Driving route creation system, driving assistance system, and driving route creation program

Abstract

To provide a travel route creation system that makes it possible to speedily create a travel route, and a drive support system and a travel route creation program that utilize the travel route creation system.SOLUTION: A travel route creation system 100 comprises: a first route creation part RC1 which creates a first route indicative of a travelable region from a start-point node to an end-point node based upon link node data; and a second route creation part RC2 which fragments the first route created by the first route creation part RC1 to create a set travel route of a vehicle as a second route.SELECTED DRAWING: Figure 5

Description

[Technical Field]

[0001] The present invention relates to a driving route generation system that generates a driving route for an autonomously driven vehicle, a driving assistance system that uses the driving route generation system, and a driving route generation program. [Background technology]

[0002] For example, as a technology related to autonomous vehicles, a driving route generation system that generates an automatic driving route for a harvester that harvests crops in untouched land while driving automatically is known (see Patent Document 1). Also, a map generation system that generates map data including coordinate information of multiple features that exist along roads is known (see Patent Document 2).

[0003] However, in Patent Document 1, when generating a driving route, information on the shape of unworked land and crop yield is required, which may make it difficult to quickly create a driving route, and in Prior Art 2, coordinate information on multiple features is required, which may make it difficult to quickly create a driving route. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Publication No. 2020-22428 [Patent Document 2] Japanese Patent Application Publication No. 2020-38361 Summary of the Invention

[0005] The present invention has been made in consideration of the above-mentioned points, and aims to provide a driving route creation system that enables quick creation of driving routes, a driving assistance system that uses the driving route creation system, and a driving route creation program.

[0006] To achieve the above object, a driving route creation system includes a first route creation unit that creates a first route indicating a driving area from a start node to an end node based on link node data, and a second route creation unit that creates a second route, which is a vehicle driving route set by subdividing the first route created by the first route creation unit.

[0007] In the above-mentioned driving route creation system, a vehicle's driving route is created based on link node data, which enables quick creation of a driving route. For example, when creating a driving route in a parking lot, by starting route creation based on link node data created from the parking lot's blueprint, it becomes possible to complete creation of the vehicle's driving route before the parking lot is completed, thereby shortening the lead time until the parking lot begins operation.

[0008] In a specific aspect of the present invention, the vehicle further includes a route correction unit that, if traveling along the second route created by the second route creation unit deviates from the drivable area, creates a new route from the first route created by the first route creation unit. In this case, it is possible to create a travel route that is corrected so as not to deviate from the drivable area.

[0009] In another aspect of the present invention, the second route created by the second route creation unit is a parking guidance route in an auto valet parking system. In this case, parking guidance in the auto valet parking system can be provided using the created driving route (second route).

[0010] In yet another aspect of the present invention, the first route creation unit performs priority-based arbitration when creating a first route for a plurality of vehicles. In this case, the first route creation unit can adjust the travel of the plurality of vehicles based on the priority so that the travel is smooth and free from collisions, etc.

[0011] In yet another aspect of the present invention, the second route creation unit creates the second route by smoothing the route extracted in grid units by dividing the drivable area and adding traveling speed information to the route. In this case, the second route suitable as a traveling route for the vehicle can be created from the first route, which is a rough route created by the first route creation unit.

[0012] A driving assistance system for achieving the above object assists an autonomous vehicle in driving based on a second route created by any of the above driving route creation systems. In this case, it is possible to quickly create a driving route for driving assistance of an autonomous vehicle, thereby reducing the lead time when starting driving assistance such as parking guidance in an auto valet parking system.

[0013] The driving route creation program for achieving the above object includes a first route creation program that creates a first route indicating a driving area from a start node to an end node based on link node data, and a second route creation program that creates a second route, which is a vehicle driving route set by subdividing the first route created by the first route creation program.

