In-vehicle systems

Abstract

To provide an on-vehicle system for load distribution when acquiring a target trajectory suitable for a vehicle.SOLUTION: An on-vehicle system installed in a vehicle maintains information on vehicle parameters contributing to a passing area of the vehicle. Further, the on-vehicle system acquires a target trajectory for the vehicle to a destination in a specified area. More specifically, the on-vehicle system acquires information regarding a trajectory to a destination in a specified area that does not depend on the vehicle parameter. Then, the on-vehicle system corrects the base trajectory based on the vehicle parameters to acquire the target trajectory specific to the vehicle.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present disclosure relates to a technique for acquiring a target trajectory suitable for a vehicle. [Background Art]

[0002] Patent Document 1 discloses a technique related to parking of an autonomous vehicle. A parking control device calculates a travel trajectory to a parking space based on sensor data collected from various sensors in a parking lot and vehicle information (such as vehicle type) received from the autonomous vehicle. The parking control device provides the calculated travel trajectory to the autonomous vehicle. The autonomous vehicle autonomously travels to the parking space according to the travel trajectory received from the parking control device and parks. [Prior Art Literature] [Patent Literature]

[0003] [Patent Document 1] Japanese Unexamined Patent Publication No. 2020-080142 [Summary of the Invention] [Problem to be Solved by the Invention]

[0004] According to the technology disclosed in Patent Document 1, an external parking control device receives vehicle information (such as vehicle type) from the vehicle, calculates a driving trajectory based on the received vehicle information, and provides the calculated driving trajectory to the vehicle. This parking control device needs to be able to handle a wide variety of vehicles using the parking lot. Setting an appropriate driving trajectory for each of these diverse vehicles requires a complex algorithm and a vast driving trajectory map. This increases the processing load on the parking control device. Limiting the content of the vehicle information to reduce the processing load is conceivable, but in that case, an appropriate driving trajectory that sufficiently considers the individuality of each vehicle will not be generated, resulting in a decrease in the accuracy of vehicle driving. Conversely, if the content of the vehicle information is increased to consider the individuality of all vehicles, the algorithm and driving trajectory map become exponentially more complex, and the processing load also increases exponentially. Furthermore, each time a new vehicle type is introduced, the algorithm and driving trajectory map need to be updated.

[0005] One purpose of this disclosure is to provide a technology that can distribute the load when acquiring a target trajectory suitable for a vehicle. [Means for solving the problem]

[0006] One aspect of this disclosure relates to in-vehicle systems installed in vehicles. The in-vehicle system is One or more processors that acquire the target trajectory of a vehicle to a destination in a predetermined area, One or more storage devices that store information on vehicle parameters that contribute to the vehicle's passage area. It is equipped with. One or more processors acquire information about a base trajectory that is independent of vehicle parameters and represents the trajectory to the destination within a predetermined area. One or more processors acquire a vehicle-specific target trajectory by correcting the base trajectory based on vehicle parameters. [Effects of the Invention]

[0007] According to this disclosure, an in-vehicle system mounted on a vehicle acquires a base trajectory that is independent of vehicle parameters. Then, the in-vehicle system acquires an appropriate target trajectory specific to the vehicle by correcting the base trajectory based on the vehicle parameters. Because the in-vehicle system corrects the base trajectory to the target trajectory while considering the vehicle parameters, external systems do not need to consider the vehicle parameters. Therefore, it becomes possible to distribute the load when acquiring a target trajectory suitable for the vehicle. [Brief explanation of the drawing]

[0008] [Figure 1] This is a conceptual diagram illustrating an example of vehicle control in a predetermined area according to an embodiment. [Figure 2] This is a conceptual diagram illustrating the vehicle parameters and target trajectory according to the embodiment. [Figure 3] This is a conceptual diagram illustrating the target trajectory setting method according to the comparative example and embodiment. [Figure 4] This is a conceptual diagram illustrating an example of base trajectory correction according to the embodiment. [Figure 5] This is a block diagram showing an example configuration of an in-vehicle system according to an embodiment. [Figure 6] This is a block diagram showing an example configuration of a management system according to an embodiment. [Modes for carrying out the invention]

[0009] 1. Vehicle control in a designated area Let's consider the control of Vehicle 1 in a designated area of ​​augmented reality (AR). Examples of a designated area of ​​augmented reality include parking lots, factories, facility grounds, and even a small city (smart city). In the designated area of ​​augmented reality, Vehicle 1 is controlled to travel to a set destination. Vehicle 1 may be an autonomous vehicle.

