CN118435254A - Driving support device and computer program - Google Patents

Abstract

The invention provides a driving support device and a computer program, which can derive a driving track for determining a driving position in a specific parking lot from a parking lot entrance to a parking space when a vehicle is parked in the parking lot. Specifically, when a vehicle is parked in a parking space, configuration information of a parking space provided in the parking space is acquired, a parking position where the vehicle is parked is acquired from the parking space, an in-parking network which is a network indicating a path that the vehicle can select in the parking space is acquired, a travel track specifying a travel position of the vehicle in the parking space from an entrance of the parking space to the parking position is generated using the configuration information of the in-parking network and the parking space, and driving assistance based on the generated travel track is performed.

Description

Driving support device and computer program

Technical Field

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

Background

When a vehicle moves to a destination, the vehicle is generally moved to a parking lot attached to the destination or a parking lot located in the vicinity of the destination, and the vehicle is parked in the parking lot, and the vehicle is moved from a parking space where the vehicle is parked to a place as the destination by walking or the like, thereby completing the movement. Here, when assisting such movement to the destination, it is difficult to select an optimal travel route from among a plurality of candidates of travel routes that the vehicle can take, although the travel distance of the vehicle in the parking lot is shorter than the travel distance of the road.

Thus, for example, japanese patent application laid-open No. 2010-117864 discloses the following technique: a path that a vehicle can travel in a parking lot is networked by nodes and links, and a recommended path from an entrance/exit of the parking lot to a parking space that is a candidate for parking in the parking lot is searched for by using the network.

Prior art literature

Patent literature

Patent document 1: japanese patent application laid-open No. 2010-117864 (paragraph 0028-0029, FIG. 3)

Disclosure of Invention

Problems to be solved by the invention

Here, in the network disclosed in patent document 1, a node is set in the center of a parking space where a vehicle can park, and a tunnel in a parking space is connected to the node set in the parking space at right angles through a link formed of a straight line having the shortest distance. The route searched by such a network indicates only the route to the parking space (which parking space is parked in which passage), and it is not possible to present a trajectory at which position to travel in actual travel before the vehicle is parked in the parking space.

The present invention has been made to solve the above-described conventional problems, and an object of the present invention is to provide a driving support device and a computer program capable of deriving a travel track defining a travel position in a specific parking lot from an entrance of the parking lot to a parking space when a vehicle is parked in the parking lot.

Means for solving the problems

In order to achieve the above object, a first driving support device according to the present invention includes: a parking space information acquisition unit that acquires configuration information of a parking space provided in a parking lot when a vehicle is parked in the parking lot; a parking position acquisition unit that acquires a parking position where the vehicle is parked from within the parking space; an in-parking-area network acquiring unit that acquires an in-parking-area network that is a network representing a path that a vehicle can select in the parking area; a travel track generation unit that generates a travel track that determines a travel position of a vehicle in a parking lot from an entrance of the parking lot to a time at which the vehicle is parked at the parking position, using configuration information of the network and the parking space in the parking lot; and a driving support means for performing driving support based on the travel locus.

In addition, a second driving assistance device according to the present invention includes: a parking space information acquisition unit that acquires configuration information of a parking space provided in a parking lot when a vehicle is parked in the parking lot; a parking position acquisition unit that acquires a parking position where the vehicle is parked from within the parking space; a vehicle posture selection unit that selects a posture of a vehicle when parking at the parking position; an in-parking-area network acquiring unit that acquires an in-parking-area network that is a network representing a path that a vehicle can select in the parking area; a travel track generation unit that generates a travel track from an entrance of a parking lot to a vehicle that parks the vehicle at the parking position in the posture selected by the vehicle posture selection unit, using configuration information of the network and the parking space in the parking lot; and a driving support means for performing driving support based on the travel locus.

In addition, a third driving assistance device according to the present invention includes: a parking space information acquisition unit that acquires, when a vehicle exits from a parking lot where the vehicle is parked, arrangement information of a parking space provided in the parking lot; a parking position acquisition unit that acquires a parking position where the vehicle is parked from within the parking space; an in-parking-area network acquiring unit that acquires an in-parking-area network that is a network representing a path that a vehicle can select in the parking area; an exit travel track generation unit that generates a travel track that determines a travel position of a vehicle in a parking lot from the parking position to an exit of the parking lot, using configuration information of the network and the parking space in the parking lot; and a driving support means for performing driving support based on the travel locus.

In addition, a fourth driving assistance device according to the present invention includes: a parking space information acquisition unit that acquires, when a vehicle exits from a parking lot where the vehicle is parked, arrangement information of a parking space provided in the parking lot; a parking position acquisition unit that acquires a parking position where the vehicle is parked from within the parking space; a vehicle posture acquisition unit that acquires a posture of a vehicle parked at the parking position; an in-parking-area network acquiring unit that acquires an in-parking-area network that is a network representing a path that a vehicle can select in the parking area; an exit travel locus generation unit that generates a travel locus of the vehicle from the parking position where the vehicle is parked in the posture acquired by the vehicle posture acquisition unit to an exit of the parking lot, using the configuration information of the network and the parking space in the parking lot; and a driving support means for performing driving support based on the travel locus.

The first computer program of the present invention is a program for generating assistance information for driving assistance implemented in a vehicle. Specifically, the first computer program causes a computer to function as: a parking position acquisition unit that acquires a parking position at which the vehicle is parked when the vehicle is parked in the parking lot; a vehicle posture selection unit that selects a posture of a vehicle when parking at the parking position; an in-parking-area network acquiring unit that acquires an in-parking-area network that is a network representing a path that a vehicle can select in the parking area; a travel track generation unit that generates a travel track from an entrance of a parking lot to a vehicle that parks the vehicle at the parking position in the posture selected by the vehicle posture selection unit, using the in-parking-lot network; and a driving support means for performing driving support based on the travel locus.

The second computer program of the present invention is a program for generating assistance information for driving assistance implemented in a vehicle. Specifically, the second computer program causes a computer to function as: a parking position acquisition unit that acquires a parking position at which the vehicle is parked when the vehicle is parked in the parking lot; an in-parking-area network acquiring unit that acquires an in-parking-area network that is a network representing a path that a vehicle can select in the parking area; a travel track generation unit that generates a travel track that determines a travel position of a vehicle in the parking lot from an entrance of the parking lot to a stop of the vehicle at the stop position, using the in-parking lot network; and a driving support means for performing driving support based on the travel locus.

Effects of the invention

According to the first driving support device and the first computer program of the present invention having the above-described configuration, when the vehicle is parked in the parking lot, the travel track defining the travel position in the specific parking lot from the entrance of the parking lot to the parking position can be derived. Further, by using a specific travel locus, more appropriate driving assistance can be performed than in the past.