[0014] In the above-mentioned driving route creation program, a vehicle driving route is created based on link node data, which enables quick creation of a driving route. For example, when creating a driving route in a parking lot, by starting route creation based on link node data created from the parking lot's blueprint, it becomes possible to complete creation of the vehicle driving route before the parking lot is completed, thereby shortening the lead time until the parking lot starts operating. [Brief explanation of the drawings]

[0015] [Figure 1] FIG. 1 is a conceptual diagram for explaining an overview of a parking lot (auto valet parking) in which a driving assistance system according to an embodiment has been introduced. [Figure 2] FIG. 1 is a diagram (image data) showing an example of a layout of a parking lot. [Figure 3]FIG. 10 is an image diagram (image data) showing an example of link node data of a parking lot. [Figure 4] FIG. 1 is an image diagram (image data) showing an example of a vehicle's travel route in a parking lot. [Figure 5] FIG. 1 is a block diagram illustrating an example of the configuration of a driving route generation system. [Figure 6] 4 is a flowchart illustrating a series of operations in the driving route generation system. [Figure 7] 10A to 10D are conceptual perspective views showing an example of processing for different paths to pass through one node. [Figure 8] 10A to 10D are conceptual diagrams for explaining arbitration based on priority in creating the first route. [Figure 9] 10A to 10C are conceptual diagrams for explaining arbitration based on priority in creating a first route. [Figure 10] 10A to 10C are conceptual plan views showing an example of a travelable area from a start node to an end node. [Figure 11] FIG. 10 is a conceptual plan view illustrating smoothing of a route that has been subdivided and extracted in grid units. [Figure 12] FIG. 10 is a conceptual plan view showing an example of a passage check for determining whether or not a route correction is required. [Figure 13] FIG. 1 is a block diagram showing an example of the configuration of a driving assistance system. DETAILED DESCRIPTION OF THE INVENTION

[0016] Hereinafter, with reference to FIG. 1 and the like, an example of a driving route generation system according to one embodiment, a driving assistance system using the same, and a driving route generation program will be described. FIG. 1 is a conceptual diagram for outlining a parking lot PA to which a driving assistance system 500 according to this embodiment has been introduced, and FIGS. 2 to 4 show image diagrams (image data) of the parking lot PA at the design stage and processed image diagrams (image data) thereof. Furthermore, FIG. 5 is a block diagram for explaining a driving route generation system 100 that generates a driving route for an autonomously driven vehicle VE (see FIG. 1) in the parking lot PA, and a driving route generation program 50 (main control unit MP) that constitutes the driving route generation system 100. In other words, the driving route for the autonomously driven vehicle VE is generated in the driving route generation system 100 (driving route generation program 50), thereby enabling driving assistance by the driving assistance system 500 to be implemented.

[0017] First, an overview of the driving assistance system 500 will be described with reference to FIG. 1. In this embodiment, the parking lot PA is configured to perform parking using a so-called auto valet parking system. That is, communication is performed between a control center CC that manages the parking lot PA and the autonomously driven vehicle VE. In accordance with instructions from the control center CC, the autonomously driven vehicle VE autonomously drives using an autonomous driving control unit AC installed in the autonomously driven vehicle VE to automatically enter and exit a designated parking location (vehicle space CR) within the parking area MA. In the illustrated example, when an occupant disembarks from the autonomously driven vehicle VE parked at a parking position ST in the drop-off driveway AR1 within the boarding and disembarking area AR, the unmanned autonomous vehicle VE (autonomous driving control unit AC) begins communication with the control center CC, which is composed of a server that handles various data, and heads toward the designated parking space CR within the parking area MA in accordance with instructions from the control center CC. For example, when information such as the ID of the autonomous vehicle VE is sent from a smartphone or the like carried by the owner of the autonomous vehicle VE (a passenger who has disembarked) to the control center CC, the unmanned autonomous driving operation for parking by the auto valet parking system as described above is initiated. When the autonomous vehicle VE leaves the parking lot, when information regarding a call is sent from a smartphone or the like carried by the owner of the autonomous vehicle VE to the control center CC, the unmanned autonomous driving operation for moving the autonomous vehicle VE to the boarding porte-cochere AR2 is initiated.

[0018] In the illustrated example, for ease of explanation, in auto valet parking at parking lot PA, when autonomous vehicle VE enters, it travels from the drop-off porte-cochere AR1 to parking area MA and is parked in the designated parking space CR. Furthermore, when autonomous vehicle VE leaves, it travels from the parking space CR where it was parked to the pick-up porte-cochere AR2. In other words, it is assumed that the driving route to parking area MA is one-way and that parking area MA is reserved for auto valet parking. Note that driving assistance system 500 is not limited to the above example and can also be applied to parking lots that do not have one-way streets, for example.