[0010] Figure 1 is a conceptual diagram illustrating an example of vehicle 1 control in a predetermined area AR. In the example shown in Figure 1, the predetermined area AR is a parking lot PL. This parking lot PL provides an automated valet parking (AVP) service. Vehicle 1 is equipped with the function to perform automated valet parking and can drive autonomously at least within the parking lot PL.

[0011] The in-vehicle system 10 is installed in vehicle 1 and controls vehicle 1. Specifically, the in-vehicle system 10 uses recognition sensors (e.g., cameras) installed in vehicle 1 to recognize the surrounding environment of vehicle 1. The in-vehicle system 10 safely drives vehicle 1 while recognizing the surrounding environment of vehicle 1. In addition, multiple markers M (landmarks) are placed within the parking lot PL. Markers M are used to guide vehicle 1 within the parking lot PL. For example, the in-vehicle system 10 acquires images of the surrounding environment using a camera and recognizes markers M based on the images. Then, based on the recognition results of the markers M, the in-vehicle system 10 performs localization processing to estimate the position of vehicle 1 within the parking lot PL with high accuracy. Based on the estimated vehicle position, the in-vehicle system 10 automatically drives vehicle 1 within the parking lot PL.

[0012] The management system 100 is a system for managing the parking area PL (designated area AR) and automated valet parking, and is located outside of the vehicle 1. The management system 100 can communicate with each vehicle 1 within the parking area PL. The management system 100 may also remotely control each vehicle 1 within the parking area PL.

[0013] The parking process is as follows: Vehicle 1 stops in the parking area. The management system 100 assigns an available parking space to Vehicle 1. The assigned available parking space becomes the target parking space (destination) for Vehicle 1 at the time of parking. Then, a target trajectory TR (target route) is set from the parking area to the target parking space in the parking lot PL. Details of how to set this target trajectory TR will be described later. The in-vehicle system 10 acquires information on the target trajectory TR to the target parking space. The management system 100 issues a parking instruction to the in-vehicle system 10. In response to the parking instruction, the in-vehicle system 10 drives Vehicle 1 to the target parking space according to the target trajectory TR. In other words, the in-vehicle system 10 controls Vehicle 1 to follow the target trajectory TR while estimating the vehicle's position. Then, the in-vehicle system 10 parks Vehicle 1 in the target parking space.

[0014] The exit process is as follows: When exiting, the designated exit area becomes the destination for vehicle 1. A target trajectory TR is set from the parking space in the parking lot PL to the exit area. Details of how to set this target trajectory TR will be described later. The on-board system 10 acquires information on the target trajectory TR to the exit area. The management system 100 issues an exit instruction to the on-board system 10. In response to the exit instruction, the on-board system 10 drives vehicle 1 to the exit area according to the target trajectory TR. In other words, the on-board system 10 controls vehicle 1 to follow the target trajectory TR while estimating the vehicle's position. Then, the on-board system 10 stops vehicle 1 in the exit area.

[0015] 2. Setting target trajectory considering vehicle parameters Within the designated area AR, it is desirable that vehicle 1 travel safely. Specifically, it is desirable that vehicle 1 reach its destination without deviating from the roadway or coming into contact with any obstacles.

[0016] Figure 2 shows a scene where vehicle 1 turns left in a predetermined area AR. In [A] of Figure 2, vehicle 1 turns left without protruding from the roadway 2 and without colliding with obstacle 3. On the other hand, in [B] of Figure 2, vehicle 1 protrudes from the roadway 2 and collides with obstacle 3. In order to avoid situations like [B], it is desirable to set an appropriate target trajectory TR in advance. To achieve this, it is necessary to set the target trajectory TR by taking into account the area through which vehicle 1 (the vehicle body) passes. The area through which vehicle 1 (the vehicle body) passes is hereinafter referred to as the "passage area".

