Vehicle management device, vehicle management method, vehicle management system, driving control system, and driving control device

Abstract

To provide a vehicle management device, a vehicle management method, a vehicle management system, and a travel control system and a travel control device that enable a second vehicle to park or move when a first vehicle approaching the second vehicle that is parked or moved exists.SOLUTION: Since a passage area X is not overlapped and a virtual obstacle X exists when a first vehicle 20 does not enter the passage area X through which a second vehicle 30 parks or moves from a parked state, a virtual obstacle Z is set to a position where the first vehicle 20 cannot enter the passage area X by autonomous driving, and since the vehicle automatically drives because a virtual obstacle Z exists when the first vehicle 20 enters the passage area X, the virtual obstacle Z is set to a position where the first vehicle 20 exits the passage area X.SELECTED DRAWING: Figure 6

Description

[Technical Field]

[0001] The present invention relates to a vehicle management device, a vehicle management method, a vehicle management system, a driving control system, and a driving control device. [Background technology]

[0002] A control system is known that uses information about obstacles in a parking lot, information about the vehicle, and map information including information about the routes the vehicle can travel in the parking lot, to generate instructions including a route for the vehicle to travel to a target point, and transmits the instructions and map information to the vehicle to control the vehicle's travel (Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Publication No. 2020-131787 Summary of the Invention [Problem to be solved by the invention]

[0004] In the above-described conventional technology, when a vehicle (hereinafter also referred to as a "second vehicle") that is parked or departing from a parked state around a vehicle to be controlled (hereinafter also referred to as a "first vehicle") is detected by a camera installed in a parking lot, the first vehicle is stopped at a position a predetermined distance away from the second vehicle. However, in the above-described conventional technology, the first vehicle begins to decelerate after the second vehicle is detected by the parking lot camera, which may result in a delay in the first vehicle stopping, causing the first and second vehicles to approach each other. In this case, the second vehicle may stop to avoid contact between the vehicles, resulting in a problem in which parking or departure cannot be completed.

[0005] The problem that the present invention aims to solve is to provide a vehicle management device, a vehicle management method, a vehicle management system, a driving control system, and a driving control device that enable a vehicle (second vehicle) that is parked or departing to park or depart when a first vehicle is approaching the second vehicle. [Means for solving the problem]

[0006] The present invention solves the above problem by setting a virtual obstacle at a position that does not overlap with the passing area and where the first vehicle cannot enter the passing area when autonomously driving due to the presence of the virtual obstacle when the first vehicle is not entering the passing area that the second vehicle passes through when parking or departing from a parked state, and by setting a virtual obstacle at a position where the first vehicle will exit the passing area when autonomously driving due to the presence of the virtual obstacle when the first vehicle is entering the passing area. [Effects of the Invention]

[0007] According to the present invention, even if there is a first vehicle approaching a second vehicle, the first vehicle does not enter or exit the passing area of the second vehicle, allowing the second vehicle to park or depart from a parked state. [Brief explanation of the drawings]

[0008] [Figure 1] 1 is a block diagram showing one embodiment of a vehicle management system according to the present invention; [Figure 2] FIG. 2 is a block diagram showing an example of the parking facility of FIG. 1. [Figure 3] FIG. 2 is a block diagram showing an example of a first vehicle of FIG. 1. [Figure 4] FIG. 2 is a block diagram showing an example of a second vehicle of FIG. 1. [Figure 5A] FIG. 2 is a plan view (part 1) showing an example of a parking lot equipped with the parking facility of FIG. 1. [Figure 5B] FIG. 2 is a plan view (part 2) showing an example of a parking lot equipped with the parking facility of FIG. [Figure 6]FIG. 6 is a plan view showing an example of setting virtual obstacles in the parking lot of FIG. 5. [Figure 7A] FIG. 6 is a plan view (part 1) showing another example of setting virtual obstacles in the parking lot of FIG. 5. [Figure 7B] FIG. 6 is a plan view (part 2) showing another example of setting virtual obstacles in the parking lot of FIG. 5. [Figure 7C] FIG. 7 is a plan view (part 3) showing another example of setting virtual obstacles in the parking lot of FIG. 5. [Figure 8] 7 is a plan view showing yet another example of setting virtual obstacles in the parking lot of FIG. 5. FIG. [Figure 9] FIG. 10 is a plan view showing an example of setting virtual obstacles on a road. [Figure 10] FIG. 10 is a plan view showing another example of setting virtual obstacles on a road. [Figure 11A] 3 is a flowchart showing an example of an information processing procedure in the vehicle management system of FIG. 1 (part 1). [Figure 11B] 10 is a flowchart showing an example of an information processing procedure in the vehicle management system of FIG. 1 (part 2). [Figure 12A] 11B is a flowchart showing a subroutine of step S15 in FIG. 11A (part 1). [Figure 12B] 11B is a flowchart showing a subroutine of step S15 in FIG. 11A (part 2). [Figure 13A] 10 is a flowchart (part 1) showing another example of the information processing procedure in the vehicle management system of FIG. [Figure 13B] 10 is a flowchart showing another example of the information processing procedure in the vehicle management system of FIG. 1 (part 2). [Figure 14] 13B is a flowchart showing a subroutine of step S65 in FIG. 13A. [Figure 15] 2 is a flowchart showing an example of an information processing procedure in the cruise control system of FIG. 1. DETAILED DESCRIPTION OF THE INVENTION

[0009] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, embodiments of a vehicle management device, a vehicle management method, a vehicle management system, a driving control system, and a driving control device according to the present invention will be described with reference to the accompanying drawings.

[0010] [Vehicle management system configuration] Figure 1 is a block diagram showing a vehicle management system 1 according to the present invention. The vehicle management system 1 is a group of devices that autonomously control the running of one or more vehicles, mainly in a parking lot, and park the vehicles in a parking space and / or cause a vehicle parked in a parking space to depart from the parking space. In this embodiment, being parked in a parking space is also referred to as a "parked state."

[0011] The parking lot may be an indoor parking lot or an outdoor parking lot. It may also be a parking lot equipped with automated valet parking facilities or a parking lot without such facilities, and some of the parking lots may be equipped with automated valet parking. Automated valet parking refers to driving a controlled vehicle from a drop-off area in the parking lot to a target parking space and / or from the parking space in which the vehicle is parked to a pick-up area in the parking lot using autonomous driving control. During driving, the vehicle's user may or may not be in the vehicle (i.e., the vehicle may be unmanned). Furthermore, it is not necessary for all vehicles in the parking lot to be driven using autonomous driving control; some vehicles may be driven manually.

[0012] Here, autonomous driving control refers to autonomously controlling the driving behavior of a vehicle, and this includes all driving behaviors such as accelerating, decelerating, starting, stopping, steering to the right or left, changing lanes, and pulling over. Furthermore, autonomously controlling driving and autonomously controlling driving behavior refer to controlling driving behavior using at least one of equipment installed in facilities such as parking lots and devices installed in the vehicle to be controlled. In other words, the vehicle management device, first driving control device, and second driving control device, which will be described later, intervene in and control these driving behaviors within a predetermined range. Driving behaviors that are not intervened in are manually operated by the driver.

[0013] As shown in FIG. 1, the vehicle management system 1 includes a parking facility 10, a first vehicle 20, a second vehicle 30, and a terminal 40. These devices are connected via a telecommunications network such as the Internet or a LAN (Local Area Network), and can exchange information with each other. The communication method may be wired or wireless, or may use mobile communications such as 4G / LTE or 5G. Also, as shown in FIG. 1, the first vehicle 20 and the second vehicle 30 can form a cruise control system 2 using vehicle-to-vehicle communications.

[0014] Each device constituting the vehicle management system 1 will be described below with reference to FIGS.

[0015] The parking facility 10 is a device that autonomously controls the driving of one or more vehicles, such as in an automated valet parking system, and automatically parks the vehicles in and departs from parking spaces. The parking facility 10 is a device installed in a facility such as a parking lot, and acquires information necessary for autonomous driving control of vehicles. FIG. 2 is a block diagram showing an example of the parking facility 10 of FIG. 1. As shown in FIG. 2, the parking facility 10 includes an imaging device 11, a distance measuring device 12, facility information 13, and a vehicle management device 14. Each device is connected via a telecommunications network such as a LAN, and can exchange information with each other. The communication method may be wired or wireless.

[0016] The imaging device 11 is a device that recognizes surrounding objects through images, and may be, for example, a camera equipped with an imaging element such as a CCD, an ultrasonic camera, or an infrared camera. The imaging device 11 of the parking facility 10 may be, for example, a surveillance camera, and may be installed on the ceiling or wall of the parking lot. The number and placement of the surveillance cameras may be set appropriately within a range that allows them to capture the entire parking lot or a portion of it that corresponds to automatic valet parking.

[0017] The distance measuring device 12 is a device for calculating the relative distance and relative speed to an object, and is, for example, a radar device such as a laser radar, a millimeter wave radar (such as LRF), a LiDAR (light detection and ranging) unit, or an ultrasonic radar, or a sonar. The distance measuring device 12 of the parking facility 10 is, for example, a vehicle sensor using radar or sonar, and is arranged for each parking space.

[0018] The objects detected by the imaging device 11 and the distance measuring device 12 include parking lot boundary lines, road markings, curbs, parking lot side walls and ceilings, and crosswalks. The objects also include obstacles that may affect the driving of the vehicle, such as automobiles (other vehicles) other than the vehicle itself, motorcycles, bicycles, and pedestrians. The parking facility 10 may also be equipped with a pressure sensor as a vehicle sensor. The pressure sensor, like the distance measuring device 12, is placed for each parking space. The detection results of the imaging device 11, distance measuring device 12, and pressure sensor are acquired by the vehicle management device 14 at predetermined time intervals.

[0019] The acquired detection results can be integrated or synthesized by the vehicle management device 14, thereby supplementing missing information about the detected object. For example, in the case of a parking space that cannot be photographed by a camera due to an obstacle such as a pillar, the presence of a vehicle parked in the parking space can be recognized from the detection results of the sonar and pressure sensor. The calculated position information of the object is integrated by the vehicle management device 14 with multiple pieces of information, such as the detection results of the detection device and facility information 13, to become environmental information about the parking lot. In addition, the acquired detection results and facility information 13 can be used to recognize objects present in the parking lot and predict their movement.

[0020] The facility information 13 is information about facilities where the parking facility 10 is installed, and in particular, information about facilities necessary for autonomous vehicle driving. The facility information 13 includes map information about the parking lot, such as the locations of parking spaces, drop-off and pick-up points, the locations of the entrance and exit of the parking lot, the width and curvature radius of the driving path, the direction of vehicle travel, signs installed in the parking lot, the locations of obstacles such as pillars, and the area in which the vehicle can travel. This information is stored in a database on a server or the like, and is acquired by the vehicle management device 14 as needed.

[0021] The vehicle management device 14 is a device that outputs information to at least one of the first vehicle 20 and the second vehicle 30. The information output by the vehicle management device 14 is information necessary for the first vehicle 20 and / or the second vehicle 30 to travel by autonomous travel control, and includes information on obstacles present in the parking lot, information on the drivable area of the parking lot, information on the driving path and direction in the parking lot, information on the location of the parking space, the parking route for parking in the target parking space, and the departure route for departing from the parking space. The vehicle management device 14 also has the function of autonomously controlling the travel of the first vehicle 20 and / or the second vehicle 30 as necessary.

[0022] The vehicle management device 14 is, for example, a computer, which controls and cooperates with the devices included in the parking facility 10 to process and output the information described above and to control the autonomous driving of the first vehicle 20 and / or the second vehicle 30. The vehicle management device 14 includes a CPU (Central Processing Unit) 141, which is a processor, a ROM (Read Only Memory) 142 in which programs are stored, and a RAM (Random Access Memory) 143, which functions as an accessible storage device. The CPU 141 is an operating circuit that functions as the vehicle management device 14 by executing the programs stored in the ROM 142. The vehicle management device 14 also includes a communication device 144 for exchanging information with other devices that make up the vehicle management system 1.

[0023] The program stored in ROM 142 includes a first control unit 5, which is a functional block that enables the vehicle management device 14 to process and output the information described above and to perform autonomous driving control. The first control unit 5 has the function of processing and outputting information necessary for the autonomous driving control of the first vehicle 20 and / or the second vehicle 30, and the function of causing the first vehicle 20 and / or the second vehicle 30 to drive under autonomous driving control, and as shown in FIG. 2, includes a first detection unit 51, a first generation unit 52, a first driving unit 53, a first determination unit 54, and a first setting unit 55. FIG. 2 shows each unit extracted for convenience. The roles of these functional blocks will be described later.

[0024] Next, the first vehicle 20 will be described. The first vehicle 20 is a vehicle that is the subject of autonomous driving control and travels under autonomous driving control. FIG. 3 is a block diagram showing the devices included in the first vehicle 20. As shown in FIG. 3, the first vehicle 20 is equipped with an imaging device 21, a distance measuring device 22, map information 23, a vehicle position detection device 24, a navigation device 25, a vehicle control device 26, a display device 27, an input device 28, and a first driving control device 29. These devices are connected via a Controller Area Network (CAN) or other in-vehicle LAN, and can exchange information with each other. Furthermore, the autonomous driving control of the first vehicle 20 may be performed by the vehicle management device 14 of FIG. 2 instead of or together with the first driving control device 29.

[0025] The imaging device 21 is a device that recognizes objects around the vehicle using images, and like the imaging device 11 in Fig. 2, is a camera equipped with an imaging element such as a CCD, an ultrasonic camera, an infrared camera, or the like. A single vehicle can be provided with multiple imaging devices 21, and they can be located, for example, near the front grille, under the left and right door mirrors, and near the rear bumper. This reduces blind spots when recognizing objects around the vehicle.

[0026] The distance measuring device 22 is a device for calculating the relative distance and relative speed between the vehicle and an object, and, like the imaging device 11 in Fig. 2, is a radar device or sonar such as a laser radar, a millimeter wave radar (LRF, etc.), a LiDAR (light detection and ranging) unit, or an ultrasonic radar. A plurality of distance measuring devices 22 can be provided on one vehicle, and can be disposed, for example, in the front, right side, left side, and rear of the vehicle. This makes it possible to accurately calculate the relative distance and relative speed between the vehicle and objects around it.