[0019] To use a parking lot PA as an auto valet parking facility like the one described above, it is necessary to create a safe and reliable driving route (driving route) that enables automated driving from the drop-off driveway AR1 to each parking space CR in the parking area MA, and from each parking space CR to the pick-up driveway AR2. However, in the past, it was common to create a driving route (driving route) by actually driving a test automated vehicle after the parking lot was completed but before operation began, or to have the test automated vehicle recognize landmarks installed in the parking lot, thereby creating a state where automated driving is possible. In such cases, driving route data could not be created until the parking lot was completed, which was disadvantageous in terms of the lead time until operation began. Furthermore, there was also the problem that only the test automated vehicle used to create the driving route (driving route) or a vehicle of the same type could be driven automatically (i.e., the driving route was not consistent with the created data).

[0020] In contrast to this, in this embodiment, for example, in a parking lot PA where auto valet parking is performed, a driving assistance system 500 having an excellent configuration from the viewpoint of lead time is realized by using a driving route creation system that can create a driving route for an autonomous vehicle VE based on the design drawings of the parking lot PA before the parking lot PA is completed.

[0021] FIG. 2 is an image diagram showing a layout LY indicating the arrangement of aisles and parking spaces for the parking lot PA exemplified in FIG. 1, and is data that can be obtained before the parking lot PA is completed. Meanwhile, FIG. 3 is an image diagram showing link-node data LN for the layout LY of FIG. 2. That is, FIG. 3 shows bar-shaped links LK and point-shaped nodes ND set at each position in the parking lot PA in the layout LY of FIG. 2. Here, the nodes ND indicate representative points that the autonomously driven vehicle VE will pass through while traveling in the parking lot PA, and the links LK connecting the nodes ND correspond to the route of the autonomously driven vehicle VE. The positions of each node ND and link LK can be set by defining two-dimensional XY coordinates (Cartesian coordinates) on the image data, as shown in the figure, for example.

[0022] In the example shown in FIG. 3, there are approximately three nodes ND in a space equivalent to one vehicle compartment CR, and these nodes ND roughly indicate the location where the autonomous vehicle VE will pass. Similarly, links LK also roughly indicate the path of the autonomous vehicle VE. For example, in an aisle between two rows of vehicle compartments CR, if there is only one line formed by links LK connecting nodes ND, this is treated as an aisle narrow enough that vehicles cannot pass each other. In the above case, only one autonomous vehicle VE can exist in one node ND or one link LK, and two or more autonomous vehicles VE cannot exist in one node ND or one link LK at the same time. This also serves as a rough positional reference for determining passage procedures. However, such information alone is too rough and insufficient as parking guidance information for establishing autonomous driving in a parking lot PA. There are various possible methods for creating link node data LN from layout LY. For example, it is possible to automatically or manually set the position (XY coordinate position) of node ND taking into consideration the arrangement of each compartment CR in layout LY, the parking positions ST of driveways AR1 and AR2, the width of the aisle, etc., and then set node ND to connect these.

[0023] In contrast to the above, FIG. 4 shows one driving route in a parking lot PA. Specifically, the route from one parking position STα to one vehicle compartment CRα is indicated by one line LL and multiple points PT. Autonomous driving in the parking lot PA is established by the autonomous vehicle VE traveling according to the route information. For example, the line LL shows a trajectory through a representative point (e.g., a center position) indicating the position of the autonomous vehicle VE, and the points PT are plotted on the line LL at equal time intervals. That is, the points PT indicate changes in the driving speed of the autonomous vehicle VE, with wider intervals between the points PT indicating a faster driving speed and narrower intervals between the points PT indicating a slower driving speed. In the illustrated example, the section indicated by the solid arrow A1 indicates that the autonomous vehicle VE is moving forward, and the section indicated by the dashed arrow A2 indicates that the autonomous vehicle VE is moving backward (backing up).

[0024] For example, in the case of realizing auto valet parking in a parking lot PA, in order to enable autonomous driving (automatic driving) of an autonomously driven vehicle VE in the parking lot PA, it is necessary to create a driving route as shown in Fig. 4. In this embodiment, the necessary driving route is created through two steps: a step (first step) of creating a first route by processing the link node data LN shown in Fig. 3, i.e., data available in the design stage, and a step (second step) of creating a second route equivalent to the driving route as shown in Fig. 4 by processing the first route created in the first step, such as by subdividing it.

[0025] Hereinafter, with reference to FIG. 5 and the like, a configuration example of the driving route generation system 100 (driving route generation program 50) according to this embodiment and an example of its operation processing will be described.