[0017] The vehicle parameter PV is a parameter that contributes to the passage area of vehicle 1. For example, the vehicle parameter PV includes the length L, width W, wheelbase WB, tread and other parameters of vehicle 1. The vehicle parameter PV may also include the installation positions and sizes of external components such as mirrors and decorative parts of vehicle 1. The vehicle parameter PV may also include the steering system of vehicle 1 (2WS or 4WS). The vehicle parameter PV may also include the weight of vehicle 1. The vehicle parameter PV may also include the tire performance of vehicle 1. Furthermore, the weight and tire performance of vehicle 1 affect the steering performance of vehicle 1. It can also be said that the vehicle parameter PV represents the "individuality" and "characteristics" of vehicle 1.

[0018] The passage area of vehicle 1 is determined by the vehicle parameter PV. By considering this passage area, the target trajectory TR can be set such that vehicle 1 can travel safely in the predetermined area AR. That is, based on the vehicle parameter PV, an appropriate target trajectory TR for vehicle 1 can be set. The vehicle parameter PV may differ for each vehicle 1. Accordingly, the appropriate target trajectory TR for vehicle 1 may also differ for each vehicle 1.

[0019] Hereinafter, a method for setting an appropriate target trajectory TR for each vehicle 1 in consideration of the vehicle parameter PV will be described.

[0020] Figure 3 is a conceptual diagram illustrating the target trajectory setting method for the comparative example and this embodiment. Referring to Figure 3, the differences in technical concepts between the comparative example and this embodiment will be explained.

[0021] 2-1. Comparative Example First, let's explain the comparative example. In the comparative example, the management system determines an appropriate target trajectory TR for each vehicle 1. The target trajectory TR is the trajectory of vehicle 1 from its starting point to its destination in a predetermined area AR. As mentioned above, the appropriate target trajectory TR for vehicle 1 depends on the vehicle parameter PV of vehicle 1.

[0022] For example, the management system has a target trajectory map for determining the target trajectory TR. The input data for the target trajectory map is the origin and destination pairs of vehicle 1 and the vehicle parameter PV. The target trajectory map shows the correspondence between the input data and the appropriate target trajectory TR. In other words, the target trajectory map is configured to output the appropriate target trajectory TR according to the input data. Such a target trajectory map is pre-generated, for example, based on actual driving data of various vehicles 1 in a predetermined area AR.

[0023] The management system receives vehicle parameters PV-i from various vehicles 1-i (i=1,2,3...) via communication. The management system also assigns destinations to vehicles 1-i. The management system inputs input data, including vehicle parameters PV-i and origin and destination pairs, into the target trajectory map, thereby obtaining the target trajectory TR-i for each vehicle 1-i. The management system then provides the target trajectory TR-i to each vehicle 1-i via communication. Each vehicle 1-i travels according to the target trajectory TR-i determined by the management system.

[0024] In this comparative example, the management system needs to support all of the diverse vehicles 1-i that utilize a designated area AR (e.g., parking lot PL). Setting appropriate target trajectories TR-i for all of the diverse vehicles 1-i requires a vast number of target trajectory maps and complex algorithms. This increases the processing load on the management system.

[0025] To reduce processing load, it is conceivable to limit the content (items) of the vehicle parameters PV-i considered in the management system. However, if the content (items) of the vehicle parameters PV-i considered are limited, an appropriate target trajectory TR-i that adequately takes into account the individuality of each vehicle 1-i will not be generated. As a result, the driving accuracy of vehicle 1-i in the designated area AR will decrease.

[0026] Conversely, increasing the number of items in the vehicle parameter PV-i to account for the individuality of all vehicles 1-i would exponentially complicate the target trajectory map and algorithms. As a result, the processing load on the management system would also increase exponentially. Furthermore, each time a new vehicle type is introduced, updates to the algorithms and driving trajectory maps would be necessary.