In addition, according to the second driving support device and the second computer program, in particular, by taking into consideration the posture of the vehicle when the vehicle is parked in the parking space, it is possible to derive a more specific travel track from the entrance of the parking space to the parking position when the vehicle is parked in the parking space. Further, by using a specific travel locus, more appropriate driving assistance can be performed than in the past.

Further, according to the third driving support device, when the vehicle exits from the parking lot, the travel locus specifying the travel position in the specific parking lot from the parking position to the exit of the parking lot can be derived. Further, by using a specific travel locus, more appropriate driving assistance can be performed than in the past.

In addition, according to the fourth driving support device, in particular, by taking into consideration the posture of the vehicle parked at the parking position, when the vehicle exits from the parking lot, a more specific travel locus from the parking position to the exit of the parking lot can be derived. Further, by using a specific travel locus, more appropriate driving assistance can be performed than in the past.

Drawings

Fig. 1 is a schematic configuration diagram showing a driving assistance system according to the present embodiment.

Fig. 2 is a block diagram showing the configuration of the driving support system according to the present embodiment.

Fig. 3 is a block diagram showing a navigation device according to the present embodiment.

Fig. 4 is a flowchart of the automatic driving support routine according to the present embodiment.

Fig. 5 is a diagram showing an example of an in-car network constructed in a car park where a vehicle is parked.

Fig. 6 is a diagram showing an example of a travel path to a parking position candidate at which the vehicle is parked.

Fig. 7 is a diagram showing an area in which high-precision map information is acquired.

Fig. 8 is a diagram illustrating a method of calculating a dynamic travel track.

Fig. 9 is a flowchart of a sub-processing routine of the static travel locus generation process.

Fig. 10 is a diagram showing an example of the elimination from candidates of the travel route in the parking lot.

Fig. 11 is a diagram showing an example of candidates of the calculated travel route.

Fig. 12 is a diagram showing an example of candidates of the calculated travel route.

Fig. 13 is a diagram showing an example of a travel locus for traveling in the conditional travel prohibited area.

Fig. 14 is a diagram showing an example of calculation of the cost of a travel route for traveling in a parking lot.

Fig. 15 is a diagram showing an example of a travel route to a parking lot at a destination.

Fig. 16 is a diagram showing an example of a traffic lane network constructed for the travel route shown in fig. 7.

Fig. 17 is a diagram showing a recommended travel route when entering a parking lot from an entry road.

Detailed Description

Hereinafter, an embodiment of the driving support device according to the present invention is specifically described as the navigation device 1 with reference to the drawings. First, a schematic configuration of a driving support system 2 including a navigation device 1 according to the present embodiment will be described with reference to fig. 1 and 2. Fig. 1 is a schematic configuration diagram showing a driving support system 2 according to the present embodiment. Fig. 2 is a block diagram showing the configuration of the driving support system 2 according to the present embodiment.

As shown in fig. 1, the driving support system 2 according to the present embodiment basically includes: a server device 4 provided in the information distribution center 3; and a navigation device 1 mounted on the vehicle 5 for performing various assistance related to the automatic driving of the vehicle 5. The server device 4 and the navigation device 1 are configured to be capable of transmitting and receiving electronic data to and from each other via the communication network 6. Instead of the navigation device 1, another vehicle-mounted device mounted on the vehicle 5 and a vehicle control device that performs control related to the vehicle 5 may be used.

The vehicle 5 is a vehicle that can perform, in addition to manual driving traveling that is performed based on a driving operation by a user, auxiliary traveling based on automatic driving assistance that automatically causes the vehicle to travel along a predetermined path or road independently of the driving operation by the user.

The automatic driving assistance may be performed in all road sections, or may be performed only when the vehicle is traveling in a specific road section (for example, a highway having an entrance (no matter whether or not a person is present or the toll is free) at the boundary). In the following description, an automatic driving section for performing automatic driving assistance of a vehicle will be described, which includes a parking lot in addition to all road sections including a general road and a highway, and basically performs automatic driving assistance during a period from when the vehicle starts to travel to when the vehicle ends (until the vehicle stops). However, when the vehicle is traveling in the automated driving section, the automated driving assistance is not necessarily performed, but is preferably performed only when the automated driving assistance is selected by the user (for example, the automated driving start button is turned on) and it is determined that the traveling by the automated driving assistance is possible. On the other hand, the vehicle 5 may be a vehicle that can perform the assist travel only by the automatic driving assist.

In the vehicle control for the automatic driving assistance, for example, the current position of the vehicle, the position of a lane on which the vehicle is traveling, and the position of a surrounding obstacle are detected at any time, and the vehicle control such as steering, a driving source, and braking is automatically performed so as to travel at a speed conforming to a speed plan generated in the same manner along a travel track generated by the navigation device 1 as will be described later. In the assist travel by the automatic driving assist in the present embodiment, the travel may be performed by performing the vehicle control by the automatic driving assist for the lane change, the left-right turn, and the stop operation, but the travel may be performed by manual driving without performing the travel by the automatic driving assist for the special travel such as the lane change, the left-right turn, and the stop operation.

On the other hand, the navigation device 1 is an in-vehicle device that is mounted on the vehicle 5, displays a map around the vehicle location based on map data included in the navigation device 1 or map data acquired from the outside, inputs a destination of a user, displays a current position of the vehicle on a map image, and performs movement guidance along a set guidance route. In the present embodiment, in particular, when the vehicle is traveling with assistance by automated driving assistance, various assistance information relating to automated driving assistance is generated. Examples of the assist information include a travel track (including a recommended lane movement method) on which the travel of the vehicle is recommended, a selection of a stop position at which the vehicle is stopped at the destination, and a speed plan indicating the vehicle speed at the time of travel. The details of the navigation device 1 will be described later.

In addition, the server device 4 performs a route search according to the request of the navigation device 1. Specifically, information necessary for route search such as a departure point and a destination is transmitted from the navigation device 1 to the server device 4 together with a route search request (however, in the case of re-search, it is not necessarily necessary to transmit information about the destination). Then, the server device 4 that received the route search request performs a route search using the map information included in the server device 4, and determines a recommended route from the departure point to the destination. Then, the determined recommended route is transmitted to the navigation apparatus 1 as the request source. The navigation device 1 can also provide the user with information on the received recommended route, or generate various assistance information on the automatic driving assistance using the recommended route as described below.