[0026] 5, the travel route generation system 100 includes a data receiving unit 10 that receives various data, a storage unit 30 that stores various data, and a main control unit MP that corresponds to a travel route generation program 50 that generates travel routes (the first and second routes described above). The travel route generation system 100 is composed of, for example, various electronic circuits, a CPU, various storage devices, etc., and constitutes the above-mentioned units.

[0027] In the driving route creation system 100, the data acceptance unit 10 is an interface unit that accepts data from outside, and here accepts image data (parking lot layout data) showing the layout LY of the parking lot PA, an example of which has been described above with reference to Figures 2 and 3, and corresponding link node data LN from a parking lot drawing system PD, which is an external device that creates design drawings of the parking lot PA. The various data accepted by the data acceptance unit 10 are stored in the memory unit 30.

[0028] The memory unit 30 is composed of various storage devices, etc., and includes a link node data memory unit NM that stores link node data, a parking lot layout data memory unit LM that stores parking lot layout data, a first route memory unit MM1 that stores the first route created by the main control unit MP and various data related thereto, and a second route memory unit MM2 that stores the second route created by the main control unit MP and various data related thereto.

[0029] The main control unit MP is composed of various electronic circuits, a CPU, etc., and executes various programs by, for example, calling up various data and programs stored in the storage unit 30 as needed, thereby performing calculations related to the creation of a travel route. In other words, in such a case, the main control unit MP functions as a travel route creation program 50 that creates a travel route. Here, as shown in the figure, the main control unit MP is equipped with a first route creation unit RC1, a second route creation unit RC2, a deviation detection unit DD, and a route correction unit PR, and creates the above-mentioned first and second routes, etc. by operating or functioning as these.

[0030] The first route creation unit RC1 processes the link node data LN stored in the link node data storage unit NM to create a route. Here, a route indicating a drivable area from one node (start node) to another node (end node) is ultimately created as the first route. In addition, other processes leading up to the creation of the drivable area include a route search (route generation) process based on the link node data, which is the premise, and the creation of node occupancy information to perform a process of arbitrating between multiple vehicles based on priority when they travel on the generated route. That is, in this example, the node occupancy information is created on the premise that a route is extracted as a result of a route search (route generation) using an existing method, and then the drivable area is created. As described above, the first route creation unit RC1, or the main control unit MP serving as the first route creation unit RC1, executes various programs (first route creation programs) to perform route search based on the link node data, create node occupancy information, and create a drivable area, thereby performing calculations related to the creation of a driving route.

[0031] The second route creation unit RC2 further processes the first route created by the first route creation unit RC1 to create a second route including various data necessary for autonomous driving of the autonomously driven vehicle VE. Specifically, the second route creation unit RC2 creates a second route by subdividing the first route, i.e., the drivable area formed by connecting each node, into smaller units (e.g., 50 cm square grid units) through route search (route generation) using an existing method. The created second route includes information on the trajectory (corresponding to line LL in FIG. 4) through which a representative point (e.g., a center position) indicating the position of the autonomously driven vehicle VE passes, and the traveling speed of the autonomously driven vehicle VE while moving along the trajectory (equivalent to point PT in FIG. 4). In other words, by using the second route, autonomous driving of the autonomously driven vehicle VE in the parking lot PA is established. In particular, in this embodiment, the actual parking lot PA does not need to be completed before the second route is created, making it possible to complete the creation of the vehicle's traveling route before the parking lot PA is completed.

[0032] The deviation inspection unit DD executes various programs (deviation inspection programs) and performs calculations to inspect whether the autonomous vehicle VE deviates from the drivable area when traveling based on the second route created through the first route creation unit RC1 and the second route creation unit RC2. By repeating this inspection as necessary and preventing deviation from occurring, it becomes possible to create a route that enables more accurate driving assistance.

[0033] When a deviation is detected in the deviation inspection unit DD, the route correction unit PR executes various programs (route correction programs) and performs calculations to correct the data so that the data can be corrected by restarting the processing in the first route creation unit RC1.

[0034] A series of operations in the driving route generation system 100 will be described below with reference to the flowchart shown in FIG.

[0035] First, as a premise, the main control unit MP reads out link node data LN from the link node data storage unit NM (step S101), and as a first route creation unit RC1 that creates a first route, performs a route search (route generation) for the read out link node data LN using an existing method such as the Dijkstra method (step S102). As a result, a route search (route generation) that is optimized to minimize time, for example, is performed. At this time, a process is performed to exclude, for example, different routes passing through the same node at the same time (corresponding to a vehicle collision) (a detailed example will be described later). At this time, the route search is performed so as to generate a route that is the shortest in terms of time. In this way, a rough route is generated, so to speak.

