area where vehicle passage is permitted when there are no pedestrians or wheelchairs in the area.

2. When a vehicle parks in a parking lot, a parking space information acquisition means for acquiring arrangement information of parking spaces provided in the parking lot, a parking position acquisition means for acquiring a parking position for parking the vehicle from within the parking spaces, a vehicle posture selection means for selecting a posture of the vehicle when parking at the parking position, a parking lot internal network acquisition means for acquiring a parking lot internal network that is a network showing a route that the vehicle can select within the parking lot, a travel trajectory generation means for generating a travel trajectory of the vehicle from the entrance of the parking lot to the parking position where the vehicle is parked in the posture selected by the vehicle posture selection means using the parking lot internal network and the arrangement information of the parking spaces, an entry trajectory candidate acquisition means for acquiring, as an entry trajectory candidate that is a candidate for the travel trajectory of the vehicle from the entrance of the parking lot to the parking position where the vehicle is parked, the travel trajectory generated by the travel trajectory generation means, Entry cost calculation means for calculating the moving cost associated with the vehicle's travel for the entry orbit candidate, taking into account the vehicle behavior when traveling on the entry orbit candidate; Travel route selection means for selecting a recommended travel route from among the entry orbit candidates from the entrance of the parking lot to the parking position where the vehicle is parked, using the moving cost calculated by the entry cost calculation means; It has driving support means for performing driving support based on the selected travel route; The vehicle behavior is a driving support device that is the distance traveled through a conditional no-driving area where vehicle passage is permitted when there are no pedestrians or wheelchairs in the area.

3. Exit orbit candidate generation means for generating an exit orbit candidate that is a candidate for the vehicle's travel route from the parking position to the exit of the parking lot; Exit cost calculation means for calculating the moving cost associated with the vehicle's travel for the exit orbit candidate, taking into account the vehicle behavior when traveling on the exit orbit candidate; The travel route selection means uses the moving cost calculated by the exit cost calculation means in addition to the moving cost calculated by the entry cost calculation means to select a recommended travel route from the entrance of the parking lot to the parking position where the vehicle is parked. The driving support device according to claim 1 or claim 2.

4. When there are multiple candidates for the parking position where the vehicle is parked in the parking lot, the entry orbit candidate acquisition means acquires candidates for the travel route for each candidate for the parking position; The travel route selection means selects a parking position for parking the vehicle from among the candidates for the parking position using the moving cost calculated by the entry cost calculation means, and selects a recommended travel route from the entrance of the parking lot to the selected parking position. The driving support device according to any one of claims 1 to 3.

5. The conditional no-driving area is an area where vehicle passage is permitted if there are no pedestrians or wheelchairs in the area, while vehicle passage is not permitted when there are pedestrians or wheelchairs in the area. The driving support device according to any one of claims 1 to 4.

6. Parking space information acquisition means for acquiring the layout information of the parking spaces provided in the parking lot when the vehicle exits the parking lot where the vehicle is parked; Parking position acquisition means for acquiring the parking position where the vehicle is parked from among the parking spaces; A parking lot network acquisition means for acquiring a parking lot network, which is a network showing routes that a vehicle can select within the parking lot; An exit travel trajectory generation means for generating a travel trajectory that specifies the travel position of a vehicle within the parking lot from the parking position to the exit of the parking lot by using the parking lot network and the arrangement information of the parking spaces; An exit trajectory candidate acquisition means for acquiring, as an exit trajectory candidate, which is a candidate for the travel trajectory of the vehicle from the parking position where the vehicle is parked to the exit of the parking lot, the travel trajectory generated by the exit travel trajectory generation means; An exit cost calculation means for calculating the movement cost required for the vehicle to travel with respect to the exit trajectory candidate in consideration of the vehicle behavior when traveling along the exit trajectory candidate; A travel trajectory selection means for selecting, from among the exit trajectory candidates, a recommended travel trajectory from the parking position where the vehicle is parked to the exit of the parking lot by using the movement cost calculated by the exit cost calculation means; It has a driving support means for performing driving support based on the selected travel trajectory. The vehicle behavior is a driving support device that is the distance traveled through a conditionally restricted driving area where vehicle passage is permitted when there are no pedestrians or wheelchairs in the area.