The server device 4 has high-precision map information and facility information, which are map information having higher precision, in addition to the normal map information used for the route search. The high-precision map information includes, for example, information related to a road lane shape (road shape in lane units, curvature, lane width, etc.) and a dividing line (lane center line, lane dividing line, lane outer line, guide line, etc.) drawn on the road. In addition, information about the intersection and the like are included. On the other hand, the facility information is more detailed information about the facility stored separately from information about the facility included in the map information, and includes, for example, a floor map of the facility, information about an entrance of a parking lot, a passage provided in the parking place, arrangement information of a parking space, information of a division line dividing the parking space, connection information indicating a connection relationship between the entrance of the parking lot and a lane, and the like. The server device 4 issues high-precision map information and facility information in response to a request from the navigation device 1, and the navigation device 1 generates various assistance information relating to automated driving assistance as described below using the high-precision map information and the facility information issued from the server device 4. The high-precision map information is basically map information targeting only the road (link) and its surroundings, but may be map information including an area other than the periphery of the road.

However, the route search process described above is not necessarily performed by the server apparatus 4, and may be performed by the navigation apparatus 1 if the navigation apparatus 1 has map information. In addition, the high-precision map information and the facility information may be provided in advance in the navigation device 1, instead of being distributed from the server device 4.

The communication network 6 includes a plurality of base stations disposed in various places throughout the country and communication companies that manage and control the respective base stations, and is configured by connecting the base stations and the communication companies to each other in a wired (optical fiber, ISDN, etc.) or wireless manner. Wherein the base station has a transceiver (transceiver) and an antenna for communication with the navigation device 1. The base station performs wireless communication with the carrier, and has the following functions: as the end of the communication network 6, communication of the navigation device 1 within the range (cell) where the radio wave of the base station arrives is relayed between the server device 4.

Next, the structure of the server device 4 in the driving support system 2 will be described in more detail with reference to fig. 2. As shown in fig. 2, the server device 4 includes: the server control unit 11, a server-side map DB12 as an information recording means connected to the server control unit 11, a high-precision map DB13, a facility DB14, and a server-side communication device 15.

The server control unit 11 is a control unit (MCU, MPU, etc.) that performs overall control of the server apparatus 4, and includes a CPU21 as an arithmetic device and a control device, a RAM22 as a work memory used when the CPU21 performs various arithmetic processing, a ROM23 in which a control program and the like are recorded, and an internal storage device such as a flash memory 24 that stores a program read from the ROM 23. The server control unit 11 and the ECU of the navigation device 1 described later each have various means as a processing algorithm.

On the other hand, the server-side map DB12 is a storage unit that stores server-side map information that is the latest version of map information registered based on input data or an input operation from the outside. The server-side map information includes various information required for route search, route guidance, and map display, which are represented by a road network. For example, the road network is composed of network data including nodes and links representing a road network, link data related to roads (links), node data related to nodes, intersection data related to intersections, point data related to points such as facilities, map display data for displaying a map, search data for searching for a route, search data for searching for a point, and the like.

The high-precision map DB13 is a storage unit that stores high-precision map information 16, which is map information having higher precision than the server-side map information. The high-precision map information 16 is map information in which more detailed information about a road to be a traveling target of a vehicle is stored, and in this embodiment, for example, includes information about a road, including a road shape (road shape, curvature, lane width, and the like in units of lanes) and a dividing line (lane center line, lane dividing line, lane outer line, guide line, and the like) drawn on the road. Further, data indicating the gradient, inclination, embankment, merging section, place where the number of lanes decreases, place where the width narrows, crossing, etc. of the road are recorded; regarding the curve, data indicating a radius of curvature, an intersection, a T-shaped road, an entrance of the curve, an exit, and the like are recorded; as for the road attribute, data indicating a downhill road, an uphill road, or the like is recorded; as to road types, data representing general roads such as national roads, provinces, and narrow streets, and toll roads such as national roads for high-speed vehicles, urban highways, motor vehicle-specific roads, general toll roads, and toll bridges are recorded. In particular, in the present embodiment, in addition to the number of lanes of the road, information specifying the traffic division in the traveling direction of each lane and the connection of the road (specifically, the correspondence between the lanes included in the road before the intersection and the lanes included in the road after the intersection) is stored. In addition, a limiting speed set for the road is stored.

On the other hand, the facility DB14 is a storage unit that stores information related to facilities in more detail than the information related to facilities stored in the server-side map information. Specifically, the facility information 17 includes, particularly, information for specifying the position of an entrance of a parking lot, information for specifying the arrangement of a parking space in the parking lot, information on a division line for dividing the parking space, information on a passage through which a vehicle or a pedestrian can pass, and information on a crosswalk in the parking lot or a passing space provided for the pedestrian, for a parking lot (including a parking lot attached to a facility and an independent parking lot) which is a parking target of the vehicle. The facilities other than the parking lot include information for specifying a floor map of the facilities. The floor map includes information for specifying the locations of, for example, a doorway, a aisle, a stairway, an elevator, and an escalator. In addition, in a comprehensive business facility having a plurality of tenants, information specifying the location of each tenant in the business facility is included. The facility information 17 may be information of a parking lot or a facility generated by a 3D model. Further, the facility DB14 includes connection information 18 and road shape information 19, the connection information 18 representing a connection relationship between a lane included in an entrance road facing the entrance of the parking lot and the entrance of the parking lot, the road shape information 19 determining a region where vehicles can pass between the entrance road and the entrance of the parking lot. Details of each information stored in the facility DB14 will be described later.

The high-precision map information 16 is basically map information targeting only the road (link) and its surroundings, but may be map information including an area other than the periphery of the road. In the example shown in fig. 2, the server-side map information stored in the server-side map DB12 and the information stored in the high-precision map DB13 or the facility DB14 are different map information, but the information stored in the high-precision map DB13 or the facility DB14 may be a part of the server-side map information. In addition, the high-precision map DB13 and the facility DB14 may be one database without distinction.

On the other hand, the server-side communication device 15 is a communication device for communicating with the navigation device 1 of each vehicle 5 via the communication network 6. In addition to the navigation device 1, traffic information including congestion information, control information, traffic accident information, and the like transmitted from the internet, a traffic information center such as a VICS (registered trademark: vehicle Information and Communication System, vehicle information, and communication system) center, and the like may be received.

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

As shown in fig. 3, the navigation device 1 according to the present embodiment includes: a current position detection unit 31 that detects a current position of a vehicle on which the navigation device 1 is mounted; a data recording unit 32 for recording various data; a navigation ECU33 that performs various arithmetic processing based on the input information; an operation unit 34 that receives an operation from a user; a liquid crystal display 35 that displays a map of the periphery of the vehicle, information on a guide route (a route scheduled to travel of the vehicle) set by the navigation device 1, and the like to the user; a speaker 36 that outputs voice guidance related to route guidance; a DVD drive 37 that reads a DVD as a storage medium; and a communication module 38 for communicating with information centers such as a probe center and a VICS center. The navigation device 1 is connected to an off-vehicle camera 39 and various sensors provided for a vehicle on which the navigation device 1 is mounted, via a vehicle network such as a CAN. The vehicle control ECU40 that performs various controls on the vehicle on which the navigation device 1 is mounted is also connected in a bi-directional communication manner.