[0036] Next, the main control unit MP, as the first route creation unit RC1, creates node occupancy information for the rough route generated in step S102 (step S103). That is, when multiple routes (rough routes) intersect at one node, which corresponds to the case where multiple vehicles are traveling, handling is set according to a predetermined priority order. That is, the main control unit MP sets the node occupancy order among the multiple routes (a detailed example will be described later). Note that various modes of prioritization are conceivable, such as prioritizing call (exit) over parking (entry), or following the order of parking (entry) if all are call (entry), or following the order of receiving commands. Note that in this case, the procedure is to adopt the rough route that is appropriate for the above priority order from among the rough routes generated in step S102.

[0037] Next, the main control unit MP functions as the first route creation unit RC1 to create a drivable area (step S104). Here, the drivable area between one node and another node is set (a detailed example will be described later). When setting the drivable area, it is possible to consider, for example, the positions of the nodes and links connecting the nodes, the size (width) of vehicles expected to pass through the positions of the nodes and links, and the maximum value of the minimum turning radius. In this way, the first route is created by the first route creation unit RC1.

[0038] Next, the main control unit MP, as a second route creation unit RC2 that creates a second route, subdivides the drivable area created in step S104 and extracts the grid-based data (step S105). In this example, the entire drivable area is subdivided into 50 cm square grids. In this case, the drivable area is an area that covers the node-link data, that is, an area that covers all of the aisles and parking spaces that make up the parking lot PA, and information similar to map data is generated by subdividing this into 50 cm square grids.

[0039] Next, the main control unit MP, functioning as the second route creation unit RC2, performs a route search (route generation) for the area subdivided into grid units using an existing method, such as a hybrid A-star algorithm (step S106). In this case, the route search (route generation) is optimized, for example, to minimize time, taking into account data obtained by analyzing image data (parking lot layout data) for the layout LY or data originally included therein, such as the parking orientation in the parking space and the associated vehicle flow during parking. Furthermore, the main control unit MP smoothes the vehicle flow (trajectory) (corresponding to creating a smooth line LL as shown in FIG. 4) and adds information about the vehicle's traveling speed (corresponding to positioning point PT as shown in FIG. 4) for the traveling route generated (obtained) as a result of step S106, so that it can be applied to autonomous driving of the autonomous vehicle VE (step S107). In this way, the second route creation unit RC2 creates the second route.

[0040] Furthermore, the main control unit MP, functioning as the deviation inspection unit DD, performs a node passage check on the second route created as described above. That is, it checks whether the second route corresponds to normal passage through each node as the vehicle passes along it (step S108). For example, when autonomous driving is performed along the second route due to various settings related to position, range, etc., and adjustments such as smoothing, among the various processes described above, there is a possibility that the autonomously driven vehicle VE may deviate (go beyond) the drivable area. Therefore, the main control unit MP, functioning as the deviation inspection unit DD, checks whether there is any deviation from the drivable area (step S109).

[0041] If it is determined in step S109 that a deviation has occurred (step S109: Yes), the main control unit MP corrects the original link node data LN (step S110) and repeats the process from step S102 again. In other words, the process is restarted from the first step of the two-stage process.

[0042] On the other hand, if it is determined in step S109 that there is no deviation (step S109: No), the main control unit MP stores the information regarding the first route and the second route set as described above as the final result in the first route memory unit MM1 and the second route memory unit MM2, respectively.

[0043] Various methods can be considered for the correction process of the link-node data LN in step S110, and one possible method is to change the position coordinates of the nodes and links located at and around the point where the deviation occurred according to the degree of deviation. Note that the correction may be performed by manually inputting data corrections by a person and accepting them on the driving route generation system 100 side.