[0027] The objects detected by the imaging device 21 and the distance measuring device 22 include road lane boundaries, center lines, road markings, medians, guardrails, curbs, highway sidewalls, road signs, traffic lights, crosswalks, construction sites, accident sites, traffic restrictions, parking lot boundaries, parking lot sidewalls and ceilings, and parking spaces. The objects also include obstacles that may affect the driving of the vehicle, such as automobiles (other vehicles) other than the vehicle itself, motorcycles, bicycles, pedestrians, etc. The detection results of the imaging device 21 and the distance measuring device 22 are acquired by the first driving control device 29 at predetermined time intervals.

[0028] Furthermore, the detection results of the imaging device 21 and the distance measuring device 22 can be integrated or synthesized by the first driving control device 29, thereby supplementing missing information about the detected object. For example, the first driving control device 29 can calculate position information about the object based on self-position information, which indicates the position where the host vehicle is traveling and is acquired by the host vehicle position detection device 24 described below, and the relative position (distance and direction) between the host vehicle and the object. The calculated position information about the object is integrated by the first driving control device 29 with multiple pieces of information, such as the detection results of the imaging device 21 and the distance measuring device 22 and the map information 23, to become environmental information about the surroundings of the host vehicle. Furthermore, the detection results of the imaging device 21 and the distance measuring device 22 and the map information 23 can be used to recognize objects around the host vehicle and predict their movements.

[0029] Map information 23 is information used for generating a driving route and / or for driving control, and includes road information, facility information, and their attribute information. Road information and road attribute information include information such as road width, road curvature radius, road shoulder structures, road traffic regulations (speed limit, whether lane changes are permitted), road merging and branching points, and locations where the number of lanes increases or decreases. Map information 23 is high-resolution map information that allows the movement trajectory of each lane to be grasped, and includes two-dimensional position information and / or three-dimensional position information at each map coordinate, road / lane boundary information at each map coordinate, road attribute information, lane incline / decline information, lane identification information, connecting lane information, etc.

[0030] Road and lane boundary information in high-resolution map information indicates the boundaries between the lane on which the vehicle is traveling and other lane boundaries. The lane on which the vehicle is traveling is the road along which the vehicle is traveling, and the form of the lane is not particularly limited. Boundaries exist on both the left and right sides of the vehicle's direction of travel, and the form is not particularly limited. Boundaries include road markings and road structures. Road markings include lane boundaries and center lines, while road structures include medians, guardrails, curbs, tunnels, and highway sidewalls. Note that at points where lane boundaries cannot be clearly identified, such as within intersections, boundaries are set for the lane in advance. These boundaries are imaginary and are not actual road markings or road structures.

[0031] The map information 23 also includes information on the parking lot, such as the locations of parking spaces, drop-off and pick-up points, the locations of the entrance and exit of the parking lot, the width and curvature radius of the road, the vehicle's travel direction, signs installed in the parking lot, the locations of obstacles such as pillars, and the drivable area. The map information 23 is stored in a readable state on a recording medium provided in the first driving control device 29, an in-vehicle device, or a server on the network. The first driving control device 29 acquires the map information 23 as needed.

[0032] The vehicle position detection device 24 is a positioning system for detecting the current position of the vehicle, and is not particularly limited, and any known system can be used. The vehicle position detection device 24 calculates the current position of the vehicle from, for example, radio waves received from a satellite for the GPS (Global Positioning System). The vehicle position detection device 24 may also estimate the current position of the vehicle from vehicle speed information acquired from a vehicle speed sensor and acceleration information acquired from an acceleration sensor and a gyro sensor, and calculate the current position of the vehicle by comparing the estimated current position with map information 23 (particularly map information of a parking lot).

[0033] The navigation device 25 is a device that refers to map information 23 and calculates a driving route from the current position of the vehicle detected by the vehicle position detection device 24 to a destination set by the driver. The navigation device 25 searches for a driving route for the vehicle to reach the destination from the current position using road information, facility information, etc. in the map information 23. The driving route includes at least information on the road on which the vehicle is traveling, the driving lane, and the driving direction of the vehicle, and is displayed, for example, as a linear diagram. There may be multiple driving routes depending on the search conditions. The driving route calculated by the navigation device 25 is output to the first driving control device 29.

[0034] The vehicle control device 26 is an on-board computer such as an electronic control unit (ECU), and electronically controls on-board devices that govern the driving of the vehicle. The vehicle control device 26 includes a vehicle speed control device 261 that controls the driving speed of the host vehicle, and a steering control device 262 that controls the steering operation of the host vehicle. The vehicle speed control device 261 and the steering control device 262 autonomously control the operation of these drive devices and steering devices in response to control signals input from the first driving control device 29. This allows the host vehicle to autonomously drive along a set driving route.

[0035] The drive devices controlled by the vehicle speed control device 261 include an electric motor and / or an internal combustion engine, which are drive sources for driving the vehicle, a power transmission device including a drive shaft and an automatic transmission that transmits the output from these drive sources to the drive wheels, and a drive device that controls the power transmission device. In addition, the braking device controlled by the vehicle speed control device 261 is, for example, a braking device that brakes the wheels. A control signal corresponding to a set driving speed is input to the vehicle speed control device 261 from the first driving control device 29. The vehicle speed control device 261 generates signals to control these drive devices based on the control signals input from the first driving control device 29 and transmits the signals to the drive devices, thereby autonomously controlling the driving speed of the vehicle.

[0036] On the other hand, the steering device controlled by the steering control device 262 includes a steering device that controls the total steering wheel according to the steering angle of the steering wheel (so-called handle), for example, a steering actuator such as a motor attached to the steering column shaft. Based on the control signal input from the first driving control device 29, the steering control device 262 autonomously controls the operation of the steering device using at least one of the detection results of the imaging device 21 and the distance measuring device 22, the map information 23, and the current position information acquired by the vehicle position detection device 24, so that the vehicle travels while maintaining a predetermined lateral position (position in the left and right direction of the vehicle) with respect to the set driving route.

[0037] Information necessary for autonomous control in the vehicle speed control device 261 and the steering control device 262, such as the running speed, acceleration, steering angle, and attitude of the host vehicle, is detected using various sensors provided in the vehicle control device 26. Examples of the various sensors include a vehicle speed sensor, an acceleration sensor, a gyro sensor, a steering angle sensor, and an inertial measurement unit (IMU). The vehicle control device 26 outputs the detection results of these sensors to the first driving control device 29.

[0038] The display device 27 is a device for providing necessary information to the vehicle occupants, and is, for example, a liquid crystal display provided on the instrument panel, a projector such as a head-up display (HUD), or the like.

[0039] The input device 28 is a device for vehicle occupants to input instructions to the first driving control device 29, and examples thereof include a touch panel that receives input by the user's finger or a stylus pen, a microphone that acquires instructions by the user's voice, and a switch attached to the vehicle's steering wheel.

[0040] The first driving control device 29 is a device that autonomously controls the driving of the first vehicle 20 by controlling and cooperating with devices provided in the first vehicle 20, and drives the first vehicle 20 to a set destination. The first driving control device 29 is, for example, a computer, and, like the vehicle management device 14, is equipped with a processor, a CPU 291, a ROM 292, and a RAM 293. The CPU 291 is an operating circuit that functions as the first driving control device 29 by executing a program stored in the ROM 292. The first driving control device 29 also includes a communication device 294 for exchanging information with other devices that make up the vehicle management system 1.

[0041] The program stored in ROM 292 includes a second control unit 6, which is a functional block for realizing the function of autonomous driving control by the first driving control device 29. The second control unit 6 has the function of processing information necessary for the autonomous driving control of the first vehicle 20 and causing the first vehicle 20 to drive under autonomous driving control. As shown in FIG. 3, the second control unit 6 includes a second detection unit 61, a second generation unit 62, a second driving unit 63, a second determination unit 64, and a second setting unit 65. Each unit is illustrated in FIG. 3 for convenience. The roles of these functional blocks will be described later.

[0042] Next, the second vehicle 30 will be described. The second vehicle 30 is a vehicle similar to the first vehicle 20, but in particular, a vehicle that is parked around the first vehicle 20 or that has departed from a parked state will be referred to as the second vehicle 30. The second vehicle 30 travels under autonomous driving control, but may also travel under manual driving by a driver instead of autonomous driving control.

[0043] FIG. 4 is a block diagram showing the devices included in the second vehicle 30. As shown in FIG. 4, the second vehicle 30 includes an imaging device 31, a distance measuring device 32, map information 33, a vehicle position detection device 34, a navigation device 35, a vehicle control device 36, a display device 37, an input device 38, and a second driving control device 39. The vehicle control device 36 also includes a vehicle speed control device 361 and a steering control device 362. These devices are connected via a CAN (Controller Area Network) or other in-vehicle LAN, and can exchange information with each other. The autonomous driving control of the second vehicle 30 may be performed by the vehicle management device 14 of FIG. 2 instead of or together with the second driving control device 39.

[0044] In addition, among the devices equipped in the second vehicle 30, other than the second driving control device 39, namely the imaging device 31, distance measuring device 32, map information 33, vehicle position detection device 34, navigation device 35, vehicle control device 36, vehicle speed control device 361, steering control device 362, display device 37 and input device 38, correspond to the imaging device 21, distance measuring device 22, map information 23, vehicle position detection device 24, navigation device 25, vehicle control device 26, vehicle speed control device 261, steering control device 262, display device 27 and input device 28 of the first vehicle 20, respectively, and therefore their explanation will be omitted.

[0045] The second driving control device 39 is a device that autonomously controls the driving of the second vehicle 30 by controlling and cooperating with devices provided in the second vehicle 30, and causes the second vehicle 30 to drive to a set destination. The second driving control device 39 is, for example, a computer, and like the vehicle management device 14, is equipped with a processor CPU 391, a ROM 392, and a RAM 393. The CPU 391 is an operating circuit that functions as the second driving control device 39 by executing a program stored in the ROM 392. The second driving control device 39 also includes a communication device 394 for exchanging information with other devices that make up the vehicle management system 1.

[0046] The program stored in ROM 392 includes a third control unit 7, which is a functional block for realizing the function of autonomous driving control by the second driving control device 39. The third control unit 7 has the function of processing information necessary for the autonomous driving control of the second vehicle 30 and causing the second vehicle 30 to drive under autonomous driving control. As shown in FIG. 4, the third control unit 7 includes a third detection unit 71, a third generation unit 72, a third driving unit 73, a third determination unit 74, and a third setting unit 75. Each unit is illustrated in FIG. 4 for convenience. The roles of these functional blocks will be described later.

[0047] Returning to FIG. 1 , the terminal 40 will be described. The terminal 40 is a device operated by a user of the vehicle management system 1, and is, for example, a personal computer, a smartphone, a PDA (Personal Digital Assistant), or other portable device. The terminal 40 may also be a wearable terminal such as a smart watch or a head-mounted display. While the number of terminals 40 is not particularly limited, the vehicle management system 1 includes, for example, two terminals: a first terminal 40a connected to the first vehicle 20 and a second terminal 40b connected to the second vehicle 30.

[0048] Terminal device 40 includes a display unit (e.g., a liquid crystal display) that presents information about automatic valet parking to the user, an input unit (e.g., a touch panel) that allows the user to input instructions to vehicle management device 14 of parking facility 10, and a communication unit that communicates with other devices that make up vehicle management system 1. Terminal device 40 also includes a CPU, which is a processor, a ROM, and a RAM. The ROM stores a program that causes at least one of vehicle management device 14, first driving control device 29, and second driving control device 39 to execute control of automatic valet parking. The program is executed by the CPU of terminal device 40, which is an operating circuit.

[0049] [Parking using a vehicle management system] Hereinafter, each of the functional blocks shown in FIGS. 2 to 4 for convenience's sake will be described with reference to FIGS. 5A to 5B, FIG. 6, FIGS. 7A to 7C, and FIGS. 8 to 10.

[0050] First, a vehicle parking method using the vehicle management system 1 and the functions performed by each functional block in the method will be described using Figures 5A and 5B. Figures 5A and 5B are plan views showing an example of a parking lot 8 equipped with the parking facility 10 of Figure 1. The parking lot 8 shown in Figure 5A is an indoor parking lot located inside a building or other structure, and includes a drop-off area 81 where vehicles enter the parking lot 8 and a pick-up area 82 where vehicles exit the parking lot 8. A vehicle management device 14 is located between the drop-off area 81 and the pick-up area 82. Eight parking spaces 83a to 83g are defined on the right side of the parking lot 8, and eight parking spaces 84a to 84g are also defined on the left side. The area other than the total of 16 parking spaces is set up as a driving path for vehicles to travel to their target parking space.

[0051] Each parking space is separated by a boundary such as a white line, and sonars 121-1216 are installed in each parking space as vehicle sensors. The sonars correspond to distance measuring device 12. Five surveillance cameras 111-115 are installed on the ceiling of parking lot 8. The surveillance cameras correspond to imaging device 11. The shooting ranges 11a-11e of each surveillance camera are indicated by dashed circles centered on the surveillance camera. By arranging each surveillance camera 111-115 in the positions shown in FIG. 5A, the cameras can capture almost the entire parking lot 8. The vehicle management device 14 acquires image data captured by each surveillance camera 111-115 and the detection results of each sonar 121-1216 at predetermined time intervals.

[0052] In the scene shown in FIG. 5A, the second vehicle 30 is parked at drop-off position P1 in drop-off area 81, and the occupant of the second vehicle 30 sends an instruction to execute automatic valet parking to the vehicle management device 14 from the input unit of second terminal 40b. At this time, the occupant of the second vehicle 30 may get off the second vehicle 30 or may remain in the second vehicle 30. In this case, the first control unit 5 acquires the instruction sent from the communication unit of second terminal 40b and operates each functional block shown in FIG. 2.