[0027] Furthermore, the communication standard used when transmitting vehicle parameters PV-i from vehicle 1-i to the management system may not be designed to cover all types of vehicle parameters PV-i. The content of vehicle parameters PV-i that can be transmitted from vehicle 1-i to the management system may be limited. In that case, an appropriate target trajectory TR-i that adequately takes into account the individuality of each vehicle 1-i will not be generated. As a result, the driving accuracy of vehicle 1-i in a predetermined area AR will decrease.

[0028] 2-2. Embodiment The management system 100 according to this embodiment does not determine an appropriate target trajectory TR for each vehicle 1. The management system 100 determines only a common target trajectory TR that does not depend on the vehicle parameter PV of vehicle 1. The common target trajectory TR that does not depend on the vehicle parameter PV is hereinafter referred to as the "base trajectory TB". The base trajectory TB depends on the departure point and destination pair of vehicle 1, but does not depend on the vehicle parameter PV.

[0029] For example, the management system 100 has a base trajectory map 200 for determining the base trajectory TB. The input data for the base trajectory map 200 is a pair of origin and destination for vehicle 1, and does not include the vehicle parameter PV. The base trajectory map 200 shows the correspondence between the input data and the base trajectory TB. In other words, the base trajectory map 200 is configured to output the base trajectory TB from the origin to the destination (e.g., target parking space) in a predetermined area AR. The base trajectory TB for each origin and destination pair is set in advance. For example, the base trajectory TB is set to follow the centerline of the roadway.

[0030] The management system 100 does not need to receive vehicle parameters PV-i from various vehicles 1-i (i=1,2,3...). The management system 100 assigns a destination to each vehicle 1-i. The management system 100 inputs the origin and destination pairs into the base trajectory map 200, thereby obtaining a base trajectory TB that is independent of the vehicle parameters PV-i. The management system 100 then provides the base trajectory TB to each vehicle 1-i via communication.

[0031] The onboard system 10-i of vehicle 1-i communicates with the management system 100 and obtains base trajectory TB information from the management system 100. The onboard system 10-i also holds the vehicle parameters PV-i of vehicle 1-i. The onboard system 10-i corrects (converts) the base trajectory TB to a target trajectory TR-i appropriate for vehicle 1-i, taking the vehicle parameters PV-i into consideration. In other words, the onboard system 10-i obtains a target trajectory TR-i specific to vehicle 1-i by correcting the base trajectory TB based on the vehicle parameters PV-i. The target trajectory TR-i specific to vehicle 1-i is a trajectory that allows vehicle 1-i to reach its destination more safely or efficiently than if it were the base trajectory TB.

[0032] Correcting the base trajectory TB involves changing the position and shape of the base trajectory TB. For example, consider a curved section as shown in Figure 2. In the case of a vehicle 1-i with a long vehicle length L and wheelbase WB, the inner wheel difference becomes large. In that case, the on-board system 10-i generates a safer target trajectory TR-i than the base trajectory TB by shifting the base trajectory TB to the outside of the turn. On the other hand, a small vehicle 1-i has a tight turning radius. In that case, the on-board system 10-i may generate a shorter and more efficient target trajectory TR-i than the base trajectory TB by shifting the base trajectory TB to the inside of the turn.

[0033] The in-vehicle system 10-i may generate a target trajectory TR-i considering the roadway 2 and obstacles 3. The layout of the roadway 2 can be obtained from map information of a predetermined area AR. Alternatively, the in-vehicle system 10-i may determine the layout of the roadway 2 based on surrounding situation information showing the recognition results from a recognition sensor mounted on the vehicle 1. Examples of obstacles 3 include walls, pillars, other vehicles, etc. The in-vehicle system 10-i recognizes obstacles 3 around the vehicle 1-i based on surrounding situation information showing the recognition results from a recognition sensor mounted on the vehicle 1-i. The layout of stationary obstacles 3, such as walls and pillars, can also be obtained from map information of a predetermined area AR.