The respective constituent elements of the navigation device 1 will be described in order.

The current position detecting unit 31 is configured by a GPS41, a vehicle speed sensor 42, a steering sensor 43, a gyro sensor 44, and the like, and can detect the current vehicle position, the azimuth, the running speed of the vehicle, the current time, and the like. Among them, the vehicle speed sensor 42 is a sensor for detecting a moving distance and a vehicle speed of the vehicle, and generates a pulse according to rotation of driving wheels of the vehicle and outputs a pulse signal to the navigation ECU33. Then, the navigation ECU33 calculates the rotational speed and the moving distance of the driving wheel by counting the generated pulses. The navigation device 1 need not have all of the four types of sensors, but the navigation device 1 may have only one or a plurality of types of sensors.

The data recording unit 32 includes a hard disk (not shown) as an external storage device and a recording medium, and a recording head (not shown) as a drive for reading out map information DB45, cache 46, a predetermined program, and the like recorded on the hard disk and writing predetermined data to the hard disk. The data recording unit 32 may have an optical disk such as a flash memory, a memory card, a CD, or a DVD instead of the hard disk. In the present embodiment, as described above, the route to the destination is searched for in the server device 4, and therefore the map information DB45 may be omitted. Even when the map information DB45 is omitted, the map information can be acquired from the server device 4 as needed.

The map information DB45 is a storage unit in which link data relating to roads (links), node data relating to nodes, search data for searching for paths, processing of change, facility data relating to facilities, map display data for displaying a map, intersection data relating to intersections, search data for searching for points, and the like are stored, for example.

On the other hand, the cache 46 is a storage unit that stores the high-precision map information 16, the facility information 17, the connection information 18, and the road shape information 19, which have been distributed from the server apparatus 4 in the past. The period of storage may be set appropriately, for example, a predetermined period (for example, 1 month) from the start of storage, or may be set until the ACC power source (accessory power supply, auxiliary power source) of the vehicle is turned off. In addition, old data may be deleted in order after the amount of data stored in the cache 46 reaches the upper limit. The navigation ECU33 generates various assistance information related to the automatic driving assistance using the high-precision map information 16, the facility information 17, the connection information 18, and the road shape information 19 stored in the cache 46. Details will be described later.

On the other hand, a navigation ECU (electronic control unit) 33 is an electronic control unit that performs control of the entire navigation apparatus 1, and includes: a CPU51 as an arithmetic device and a control device; and internal storage devices such as a RAM52, a ROM53, and a flash memory 54, the RAM52 being used as a work memory when the CPU51 performs various arithmetic processing and storing path data and the like when a path is searched; the ROM53 stores an automatic driving support program (see fig. 4) and the like, which will be described later, in addition to the control program; the flash memory 54 stores a program read out from the ROM 53. In addition, the navigation ECU33 has various units as processing algorithms. For example, the parking space information acquiring unit acquires arrangement information of a parking space provided in a parking lot when a vehicle is parked in the parking lot. The parking position acquisition unit acquires a parking position of a vehicle from within a parking space. The vehicle posture selection unit selects a posture of the vehicle when the vehicle is parked at the parking position. An in-parking-area network acquisition unit acquires an in-parking-area network that is a network showing paths that vehicles can select in the parking area. The travel track generation unit generates a travel track that specifies a travel position of a vehicle in a parking lot from an entrance of the parking lot to a stop of the vehicle at the parking position, using configuration information of a network and a parking space in the parking lot. The driving support means performs driving support based on the travel locus.

The operation unit 34 is operated when a departure point as a travel start point and a destination as a travel end point are input, and has a plurality of operation switches (not shown) such as various keys and buttons. The navigation ECU33 performs control to execute corresponding various operations based on a switch signal output by pressing each switch or the like. The operation unit 34 may have a touch panel provided on the front surface of the liquid crystal display 35. In addition, a microphone and a voice recognition device may be provided.

Further, map images including roads, traffic information, operation guidance, operation menus, guidance of keys, guidance information along a guidance route (a route to be traveled), news, weather forecast, time, mail, television programs, and the like are displayed on the liquid crystal display 35. In addition, HUD or HMD may be used instead of the liquid crystal display 35.

The speaker 36 outputs guidance of voice navigation and traffic information for guiding travel along a guidance route (a travel scheduled route) based on an instruction from the navigation ECU 33.

The DVD drive 37 is a drive capable of reading data recorded on a recording medium such as a DVD or a CD. Music, video playback, updating of the map information DB45, and the like are performed based on the read data. In addition, instead of the DVD drive 37, a card slot for reading and writing a memory card may be provided.

The communication module 38 is a communication device, such as a mobile phone or DCM, for receiving traffic information, probe information, weather information, and the like transmitted from a traffic information center, such as a VICS center, a probe center, and the like. The system further includes a vehicle-to-vehicle communication device for communicating between the vehicle and the vehicle, and a road-to-vehicle communication device for communicating with the road side machine. The server apparatus 4 is also used to transmit and receive route information, high-precision map information 16, facility information 17, connection information 18, and road shape information 19 searched by the server apparatus 4.

The off-vehicle camera 39 is configured by, for example, a camera using a solid-state imaging device such as a CCD, and is mounted above a front bumper of the vehicle, and the optical axis direction is set at a predetermined angle from the horizontal downward direction. When the vehicle is traveling in the automated driving section, the off-vehicle camera 39 captures a front side in the traveling direction of the vehicle. The navigation ECU33 performs image processing on the captured image to detect a dividing line drawn on a road on which the vehicle is traveling, an obstacle such as another vehicle around the dividing line, and generate various assistance information related to the automated driving assistance based on the detection result. For example, when an obstacle is detected, a new travel track is generated that avoids or follows the obstacle and travels. The off-vehicle camera 39 may be disposed at the rear or side of the vehicle, other than the front of the vehicle. In addition, as a means for detecting an obstacle, a sensor such as a millimeter wave radar or a laser sensor, vehicle-to-vehicle communication, or road-to-vehicle communication may be used instead of the camera.

The vehicle control ECU40 is an electronic control unit that controls the vehicle on which the navigation device 1 is mounted. The vehicle control ECU40 is connected to each driving unit of the vehicle such as the steering device, the brake, and the accelerator, and in the present embodiment, the driving unit is controlled to perform the automatic driving assistance of the vehicle, particularly after the vehicle starts the automatic driving assistance. In addition, when override (override) is performed by the user in the automatic driving assistance, the override is detected.

The navigation ECU33 transmits various assistance information related to the automated driving assistance generated by the navigation device 1 to the vehicle control ECU40 via the CAN after the start of the travel. Then, the vehicle control ECU40 uses the received various assist information to perform automatic driving assist after the start of running. Examples of the assist information include a travel track on which the vehicle is recommended to travel, a speed plan indicating the vehicle speed at the time of travel, and the like.