[0053] First, the first detection unit 51 has a function of detecting available parking spaces using a detection device. The second detection unit 61 and the third detection unit 71 have similar functions, but differ in that the first detection unit 51 uses a detection device installed in the parking lot 8, whereas the second detection unit 61 and the third detection unit 71 use detection devices mounted on the first vehicle 20 and the second vehicle 30. The location of the parking space can be obtained, for example, from map information of the parking lot 8 included in the facility information 13, the map information 23, and the map information 33. Alternatively or in addition to this, an area delimited by a boundary line such as a white line may be extracted from the image data captured by the surveillance cameras 111-115 and the image data acquired from the image capture devices 21 and 31, and if the area is large enough to accommodate the first vehicle 20 or the second vehicle 30, the area may be recognized as a parking space.

[0054] In the scene of FIG. 5A, after the first control unit 5 receives an instruction from the second terminal 40b, the first detection unit 51 acquires image data captured by the monitoring cameras 111-115 and the detection results of the sonar sensors 121-1216. Furthermore, the exact location of each parking space in the parking lot 8 is determined from map information of the parking lot 8 included in the facility information 13. Next, parking spaces free of obstacles are extracted based on the location of obstacles in the acquired image data and the location of each parking space. The presence or absence of a parked vehicle in the extracted parking spaces is determined using the detection results of the sonar sensors, which are vehicle sensors. Parking spaces determined to be free of parked vehicles are detected as available parking spaces. In the scene of FIG. 5A, since there are no parked vehicles in the parking spaces in the parking lot 8, all parking spaces are determined to be available for parking.

[0055] When detecting an available parking space using the first detection unit 51, as described above, the presence or absence of an obstacle in the parking space may be detected using image data from a surveillance camera and the detection results of a sonar, or the presence or absence of an obstacle in the parking space may be detected using either image data from a surveillance camera or the detection results of a sonar, or the presence or absence of an obstacle in the parking space may be detected using the detection results of a sonar and a pressure sensor. The detected available parking spaces are output to the second terminal 40b and displayed on the display unit. The occupant of the second vehicle 30 selects a parking space in which to park the second vehicle 30 from the available parking spaces displayed on the display unit. The selected parking space is input via the input unit and acquired by the first control unit 5 via the communication unit of the second terminal 40b and the communication device 144.

[0056] When the first detection unit 51 detects an available parking space, the first generation unit 52 generates a driving route for driving to the target parking space selected by the user (occupant). The first generation unit 52 has a function of generating driving routes for the first vehicle 20 and the second vehicle 30. Similarly, the second generation unit 62 has a function of generating a driving route for the first vehicle 20, and the third generation unit 72 has a function of generating a driving route for the second vehicle 30. The driving route is generated by setting the target parking space or a parking position set in the target parking space as the target point, for example, as a route with the shortest distance when driving from the current position to the target point. However, if the shortest route cannot be driven due to an obstacle or the like, a detour route can be generated to replace the route.

[0057] In the scene of FIG. 5A, it is assumed that the occupant of the second vehicle 30 selects parking space 83d in the upper right corner of the drawing from among the available parking spaces. In this case, the first generation unit 52 detects, from image data acquired from the monitoring cameras 111 and 112, an obstacle that will obstruct the second vehicle 30's travel from the drop-off position P1 to the parking space 83d. Then, the first generation unit 52 uses the obstacle detection result to generate an approach route R1 for traveling from the drop-off position P1 to a position P2 near the parking space 83d. The approach route R1 is a route that travels straight from the drop-off position P1 to the parking space 83d in the shortest distance.

[0058] When generating an approach route using the function of the third generation unit 72, the navigation device 35 uses map information of the parking lot 8 stored in the map information 33 to generate an approach route R1 traveling from the drop-off position P1 to the position P2. At this time, the third generation unit 72 can acquire image data from the monitoring cameras 111 and 112 from the vehicle management device 14. Also, an obstacle may be detected by the imaging device 31 and the distance measuring device 32 of the second vehicle 30. The third generation unit 72 generates the approach route R1 that travels the shortest distance from the drop-off position P1 to the parking space 83d based on the acquired information about the obstacle and the position information of the parking space 83d included in the map information of the parking lot 8.

[0059] Once the driving route is generated by the first generating unit 52, the first driving unit 53 causes the first vehicle 20 and the second vehicle 30 to drive. The first driving unit 53 has a function of autonomously controlling the driving of the first vehicle 20 and the second vehicle 30 so that the first vehicle 20 and the second vehicle 30 drive along the driving route generated by the first generating unit 52. Similarly, the second driving unit 63 has a function of autonomously controlling the driving of the first vehicle 20 so that the first vehicle 20 drives along the driving route generated by the second generating unit 62, and the third driving unit 73 has a function of autonomously controlling the driving of the second vehicle 30 so that the second vehicle 30 drives along the driving route generated by the third generating unit 72.

[0060] In the scene of FIG. 5A , the first traveling unit 53 autonomously controls the traveling of the second vehicle 30 so that the second vehicle 30 travels along the approach route R1 generated by the first generating unit 52. Specifically, the first traveling unit 53 uses the vehicle control device 36 of the second vehicle 30 to control the drive device of the second vehicle 30 via the communication devices 144 and 394. For example, the vehicle speed control device 361 controls the motor and brakes of the second vehicle 30, and the steering control device 362 controls a steering actuator such as a motor attached to a steering column shaft, thereby autonomously controlling the traveling operation of the second vehicle 30 so that the second vehicle 30 travels while maintaining a predetermined lateral position with respect to the set approach route R1. While traveling, obstacle detection is performed at predetermined time intervals using the monitoring cameras 111 and 112 to avoid the second vehicle 30 coming into contact with the obstacle.

[0061] When the third traveling unit 73 autonomously controls the traveling of the second vehicle 30, it autonomously controls the traveling of the second vehicle 30 so that the second vehicle 30 travels along the approach route R1 generated by the first generating unit 52 or the third generating unit 72. The traveling operation of the second vehicle 30 is autonomously controlled by the vehicle speed control device 361 and the steering control device 362, similar to the autonomous control using the first traveling unit 53. During traveling, the imaging device 31 and the distance measuring device 32 are used to detect obstacles around the second vehicle 30 at predetermined time intervals to prevent the second vehicle 30 from coming into contact with the obstacles. Furthermore, the third traveling unit 73 may acquire image data from the monitoring cameras 111 and 112, or may acquire obstacle information from the vehicle management device 14.

[0062] When the second vehicle 30 reaches position P2, the first determination unit 54 determines whether the second vehicle 30 can park in the target parking space 38d. The first determination unit 54 has the function of determining whether the first vehicle 20 and the second vehicle 30 can park in the target parking space, specifically, by detecting obstacles present in the parking space set as the target parking space. If no obstacle is detected, it is determined that the target parking space is parking-possible; if an obstacle is detected, it is determined that the target parking space is parking-possible. The second determination unit 64 and the third determination unit 74 have similar functions, but differ in that the first determination unit 54 uses a detection device installed in the parking lot 8, whereas the second determination unit 64 and the third determination unit 74 use detection devices mounted on the first vehicle 20 and the second vehicle 30.

[0063] 5A, the surveillance camera 112 and the sonar 124 do not detect a vehicle parked in the parking space 83d, and therefore the first determination unit 54 determines that the second vehicle 30 can park in the parking space 83d. When the third determination unit 74 determines whether or not parking in the parking space 83d is possible, the imaging device 31 and the distance measuring device 32 are used to detect an obstacle (for example, a parked vehicle) present in the parking space 83d.

[0064] At position P2, the autonomous control of the second vehicle 30 transitions from autonomous control for driving along the driving path of the parking lot 8 toward the target parking space to autonomous control for parking in the target parking space 83d, and therefore position P2 is also referred to as transition position P2 where autonomous control transitions. In this embodiment, parking of the first vehicle 20 and the second vehicle 30 refers to driving from transition position P2 where autonomous control transitions to a parking position set for the target parking space. At transition position P2, in addition to detecting obstacles present in the target parking space, the vehicles begin to decelerate to a predetermined speed set for driving along parking path R2, and begin steering and flashing the turn signals to drive along parking path R2.

[0065] When the first determination unit 54 determines that parking can be performed in the target parking space, parking space 83d, the first generation unit 52 sets parking position P4 at parking space 83d and generates parking path R2 traveling from transition position P2 to parking position P4. The parking path R2 is generated based on the overall width, overall length, and minimum turning radius of the first vehicle 20 and the second vehicle 30, the size of the parking space, and information about obstacles around the target parking space. In the scene of FIG. 5A, for example, the parking path R2 traveling from transition position P2 to parking position P4 via turning position P3 is generated. The generation of parking path R2 by the third generation unit 72 is performed in a similar manner.

[0066] When the parking route R2 is generated, the driving of the second vehicle 30 is autonomously controlled so that the second vehicle 30 drives along the parking route R2 by the function of the first driving unit 53 or the third driving unit 73. This completes the driving by autonomous driving control from the drop-off position P1 to the parking position P4.

[0067] Next, using FIG. 5B, a case will be described in which the second vehicle 30 travels from parking position P4 to the boarding point using autonomous driving control. In the scene shown in FIG. 5B, the second vehicle 30 is parked at parking position P4 in parking space 83d, and the occupant of the second vehicle 30 sends an instruction to the vehicle management device 14 to leave the parking space using automatic valet parking from the input unit of the second terminal 40b. At this time, the occupant of the second vehicle 30 is located near the boarding point 82. In this case, the first control unit 5 acquires the instruction sent from the communication unit of the second terminal 40b and operates each functional block shown in FIG. 2.

[0068] First, the function of the first detection unit 51 is to detect obstacles present around the second vehicle 30 using the monitoring cameras 111 and 112. Next, the function of the first generation unit 52 is to generate a departure route for the second vehicle 30 to depart from parking position P4 using the obstacle detection results. The departure route is generated using, for example, information on the overall width, overall length and minimum turning radius of the second vehicle 30, the size of the parking space, and obstacles around the second vehicle 30. Then, the function of the first traveling unit 53 is to autonomously control the traveling of the second vehicle 30 so that the second vehicle 30 travels along the generated departure route.

[0069] 5B, since there are no vehicles that could become obstacles around the second vehicle 30, the result that there are no obstacles around is output from the first detection unit 51 to the first generation unit 52. Based on this result, the first generation unit 52 generates a departure route R3 for traveling from parking position P4 to position P5. Then, by the function of the first traveling unit 53, the traveling of the second vehicle 30 is autonomously controlled so that the second vehicle 30 travels along the departure route R3.

[0070] The same applies when the second driving control device 39 controls the departure of the second vehicle 30, and the function of the third detection unit 71 is to use the imaging device 31 and the distance measurement device 32 to detect obstacles present around the second vehicle 30. Next, the function of the third generation unit 72 is to generate a departure route R3 for the second vehicle 30 to travel from parking position P4 to position P5 using the obstacle detection results, etc. Then, the function of the third driving unit 73 is to autonomously control the travel of the second vehicle 30 so that it travels along the generated departure route R3.

[0071] At position P5, the autonomous control of the second vehicle 30's driving transitions from autonomous control for departing from the parking space 83d to autonomous control for driving along the driving path of the parking lot 8 toward the boarding area 82, and therefore position P5 is also referred to as transition position P5 where autonomous control transitions. In this embodiment, the departure of the first vehicle 20 and the second vehicle 30 from a parked state refers to driving from parking position P4 set in the parking space to transition position P5 where autonomous control transitions. At transition position P5, for example, at least one of acceleration to a predetermined speed set when driving along the driving path of the parking lot 8, steering for driving straight along the driving path, and blinking of the turn signal is completed.

[0072] When the second vehicle 30 reaches the transition position P5, the function of the first detection unit 51 is to use the monitoring cameras 113 to 115 to detect obstacles that exist between the transition position P5 and the boarding position P6. Next, the function of the first generation unit 52 is to use the obstacle detection results to generate an exit route for the second vehicle 30 to travel from the transition position P5 to the boarding position P6. Then, the function of the first travel unit 53 is to autonomously control the travel of the second vehicle 30 so that it travels along the generated exit route.

[0073] In the scene of FIG. 5B , since there is no vehicle that could be an obstacle between the transition position P5 and the boarding position P6, the first detection unit 51 outputs a result that there is no obstacle up to the boarding location 82 to the first generation unit 52. Based on this result, the first generation unit 52 generates an exit route R4 that travels the shortest distance from the transition position P5 to the boarding position P6. Then, the function of the first traveling unit 53 autonomously controls the traveling of the second vehicle 30 so that the second vehicle 30 travels along the exit route R4. During traveling, the monitoring cameras 113 to 115 detect obstacles at predetermined time intervals.

[0074] The same applies when the second driving control device 39 controls the departure of the second vehicle 30, and the function of the third detection unit 71 is to detect obstacles around the second vehicle 30 using the imaging device 31 and the distance measurement device 32. Next, the function of the third generation unit 72 is to generate an exit route R4 for the second vehicle 30 to travel from the transition position P5 to the boarding position P6 using the obstacle detection result and map information of the parking lot 8 included in the map information 33. Then, the function of the third driving unit 73 is to autonomously control the driving of the second vehicle 30 so that it travels along the generated departure route R3. During driving, obstacle detection by the imaging device 31 and the distance measurement device 32 is performed at predetermined time intervals.

[0075] So far, we have described the autonomous driving control for driving from drop-off position P1 to parking position P4 and the autonomous driving control for driving from parking position P4 to pick-up position P6 in automatic valet parking using vehicle management system 1. Note that the functions of the functional blocks of second driving control device 39 described above can also be realized by the corresponding functional blocks of first driving control device 29. In other words, first vehicle 20 can be driven autonomously in a manner similar to the autonomous driving control method for second vehicle 30.

[0076] [Virtual Obstacle Settings] Next, the setting of virtual obstacles by the first setting unit 55, the second setting unit 65, and the third setting unit 75 will be described with reference to FIG.

[0077] Fig. 6 is a particularly enlarged plan view of parking lot 8 shown in Fig. 5A, showing parking spaces 83a-83d on the right side of the drawing. In the scene of Fig. 6, second vehicle 30 is traveling at transition position P2a, and the target parking space for second vehicle 30 is parking space 83c. Also, behind second vehicle 30, there is first vehicle 20 approaching second vehicle 30, traveling at position Q1. Note that surveillance cameras 111 and 112 are omitted from the illustration for ease of explanation.