[0034] The minimum condition that the target trajectory TR-i must satisfy is that the vehicle 1-i reaches its destination without deviating from the roadway 2 and without contacting obstacles 3. This condition is hereinafter referred to as the "first condition." The on-board system 10-i acquires a target trajectory TR-i that satisfies the first condition. More specifically, the on-board system 10-i acquires a target trajectory TR-i that satisfies the first condition by correcting the base trajectory TB based on the vehicle parameters PV-i and map information or surrounding situation information.

[0035] Figure 4 is a conceptual diagram illustrating an example of base trajectory TB correction. In Figure 4, "X" represents the boundary of roadway 2 or obstacle 3. The margin width MG is the minimum distance between X and the area through which vehicle 1 passes. When vehicle 1 turns, the margin width MG on the inside of the turn is particularly considered. Based on a given trajectory and vehicle parameters PV, the area through which vehicle 1 passes when following that trajectory can be estimated. Then, based on that area through which vehicle passes and map information or surrounding environment information, the margin width MG can be calculated.

[0036] The base margin width MG_B is the margin width MG when the base trajectory is TB. In other words, the base margin width MG_B is the margin width MG when vehicle 1 follows the base trajectory TB. On the other hand, the corrected margin width MG_R is the margin width MG when the target trajectory TR is obtained by correcting the base trajectory TB. In other words, the corrected margin width MG_R is the margin width MG when vehicle 1 follows the target trajectory TR.

[0037] The in-vehicle system 10 calculates the base margin width MG_B based on the vehicle parameters PV, base trajectory TB, and map information or surrounding condition information. Subsequently, the in-vehicle system 10 compares the base margin width MG_B with a threshold. The threshold is the minimum margin width MG required from a safety standpoint.

[0038] If the base margin width MG_B is less than the threshold (Figure 4 (A)), the on-board system 10 shifts the base trajectory TB outward to widen the margin width MG. In other words, the on-board system 10 corrects the base trajectory TB to the target trajectory TR based on the vehicle parameter PV so that the margin width MG is greater than or equal to the threshold. In other words, by correcting the base trajectory TB, the on-board system 10 obtains a target trajectory TR such that the corrected margin width MG_R is greater than or equal to the threshold. This allows the vehicle 1 to reach its destination more safely than in the case of the base trajectory TB.

[0039] On the other hand, if the base margin width MG_B is greater than the threshold (Figure 4 (B)), the on-board system 10 may reduce the margin width MG by shifting the base trajectory TB inward during the turn to the extent that the first condition is satisfied. In other words, the on-board system 10 may correct the base trajectory TB to the target trajectory TR based on the vehicle parameter PV such that the margin width MG is greater than or equal to the threshold and less than the base margin width MG_B. In other words, the on-board system 10 may obtain a target trajectory TR by correcting the base trajectory TB such that the corrected margin width MG_R is greater than or equal to the threshold and less than the base margin width MG_B. This makes it possible for the vehicle 1 to reach its destination in a shorter distance and more efficiently than in the case of the base trajectory TB.

[0040] The in-vehicle system 10 controls the vehicle 1 to follow the target trajectory TR acquired in this manner. The vehicle 1 travels along the target trajectory TR and safely reaches its destination.

[0041] It is also possible that no target trajectory TR exists that satisfies the first condition. In other words, it may not be possible to correct the base trajectory TB to satisfy the first condition. If no target trajectory TR exists that satisfies the first condition, the in-vehicle system 10 may request the management system 100 to change the destination or the base trajectory TB. In response to the request, the management system 100 changes the destination (e.g., target parking space) assigned to vehicle 1 and changes the base trajectory TB accordingly. Alternatively, the management system 100 may change the base trajectory TB leading to the destination while maintaining the destination. In either case, it is expected that a target trajectory TR that satisfies the first condition will be found as a result of changing the base trajectory TB.

[0042] 2-3. Effects As described above, according to this embodiment, by taking into account the vehicle parameter PV, which is the individuality of the vehicle 1, an appropriate target trajectory TR for the vehicle 1 can be obtained. At the very least, a target trajectory TR can be obtained that allows the vehicle 1 to safely reach its destination. The vehicle 1 can safely reach its destination following such a target trajectory TR.