[0044] Hereinafter, a specific example of each of the above-mentioned processes will be described with reference to FIG. 7 and other figures. First, FIGS. 7(A) to 7(D) are conceptual perspective views for explaining an example of a process for preventing different routes from passing through the same node at the same time. As a simple example, FIG. 7(A) and other figures show a case where different routes A and B both pass through node ND numbered 2. That is, as shown in FIG. 7(A), route A passes from node ND numbered 0 to node 3 via number 2. In contrast, route B passes from node ND numbered 1 to node ND numbered 2 to node 0. In this case, the route is specified so that one of the routes passes before the other passes through the same node ND indicated by number 2. The illustrated example shows an example in which route A passes first, and then route B passes. In other words, a case is shown in which a vehicle corresponding to route A passes through node 2 while a vehicle corresponding to route B waits. In particular, as shown in Figures 7(B) to 7(D), a direction Z perpendicular to the planar XY coordinates is set as a sort of time axis, and a time-expanded path model is created. Here, as shown in Figure 7(B), for example, the first time period is represented by a solid line as Phase α1, the next by a dashed line as Phase α2, and the next by a dashed-dotted line as Phase α3. Furthermore, as for the nodes ND in Phase α1, the four corresponding nodes ND in Phase α2 are numbered 0' to 3' as points corresponding to the numbers 0 to 3, and the four corresponding nodes ND in Phase α3 are numbered 0" to 3".

[0045] As shown in Figure 7(C), first, in phase α1, the prioritized path A is passed through. That is, path A passes through numbers 0, 2, and 3 in that order. On the other hand, path B cannot move from position number 1 in phase α1 and continues to move toward phase α2 from the position corresponding to number 1. In this case, as shown in the figure, this is considered to be a movement from number 1 to the corresponding position number 1' for path B. Then, path B passes through number 2' and reaches number 3' in phase α2. In other words, the operation corresponding to the intended movement of path B is achieved by phase α2. Depending on the situation of each path, it may be used up to phase α3 or even more. However, in the above example, the necessary operations are completed by phase α2, taking into account path optimization (time minimization). Furthermore, by adopting the above processing method, it becomes possible to apply, for example, the Dijkstra algorithm for path search (path generation).

[0046] By performing the above-described processing, appropriate processing becomes possible when multiple routes pass through the same node ND. In the above example, route A is given priority over route B, but it is also possible to perform processing so that route B is given priority over route A. That is, route B may be passed through in phase α1, and then route A may be passed through up to phase α2. By making the routes selectable in both cases, appropriate selection becomes possible when, for example, setting priorities thereafter.

[0047] Hereinafter, with reference to FIGS. 8(A) to 8(D) and 9(A) to 9(C), priority-based arbitration in the creation of the first route, i.e., creation of node occupancy information, will be described. For simplicity's sake, the link node data LN in this example is assumed to consist of 13 nodes ND numbered 0 to 12 and 12 links LK connecting these nodes, as shown in FIG. 8(A). Furthermore, as shown in FIGS. 8(B) to 8(D), vehicles VE1 to VE3 exist that pass through three routes A, B, and C, with vehicle VE1 having the highest priority, followed by vehicle VE2. In other words, the priority of each route A, B, and C is assumed to be A>B>C. As shown in the figures, route A (vehicle VE1) passes through nodes ND numbered 0, 2, 6, 10, and 12 in that order, and proceeds in a straight line in the -Y direction (vertical direction). Route B (vehicle VE2) passes through nodes ND numbered 4, 5, 6, 7, and 8 in that order, and proceeds in a straight line in the +X direction (horizontal direction). Finally, route C (vehicle VE3) passes through nodes ND numbered 1, 2, 6, 10, and 11 in that order, and proceeds in a crank-shaped curve.

[0048] When the above three routes are overlapped, the result is as shown in FIG. 9(A), and they overlap at some nodes ND. Specifically, as shown in FIG. 9(B), when the symbols A, B, and C are assigned to each number, it is clear that routes A and C overlap at numbers 2 and 10, and routes A, B, and C all overlap at number 6. In this case, as shown in FIG. 9(C), of the three routes A, B, and C, route A (vehicle VE1), which has the highest priority in phase β1, first passes through node ND in the order of numbers 0, 2, 6, 10, and 12. During this time, route B (vehicle VE2) can proceed from number 4 to number 5, but cannot proceed to number 6, which overlaps with route A, and waits just before number 6. Route C (vehicle VE3) remains at number 1 and waits (it cannot proceed to number 2, which overlaps with route A).

[0049] Next, in phase β2 after route A has passed through, route B (vehicle VE2), which has priority, passes through nodes ND in the order of numbers 5, 6, 7, and 8. During this time, route C (vehicle VE3) can proceed from number 1 to number 2, but cannot proceed to number 6, which overlaps with route B, and will wait just before number 6.

[0050] Finally, in phase β3 after the completion of the passage of routes A and B, route C (vehicle VE3) passes through nodes ND numbered 2, 6, 10, and 11 in this order.