[0078] In this case, the first detection unit 51 detects a parked vehicle in the parking space 83c using the monitoring cameras 111 and 112. In the scene of FIG. 6, there is no vehicle parked in the parking space 83c, and therefore the first determination unit 54 determines that the parking space 83c is available for parking. The first detection unit 51 also detects a vehicle approaching the second vehicle 30. In the scene of FIG. 6, the first vehicle 20 traveling behind the second vehicle 30 is detected. In this way, when the second vehicle 30 is parking, if the first vehicle 20 traveling around the second vehicle 30 is detected, the first setting unit 55 sets a virtual obstacle to prevent the first vehicle 20 from entering the passing area through which the second vehicle 30 passes when parking.

[0079] A virtual obstacle is an obstacle that does not actually exist but is detected as an obstacle by the first detection unit 51, and is treated in the same way as an actually detected obstacle when generating a driving path in the first generation unit 52, when performing autonomous driving control in the first driving unit 53, and when determining whether parking is possible in the first determination unit 54. When setting a virtual obstacle, the first setting unit 55 calculates a passing area through which the second vehicle 30 will pass when parking, using the parking path R2 generated by the first generation unit 52. Then, when the first vehicle 20 has not entered the passing area, the first setting unit 55 sets the virtual obstacle at a position that does not overlap the passing area and where the first vehicle 20 cannot enter the passing area during autonomous driving due to the presence of the virtual obstacle.

[0080] In the scene of FIG. 6, a route R2a is set as the parking route, which involves traveling from a transition position P2a to a turning-around position P3a, turning around at the turning-around position P3a, and traveling from the turning-around position P3a to a parking position P4a. In this case, the passing area is the hatched area X surrounded by a dashed line shown in FIG. 6. In the scene of FIG. 6, while the second vehicle 30 is traveling at the transition position P2a, the first vehicle 20 is traveling at a position Q1. Therefore, the first vehicle 20 has not entered the passing area X. In this case, the first setting unit 55 sets a virtual obstacle Z, for example, at the position shown in FIG. 6. The virtual obstacle Z shown in FIG. 6 does not overlap with the passing area X in a planar view, and the first vehicle 20 cannot enter the passing area X during autonomous traveling due to the presence of the virtual obstacle Z.

[0081] Once the virtual obstacle Z is set, the first generation unit 52 determines whether the first vehicle 20 can avoid the second vehicle 30 without coming into contact with the virtual obstacle Z. For this determination, the overall length, overall width, and minimum turning radius of the first vehicle 20 are used. If it is determined that the second vehicle 30 cannot avoid coming into contact with the virtual obstacle Z, the first generation unit 52 generates a stopping path for stopping the first vehicle 20 in front of the virtual obstacle Z. For example, as shown in FIG. 6 , the first generation unit 52 generates a stopping path R5 for starting deceleration from position Q1 and stopping at position Q2 in front of the virtual obstacle Z. Then, the first traveling unit 53 autonomously controls the traveling of the first vehicle 20 so that the first vehicle 20 travels along the generated stopping path R5. On the other hand, if it is determined that the second vehicle 30 can be avoided without coming into contact with the virtual obstacle Z, the first generation unit 52 generates an avoidance path for traveling the first vehicle 20 so as to avoid the second vehicle 30 (overtake the second vehicle 30 in the scene of FIG. 6 ). For example, as shown in Fig. 6, the first vehicle 20 starts steering to the left in the traveling direction from position Q1, and generates an avoidance path R6 that avoids the virtual obstacle Z and the second vehicle 30. Then, the first traveling unit 53 autonomously controls the traveling of the first vehicle 20 so that the first vehicle 20 travels along the generated avoidance path R6.

[0082] Furthermore, when the first vehicle 20 travels along the parking path R2a, the first travel unit 53 autonomously controls the travel using information about the virtual obstacle Z, and parks the second vehicle 30 at the stopping position P4a. On the other hand, when the second vehicle 30 is travelling manually by the driver, the first generation unit 52 acquires image data of the second vehicle 30 from the monitoring cameras 111 and 112 and estimates the parking space where the second vehicle 30 is to park based on the blinking of the turn signal, the start position of the steering wheel, and the like. Then, the first generation unit 52 calculates a parking path for parking the second vehicle 30 in the estimated target parking space from the current position of the second vehicle 30, and sets the passing area X using the parking path. In this way, even when the second vehicle 30 is travelling manually by the driver, the target parking space can be estimated, the virtual obstacle Z can be set, and the travel of the first vehicle 20 can be autonomously controlled.

[0083] Furthermore, in this embodiment, some or all of the functions of the first detection unit 51 may be realized by the second detection unit 61 and / or the third detection unit 71, some or all of the functions of the first generation unit 52 may be realized by the second generation unit 62 and / or the third generation unit 72, some or all of the functions of the first running unit 53 may be realized by the second running unit 63 and / or the third running unit 73, some or all of the functions of the first judgment unit 54 may be realized by the second judgment unit 64 and / or the third judgment unit 74, and some or all of the functions of the first setting unit 55 may be realized by the second setting unit 65 and / or the third setting unit 75.

[0084] For example, the virtual obstacle Z may be set by the third setting unit 75 of the second vehicle 30. In the scene of FIG. 6 , when the third detection unit 71 detects the first vehicle 20, the third setting unit 75 sets the virtual obstacle Z and outputs information about the set virtual obstacle Z to the vehicle management device 14 via the communication devices 394 and 144. The information about the virtual obstacle Z acquired by the vehicle management device 14 is output to the second setting unit 65 of the first vehicle 20. Then, the autonomous control of the traveling of the first vehicle 20 performed by the first detection unit 51, the first generation unit 52, and the first traveling unit 53 described above is executed using the second detection unit 61, the second generation unit 62, and the second traveling unit 63. As another example, the setting of the virtual obstacle Z may be performed by the first setting unit 55, and information about the virtual obstacle Z may be output to the second setting unit 65 and the third setting unit 75. Using the acquired information about the virtual obstacle Z, the travel of the first vehicle 20 may be autonomously controlled by the functions of each functional block of the second control unit 6, and the travel of the second vehicle 30 may be autonomously controlled by the functions of each functional block of the third control unit 7.

[0085] Next, the setting of the virtual obstacle Z when the first vehicle 20 is entering the passage area X will be described with reference to FIGS. 7A to 7C.

[0086] The scene in Figure 7A is similar to the scene in Figure 6, but in the scene in Figure 7A, the inter-vehicle distance between the first vehicle 20 and the second vehicle 30 is shorter than in the scene in Figure 6. Therefore, in the scene in Figure 7A, the first vehicle 20 is unable to stop in time and enters the set passing area X. Specifically, when the traveling position of the second vehicle 30 is position P7, the traveling position of the first vehicle 20 is position Q3, and in a planar view, the first vehicle 20 enters the passing area X.

[0087] In this case, before setting the virtual obstacle Z, the first setting unit 55 determines whether the first vehicle 20 can avoid the second vehicle 30. For this determination, the overall length, overall width, and minimum turning radius of the first vehicle 20 are used. If it is determined that the second vehicle 30 can be avoided, the first generation unit 52 generates an avoidance path for the first vehicle 20 to travel so as to avoid the second vehicle 30 (overtake the second vehicle 30 in the scene of FIG. 7). For example, as shown in FIG. 7A, the first setting unit 55 starts steering to the left in the traveling direction from position Q3, and generates an avoidance path R6a for avoiding the second vehicle 30. Then, the first traveling unit 53 autonomously controls the traveling of the first vehicle 20 so as to travel along the generated avoidance path R6a.

[0088] On the other hand, if the first setting unit 55 determines that the second vehicle 30 cannot be avoided, the first setting unit 55 sets the virtual obstacle Z at a position where the first vehicle 20 would exit the passage area X if the first vehicle 20 were to autonomously travel, due to the presence of the virtual obstacle Z. Specifically, as shown in FIG. 7A , the virtual obstacle Z is set at a position ahead of the first vehicle 20 in the traveling direction. The virtual obstacle Z is set at a position where the first vehicle 20 can stop or avoid the first vehicle 20 at a deceleration equal to or less than a predetermined value, in order to prevent a large change in the behavior of the first vehicle 20. In this case, as shown in FIG. 7A , the virtual obstacle Z may be set at a position overlapping the second vehicle 30 in a plan view, and the second vehicle 30 may travel as if the virtual obstacle Z does not exist until the first vehicle 20 completes its avoidance or stops in front of the virtual obstacle Z. This is particularly true when the first vehicle 20 is a following vehicle of the second vehicle 30. Changes in the behavior of the first vehicle 20 can be prevented. The virtual obstacle Z may also be set at a position ahead of the second vehicle 30 in the traveling direction.

[0089] When the virtual obstacle Z is set, the first generation unit 52 generates a stopping path for stopping the first vehicle 20 in front of the virtual obstacle Z. For example, as shown in FIG. 7B , the first generation unit 52 generates a stopping path R5a for starting deceleration from position Q3 and stopping at position Q4 in front of the virtual obstacle Z. Then, the function of the first traveling unit 53 autonomously controls the traveling of the first vehicle 20 so that the first vehicle 20 travels along the stopping path R5a. When the first vehicle 20 stops at position Q4, the second vehicle 30 is traveling at position P8 shown in FIG. 7B , and then stops to perform a turning back at turning back position P3a.

[0090] When the second vehicle 30 stops at the turning position P3a, the first setting unit 55 moves the virtual obstacle Z toward the first vehicle 20, as shown in FIG. 7C. In the scene of FIG. 7C, the virtual obstacle Z is translated in the direction of arrow A. Because the virtual obstacle Z is recognized as an obstacle by the first detection unit 51, the first generation unit 52 generates a stopping path R5b for causing the first vehicle 20 to move backward so that the first vehicle 20 does not come into contact with the virtual obstacle Z moving toward the first vehicle 20. Then, the first traveling unit 53 autonomously controls the traveling of the first vehicle 20 so that the first vehicle 20 moves backward along the stopping path R5b.

[0091] After the first vehicle 20 exits the passage area X, the first setting unit 55 stops the virtual obstacle Z at a position that does not overlap the passage area X and that does not allow the first vehicle 20 to enter the passage area X. The position at which the virtual obstacle Z is stopped may be the same as the position of the virtual obstacle Z that was set when the first vehicle 20 was not entering the passage area X. When the virtual obstacle Z stops, the first traveling unit 53 also stops the backing up of the first vehicle 20 and stops it in front of the stopped virtual obstacle Z. For example, the first vehicle 20 is stopped at position Q4 shown in FIG. 7c. After the first vehicle 20 stops, the first traveling unit 53 causes the second vehicle 30 to travel in reverse from the turning position P3a to the stopping position P4a, thereby completing parking in the parking space 83c. Note that in the scenes shown in FIGS. 7A to 7C, the functions of the functional blocks of the first control unit 5 described above may be implemented by the functional blocks of the second control unit 6 and / or the third control unit 7.

[0092] Next, the setting of the virtual obstacle Z when the second vehicle 30 departs from the parking space will be described with reference to FIG.

[0093] Similar to Fig. 6, Fig. 8 is a particularly enlarged plan view of parking spaces 83a-83d on the right side of the drawing in parking lot 8 shown in Fig. 5A. In the scene of Fig. 8, second vehicle 30 is parked in parking position P4b in parking space 83b, and departs from parking position P4b, heading toward the top of the drawing. In addition, in the scene of Fig. 8, it is assumed that opposite travel is possible on the travel path of parking lot 8.

[0094] In this case, the first detection unit 51 uses the monitoring cameras 111 and 112 to detect vehicles traveling around the second vehicle 30. In the scene of FIG. 8, a first vehicle 20a approaching the second vehicle 30 from the bottom of the drawing and a first vehicle 20b approaching the second vehicle 30 from the top of the drawing are detected. The first setting unit 55 sets a virtual obstacle when the second vehicle 30 departs from a parked state, in the same way as when the second vehicle 30 is parked. That is, when the first vehicle 20 has not entered the passing area, the first setting unit 55 sets the virtual obstacle at a position that does not overlap with the passing area and comes into contact with the virtual obstacle, preventing the first vehicle 20 from entering the passing area by autonomous driving. When the first vehicle 20 has entered the passing area, the first setting unit 55 sets the virtual obstacle at a position where the first vehicle 20 exits the passing area.

[0095] In the scene of FIG. 8, a route R5a is set as the departure route, which includes traveling from parking position P4b to turning position P3b, turning again at turning position P3b, traveling from turning position P3b to the next turning position P3c, turning again at turning position P3c, and traveling from turning position P3c to transition position P5a. In this case, the passing area is area Y, which is hatched and surrounded by a dashed line, as shown in FIG. 8. In the scene of FIG. 8, when the second vehicle 30 is parked at parking position P4b, the first vehicle 20a is traveling at position Q6, and the first vehicle 20b is traveling at position Q8. Therefore, the first vehicle 20a and the first vehicle 20b have not entered the passing area Y. In this case, the first setting unit 55 sets virtual obstacles Za and Zb at the positions shown in FIG. 8, for example. 8 do not overlap with the passing area Y in a plan view, and the presence of the virtual obstacles Za and Zb prevents the first vehicles 20a and 20b from entering the passing area Y. In addition, in the scene of FIG. 8, the driving path in the parking lot 8 allows for two-way driving, so the virtual obstacles Za and Zb are also set on the left side of the driving direction of the first vehicles 20a and 20b to avoid contact with oncoming vehicles.