[0043] Furthermore, according to this embodiment, the in-vehicle system 10 acquires a base trajectory TB that is independent of the vehicle parameter PV. The in-vehicle system 10 then corrects the base trajectory TB based on the vehicle parameter PV to acquire an appropriate target trajectory TR specific to vehicle 1. Since the in-vehicle system 10 corrects the base trajectory TB to the target trajectory TR by considering the vehicle parameter PV, the external management system 100 of the in-vehicle system 10 does not need to consider the vehicle parameter PV. Therefore, the load on the management system 100 is reduced. In other words, it becomes possible to distribute the load when acquiring a target trajectory TR suitable for vehicle 1.

[0044] The management system 100 does not need to accommodate a wide variety of vehicles 1 that utilize a predetermined area AR (e.g., parking lot PL). The management system 100 only needs to determine a base trajectory TB that is independent of the vehicle parameter PV of vehicle 1. This is because the appropriate target trajectory TR, which takes the vehicle parameter PV into account, is determined by the in-vehicle system 10. A massive target trajectory map and complex algorithms like those shown in the comparative example in Figure 3 are unnecessary. Therefore, the processing load on the management system 100 is reduced.

[0045] The input data for the base trajectory map 200 used in the management system 100 consists of pairs of origin and destination for vehicle 1, and does not include vehicle parameters PV. Therefore, the base trajectory map 200 is simplified compared to the target trajectory map in the comparative example. This contributes to reducing memory resources and processing load in the management system 100.

[0046] Each vehicle's onboard system 10 only needs to consider its own vehicle parameter PV, and does not need to consider the vehicle parameters PV of other vehicles. The algorithm used in the onboard system 10 to correct (convert) the base trajectory TB to the target trajectory TR can be specific to that vehicle 1. Since it is not necessary to support all types of vehicle parameters PV, the algorithm in the onboard system 10 is simplified. This leads to a reduction in the load on the onboard system 10.

[0047] Furthermore, according to this embodiment, there is no need to transmit vehicle parameters PV from vehicle 1 to management system 100. Therefore, there are no limitations imposed by communication standards. The in-vehicle system 10 can acquire the target trajectory TR while fully considering the vehicle parameters PV, which represent the individuality of its own vehicle 1. As the accuracy of the target trajectory TR is improved, the driving accuracy of vehicle 1 in a predetermined area AR is improved.

[0048] 3. Example of an in-vehicle system configuration Figure 5 is a block diagram showing an example configuration of the in-vehicle system 10. The in-vehicle system 10 includes a sensor group 20, a communication device 30, a driving device 40, and a control device 50.

[0049] The sensor group 20 includes recognition sensors 21, vehicle condition sensors, etc. The recognition sensors are used to recognize (detect) the surrounding conditions of vehicle 1. Examples of recognition sensors 21 include cameras, LiDAR (Laser Imaging Detection and Ranging), radar, etc. The vehicle condition sensors include speed sensors, acceleration sensors, yaw rate sensors, steering angle sensors, etc.

[0050] The communication device 30 communicates with the outside world via a communication network. For example, the communication device 30 communicates with the management system 100. Examples of communication methods include mobile communication such as 5G and wireless LAN.

[0051] The running gear 40 includes a steering gear, a drive gear, and a braking gear. The steering gear steers the wheels. For example, the steering gear includes an electric power steering (EPS) system. The drive gear is a power source that generates driving force. Examples of drive gears include an engine, an electric motor, an in-wheel motor, etc. The braking gear generates braking force.

[0052] The control device 50 is a computer that controls the vehicle 1. The control device 50 includes one or more processors 60 (hereinafter simply referred to as processor 60) and one or more storage devices 70 (hereinafter simply referred to as storage devices 70). The processors 60 perform various processes. For example, the processors 60 include a CPU (Central Processing Unit). The storage devices 70 store various information. Examples of storage devices 70 include volatile memory, non-volatile memory, HDD (Hard Disk Drive), SSD (Solid State Drive), etc.

[0053] The vehicle control program 80 is a computer program for controlling the vehicle 1. The functions of the control device 50 may be realized through the cooperation of the processor 60 that executes the vehicle control program 80 and the storage device 70. The vehicle control program 80 is stored in the storage device 70. Alternatively, the vehicle control program 80 may be recorded on a computer-readable recording medium.