[0051] Data on how to handle routes in various patterns including the pattern in the above example is stored in the first route storage unit MM1.

[0052] The above-described process of setting up a route based on priority / non-priority is carried out as arbitration based on priority, that is, as a process of creating node occupancy information.

[0053] An example of creating a drivable area DD1 will be described below with reference to FIGS. 10(A) to 10(C). FIG. 10(A) is a conceptual plan view showing an example of the drivable area DD1 from the start node NDs to the end node NDe, where the start node NDs and the end node NDe are connected by a straight (linear) link LK. As a typical example, the example shows a node ND and a link LK arranged on a straight passage. In this case, the position, width, size, etc. of the drivable area DD1 can be set taking into consideration the size (width) and the maximum value of the minimum turning radius of the largest assumed vehicle among the autonomously driven vehicles VE passing from the start node NDs to the end node NDe. In the example shown, the right width RW and the left width LW are set in a direction perpendicular to the extension direction of the link LK based on the positions of the node ND and the link LK. Furthermore, FIG. 10(A) shows, as a typical example, a node ND and a link LK arranged on a curved passage. In this case, it may be considered to take into account the trajectory (passing range) of the vehicle based on the maximum value of the minimum turning radius of the vehicle that is assumed to be the largest passing vehicle.

[0054] Furthermore, as shown in FIG. 10(C), by connecting the drivable areas DD1 from one node ND (starting node NDs) to another node ND (ending node NDe), a single large route map is created in which the drivable areas DD1 provided for the nodes ND are connected, corresponding to the entire link node data LN (see FIG. 3). In this case, as shown in the left diagram of FIG. 10(C), there is a possibility that a gap GP will occur outside the bending portion of the path during the connection. For such locations, it is conceivable to provide an extension area DD2 to fill in the gap, as shown in the right diagram of FIG. 10(C).

[0055] Next, Figure 11 is a conceptual diagram illustrating the process of smoothing a route extracted by dividing it into grid units in the creation of a second route. The illustrated example shows a state in which a flow line OR indicating a vehicle's trajectory is obtained as a result of a route search (route generation) using, for example, a hybrid A-star algorithm. Furthermore, the flow line OR, which is not smooth and cannot be used as a vehicle flow line as is, is smoothed to create a smooth flow line SR. The second route is created by adding a point indicating speed (see point PT in Figure 4) to the flow line SR.

[0056] 12 is a conceptual plan view showing an example of a passage check for determining whether a route correction is necessary. The example shown shows a second route formed by a flow line SR and a point PT for the drivable area DD1 shown in FIG. 10(C), and an automatically driven vehicle VE moving along this route.

[0057] In the drawing, when the automatically driven vehicle VE passes through the drivable area DDX shown by hatching, it is determined that it has passed the node ND in the drawing, and here, whether or not a deviation has occurred is determined based on whether or not the automatically driven vehicle VE goes outside the drivable area DDX until it passes through the drivable area DDX, that is, until it is determined that the automatically driven vehicle VE has passed the next node ND (not shown). By making this determination for the drivable area DD1 corresponding to the entire link node data LN (see FIG. 3), the presence or absence of a deviation is checked.

[0058] 13 is a block diagram showing an example configuration of driving assistance system 500. In the example shown, driving assistance system 500 is configured as or as part of a control center CC (see FIG. 1) provided for managing parking lots PA, and includes a reception unit RE that receives vehicle information from automatically driven vehicle VE, a driving route determination unit RD that determines a driving route, and an output unit EX, and driving route determination unit RD is configured with a memory unit 530 and a main control unit 550.

[0059] Driving assistance system 500 receives various types of information related to valet parking from autonomously driven vehicle VE via reception unit RE. In particular, driving assistance system 500 handles assistance information for autonomous driving when entering and leaving a parking lot. That is, driving assistance system 500 uses driving route determination unit RD to create driving route information corresponding to the information received by reception unit RE, and transmits the created driving route information to autonomously driven vehicle VE via output unit EX.

[0060] Here, the memory unit 530 of the driving assistance system 500 stores various data including data on the first route and the second route created in the driving route creation system 100. That is, the memory unit 530 is provided with a link node data memory unit NM, a parking lot layout data memory unit LM, a first route memory unit MM1, and a second route memory unit MM2, and the main control unit 550 functions as a route setting unit 550a that uses the various data stored in the memory unit 530 to set the position of the vehicle compartment CR where the autonomously driven vehicle VE will be parked, the driving route to the vehicle compartment CR, etc.