[0096] Once the virtual obstacle Z is set, the first generation unit 52 determines whether the first vehicle 20 can avoid the second vehicle 30 without coming into contact with the virtual obstacle Z. If it is determined that the second vehicle 30 cannot avoid coming into contact with the virtual obstacle Z, the first generation unit 52 generates a stopping route R5c that causes the first vehicle 20a to stop at position Q7 in front of the virtual obstacle Za, and generates a stopping route R5d that causes the first vehicle 20b to stop at position Q9 in front of the virtual obstacle Zb. Then, the first traveling unit 53 autonomously controls the traveling of the first vehicles 20a and 20b so that they travel along the generated stopping routes R5c and R5d. On the other hand, if it is determined that the second vehicle 30 can be avoided, the first generation unit 52 generates an avoidance route. For example, if a relatively large travelable area exists to the right of the first vehicle 20b, the first vehicle 20b starts steering to the right in the traveling direction from position Q8 shown in Fig. 8, and generates an avoidance path R6b that travels to position Q10 while avoiding the virtual obstacle Zb and the second vehicle 30. Then, the first traveling unit 53 autonomously controls the traveling of the first vehicle 20b so that the first vehicle 20b travels along the generated avoidance path R6b.

[0097] As shown in Fig. 8, while first vehicles 20a and 20b are stopped, second vehicle 30 can travel along departure route R3a and move from stopping position P4a to transition position P5a. Comparing passing area X shown in Fig. 6 with passing area Y shown in Fig. 8, it can be seen that passing area Y extends further toward the front in the traveling direction of first vehicle 20 (i.e., toward the bottom of the drawing). Therefore, the distance between stopping position Q7 of first vehicle 20a and stopping position P4b shown in Fig. 8 is longer than the distance between stopping position Q2 of first vehicle 20 and stopping position P4a shown in Fig. 6. Therefore, when the second vehicle 30 turns around from a parked state to depart as in the scene of FIG. 8 , if the first vehicle 20a is stopped outside the passing area Y, the difference in distance is taken into account and virtual obstacles Za and Zb are set at positions where the separation distance (clearance) between the first vehicle 20 and the second vehicle 30 is longer than the separation distance when the first vehicle 20 is stopped outside the passing area X when the second vehicle 30 turns around to park. The separation distance between the first vehicle 20 and the second vehicle 30 refers to the shortest distance between the first vehicle 20 and the second vehicle 30 in a plan view. As a result, the stopping position Q7 of the first vehicle 20a is closer in the traveling direction of the first vehicle 20 than the stopping position Q2 when the second vehicle 30 turns around to park. Note that in the scene shown in FIG. 8 , the functions of the functional blocks of the first control unit 5 described above may also be implemented by the functional blocks of the second control unit 6 and / or the third control unit 7.

[0098] [Drive control system] Next, the setting of the virtual obstacle Z in the driving control system 2 made up of the first vehicle 20 and the second vehicle 30 will be described with reference to FIGS.

[0099] Figure 9 is a plan view of a six-lane road with three lanes on each side, where traffic drives on the left side. In the scene in Figure 9, vehicles 9a and 9b are parked in the left lane L1, and in the center lane L2, a first vehicle 20 is traveling at position Q11 and a second vehicle 30 is traveling at position P2b. In the scene in Figure 9, it is assumed that the second vehicle 30 is attempting to park in lane L1 to let some of its occupants off.

[0100] In this case, the third detection unit 71 detects obstacles around the second vehicle 30 using the imaging device 31 and the distance measuring device 32. In the scene of FIG. 9, vehicles 9a and 9b parked in lane L1 and the following first vehicle 20 are detected from image data acquired from the imaging device 31. Furthermore, from the detected inter-vehicle distance between vehicles 9a and 9b, it is recognized that there is a space between vehicles 9a and 9b for the second vehicle 30 to park. Next, the function of the third determination unit 74 detects an obstacle present in the space between vehicles 9a and 9b using the distance measuring device 32. As shown in FIG. 9, since there is no obstacle such as a vehicle between vehicles 9a and 9b, the third determination unit 74 determines that the second vehicle 30 can park in the space between vehicles 9a and 9b.

[0101] When the third determination unit 74 determines that parking is possible, the third generation unit 72 generates a parking path for parking the second vehicle 30 in the space between vehicles 9a and 9b. Specifically, the area surrounded by the rear end of vehicle 9a, the front end of vehicle 9b, and the white line extending in the vertical direction of the drawing is set as the parking space, and parking position P4c is set in the parking space. Then, a parking path for traveling from position P2b to parking position P4c is generated. The parking path is, for example, parking path R2d shown in FIG. 9, and on this path, switching occurs at position P3d on lane L2. Therefore, position P3d is a switching position. Furthermore, the second driving control device 39 starts processing for parking in lane L1 when the second vehicle 30 is traveling at position P2b, so position P2b is a transition position.

[0102] In the scene of FIG. 9, the first vehicle 20, which is a following vehicle, is detected, and therefore the third setting unit 75 sets a virtual obstacle. As described above, in the scene of FIG. 9, the parking path R2b is generated by the third generation unit 72. Therefore, the passing area of the second vehicle 30 is the hatched area Xa surrounded by a dashed line as shown in FIG. 9. In the scene of FIG. 9, while the second vehicle 30 is traveling at the transition position P2b, the first vehicle 20 is traveling at position Q11. Therefore, the first vehicle 20 has not entered the passing area Xa. In this case, the third setting unit 75 sets a virtual obstacle Zc, for example, at the position shown in FIG. 9. The virtual obstacle Zc shown in FIG. 9 does not overlap with the passing area Xa in a planar view. Furthermore, due to the presence of the virtual obstacle Zc, the first vehicle 20 does not approach the retreating second vehicle 30. This allows the second vehicle 30 to travel to the parking position P4c without being obstructed by the first vehicle 20.

[0103] The third setting unit 75 also outputs information about the set virtual obstacle Zc to the second setting unit 65 via vehicle-to-vehicle communication using the communication devices 294 and 394. The second setting unit 65, having acquired the information about the virtual obstacle Zc, outputs the acquired information to other functional blocks of the second control unit 6. As a result, the virtual obstacle Zc is recognized as an obstacle, and autonomous driving control is executed. First, the second generation unit 62 detects obstacles around the first vehicle 20 using the imaging device 21 and the distance measurement device 22. Then, it determines whether the first vehicle 20 can avoid the second vehicle 30 without coming into contact with surrounding obstacles, including the virtual obstacle Zc. If it is determined that the second vehicle 30 cannot be avoided, the second generation unit 62 generates a stopping route R5e, as shown in FIG. 9, for stopping the first vehicle 20 at position Q12 in front of the virtual obstacle Z. The second traveling unit 63 autonomously controls the traveling of the first vehicle 20 so that the first vehicle 20 travels along the generated stopping route R5e. On the other hand, if it is determined that the second vehicle 30 can be avoided, the second generation unit 62 generates an avoidance route R6c, for example, by changing lanes to the right lane L3 to avoid the second vehicle 30. The second traveling unit 63 causes the first vehicle 20 to travel from position Q11 to position Q13 along the generated avoidance route R6c, thereby changing lanes.

[0104] Next, the setting of the virtual obstacle Z when the second vehicle 30 departs from a parking space will be described using Figure 10. Figure 10 shows a driving scene similar to that of Figure 9, but unlike the scene in Figure 9, the second vehicle 30 is parked at parking position P4c on lane L1. Here, it is assumed that the second vehicle 30 is about to depart from parking position P4c.

[0105] In this case, the third detection unit 71 detects obstacles around the second vehicle 30 using the imaging device 31 and the distance measuring device 32. In the scene of Fig. 10, the first vehicle 20, which is the following vehicle, is detected from image data acquired from the imaging device 31. In the scene of Fig. 10, the inter-vehicle distance to the first vehicle 20 is sufficiently large and no other obstacles are detected, so the third determination unit 74 determines that the second vehicle 30 can depart.

[0106] When the third determination unit 74 determines that departure is possible, the third generation unit 72 generates a departure route for the second vehicle 30 to depart. Specifically, the third generation unit 72 generates a parking route for traveling from parking position P4c to position P5b. The parking route is, for example, parking route R3b shown in FIG. 10, and on this route, a lane change is made from lane L1 to lane L2 when departing. Note that the second driving control device 39 starts control for traveling to the set destination when the second vehicle 30 travels to position P5b, so position P5b is a transition position.

[0107] In the scene of FIG. 10, the first vehicle 20, which is a following vehicle, is detected, and therefore the third setting unit 75 sets a virtual obstacle. In the scene of FIG. 10, the departure route R3b is generated by the third generation unit 72. Therefore, the passing area of the second vehicle 30 is the hatched area Ya surrounded by a dashed line shown in FIG. 10. In the scene of FIG. 10, while the second vehicle 30 is parking at the parking position P4c, the first vehicle 20 is traveling at the position Q11. Therefore, the first vehicle 20 does not enter the passing area Ya. In this case, the third setting unit 75 sets a virtual obstacle Zd, for example, at the position shown in FIG. 10. The virtual obstacle Zd shown in FIG. 10 does not overlap with the passing area Ya in a planar view. Furthermore, due to the presence of the virtual obstacle Zd, the first vehicle 20 does not approach the second vehicle 30 that is changing lanes. As a result, the second vehicle 30 can travel to the transition position P5b without being obstructed by the first vehicle 20.

[0108] The third setting unit 75 also outputs information about the set virtual obstacle Zd to the second setting unit 65 via vehicle-to-vehicle communication using the communication devices 294 and 394. After acquiring the information about the virtual obstacle Zd, the second setting unit 65 outputs the acquired information to other functional blocks of the second control unit 6. The second generation unit 62 detects obstacles around the first vehicle 20 using the imaging device 21 and the distance measurement device 22. The second generation unit 62 then determines whether the first vehicle 20 can avoid the second vehicle 30 without coming into contact with surrounding obstacles, including the virtual obstacle Zd. If it is determined that the first vehicle 20 cannot avoid the second vehicle 30, the second generation unit 62 generates a stopping route R5f, as shown in FIG. 10 , that causes the first vehicle 20 to stop at a position Q14 just before the virtual obstacle Zd. The second traveling unit 63 autonomously controls the traveling of the first vehicle 20 so that the first vehicle 20 travels along the generated stopping route R5f. On the other hand, if it is determined that the second vehicle 30 can be avoided, the first vehicle 20 is driven from position Q11 to position Q13 along the avoidance route R6c, as in the scene of Figure 9, and a lane change is performed.

[0109] In order to suppress changes in the behavior of the first vehicle 20, when it is determined that the first vehicle 20 is entering the passing area Ya, the third determination unit 74 may, instead of setting the virtual obstacle Zd in the lane L2, set a virtual obstacle Ze at a position that overlaps with the second vehicle 30 in a plan view and is on the white line that is the boundary between the lanes L1 and L2. The virtual obstacle Ze may then be gradually moved so that an increasing portion of the virtual obstacle Ze is included in the lane L2 in a plan view. This makes it possible to indicate to the following vehicle, the first vehicle 20, that the vehicle is about to depart from the parking position P4c without actually causing the body of the second vehicle 30 to enter the lane L2. The moved virtual obstacle Ze may also be gradually moved back to its original position so that an increasing portion of the virtual obstacle Ze is included in the lane L1 in a plan view.

[0110] [Processing in vehicle management systems and driving control systems] Next, with reference to FIGS. 11A to 11B, 12A to 12B, 13A to 13B, 14 and 15, the procedures for processing information by the vehicle management device 14, the first driving control device 29 and the second driving control device 39 will be described.

[0111] 11A and 11B are an example of a flowchart showing information processing in the vehicle management system 1 of this embodiment. The routine on the left side of the flowchart shows steps executed by the first terminal 40a, the routine in the center shows steps executed by the vehicle management device 14, and the routine on the right side shows steps executed by the second terminal 40b. The processing described below is executed by the CPU (processor) of the first terminal 40a, the CPU 141 of the vehicle management device 14, and the CPU (processor) of the second terminal 40b when a user (occupant) of the first vehicle 20 and a user (occupant) of the second vehicle 30 request the execution of automatic valet parking.

[0112] First, in step S1 of FIG. 11A, an instruction to perform valet parking using autonomous driving control is output from the input unit of the second terminal 40b to the vehicle management device 14. In the following step S2, the function of the first control unit 5 determines whether the second vehicle 30 is parked at the drop-off point 81. If the second vehicle 30 is not parked at the drop-off point 81, the display unit of the second terminal 40b outputs a message that there is no vehicle at the drop-off point 81. In contrast, if the second vehicle 30 is parked at the drop-off point 81, in step S3, the function of the first detection unit 51 detects an available parking space using the imaging device 11 and map information of the parking lot 8.

[0113] In the following step S4, the second terminal 40b acquires available parking spaces and displays them on the display unit. The user (occupant) of the second vehicle 30 selects a parking space where the second vehicle 30 will actually park from the available parking spaces and outputs it as a target parking space to the vehicle management device 14. In the following step S5, the function of the first generation unit 52 sets a parking position in the parking space, and in step S6, an approach route for traveling from the drop-off position to the transition position is generated. Then, in the following step S7, the function of the first traveling unit 53 causes the second vehicle 30 to travel along the approach route.

[0114] In step S8, as in step S1, an instruction to perform valet parking using autonomous driving control is output from the input unit of the first terminal 40a to the vehicle management device 14. In the following step S9, the function of the first control unit 5 determines whether the first vehicle 20 is parked at the drop-off point 81. If the first vehicle 20 is not parked at the drop-off point 81, the display unit of the first terminal 40a outputs a message that there is no vehicle at the drop-off point 81. In contrast, if the first vehicle 20 is parked at the drop-off point 81, in step S10, the function of the first detection unit 51 detects an available parking space using the imaging device 11 and map information of the parking lot 8.

[0115] In the following step S11, the first terminal 40a acquires available parking spaces and displays them on the display unit. The user (occupant) of the first vehicle 20 selects a parking space where the first vehicle 20 will actually park from the available parking spaces and outputs it as a target parking space to the vehicle management device 14. In the following step S12, the function of the first generation unit 52 sets a parking position in the parking space, and in step S13, an approach route for traveling from the drop-off position to the transition position is generated. Then, in the following step S14, the function of the first traveling unit 53 causes the first vehicle 20 to travel along the approach route.

[0116] When the second vehicle 30 approaches the transition position, in step S15, parking processing for the second vehicle 30 is performed, including setting of a virtual obstacle by the first setting unit 55. Details of step S15 will be described later.