[0054] The control device 50 performs vehicle driving control to control the movement of the vehicle 1. Vehicle driving control includes steering control, acceleration control, and deceleration control. The control device 50 performs vehicle driving control by controlling the driving device 40 (steering device, drive device, braking device).

[0055] The control device 50 acquires various types of information. This information is stored in the storage device 70.

[0056] The surrounding environment information 91 shows the recognition results from the recognition sensor 21. The surrounding environment information 91 may also include object information about objects recognized by the recognition sensor 21. Examples of objects around the vehicle 1 include the boundary of the roadway 2, obstacles 3, markers M, etc. Examples of obstacles 3 include walls, pillars, other vehicles, etc. The object information shows the relative position and relative velocity of the object with respect to the vehicle 1.

[0057] The vehicle status information 92 indicates the vehicle status detected by the vehicle status sensor 22.

[0058] Map information 93 is map information of a predetermined area AR on which vehicle 1 travels. Map information 93 shows the arrangement of roadways 2 within the predetermined area AR. Map information 93 also shows the arrangement of stationary obstacles 3 (e.g., walls, pillars) within the predetermined area AR. Furthermore, map information 93 shows the arrangement of markers M within the predetermined area AR. For example, map information 93 is provided by a management system 100 that manages the predetermined area AR. The control device 50 acquires map information 93 from the management system 100 via a communication device 30.

[0059] The location information 94 indicates the current position of vehicle 1 in a predetermined area AR. For example, the control device 50 obtains highly accurate location information 94 through localization. Specifically, the control device 50 calculates the approximate position of vehicle 1 in the predetermined area AR based on vehicle state information 92 (steering angle and speed). The control device 50 also recognizes markers M around vehicle 1 using the recognition sensor 21. The control device 50 also obtains information on the placement of markers M around vehicle 1 from map information 93. The control device 50 corrects the position of vehicle 1 by matching the recognition results of markers M with their placement. This provides highly accurate location information 94.

[0060] The vehicle parameter information 95 indicates the vehicle parameter PV of vehicle 1. The vehicle parameter information 95 is pre-stored in the storage device 70.

[0061] The control device 50 communicates with the management system 100 via the communication device 30. The control device 50 receives information from the management system 100 regarding the base trajectory TB to the destination in a predetermined area AR. The control device 50 then corrects the base trajectory TB based on the vehicle parameters PV indicated in the vehicle parameter information 95 to obtain an appropriate target trajectory TR specific to the vehicle 1.

[0062] For example, the first condition is that vehicle 1 reaches its destination without deviating from the roadway 2 and without contacting obstacle 3. The control device 50 obtains a target trajectory TR that satisfies the first condition by correcting the base trajectory TB based on the vehicle parameter PV and surrounding situation information 91 or map information 93.

[0063] The control device 50 then performs vehicle driving control so that the vehicle 1 follows the target trajectory TR. More specifically, the control device 50 performs vehicle driving control so that the vehicle 1 follows the target trajectory TR based on the vehicle position indicated by the position information 94 and the target trajectory TR.

[0064] 4. Example of a Management System Configuration Figure 6 is a block diagram showing an example configuration of the management system 100. The management system 100 includes a communication device 110, one or more processors 120 (hereinafter referred to as processor 120), and one or more storage devices 130 (hereinafter referred to as storage devices 130).

[0065] The communication device 110 communicates with the in-vehicle system 10 of each vehicle 1. The processor 120 performs various processes. For example, the processor 120 includes a CPU. The storage device 130 stores various information. Examples of storage devices 130 include volatile memory, non-volatile memory, HDD, SSD, etc.

[0066] The management program 140 is a computer program for managing a predetermined area AR. The functions of the management system 100 may be realized through the cooperation of the processor 120 that executes the management program 140 and the storage device 130. The management program 140 is stored in the storage device 130. The management program 140 may also be recorded on a computer-readable recording medium.