[0061] Main control unit 550 also sets the above-mentioned driving route while functioning as driving monitoring unit 550b that monitors the driving of autonomously driven vehicle VE by monitoring using cameras and the like (not shown) installed in parking lot PA. In addition to the above, memory unit 530 is also provided with a vehicle data memory unit DM that stores various information related to autonomously driven vehicle VE parked in parking lot PA for parking lot management based on control by main control unit 550.

[0062] As described above, the driving route generation system 100 according to this embodiment includes a first route generation unit RC1 that generates a first route indicating a drivable area from a start node to an end node based on link node data, and a second route generation unit RC2 that generates a second route, which is a vehicle driving route set by subdividing the first route generated by the first route generation unit RC1. The driving route generation system 100 generates a vehicle driving route based on link node data, enabling rapid generation of a driving route. For example, when generating a driving route within a parking lot PA, by starting route generation based on link node data created from the design drawings of the parking lot PA, it becomes possible to complete generation of the vehicle driving route before the parking lot PA is completed, thereby shortening the lead time until the parking lot PA begins operation.

[0063] 〔others〕 The present invention is not limited to the above-described embodiment, and can be embodied in various forms without departing from the spirit and scope of the present invention.

[0064] First, in the above, the present invention is applied to parking lots that support auto valet parking, but it is not limited to this and can be applied to various locations where autonomous driving guidance is provided for self-driving vehicles.

[0065] Furthermore, the shape of the parking lot PA is merely an example and is not limited to this, and can be applied to parking lots of various shapes and structures. For example, this case can be applied not only to flat parking lots, but also to multi-story parking lots. [Explanation of symbols]

[0066] 10...data reception unit, 10...automatic driving control unit, 30...storage unit, 50...driving route creation program, 70...display unit, 100...driving route creation system, 500...driving assistance system, 530...storage unit, 550...main control unit, 550a...route setting unit, 550b...driving monitoring unit, A, B, C...route, A1, A2...arrows, AC...automatic driving control unit, AR...boarding and disembarking area, CC...control center, CR, CRα...vehicle compartment, DD...deviation inspection unit, DD1...drivable area, DD2...extension area, DDX...drivable area, DM...vehicle data memory unit, EX...output unit, GP...gap, LK...link, LL...line, LM...parking lot layout Data storage unit, LN...link node data, LW...left width, LY...layout, MA...parking area, MM1...first route storage unit, MM2...second route storage unit, MP...main control unit, ND...node, NDe...end node, NDs...start node, NM...link node data storage unit, OR...traffic line, PA...parking lot, PD...parking lot drawing system, PR...route correction unit, PT...point, RC1...first route creation unit, RC2...second route creation unit, RD...driving route determination unit, RE...reception unit, RW...right width, SR...traffic line, ST, STα...parking position, VE...autonomous driving vehicle, VE1~VE3...vehicle, Z...direction, α1~α3, β1~β3...phase

Claims

1. A first route creation unit that creates a first route indicating a drivable area from a start node to an end node based on link node data on layout data at the design stage; a second route creation unit that creates a second route by dividing the first route created by the first route creation unit into smaller sections and setting a vehicle travel route; a deviation inspection unit that inspects whether or not there is a deviation from the drivable area during travel along the second route; A driving route creation system comprising:

2. A driving route creation system as described in claim 1, further comprising a route correction unit that, if inspection by the deviation inspection unit determines that driving along the second route will deviate from the drivable area, recreates the route from the creation of the first route by the first route creation unit.

3. The driving route generation system according to claim 1 , wherein the second route generated by the second route generation unit is a parking guidance route in an auto valet parking system.

4. 4. The driving route generation system according to claim 1, wherein the first route generation unit performs arbitration based on priority when generating the first route for a plurality of vehicle trips.

5. The driving route creation system according to any one of claims 1 to 4, wherein the second route creation unit creates the second route by smoothing the route extracted in grid units by dividing the drivable area and adding driving speed information.

6. A driving assistance system that assists driving of an autonomous vehicle based on the second route created by the driving route creation system according to any one of claims 1 to 5.

7. A first route creation program that creates a first route indicating a drivable area from a start node to an end node based on link node data on layout data at the design stage; a second route creation program that creates a second route by dividing the first route created by the first route creation program into smaller vehicle travel routes; a deviation inspection program that inspects whether or not there is a deviation from the drivable area during travel along the second route; A driving route creation program comprising:

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