[0117] 11B, in step S16, the parking path for the second vehicle 30 generated in step S15 is used to cause the second vehicle 30 to travel along the parking path by the function of the first travel unit 53. In the following step S17, the stopping path or avoidance path for the first vehicle 20 generated in step S15 is used to cause the first vehicle 20 to travel along the stopping path or avoidance path by the function of the first travel unit 53. In the following step S18, the completion of parking of the second vehicle 30 is output to the second terminal 40b, and in step S19, the completion of parking is displayed on the display unit of the second terminal 40b.

[0118] After parking of the second vehicle 30 is complete, in step S20, the first traveling unit 53 functions to cause the first vehicle 20 to travel along the approach route, and in step S21, the first detection unit 51 functions to detect obstacles around the target parking space for the first vehicle 20. If the first determination unit 54 functions to determine that the target parking space is available for parking, in step S22, the first generation unit 52 functions to generate a parking route for the first vehicle 20. Once the parking route has been generated, the first traveling unit 53 functions to cause the first vehicle 20 to travel along the parking route. After parking is complete, in step S24, the completion of parking of the first vehicle 20 is output to the first terminal 40a, and in step S25, the completion of parking is displayed on the display unit of the first terminal 40a.

[0119] 12A and 12B are flowcharts showing an example of a subroutine of step S15 in Fig. 11A. First, in step S31 in Fig. 12A, the function of the first detection unit 51 is used to detect obstacles around the second vehicle 30. In the following step S32, it is determined whether or not a first vehicle 20 is approaching the second vehicle 30. If it is determined that the first vehicle 20 is not present, the process proceeds to step S33, where the function of the first generation unit 52 is used to generate a parking path for the second vehicle 30. On the other hand, if it is determined that the first vehicle 20 is present, the process proceeds to step S34, where the function of the first generation unit 52 is used to generate a parking path, and in step S35, the function of the first setting unit 55 is used to set a passing area for the second vehicle 30 using the generated parking path.

[0120] In step S36, the function of the first setting unit 55 determines whether the first vehicle 20 has entered the passing area based on image data from the imaging device 11, etc. If it is determined that the first vehicle 20 has not entered the passing area, the process proceeds to step S37, where the function of the first setting unit 55 sets the virtual obstacle Z to a position that does not overlap the passing area and where the first vehicle 20 will not enter the passing area. In the following step S38, the function of the first traveling unit 53 determines whether the first vehicle 20 can avoid the virtual obstacle Z and the second vehicle 30. If it is determined that the virtual obstacle Z and the second vehicle 30 cannot be avoided, the process proceeds to step S39, where the function of the first generation unit generates a stopping path for the first vehicle 20. On the other hand, if it is determined that the virtual obstacle Z and the second vehicle 30 can be avoided, the process proceeds to step S40, where an avoidance path for the first vehicle 20 is generated.

[0121] If it is determined in step S36 that the first vehicle 20 has entered the passing area, the process proceeds to step S41 in Fig. 12B. In step S41, the function of the first traveling unit 53 determines whether the first vehicle 20 can avoid the second vehicle 30. If it is determined that the second vehicle 30 can be avoided, the process proceeds to step S48, and the function of the first generating unit 52 generates an avoidance route for the first vehicle 20. On the other hand, if it is determined that the second vehicle 30 cannot be avoided, the process proceeds to step S42.

[0122] In step S42, the first setting unit 55 sets a virtual obstacle Z in front of the first vehicle 20, and in the following step S43, the first vehicle 20 is stopped in front of the virtual obstacle Z. In step S44, the virtual obstacle Z is moved toward the first vehicle 20, and in step S45, the first vehicle 20 is caused to move backward. In the following step S46, the virtual obstacle Z is caused to stop at a position where it does not overlap the passing area and where the first vehicle 20 does not enter the passing area, and then in step S47, the first vehicle 20 is caused to stop in front of the virtual obstacle Z.

[0123] Next, Figures 13A to 13B will be described. Figures 13A to 13B are an example of a flowchart showing information processing in the vehicle management system 1 of this embodiment. The routine on the left side of the flowchart shows steps executed by the first driving control device 29, the routine in the center shows steps executed by the vehicle management device 14, and the routine on the right side shows steps executed by the second driving control device 39. The processing described below is executed by the CPU 291 of the first driving control device 29, the CPU 141 of the vehicle management device 14, and the CPU 391 of the second driving control device 39 when the user (occupant) of the first vehicle 20 and the user (occupant) of the second vehicle 30 request the execution of automatic valet parking.

[0124] First, in step S51 of FIG. 13A, the third control unit 7 outputs an instruction to execute valet parking using autonomous driving control to the vehicle management device 14. In the following step S52, the third generation unit 72 functions to request the location of an available parking space. Upon receiving the request, in step S53, the first detection unit 51 functions to detect an available parking space using the image capture device 11 and map information of the parking lot 8. In the following step S54, the first detection unit 51 acquires the available parking spaces and outputs the information to the third generation unit 72. In step S55, the user (occupant) of the second vehicle 30 selects a parking space where the second vehicle 30 will actually park from the available parking spaces and sets it as the target parking space. In the following step S56, the third generation unit 72 functions to set a parking position in the parking space and generate an approach route for traveling from the drop-off position to the transition position. Then, in the following step S57, the third traveling section 73 functions to cause the second vehicle 30 to travel along the entrance route.

[0125] In step S58, similar to step S51, the second control unit 6 outputs an instruction to execute valet parking using autonomous driving control to the vehicle management device 14. In the following step S59, the second generation unit 62 functions to request the location of an available parking space. Upon receiving the request, in step S60, the first detection unit 51 functions to detect an available parking space using the image capture device 11 and map information of the parking lot 8. In the following step S61, the first detection unit 51 acquires the available parking spaces and outputs the information to the second generation unit 62. In step S62, the user (occupant) of the first vehicle 20 selects a parking space where the first vehicle 20 will actually park from the available parking spaces and sets it as the target parking space. In the following step S63, the second generation unit 62 functions to set a parking position in the parking space and generate an approach route for traveling from the drop-off position to the transition position. Then, in the following step S64, the function of the second traveling section 63 causes the first vehicle 20 to travel along the approach route.

[0126] When the second vehicle 30 approaches the transition position, in step S65, parking processing for the second vehicle 30 is performed, including setting of a virtual obstacle by the second setting unit 65. Details of step S65 will be described later.

[0127] 13B, in step S66, information about the virtual obstacle Z set in step S65 is output to the first detection unit 51. In the following step S67, using the generated parking path for the second vehicle 30, the third traveling unit 73 causes the second vehicle 30 to travel along the parking path. Then, in step S68, information indicating that the second vehicle 30 has been parked is output to the second terminal 40b. Furthermore, in step S69, the information about the virtual obstacle Z output in step S66 is acquired by the first detection unit 51 and then acquired by the second setting unit 65.

[0128] In step S70, the second traveling unit 63 functions to generate a stopping path or an avoidance path using the acquired information about the virtual obstacle Z. In the following step S71, the first vehicle 20 is caused to travel along the stopping path or the avoidance path by the function of the second traveling unit 63. Once traveling along the stopping path or the avoidance path is complete, in step S72, the second traveling unit 63 functions to cause the first vehicle 20 to travel along the approach path, and in step S73, the second detection unit 61 functions to detect obstacles around the target parking space for the first vehicle 20. If the second determination unit 64 functions to determine that the target parking space is available for parking, in step S74, the second generation unit 62 functions to generate a parking path for the first vehicle 20. Once the parking path has been generated, in step S75, the second traveling unit 63 functions to cause the first vehicle 20 to travel along the parking path. After parking is complete, in step S76, a notification that parking of the first vehicle 20 has been completed is output to the first terminal 40a.

[0129] An example of the subroutine of step S65 in Fig. 13A is shown as a flowchart in Fig. 14. First, in step S31a in Fig. 14, the function of the third detection unit 71 is used to detect obstacles around the second vehicle 30. Subsequently, in step S32a, it is determined whether or not a first vehicle 20 is approaching the second vehicle 30. If it is determined that the first vehicle 20 is not present, the process proceeds to step S33a, where the function of the third generation unit 72 is used to generate a parking path for the second vehicle 30. On the other hand, if it is determined that the first vehicle 20 is present, the process proceeds to step S34a, where the function of the third generation unit 72 is used to generate a parking path, and in step S35a, the function of the third setting unit 75 is used to set a passing area for the second vehicle 30 using the generated parking path.

[0130] In step S36a, the function of the third setting unit 75 determines whether the first vehicle 20 has entered the passing area based on the detection results of the imaging device 31 and the distance measuring device 32, map information of the parking lot 8, and the like. If it is determined that the first vehicle 20 has not entered the passing area, the process proceeds to step S37a, where the function of the third setting unit 75 sets the virtual obstacle Z to a position that does not overlap the passing area and where the first vehicle 20 has not entered the passing area. If it is determined in step S36a that the first vehicle 20 has entered the passing area, the process proceeds to step S42a. In step S42a, the function of the third setting unit 75 sets the virtual obstacle Z in front of the first vehicle 20, and in the subsequent step S44a, the movement direction and distance of the virtual obstacle Z when moving the virtual obstacle Z toward the first vehicle 20 are set. Then, in step S46a, the virtual obstacle Z is set to a position at which the virtual obstacle Z will stop so as not to overlap the passing area and so as not to cause the first vehicle 20 to enter the passing area. In the routine shown in Figures 13A and 13B, the determination of whether the first vehicle 20 can avoid the second vehicle 30, the generation of an avoidance path or a stopping path, etc. are performed in step S70 by the functions of the second generation unit 62 and the second setting unit 65.

[0131] Next, Fig. 15 will be described. Fig. 15 is an example of a flowchart showing information processing in the cruise control system 2 of this embodiment. The routine on the left side of the flowchart shows steps executed by the first cruise control device 29, and the routine on the right side shows steps executed by the second cruise control device 39. The processing described below is executed by the CPU 291 of the first cruise control device 29 and the CPU 391 of the second cruise control device 39 when a user (occupant) of the second vehicle 30 requests parking to be performed using autonomous cruise control.

[0132] First, in step S81, the function of the third detection unit 71 is used to detect a parking space where the second vehicle 30 is to park. In the following step S82, obstacles present in the detected parking space are detected. In the following step S83, the function of the third determination unit 74 is used to determine whether the second vehicle 30 can park in the parking space. If it is determined that the second vehicle 30 cannot park in the parking space, execution of the routine is stopped, and a request is made, for example, for the driver to switch to manual driving. In contrast, if it is determined that the second vehicle 30 can park in the parking space, the process proceeds to step S84, where a parking position is set using the function of the third generation unit 72, and in the following step S85, a parking path is generated.

[0133] In step S86, the function of the third detection unit 71 determines whether or not the first vehicle 20 traveling around the second vehicle 30 is detected, and if the first vehicle 20 is detected, in step S87, the function of the third setting unit 75 sets a passing area. Then, in step S88, it is determined whether the first vehicle 20 is entering the passing area. In the following step S89, a virtual obstacle Z is set based on the determination result of step S88, and in step S90, information on the set virtual obstacle Z is output to the second setting unit 65.

[0134] In step S91, the second generating unit 62 and the second setting unit 65 function to generate a stopping path or an avoidance path using information about the virtual obstacle Z, and in the following step S92, the first vehicle 20 is caused to travel along the stopping path or the avoidance path by the function of the second traveling unit 63. Also, in step S93, the first vehicle 20 is caused to travel along the parking path by the function of the third traveling unit 73.

[0135] [Embodiments of the present invention] As described above, according to the present embodiment, a vehicle management device 14 is provided which includes a setting unit and a driving unit. When a second vehicle 30 is parking around a first vehicle 20 driving in a parking lot 8 or departing from a parked state, the setting unit determines whether the first vehicle 20 is entering a passing area X that the second vehicle 30 will pass through when parking or departing from a parked state. If it is determined that the first vehicle 20 has not entered the passing area X, the setting unit sets a virtual obstacle Z to a position that does not overlap with the passing area X and where the first vehicle 20 cannot enter the passing area X by autonomous driving due to the presence of the virtual obstacle Z. If it is determined that the first vehicle 20 has entered the passing area X, the setting unit sets the virtual obstacle Z to a position where the first vehicle 20 will exit the passing area X if autonomous driving is performed due to the presence of the virtual obstacle Z. The driving unit autonomously controls the driving of the first vehicle 20 using information about the virtual obstacle Z. As a result, even if there is a first vehicle 20 approaching the second vehicle 30, the first vehicle 20 does not enter or exit the passing area of the second vehicle 30, so the second vehicle 30 can park or depart from the parked state. Note that the setting unit corresponds to the first setting unit 55, and the running unit corresponds to the first running unit 53.

[0136] Furthermore, according to the vehicle management device 14 of this embodiment, the driving unit autonomously controls the driving of the second vehicle 30 using information about the virtual obstacle Z, and parks the second vehicle 30 or starts it from a parked state. This allows the first vehicle 20 and the second vehicle 30 to drive autonomously, so that the second vehicle 30 can more reliably park or start it from a parked state. The driving unit corresponds to the first driving unit 53.

[0137] Furthermore, according to the vehicle management device 14 of this embodiment, when the first vehicle 20 has not entered the passing area X, the setting unit determines whether the first vehicle 20 can avoid the second vehicle 30 without coming into contact with the virtual obstacle Z, and when the setting unit determines that the first vehicle 20 can avoid the second vehicle 30, the traveling unit causes the first vehicle 20 to travel so as to avoid the second vehicle 30, and when the setting unit determines that the first vehicle 20 cannot avoid the second vehicle 30, the traveling unit causes the first vehicle 20 to stop in front of the virtual obstacle Z. This makes it possible to suppress changes in the behavior of the second vehicle 30. The traveling unit corresponds to the first traveling unit 53.