Next, an automatic driving support program executed by the CPU51 in the navigation device 1 according to the present embodiment having the above-described configuration will be described with reference to fig. 4. Fig. 4 is a flowchart of the automatic driving support routine according to the present embodiment. The automatic driving support program is executed when the vehicle starts running by the automatic driving support after the ACC power supply (accessory power supply) of the vehicle is turned on, and the automatic driving support-based support running is performed based on the support information generated by the navigation device 1. The programs shown in flowcharts in fig. 4 and 9 below are stored in the RAM52 and ROM53 of the navigation device 1, and executed by the CPU 51.

First, in the automatic driving assistance program, in step (hereinafter, simply referred to as S) 1, the CPU51 acquires a destination of a user as a moving target. The destination is basically set by the user's operation accepted in the navigation device 1. The destination may be a parking lot or a place other than the parking lot. However, even when a place other than the parking lot is a destination, the parking lot where the user parks at the destination is acquired. When there is a dedicated parking lot or a cooperative parking lot at the destination, the parking lot is used as a parking lot for the user to park. On the other hand, when there is no dedicated parking lot or cooperative parking lot, the parking lot around the destination is regarded as the parking lot where the user parks. In the case where there are a plurality of candidate parking lots, all parking lots that are candidates may be acquired as parking lots for which the user parks, or any parking lot selected by the user may be acquired as parking lots for which the user parks.

Next, in S2, the CPU51 acquires a candidate of a parking position (parking space) where the user is recommended to park in the parking lot where the user parks acquired in S1. Specifically, the server device 4 acquires the arrangement information of the parking space set in the parking lot where the user parks, and also acquires the information of the parking space in the free state from the server managing the parking lot, and determines, as candidates of the parking position where the user is recommended to park, a parking space where the user is likely to park (for example, a parking space near the entrance of the parking lot, a parking space near the entrance of the destination, a parking space where no other vehicle parks on the left or right, or the like) from among the parking spaces in the free state in the parking lot. In addition, all parking spaces in an empty state in the parking lot may be candidates for the parking position.

Next, in S3, the CPU51 searches for a recommended travel path of the vehicle from the current position of the vehicle to the candidate of the parking position (hereinafter referred to as a parking position candidate) acquired in S2. The search for the travel route in S3 is performed by the server device 4 in particular in the present embodiment. In the case of searching for a travel route, first, the CPU51 transmits a route search request to the server apparatus 4. The route search request includes the terminal ID of the navigation device 1 that identifies the source of the route search request, and information that identifies the departure point (for example, the current position of the vehicle) and the parking position candidates acquired in S2. Then, the CPU51 receives search path information transmitted from the server apparatus 4 in accordance with the path search request. The search route information is information for specifying a recommended travel route (for example, a link string included in the travel route) which the server device 4 searches for from the departure point to the stop position candidate based on the transmitted route search request using the map information of the latest version. The search is performed, for example, using the well-known Dijkstra algorithm.

In S3, the server device 4 uses the facility information 17 stored in the facility DB14 to construct links and nodes (construct a network in the parking lot) in the same manner as roads, with the parking lot where the user parks, in particular, when searching for a recommended travel path in the parking lot from the entrance of the parking lot to the parking position candidate. The facility information 17 includes information for specifying the position of the entrance/exit of the parking lot, information for specifying the arrangement of the parking space in the parking lot, information about a division line for dividing the parking space, information about a passage through which a vehicle or a pedestrian can pass, information about a crosswalk, a passing space provided for a pedestrian, and the like. However, the facility information 17 may be information in which a parking lot is generated by a 3D model. And determining a path which can be selected by the vehicle in the parking lot by using the information, and constructing a network in the parking lot. However, the above-described in-parking-area network may be previously built for each parking area nationwide and stored in the facility DB14.

Here, fig. 5 shows an example of the in-car network constructed for the car in S3. As shown in fig. 5, the parking lot nodes 58 are set at the entrance of the parking lot, the intersection at which the vehicle-passable passage intersects, the corner of the vehicle-passable passage (i.e., the connection point of the passages), and the end point of the passage, respectively. On the other hand, the parking lot road segments 59 are set for the vehicle-passable path between the parking lot nodes 58. Essentially for the centre of the channel. In addition, the parking lot road section 59 is allowed to cross an area where the vehicle is allowed to pass when no pedestrian is present, such as a crosswalk, a traffic space provided for pedestrians, or the like. In addition, the parking lot segment 59 has information for specifying a direction in which the vehicle can pass through the tunnel in the parking lot, and fig. 5 shows an example in which the vehicle can pass through the tunnel in the parking lot only clockwise.

In addition, in the parking lot nodes 58 and the parking lot links 59 constructed as shown in fig. 5, the cost and the direction (the direction in which the parking lot nodes can pass) are set in the same manner as the links of the road. For example, for each parking lot node 58 corresponding to an intersection or an entrance of a parking lot, a cost corresponding to the content of the parking lot node 58 is set, and a direction in which a vehicle can pass through when passing through the parking lot node 58 is set. Further, the cost is set in the parking lot link 59 with the time required for movement or the length of the link as a reference value. That is, the longer the time and distance required for movement, the higher the calculated cost is for the parking lot segment 59.

When the current position of the vehicle is located in the parking lot and the destination is located outside the parking lot, the server device 4 also creates an in-parking-lot network as shown in fig. 5 with respect to the parking lot where the vehicle is currently located, when searching for a recommended travel path in the parking lot from the current position of the vehicle to the exit of the parking lot.

Then, the server device 4 calculates the sum of costs of the vehicle from the current position to the parking position candidates via the entrance of the parking lot (and also via the exit of the parking lot if the current position of the vehicle is within the parking lot and the destination is outside the parking lot) using the dijkstra algorithm, and sets the path with the smallest sum value as the recommended travel path of the vehicle. However, the recommended travel route is not limited to one, and particularly, when there are a plurality of candidates regarding the travel route in the parking lot, the plurality of candidates are acquired as the recommended travel route of the vehicle. For example, as shown in fig. 6, when a parking space 60 located near a destination entrance is a recommended parking position, there are a travel path 61 that goes straight from the entrance of the parking lot and a travel path 62 that goes around from the entrance of the parking lot to the left temporarily. In this case, as will be described later, it is preferable to acquire which travel path as the recommended travel path in the stage of S3, since which travel path is appropriate is determined by generating and comparing actual travel trajectories. When there are a plurality of parking position candidates, a recommended travel path of the vehicle from the entrance of the parking lot to the parking position candidate is acquired for each parking position candidate. In addition, when a plurality of paths are present as candidates for a recommended travel path from an entrance of a parking lot to a parking position candidate (including a case where a plurality of paths are present as recommended travel paths from a current position of a vehicle to an exit of a parking lot when the current position of the vehicle is within the parking lot), a specific travel path is generated for each travel path (a case where a plurality of travel paths are also generated for one travel path) in a static travel path generation process (S5) described later, and a final travel path is determined from the plurality of paths by comparing the generated travel paths.