7. When a vehicle exits from the parking lot where it is parked, a parking space information acquisition means for acquiring the arrangement information of the parking spaces provided in the parking lot; A parking position acquisition means for acquiring the parking position where the vehicle is parked from among the parking spaces; A vehicle attitude acquisition means for acquiring the attitude of the vehicle parked at the parking position; A parking lot network acquisition means for acquiring a parking lot network, which is a network showing routes that a vehicle can select within the parking lot; An exit travel trajectory generation means for generating a travel trajectory of the vehicle from the parking position where the vehicle is parked in the attitude acquired by the vehicle attitude acquisition means to the exit of the parking lot by using the parking lot network and the arrangement information of the parking spaces; An exit trajectory candidate acquisition means for acquiring, as an exit trajectory candidate, which is a candidate for the travel trajectory of the vehicle from the parking position where the vehicle is parked to the exit of the parking lot, the travel trajectory generated by the exit travel trajectory generation means; An exit cost calculation means for calculating the movement cost required for the vehicle to travel with respect to the exit trajectory candidate in consideration of the vehicle behavior when traveling along the exit trajectory candidate; Using the travel cost calculated by the above-mentioned cost calculation means at the time of exit, a travel route selection means for selecting a recommended travel route from among the exit route candidates from the parking position where the vehicle is parked to the exit of the parking lot, a driving support means for performing driving support based on the selected travel route, and having The vehicle behavior is a driving support device that is the distance traveled in a conditionally restricted driving area where vehicle passage is permitted when there are no pedestrians or wheelchairs in the area.

8. A computer, a parking position acquisition means for acquiring a parking position where the vehicle parks when the vehicle parks in a parking lot, a vehicle attitude selection means for selecting an attitude of the vehicle when parking at the parking position, a parking lot internal network acquisition means for acquiring a parking lot internal network that is a network showing a route that the vehicle can select in the parking lot, a travel route generation means for generating a travel route of the vehicle from the entrance of the parking lot to the parking position in the attitude selected by the vehicle attitude selection means using the parking lot internal network, an entry route candidate acquisition means for acquiring the travel route generated by the travel route generation means as an entry route candidate that is a candidate for the travel route of the vehicle from the entrance of the parking lot to the parking position, an entry cost calculation means for calculating the movement cost required for the vehicle to travel with respect to the entry route candidate in consideration of the vehicle behavior when traveling on the entry route candidate, a travel route selection means for selecting a recommended travel route from among the entry route candidates from the entrance of the parking lot to the parking position using the movement cost calculated by the entry cost calculation means, a computer program for functioning as a driving support means for performing driving support based on the selected travel route, The vehicle behavior is a computer program that is the distance traveled in a conditionally restricted driving area where vehicle passage is permitted when there are no pedestrians or wheelchairs in the area.

9. A computer, a parking position acquisition means for acquiring a parking position where the vehicle parks when the vehicle parks in a parking lot, a parking lot internal network acquisition means for acquiring a parking lot internal network that is a network showing a route that the vehicle can select in the parking lot, A travel trajectory generation means for generating a travel trajectory that specifies the travel position of a vehicle within a parking lot from the entrance of the parking lot to the parking position of the vehicle using the in-parking lot network; An entry trajectory candidate acquisition means for acquiring the travel trajectory generated by the travel trajectory generation means as an entry trajectory candidate that is a candidate for the travel trajectory of the vehicle from the entrance of the parking lot to the parking position of the vehicle; An entry cost calculation means for calculating the movement cost required for the vehicle to travel with respect to the entry trajectory candidate in consideration of the vehicle behavior when traveling on the entry trajectory candidate; A travel trajectory selection means for selecting a recommended travel trajectory from the entry trajectory candidates from the entrance of the parking lot to the parking position of the vehicle using the movement cost calculated by the entry cost calculation means; A computer program for functioning as a driving support means for performing driving support based on the selected travel trajectory; The vehicle behavior is a computer program that is the distance traveled in a conditional no-driving area where vehicle passage is permitted when there are no pedestrians or wheelchairs in the area.

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