[0138] Furthermore, according to the vehicle management device 14 of this embodiment, when the first vehicle 20 is entering the passage area X, the setting unit determines whether the first vehicle 20 can avoid the second vehicle 30 before setting the virtual obstacle Z. If the setting unit determines that the first vehicle 20 can avoid the second vehicle 30, the driving unit drives the first vehicle 20 to avoid the second vehicle 30. If the setting unit determines that the first vehicle 20 cannot avoid the second vehicle 30, the driving unit sets the virtual obstacle Z to a position ahead of the first vehicle 20 in the direction of travel, moves the virtual obstacle Z toward the first vehicle 20 after the first vehicle 20 stops, and stops the virtual obstacle Z at a position that does not overlap the passage area X and where the first vehicle 20 cannot enter the passage area X by autonomous driving due to the presence of the virtual obstacle X after the first vehicle 20 exits the passage area X. This makes it possible to suppress changes in the behavior of the second vehicle 30. The setting unit corresponds to the first setting unit 55, and the running unit corresponds to the first running unit 53.

[0139] Furthermore, according to the vehicle management device 14 of this embodiment, when the first vehicle 20 is a following vehicle of the second vehicle 30, the setting unit sets the virtual obstacle Z to a position in front of the second vehicle 30 or to a position that overlaps with the second vehicle 30 in a plan view, and the traveling unit causes the second vehicle 30 to travel as if the virtual obstacle Z does not exist until the first vehicle 20 has completed its avoidance or the first vehicle 20 has stopped. This makes it possible to suppress changes in the behavior of the second vehicle 30. The setting unit corresponds to the first setting unit 55, and the traveling unit corresponds to the first traveling unit 53.

[0140] Furthermore, according to the vehicle management device 14 of this embodiment, when the second vehicle 30 turns around from a parked state to depart and the first vehicle 20 is stopped outside the passing area X, the setting unit sets the virtual obstacle Z at a position where the separation distance between the first vehicle 20 and the second vehicle 30 is longer than the separation distance when the first vehicle 20 is stopped outside the passing area X when the second vehicle 30 turns around to park. This allows the second vehicle 30 to more reliably park or depart from the parked state. The setting unit corresponds to the first setting unit 55.

[0141] Furthermore, according to the vehicle management device 14 of this embodiment, the setting unit sets the virtual obstacle Z at a position where the first vehicle 20 can stop or avoid the virtual obstacle Z with a deceleration equal to or less than a predetermined value. This makes it possible to suppress changes in the behavior of the second vehicle 30. The setting unit corresponds to the first setting unit 55.

[0142] Furthermore, according to the present embodiment, in a vehicle management method executed by a processor, when a second vehicle 30 parks or departs from a parked state around a first vehicle 20 traveling in a parking lot 8, the processor determines whether the first vehicle 20 is entering a passing area X that the second vehicle 30 passes through when parking or departs from a parked state, and if it is determined that the first vehicle 20 has not entered the passing area X, it sets a virtual obstacle Z to a position that does not overlap with the passing area X and that prevents the first vehicle 20 from entering the passing area X by autonomous traveling due to the presence of the virtual obstacle Z, and if it is determined that the first vehicle 20 has entered the passing area X, it sets the virtual obstacle Z to a position where the first vehicle 20 will exit the passing area X if it travels autonomously due to the presence of the virtual obstacle Z, and autonomously controls the traveling of the first vehicle 20 using information about the virtual obstacle Z. As a result, even if there is a first vehicle 20 approaching the second vehicle 30, the first vehicle 20 will not enter or exit the passing area of the second vehicle 30, allowing the second vehicle 30 to park or depart from a parked state.

[0143] Furthermore, according to this embodiment, in a vehicle management system 1 including a first driving control device 29 that autonomously controls the driving of a first vehicle 20, a second driving control device 39 that autonomously controls the driving of a second vehicle 30, and a vehicle management device 14 that outputs information to the first driving control device 29 and the second driving control device 39, when the vehicle management device 14 detects that the second vehicle 30 is parking or departing from a parked state around the first vehicle 20 traveling in a parking lot 8, the vehicle management device 14 determines whether the first vehicle 20 is entering a passing area X through which the second vehicle 30 passes when parking or departing from a parked state, and when it determines that the first vehicle 20 has not entered the passing area X, it moves a virtual obstacle Z to the passing area X. The vehicle management system 1 sets the virtual obstacle Z at a position where the first vehicle 20 cannot enter the passing area X by autonomous driving because it does not overlap with the passing area X and because there is the virtual obstacle Z, and when it is determined that the first vehicle 20 has entered the passing area X, the virtual obstacle Z is set at a position where the first vehicle 20 will exit the passing area X if autonomous driving occurs because there is the virtual obstacle Z, and outputs information about the virtual obstacle Z to the first driving control device 29 and the second driving control device 39, and the first driving control device 29 autonomously controls the driving of the first vehicle 20 using the information about the virtual obstacle Z, and the second driving control device 39 autonomously controls the driving of the second vehicle 30 using the information about the virtual obstacle Z. As a result, even if there is a first vehicle 20 approaching the second vehicle 30, the first vehicle 20 does not enter the passing area of the second vehicle 30 or exits the passing area, so that the second vehicle 30 can park or start from a parked state.

[0144] Furthermore, according to this embodiment, in a vehicle management system 1 including a first driving control device 29 that autonomously controls the driving of a first vehicle 20, a second driving control device 39 that autonomously controls the driving of a second vehicle 30, and a vehicle management device 14 that outputs information to the first driving control device 29 and the second driving control device 39, when the second vehicle 30 is parked or departs from a parked state, the second driving control device 39 determines whether or not the first vehicle 20 has entered a passing area X that the second vehicle 30 will pass through when parking or departing from a parked state, around the first vehicle 20 traveling in a parking lot 8, and when it is determined that the first vehicle 20 has not entered the passing area X, it The vehicle management system 1 provides a vehicle management system in which the first vehicle 20 is set at a position where it cannot enter the passing area X when autonomously traveling because it does not overlap with area X and there is a virtual obstacle Z, and when it is determined that the first vehicle 20 has entered the passing area X, the virtual obstacle Z is set at a position where the first vehicle 20 will exit the passing area X when autonomously traveling because there is the virtual obstacle Z, and information about the virtual obstacle Z is output to the vehicle management device 14, and the traveling of the second vehicle 30 is autonomously controlled using the information about the virtual obstacle Z. The first traveling control device 29 acquires the information about the virtual obstacle Z from the vehicle management device 14 and autonomously controls the traveling of the first vehicle 20 using the information about the virtual obstacle Z. As a result, even when there is a first vehicle 20 approaching the second vehicle 30, the first vehicle 20 does not enter the passing area of the second vehicle 30 or exits the passing area, so that the second vehicle 30 can park or depart from a parked state.

[0145] Furthermore, according to the vehicle management system 1 of this embodiment, when the first vehicle 20 has not entered the passing area X, the first traveling control device 29 determines whether the first vehicle 20 can avoid the second vehicle 30 without coming into contact with the virtual obstacle Z, and if it is determined that the first vehicle 20 can avoid the second vehicle 30, causes the first vehicle 20 to travel so as to avoid the second vehicle 30, and if it is determined that the first vehicle 20 cannot avoid the second vehicle 30, causes the first vehicle 20 to stop in front of the virtual obstacle Z. This makes it possible to suppress changes in the behavior of the second vehicle 30.

[0146] Furthermore, according to the vehicle management system 1 of this embodiment, when the first vehicle 20 is entering the passing area X, the first traveling control device 29 determines whether the first vehicle 20 can avoid the second vehicle 30 before setting the virtual obstacle Z, and if it is determined that the first vehicle 20 can avoid the second vehicle 30, causes the first vehicle 20 to travel so as to avoid the second vehicle 30, and if it is determined that the first vehicle 20 cannot avoid the second vehicle 30, outputs the determination result to the vehicle management device 14, and the vehicle management device 14 or the second traveling control device 39 that has acquired the determination result from the vehicle management device 14 sets the virtual obstacle Z at a position ahead of the first vehicle 20 in the traveling direction, and causes the first vehicle 20 to travel so as to avoid the second vehicle 30. After the first vehicle 20 has stopped, the virtual obstacle Z is moved toward the first vehicle 20, and after the first vehicle 20 has exited the passing area X, the virtual obstacle Z is stopped at a position that does not overlap the passing area X and where the first vehicle 20 cannot enter the passing area X by autonomous driving due to the presence of the virtual obstacle Z, and the first driving control device 29 uses information about the virtual obstacle Z acquired from the vehicle management device 14 to stop the first vehicle 20 in front of the virtual obstacle Z set at a position ahead of the first vehicle 20 in the traveling direction, causes the first vehicle 20 to travel so as not to come into contact with the virtual obstacle Z moving toward the first vehicle 20, and causes the first vehicle 20 to stop in front of the stopped virtual obstacle Z. This makes it possible to suppress changes in the behavior of the second vehicle 30.

[0147] Furthermore, according to the vehicle management system 1 of this embodiment, when the first vehicle 20 is a following vehicle of the second vehicle 30, the virtual obstacle Z is set in a position in front of the second vehicle 30 or in a position overlapping with the second vehicle 30 in a plan view, and the second vehicle 30 is caused to travel as if the virtual obstacle Z does not exist until the first vehicle 20 has completed its avoidance or the first vehicle 20 has stopped. This makes it possible to suppress changes in the behavior of the second vehicle 30.

[0148] Furthermore, according to the vehicle management system 1 of this embodiment, when the second vehicle 30 turns around from a parked state to depart, if the first vehicle 20 is stopped outside the passing area X, the virtual obstacle Z is set at a position where the separation distance between the first vehicle 20 and the second vehicle 30 is longer than the separation distance when the first vehicle 20 is stopped outside the passing area X when the second vehicle 30 turns around to park. This allows the second vehicle 30 to park or depart from the parked state more reliably.

[0149] Furthermore, according to the vehicle management system 1 of this embodiment, the virtual obstacle Z is set at a position where the first vehicle 20 can stop or avoid the virtual obstacle Z at a deceleration equal to or less than a predetermined value. This makes it possible to suppress changes in the behavior of the second vehicle 30.

[0150] Furthermore, according to this embodiment, in a vehicle management system 1 including a driving control device that autonomously controls the driving of a first vehicle 20 and a vehicle management device 14 that outputs information to the driving control device, the vehicle management device 14 determines whether or not the first vehicle 20 has entered a passing area X through which the second vehicle 30 passes when parking or departing from a parked state around the first vehicle 20 traveling in a parking lot 8, and when it determines that the first vehicle 20 has not entered the passing area X, it calculates a virtual obstacle Z by: A vehicle management system 1 is provided in which the virtual obstacle Z is set at a position where the first vehicle 20 cannot enter the passing area X by autonomous driving because it does not overlap with the passing area X and because there is the virtual obstacle Z. When it is determined that the first vehicle 20 has entered the passing area X, the virtual obstacle Z is set at a position where the first vehicle 20 will exit the passing area X if it autonomously drives because there is the virtual obstacle Z. Information about the virtual obstacle Z is output to the driving control device, and the driving control device autonomously controls the driving of the first vehicle 20 using the information about the virtual obstacle Z. As a result, even if there is a first vehicle 20 approaching the second vehicle 30, the first vehicle 20 does not enter the passing area of the second vehicle 30 or exits the passing area, so the second vehicle 30 can park or depart from a parked state. The driving control device corresponds to the first driving control device 29.

[0151] Furthermore, according to this embodiment, in the cruise control system 2 including the first cruise control device 29 that autonomously controls the cruise of the first vehicle 20 and the second cruise control device 39 that autonomously controls the cruise of the second vehicle 30, when the second vehicle 30 is parked or departs from a parked state, the second cruise control device 39 determines whether or not the first vehicle 20 has entered a passing area Xa around the first vehicle 20 through which the second vehicle 30 passes when parking or departing from a parked state, and when it is determined that the first vehicle 20 has not entered the passing area Xa, the second cruise control device 39 moves a virtual obstacle Z to a position that does not overlap the passing area Xa and is located in the passing area Xa. Therefore, the virtual obstacle Z is set to a position where the first vehicle 20 cannot enter the passing area Xa by autonomous driving, and when it is determined that the first vehicle 20 has entered the passing area Xa, the virtual obstacle Z is set to a position where the first vehicle 20 will exit the passing area Xa if the first vehicle 20 autonomously drives due to the presence of the virtual obstacle Z, information about the virtual obstacle Z is output to the first driving control device 29, and the traveling of the second vehicle 30 is autonomously controlled using the information about the virtual obstacle Z, and the first driving control device 29 autonomously controls the traveling of the first vehicle 20 using the information about the virtual obstacle Z acquired from the second driving control device 39, thereby providing a driving control system 2. As a result, even if there is a first vehicle 20 approaching the second vehicle 30, the first vehicle 20 does not enter the passing area of the second vehicle 30 or exits the passing area, so that the second vehicle 30 can park or start from a parked state.