[0067] The storage device 130 stores map information 150 for a predetermined area AR. The map information 150 is the same as the map information 93 described above. The processor 120 may provide the map information 150 to the in-vehicle system 10 via the communication device 110.

[0068] Furthermore, the storage device 130 stores management information 160 for managing a predetermined area AR. For example, if the predetermined area AR is a parking lot PL, the management information 160 indicates the usage status (availability) of parking spaces within the parking lot PL. Based on the management information 160, the processor 120 can assign an available parking space (destination) to the vehicle 1.

[0069] Furthermore, the storage device 130 stores the base trajectory map 200. The input data for the base trajectory map 200 consists of a pair of the vehicle's departure point and destination, and does not include the vehicle parameter PV. The base trajectory map 200 shows the correspondence between the input data and the base trajectory TB. In other words, the base trajectory map 200 is configured to output the base trajectory TB from the departure point to the destination (e.g., target parking space) in a predetermined area AR.

[0070] The processor 120 inputs the origin and destination pairs of vehicle 1 into the base trajectory map 200, thereby obtaining a base trajectory TB that is independent of the vehicle parameter PV. The processor 120 then transmits the base trajectory TB information to the vehicle's onboard system 10 via the communication device 110. [Explanation of Symbols]

[0071] 1…Vehicle, 10…In-vehicle system, 100…Management system, PV…Vehicle parameters, TB…Base trajectory, TR…Target trajectory

Claims

1. An in-vehicle system installed in a vehicle, One or more processors that acquire the target trajectory of the vehicle to the destination in a predetermined area, One or more storage devices that store information on vehicle parameters that contribute to the vehicle's passage area. Equipped with, The one or more storage devices further store map information of the predetermined area, or surrounding situation information indicating the recognition result by the recognition sensor mounted on the vehicle. The first condition includes that the vehicle reaches the destination without deviating from the roadway and without coming into contact with any obstacles. The one or more processors described above are: Information is obtained on the base trajectory, which is the trajectory to the destination in the predetermined area and is independent of the vehicle parameters. By correcting the base trajectory based on the vehicle parameters and the map information or surrounding environment information, the target trajectory that satisfies the first condition and is specific to the vehicle is obtained. It is configured in such a way, The margin width is the minimum distance between the boundary of the roadway or the obstacle and the area through which the vehicle passes. When acquiring the target trajectory, the one or more processors Based on the vehicle parameters and the base trajectory, the base margin width, which is the margin width in the case of the base trajectory, is calculated. If the base margin width is less than the threshold, the base trajectory is corrected to the target trajectory based on the vehicle parameters so that the margin width is greater than or equal to the threshold. If the base margin width is greater than the threshold, the base trajectory is corrected to the target trajectory based on the vehicle parameters so that the margin width is greater than or equal to the threshold and less than the base margin width. It is configured in such a way In-vehicle systems.

2. The aforementioned base trajectory is generated by a management system that manages the predetermined area. The one or more processors communicate with the management system and obtain the information of the base trajectory from the management system. The in-vehicle system according to claim 1.

3. An in-vehicle system mounted on a vehicle, One or more processors that acquire the target trajectory of the vehicle to the destination in a predetermined area, One or more storage devices that store information on vehicle parameters that contribute to the vehicle's passage area. Equipped with, The one or more storage devices further store map information of the predetermined area, or surrounding situation information indicating the recognition result by the recognition sensor mounted on the vehicle. The first condition includes that the vehicle reaches the destination without deviating from the roadway and without coming into contact with any obstacles. The one or more processors described above are: Information is obtained on the base trajectory, which is the trajectory to the destination in the predetermined area and is independent of the vehicle parameters. By correcting the base trajectory based on the vehicle parameters and the map information or surrounding environment information, the target trajectory that satisfies the first condition and is specific to the vehicle is obtained. It is configured in such a way, The aforementioned base trajectory is generated by a management system that manages the predetermined area. The one or more processors communicate with the management system and obtain the information of the base trajectory from the management system. If no target trajectory that satisfies the first condition exists, the one or more processors request the management system to change the destination or the base trajectory. In-vehicle systems.

Images