The server device 4 refers to the connection information 18 indicating the connection relationship between the traffic lane included in the road (hereinafter referred to as the entrance road) of the entrance of the parking lot for parking the vehicle by the user, and searches for the travel route while considering the entrance direction even when the entrance direction from the entrance road to the parking lot is restricted (for example, entrance may be performed by only left-hand turning). As a method of searching a path, a search unit other than the dijkstra algorithm may be used. The search for the travel route in S3 may be performed in the navigation device 1 instead of the server device 4.

Next, in S4, the CPU51 obtains the high-precision map information 16 with respect to the area including the travel path of the vehicle obtained in S3.

As shown in fig. 7, the high-precision map information 16 is divided into rectangular shapes (for example, 500m×1 km) and stored in the high-precision map DB13 of the server apparatus 4. Therefore, for example, as shown in fig. 7, when the route 63 is acquired as the travel route of the vehicle, the high-precision map information 16 is acquired for the areas 64 to 67 including the route 63. However, in the case where the distance to the parking lot where the user parks is particularly long, for example, the high-precision map information 16 may be acquired by targeting only a two-dimensional grid where the vehicle is currently located, or the high-precision map information 16 may be acquired by targeting only an area within a predetermined distance (for example, 3km or less) from the current position of the vehicle.

The high-precision map information 16 contains, for example, information related to the shape of a traffic lane of a road and a division line (lane center line, lane dividing line, lane outer line, guide line, etc.) drawn on the road. In addition, information related to intersections, information related to parking lots, and the like are included. The high-precision map information 16 is basically acquired from the server apparatus 4 in units of the above-described rectangular-shaped area, but is acquired from the cache 46 in the case where there is the high-precision map information 16 of the area already stored in the cache 46. In addition, the high-precision map information 16 acquired from the server apparatus 4 is temporarily stored in the cache 46.

In S4, the CPU51 also obtains the facility information 17 for the parking lot where the user specified in S1 parks. Further, similarly, connection information 18 and road shape information 19 are acquired, the connection information 18 indicating a connection relationship between a lane included in an entrance road of a parking lot where a user parks and the entrance of the parking lot, and the road shape information 19 specifying a region where a vehicle can pass between the entrance road and the entrance of the parking lot where the user parks.

The facility information 17 includes, for example, information for specifying the position of an entrance/exit of a parking lot, information for specifying the arrangement of a parking space in the parking lot, information on a division line for dividing the parking space, information on a passage through which a vehicle or a pedestrian can pass, and information on a crosswalk in the parking lot and a passing space provided for the pedestrian. The facility information 17 may be information for generating a parking lot, in particular, by a 3D model. The facility information 17, the connection information 18, and the road shape information 19 are basically acquired from the server apparatus 4, but are acquired from the cache 46 when the corresponding information is already stored in the cache 46. The facility information 17, the connection information 18, and the road shape information 19 acquired from the server device 4 are temporarily stored in the cache 46.

Then, in S5, the CPU51 executes static travel locus generation processing (fig. 9) described later. The stationary travel track generation process is a process of selecting a parking position where the vehicle is parked from among the parking position candidates acquired in S2, based on the high-precision map information 16, the facility information 17, the connection information 18, and the road shape information 19 acquired in S4, and generating a stationary travel track, which is a travel track until the vehicle is recommended to travel to the parking position. The static travel track includes, as described below: a first travel track in which the vehicle is recommended to travel on a lane from a travel start point to an entrance road of a parking lot facing a destination (including a travel track in which the vehicle is recommended to travel from a current position of the vehicle to an exit of the parking lot, and a travel track in which the vehicle is recommended to travel from the exit of the parking lot to the entrance road of the parking lot facing the destination in a case where the current position of the vehicle is located within the parking lot), a second travel track in which the vehicle is recommended to travel from the entrance road to the entrance of the parking lot, and a third travel track in which the vehicle is recommended to travel from the entrance of the parking lot to a parking position (parking space) where the vehicle parks. In particular, the third travel track is a track that determines at least a travel position of a specific vehicle in the parking lot. However, when the distance to the parking lot where the user parks is particularly long, only the first travel track may be generated for a section from the current position of the vehicle to the front of the predetermined distance along the travel direction (for example, within a two-dimensional grid where the vehicle is currently located). The predetermined distance can be appropriately changed, but at least a region outside a range (detection range) including a road condition in which the vehicle periphery can be detected by the vehicle exterior camera 39 or another sensor is targeted for generation of a static travel track.

Next, in S6, the CPU51 generates a speed plan when the vehicle travels on the static travel track generated in S5, based on the high-precision map information 16 acquired in S4. For example, the travel speed of the vehicle recommended when traveling on the stationary travel track is calculated in consideration of the limited speed information and the speed change point (for example, an intersection, a curve, a crossing, a crosswalk, or the like) on the travel scheduled path.

The speed plan generated in S6 is stored in the flash memory 54 or the like as assist information for the automatic driving assist. In addition, a plan indicating acceleration and deceleration of the vehicle required to realize the speed plan generated in S6 may be generated as assist information for the automatic driving assist.

Next, in S7, the CPU51 performs image processing on the captured image captured by the off-vehicle camera 39 to determine whether or not a factor affecting the travel of the host vehicle exists particularly in the vicinity of the host vehicle as a surrounding road condition. Here, the "factor affecting the running of the host vehicle" as the determination target in S7 is set as a dynamic factor that changes in real time, excluding a static factor based on the road structure. For example, the present invention may be applied to other vehicles that travel or stop in front of the traveling direction of the own vehicle, pedestrians that are located in front of the traveling direction of the own vehicle, construction sites that are located in front of the traveling direction of the own vehicle, and the like. On the other hand, intersections, curves, crossings, merging sections, lane reduction sections, and the like are excluded. Even when there are other vehicles, pedestrians, and construction sites, the case where they are unlikely to overlap with the future travel track of the host vehicle (for example, the case where they are located at positions away from the future travel track of the host vehicle) is excluded from the "factors that affect the travel of the host vehicle". In addition, as a means for detecting a factor that may affect the running of the vehicle, a sensor such as a millimeter wave radar or a laser sensor, vehicle-to-vehicle communication, road-to-vehicle communication, or the like may be used instead of the camera.

For example, the real-time position of each vehicle traveling on roads in the country may be managed by an external server, and the CPU51 may acquire the position of another vehicle located in the vicinity of the host vehicle from the external server to perform the determination process in S7.