[0152] Furthermore, according to this embodiment, when the second vehicle 30 is parked or departs from a parked state around the first vehicle 20, it is determined whether the first vehicle 20 has entered a passing area Xa through which the second vehicle 30 passes when parking or departs from a parked state. When it is determined that the first vehicle 20 has not entered the passing area Xa, a virtual obstacle Z is set at a position that does not overlap with the passing area Xa and that the first vehicle 20 cannot enter the passing area X by autonomous driving due to the presence of the virtual obstacle Z. When it is determined that the first vehicle 20 has entered the passing area Xa, the virtual obstacle Z is set at a position that does not overlap with the passing area Xa and that the first vehicle 20 cannot enter the passing area X by autonomous driving due to the presence of the virtual obstacle Z. A driving control device is provided that sets a position where the first vehicle 20 will exit the passing area Xa if it autonomously drives because of the presence of a virtual obstacle Z, outputs information about the virtual obstacle Z to a first driving control device 29 that autonomously controls the driving of the first vehicle 20 or a vehicle management device 14 that outputs information to the first driving control device 29, autonomously controls the driving of the second vehicle 30 using the information about the virtual obstacle Z, and causes the first driving control device 29 to autonomously control the driving of the first vehicle 20 using the information about the virtual obstacle Z, or causes the vehicle management device 14 to autonomously control the driving of the first vehicle 20 using the information about the virtual obstacle Z. As a result, even if there is a first vehicle 20 approaching the second vehicle 30, the first vehicle 20 does not enter or exit the passing area of the second vehicle 30, allowing the second vehicle 30 to park or depart from the parked state. Note that the driving control device corresponds to a second driving control device 39. [Explanation of symbols]

[0153] 1. Vehicle management system 10. Parking facilities 11...imaging device 111, 112, 113, 114, 115...Surveillance cameras 11a, 11b, 11c, 11d, 11e...Shooting range 12…Distance measuring device 121, 122, 123, 124, 125, 126, 127, 128, 129, 1210, 1211, 1212, 1213, 1214, 1215, 1216…Sonar 13...Facility information 14...Vehicle management device 141...CPU (processor) 142...ROM 143...RAM 144...Communication equipment 20, 20a, 20b...1st car 21...imaging device 22…Distance measuring device 23...Map information 24...Vehicle position detection device 25...Navigation device 26...Vehicle control device 261... Vehicle speed control device 262...Steering control device 27…Display device 28...Input device 29...First driving control device 291...CPU (processor) 292...ROM 293...RAM 294...Communication equipment 30...Second car 31...imaging device 32…Distance measuring device 33...Map information 34...Vehicle position detection device 35...Navigation device 36...Vehicle control device 361... Vehicle speed control device 362...Steering control device 37…Display device 38...Input device 39...Second driving control device 391...CPU (processor) 392...ROM 393...RAM 394...Communication equipment 40...Terminal 40a... Terminal 1 40b...Second terminal 5...First control section 51...First detection unit 52...1st generation section 53...First running section 54...1st judgment section 55...First setting section 6...Second control section 61...Second detection unit 62...Second generation section 63...Second running section 64...Second judgment section 65...Second setting section 7...Third control section 71...Third detection unit 72...Third generation section 73...Third running section 74...Third judgment section 75...Third Setting Section 8...Parking lot 81...Drop-off point 82...Platform 83a, 83b, 83c, 83d, 83e, 83f, 83g, 83h...Parking spaces 84a, 84b, 84c, 84d, 84e, 84f, 84g, 84h...Parking spaces 85...Parking space 9a, 9b...Vehicles A...arrow L1~L3...Lane P1: Drop-off location P2, P2a, P2b…transition position P3, P3a, P3b, P3c, P3d...Reversing position P4, P4a, P4b, P4c...Parking locations P5, P5a, P5b...Transition positions P6: Boarding position P7, P8...location (2nd vehicle) Q1, Q2, Q3, Q4, Q5, Q6, Q7, Q8, Q9, Q10, Q11, Q12, Q13, Q14...Position (1st vehicle) R1: Approach route R2, R2a, R2b...Parking route R3, R3a, R3b...Departure route R4: Exit route R5, R5a, R5b, R5c, R5d, R5e, R5f...Stop route R6, R6a, R6b, R6c...Evasion route X, Xa...passage area Y, Ya...passage area Z, Za, Zb, Zc, Zd, Ze...Virtual obstacles

Claims

1. In a vehicle management device having a setting unit and a driving unit The setting unit When a second vehicle is parking or departing from a parked state around a first vehicle traveling in a parking lot, it is determined whether the first vehicle is entering a passing area through which the second vehicle passes when parking or departing from a parked state; When it is determined that the first vehicle has not entered the passing area, a virtual obstacle is set at a position that does not overlap with the passing area and at which the first vehicle cannot enter the passing area by autonomous driving due to the presence of the virtual obstacle; when it is determined that the first vehicle has entered the passing area, the virtual obstacle is set at a position where the first vehicle will exit the passing area if it autonomously travels due to the presence of the virtual obstacle; The running portion is A vehicle management device that autonomously controls the traveling of the first vehicle using information about the virtual obstacle.

2. The vehicle management device according to claim 1 , wherein the driving unit autonomously controls the driving of the second vehicle using information about the virtual obstacle, and parks the second vehicle or starts the second vehicle from a parked state.

3. The setting unit If the first vehicle has not entered the passing area, determining whether the first vehicle can avoid the second vehicle without coming into contact with the virtual obstacle; The running portion is When the setting unit determines that the first vehicle can avoid the second vehicle, the setting unit causes the first vehicle to travel so as to avoid the second vehicle; The vehicle management device according to claim 1 , wherein the setting unit causes the first vehicle to stop in front of the virtual obstacle when it determines that the first vehicle cannot avoid the second vehicle.

4. The setting unit If the first vehicle has entered the passing area, before setting the virtual obstacle, it is determined whether the first vehicle can avoid the second vehicle; The running portion is When the setting unit determines that the first vehicle can avoid the second vehicle, the setting unit causes the first vehicle to travel so as to avoid the second vehicle; When the setting unit determines that the first vehicle cannot avoid the second vehicle, the setting unit sets the virtual obstacle at a position ahead of the first vehicle in a traveling direction; After the first vehicle has stopped, the virtual obstacle is moved toward the first vehicle; A vehicle management device as described in any one of claims 1 to 3, wherein after the first vehicle exits the passing area, the virtual obstacle is stopped at a position that does not overlap with the passing area and where the first vehicle cannot enter the passing area by autonomous driving due to the presence of the virtual obstacle.

5. The setting unit When the first vehicle is a following vehicle of the second vehicle, the virtual obstacle is set at a position in front of the second vehicle or at a position overlapping with the second vehicle in a plan view; The running portion is The vehicle management device according to claim 3 or 4, wherein the second vehicle is caused to travel as if the virtual obstacle does not exist until the first vehicle has completed avoiding the virtual obstacle or the first vehicle has stopped.

6. The vehicle management device described in any one of claims 3 to 5, wherein the setting unit sets the virtual obstacle at a position where, when the second vehicle turns around from a parked state to depart and the first vehicle is stopped outside the passing area, the distance between the first vehicle and the second vehicle is longer than the distance when the first vehicle is stopped outside the passing area when the second vehicle turns around to park.

7. 7. The vehicle management device according to claim 3, wherein the setting unit sets the virtual obstacle at a position where the first vehicle can stop or avoid the virtual obstacle at a deceleration equal to or less than a predetermined value.

8. 1. A vehicle management method executed by a processor, comprising: The processor: When a second vehicle is parking or departing from a parked state around a first vehicle traveling in a parking lot, it is determined whether the first vehicle is entering a passing area through which the second vehicle passes when parking or departing from a parked state; When it is determined that the first vehicle has not entered the passing area, a virtual obstacle is set at a position that does not overlap with the passing area and at which the first vehicle cannot enter the passing area by autonomous driving due to the presence of the virtual obstacle; when it is determined that the first vehicle has entered the passing area, the virtual obstacle is set at a position where the first vehicle will exit the passing area if it autonomously travels due to the presence of the virtual obstacle; A vehicle management method that autonomously controls the traveling of the first vehicle using information about the virtual obstacle.

9. A vehicle management system including a first driving control device that autonomously controls the driving of a first vehicle, a second driving control device that autonomously controls the driving of a second vehicle, and a vehicle management device that outputs information to the first driving control device and the second driving control device, The vehicle management device when detecting that the second vehicle is parking or departing from a parked state around the first vehicle traveling in the parking lot, determining whether the first vehicle is entering a passing area through which the second vehicle will pass when parking or departing from a parked state; When it is determined that the first vehicle has not entered the passing area, a virtual obstacle is set at a position that does not overlap with the passing area and at which the first vehicle cannot enter the passing area by autonomous driving due to the presence of the virtual obstacle; when it is determined that the first vehicle has entered the passing area, the virtual obstacle is set at a position where the first vehicle will exit the passing area if it autonomously travels due to the presence of the virtual obstacle; outputting information about the virtual obstacle to the first driving control device and the second driving control device; The first driving control device is autonomously controlling the traveling of the first vehicle using information about the virtual obstacle; The second driving control device is A vehicle management system that autonomously controls the traveling of the second vehicle using information about the virtual obstacle.

10. A vehicle management system including a first driving control device that autonomously controls the driving of a first vehicle, a second driving control device that autonomously controls the driving of a second vehicle, and a vehicle management device that outputs information to the first driving control device and the second driving control device, The second driving control device is When the second vehicle is to be parked or depart from a parked state around the first vehicle traveling in a parking lot, it is determined whether the first vehicle is entering a passing area through which the second vehicle will pass when parking or departs from a parked state; When it is determined that the first vehicle has not entered the passing area, a virtual obstacle is set at a position that does not overlap with the passing area and at which the first vehicle cannot enter the passing area by autonomous driving due to the presence of the virtual obstacle; when it is determined that the first vehicle has entered the passing area, the virtual obstacle is set at a position where the first vehicle will exit the passing area if it autonomously travels due to the presence of the virtual obstacle; outputting information about the virtual obstacle to the vehicle management device; autonomously controlling the traveling of the second vehicle using information about the virtual obstacle; The first driving control device is acquiring information about the virtual obstacle from the vehicle management device; A vehicle management system that autonomously controls the traveling of the first vehicle using information about the virtual obstacle.

11. The first driving control device is If the first vehicle has not entered the passing area, determining whether the first vehicle can avoid the second vehicle without coming into contact with the virtual obstacle; When it is determined that the first vehicle can avoid the second vehicle, the first vehicle is driven so as to avoid the second vehicle; 11. The vehicle management system according to claim 9, wherein when it is determined that the first vehicle cannot avoid the second vehicle, the first vehicle is stopped in front of the virtual obstacle.

12. The first driving control device is If the first vehicle has entered the passing area, before setting the virtual obstacle, it is determined whether the first vehicle can avoid the second vehicle; When it is determined that the first vehicle can avoid the second vehicle, the first vehicle is driven so as to avoid the second vehicle; If it is determined that the first vehicle cannot avoid the second vehicle, output a determination result to the vehicle management device; The vehicle management device or the second driving control device that has acquired the determination result from the vehicle management device, setting the virtual obstacle at a position ahead of the first vehicle in a traveling direction; After the first vehicle has stopped, the virtual obstacle is moved toward the first vehicle; After the first vehicle has exited the passing area, the virtual obstacle is stopped at a position that does not overlap with the passing area and where the first vehicle cannot enter the passing area by autonomous driving due to the presence of the virtual obstacle; The first driving control device uses the information about the virtual obstacle acquired from the vehicle management device, The first vehicle is stopped in front of the virtual obstacle set at a position ahead in the traveling direction of the first vehicle; causing the first vehicle to travel so as not to come into contact with the virtual obstacle moving toward the first vehicle; The vehicle management system according to any one of claims 9 to 11, wherein the first vehicle is stopped in front of the stopped virtual obstacle.

13. When the first vehicle is a following vehicle of the second vehicle, the virtual obstacle is set at a position in front of the second vehicle or at a position overlapping with the second vehicle in a plan view; The vehicle management system according to claim 11 or 12, wherein the second vehicle is caused to travel as if the virtual obstacle does not exist until the first vehicle has completed avoiding the virtual obstacle or the first vehicle has stopped.

14. A vehicle management system as described in any one of claims 11 to 13, wherein when the second vehicle turns around from a parked state to depart and the first vehicle is stopped outside the passing area, the virtual obstacle is set at a position where the distance between the first vehicle and the second vehicle is longer than the distance when the first vehicle is stopped outside the passing area when the second vehicle turns around to park.

15. The vehicle management system according to any one of claims 11 to 14, wherein the virtual obstacle is set at a position where the first vehicle can stop or avoid the virtual obstacle with a deceleration equal to or less than a predetermined value.

16. A vehicle management system including a driving control device that autonomously controls driving of a first vehicle and a vehicle management device that outputs information to the driving control device, The vehicle management device When a second vehicle is parking or departing from a parked state around the first vehicle traveling in a parking lot, it is determined whether the first vehicle is entering a passing area through which the second vehicle passes when parking or departing from a parked state; When it is determined that the first vehicle has not entered the passing area, a virtual obstacle is set at a position that does not overlap with the passing area and at which the first vehicle cannot enter the passing area by autonomous driving due to the presence of the virtual obstacle; when it is determined that the first vehicle has entered the passing area, the virtual obstacle is set at a position where the first vehicle will exit the passing area if it autonomously travels due to the presence of the virtual obstacle; outputting information about the virtual obstacle to the driving control device; The driving control device includes: A vehicle management system that autonomously controls the traveling of the first vehicle using information about the virtual obstacle.

17. A driving control system including a first driving control device that autonomously controls driving of a first vehicle and a second driving control device that autonomously controls driving of a second vehicle, The second driving control device is When the second vehicle is parked or departs from a parked state around the first vehicle, it is determined whether the first vehicle is entering a passing area through which the second vehicle passes when parking or departs from a parked state; When it is determined that the first vehicle has not entered the passing area, a virtual obstacle is set at a position that does not overlap with the passing area and at which the first vehicle cannot enter the passing area by autonomous driving due to the presence of the virtual obstacle; when it is determined that the first vehicle has entered the passing area, the virtual obstacle is set at a position where the first vehicle will exit the passing area if it autonomously travels due to the presence of the virtual obstacle; outputting information about the virtual obstacle to the first driving control device; autonomously controlling the traveling of the second vehicle using information about the virtual obstacle; The first driving control device is a driving control system that autonomously controls driving of the first vehicle using information about the virtual obstacle acquired from the second driving control device;

18. When parking a second vehicle around a first vehicle or starting from a parked state, determining whether the first vehicle is entering a passing area through which the second vehicle passes when parking or departing from a parked state; When it is determined that the first vehicle has not entered the passing area, a virtual obstacle is set at a position that does not overlap with the passing area and at which the first vehicle cannot enter the passing area by autonomous driving due to the presence of the virtual obstacle; when it is determined that the first vehicle has entered the passing area, the virtual obstacle is set at a position where the first vehicle will exit the passing area if it autonomously travels due to the presence of the virtual obstacle; outputting information about the virtual obstacle to a first driving control device that autonomously controls the driving of the first vehicle or a vehicle management device that outputs information to the first driving control device; autonomously controlling the traveling of the second vehicle using information about the virtual obstacle; A driving control device that causes the first driving control device to autonomously control the driving of the first vehicle using information about the virtual obstacle, or causes the vehicle management device to autonomously control the driving of the first vehicle using information about the virtual obstacle.

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