If it is determined that there is a factor affecting the travel of the host vehicle in the vicinity of the host vehicle (yes in S7), the flow proceeds to S8. On the other hand, if it is determined that there is no factor affecting the travel of the host vehicle in the vicinity of the host vehicle (no in S7), the process proceeds to S11.

In S8, the CPU51 generates a new trajectory for avoiding or following the "factor affecting the running of the own vehicle" detected in S7 above from the current position of the vehicle and returning to the static running trajectory as the dynamic running trajectory. The dynamic travel track is generated for a section including "factors that affect the travel of the host vehicle". In addition, the length of the section varies depending on the content of the factor. For example, in the case where the "factor that affects the traveling of the host vehicle" is another vehicle (a preceding vehicle) traveling ahead of the vehicle, as shown in fig. 8, an avoidance path, which is a path that changes lanes to the right and goes beyond the preceding vehicle 69 and then changes lanes to the left and returns to the original lane, is generated as the dynamic traveling path 70. Further, a follow-up trajectory, which is a trajectory that follows the vehicle 69 at a predetermined distance behind the vehicle 69 (or is parallel to the vehicle 69) without exceeding the vehicle 69, may be generated as the dynamic travel trajectory.

In describing the calculation method of the dynamic travel track 70 shown in fig. 8 as an example, the CPU51 first calculates a first track L1, which is a track required to move the lane to the right side and return the position of the steering device to the straight direction when starting the rotation of the steering device. Further, with respect to the first trajectory L1, the lateral acceleration (lateral G) generated when the lane change is performed is calculated based on the current vehicle speed of the vehicle, and the trajectory which is as smooth as possible and which shortens the distance required for the lane change as possible is calculated using a clothoid curve or an arc on the condition that the lateral G does not cause an obstacle to the automatic driving assistance and does not exceed an upper limit value (for example, 0.2G) which does not cause discomfort to the occupant of the vehicle. In addition, it is also provided that an appropriate inter-vehicle distance D or more is maintained from the preceding vehicle 69.

Next, a second trajectory L2 is calculated, and the second trajectory L2 is a trajectory that runs on the right lane with the speed limit as an upper limit, and that exceeds the preceding vehicle 69 and reaches an appropriate inter-vehicle distance D or more from the preceding vehicle 69. In addition, the second trajectory L2 is a substantially straight trajectory, and in addition, the length of the trajectory is calculated based on the vehicle speed of the preceding vehicle 69 and the speed limit of the road.

Next, a third trajectory L3 is calculated, and the third trajectory L3 is a trajectory required to start rotation of the steering device, return to the left lane, and return the position of the steering device to the straight direction. In addition, the third trajectory L3 is a trajectory in which the lateral acceleration (lateral G) generated when the lane change is performed is calculated based on the current vehicle speed of the vehicle, and the distance required for the lane change is as smooth as possible and as short as possible is calculated using a clothoid curve or an arc on the condition that the lateral G does not cause an obstacle to the automatic driving assistance and does not exceed an upper limit value (for example, 0.2G) that does not cause discomfort to the occupant of the vehicle. In addition, it is also provided that an appropriate inter-vehicle distance D or more is maintained from the preceding vehicle 69.

Since the dynamic travel track is generated based on the road condition around the vehicle acquired by the off-vehicle camera 39 and the other sensor, the area to be the object of generating the dynamic travel track is located at least within a range (detection range) in which the road condition around the vehicle can be detected by the off-vehicle camera 39 and the other sensor.

Next, in S9, the CPU51 reflects the dynamic travel track newly generated in S8 described above in the static travel track generated in S5 described above. Specifically, the costs of the static travel track and the dynamic travel track are calculated from the current position of the vehicle to the end of the section including the "factor affecting the travel of the vehicle", and the travel track having the smallest cost is selected. As a result, a part of the static travel track is replaced with the dynamic travel track as needed. In addition, there is a case where the replacement of the dynamic travel track is not performed according to the situation, that is, there is a case where the static travel track generated in S5 is not changed even if the reflection of the dynamic travel track is performed. In addition, when the dynamic travel track and the static travel track are the same track, there is a case where the static travel track generated in S5 is not changed even if the displacement is performed.

Next, in S10, the CPU51 corrects the vehicle speed plan generated in S6 on the basis of the content of the dynamic travel track reflected on the static travel track in which the dynamic travel track is reflected in S9. In addition, when the dynamic travel track is reflected and the static travel track generated in S5 is not changed, the process of S10 may be omitted.

Next, in S11, the CPU51 calculates a control amount for causing the vehicle to travel at a speed conforming to the speed plan (corrected plan in the case of correcting the speed plan in S10) generated in S6 on the static travel track (reflected track in the case of reflecting the dynamic travel track in S9) generated in S5. Specifically, the control amounts of the accelerator, the brake, the gear, and the steering device are calculated, respectively. In addition, the processing of S11 and S12 may be performed by the vehicle control ECU40 that controls the vehicle, instead of the navigation device 1.

Then, in S12, the CPU51 reflects the control amount calculated in S11. Specifically, the calculated control amount is transmitted to the vehicle control ECU40 via the CAN. The vehicle control ECU40 performs vehicle control of the accelerator, the brake, the gear, and the steering device based on the received control amounts. As a result, the travel support control can be performed such that the vehicle travels at a speed corresponding to the speed plan (corrected plan in the case of correcting the speed plan in S10) generated in S6 on the static travel locus (reflected locus in the case of reflecting the dynamic travel locus in S9) generated in S5.

Next, in S13, the CPU51 determines whether the vehicle has traveled a certain distance after the static travel track was generated in S5 described above. For example, a certain distance is 1km.

When it is determined that the vehicle has traveled a certain distance after the stationary travel track was generated in S5 (yes in S13), the process returns to S4. Then, the static travel track is generated again for a section within a predetermined distance along the travel path from the current position of the vehicle (S4 to S6). In the present embodiment, the generation of the static travel route is repeated for a section within a predetermined distance along the travel route from the current position of the vehicle every time the vehicle travels a predetermined distance (for example, 1 km), but when the distance to the destination is short, the generation of the static travel route to the destination may be performed at once at the travel start time.

On the other hand, when it is determined that the vehicle has not traveled a certain distance after the stationary travel route was generated in S5 (S13: no), it is determined whether or not the assist travel by the automated driving assist is ended (S14). As a case where the assist travel by the automatic driving assist is ended, there is a case where the user intentionally releases (overrides) the travel by the automatic driving assist by operating an operation panel provided to the vehicle, or by performing a steering operation, a brake operation, or the like, in addition to the case where the destination is reached.

When it is determined that the assist travel by the automatic driving assist is completed (yes in S14), the automatic driving assist routine is completed. On the other hand, if it is determined that the assist travel by the automated driving assist is continued (no in S14), the process returns to S7.

Next, a sub-process of the static travel locus generation process executed in S5 described above will be described with reference to fig. 9. Fig. 9 is a flowchart of a sub-processing routine of the static travel locus generation process.

First, in S21, the CPU51 acquires the current position of the vehicle detected by the current position detecting section 31. In addition, it is preferable that the current position of the vehicle is determined in detail using, for example, high-precision GPS information and high-precision positioning technology. The high-precision positioning technique is a technique that detects white lines and road surface painting information acquired from a camera provided in a vehicle by image recognition, and matches the detected white lines and road surface painting information with, for example, high-precision map information 16, thereby enabling detection of a traveling lane and a high-precision vehicle position. Further, when the vehicle travels on a road constituted by a plurality of lanes, the lane on which the vehicle travels is also determined. In addition, regarding the case where the vehicle is located in the parking lot, a specific position (for example, a parking space in which the vehicle is located, etc.) and a posture of the vehicle (for example, a traveling direction of the vehicle, in which direction the vehicle is parked with respect to the parking space in the case where the vehicle is located in the parking space) in the parking lot are also determined.

Then, after S22 below, the CPU51 calculates a recommended travel route for the vehicle from the current position of the vehicle to the stop position candidate, which is searched for in S3 above, on the recommended travel route, at the time of traveling on the travel route. In S3, in particular, when a plurality of paths are searched as candidates as recommended travel paths in the parking lot, a travel path is generated for each path, and the generated travel paths are compared with each other to determine a final travel path from among the plurality of paths.

First, in S22, the CPU51 acquires the in-parking-area network of the parking area where the user parks acquired in S1, and calculates, for each travel path searched in S3, a travel track (candidate of travel track) that can be taken until the vehicle moves along the path from the entrance of the parking area where the vehicle enters and parks to the parking space that is a candidate of the parking position, using the in-parking-area network and the facility information 17 (including the arrangement information of the parking space in the parking area). In addition, when the current position of the vehicle is within the parking lot, the in-parking-lot network of the parking lot where the user is located is acquired, and similarly, the in-parking-lot network and facility information 17 (including the arrangement information of the parking space within the parking lot) are used, and for each travel path searched in S3, a travel track that can be taken until the vehicle moves from the current position along the path to the exit of the parking lot is calculated. That is, in S22, candidates of the travel route for the portion traveling in the parking lot among the travel routes searched in S3 are calculated.

The in-parking network is a network that determines a path that can be selected by a vehicle in the parking lot as described above, and is configured by a parking lot node 58 and a parking lot link 59 as shown in fig. 5. The facility information 17 includes information for specifying the position of the entrance/exit of the parking lot, information for specifying the arrangement of the parking space in the parking lot, information related to a division line for dividing the parking space, information related to a passage through which a vehicle or a pedestrian can pass, information related to a crosswalk, a passing space provided for a pedestrian, and the like. In addition, when calculating the travel track, the travel speed in the parking lot is set to a creep speed (for example, 10 km/h), and a range of turning radius that the vehicle can take is determined based on the vehicle data. The trajectory during cornering uses a clothoid curve and an arc to calculate a trajectory that is connected as smoothly as possible. In addition, when a vehicle is located in a parking space and a travel locus to exit from the parking space is calculated, a posture of the vehicle that is parked (for example, forward parking or backward parking) is acquired, and the travel locus to exit from the parking space is calculated in consideration of the posture of the vehicle. Further, regarding the candidates of the travel route calculated in S22, the cost is calculated as described later, and the travel route of the vehicle travel is finally selected on the condition that the cost is minimum (S23, S24), but in the calculation of the cost, the smaller the number of times of turning back and the distance of turning back, the smaller the cost, so in S22, the travel route having the smaller the number of times of turning back and the distance of turning back for entering the parking space is calculated as candidates as before. On the other hand, in the case of traveling along a tunnel basically, a traveling locus traveling in the center of the tunnel (i.e., on the parking lot segment 59 of the in-parking lot network) is set, but a locus traveling on the right or left side within a range not departing from the tunnel may be set. The generated travel route candidates are not limited to one travel route, and may be generated when there are a plurality of travel routes that can be taken by the vehicle when traveling along the same travel route. However, as shown in fig. 10, a travel route for a part of the vehicle body to enter a parking space where the vehicle is parked and other parking spaces other than the parking space to be parked, or a travel route for a part of the vehicle body to enter the outside of the area of the parking lot (for example, a public road) is excluded from the generation target. On the other hand, if there is no obstacle in an area such as a crosswalk or a traffic space provided for pedestrians in the parking lot, a part of the vehicle body is allowed to enter a travel track of an area where the vehicle is allowed to pass. In S22 described above, entry trajectory candidates, which are candidates of the travel trajectory of the vehicle from the entrance of the parking lot to the parking position where the vehicle is parked, and exit trajectory candidates, which are candidates of the travel trajectory of the vehicle from the parking position where the vehicle is parked to the exit of the parking lot, are generated.

Fig. 11 shows an example of candidates of the travel route 71 calculated for the travel path 61 traveling straight from the entrance of the parking lot shown in fig. 6. Fig. 12 is an example of candidates of the travel route 72 calculated for the travel path 62 that temporarily turns left and right from the entrance of the parking lot shown in fig. 6. As shown in fig. 11 and 12, the travel route 71 and the travel route 72 are travel routes for entering from the entrance of the same parking lot and parking in the same parking space 60, but the shapes thereof are greatly different. If the overall length is relatively short, the travel path 71 is short, but the travel path 71 needs to be folded back in order to enter the parking space 60. Therefore, for example, in the case where the travel track 71 and the travel track 72 are calculated as candidates of the travel track in S22 described above, it is difficult to determine which of the travel track 71 and the travel track 72 is the travel track to be recommended. Therefore, as described below, in the case where the candidates of the plurality of travel routes are calculated in S22, the cost is calculated for each travel route and compared.

In the above embodiment, the posture of the vehicle at the time of parking the vehicle in the parking space is selected as the backward parking, and the travel locus that can be taken before the vehicle is parked in the parking space as the parking position candidate is generated as the candidate of the travel locus, but the forward parking may be selected, and the travel locus that can be taken before the vehicle is parked in the parking space as the parking position candidate is generated as the candidate of the travel locus. Alternatively, a candidate of a travel route selected for a rear parking and a candidate of a travel route selected for a front parking may be generated separately, and the cost may be calculated for each travel route and compared as described later to determine the posture of the vehicle when the vehicle is finally parked.

In S23, the CPU51 calculates the cost for the vehicle running in consideration of the vehicle behavior when running on the candidate of the running track generated in S22 described above. When a plurality of candidates of travel routes are generated, a cost is calculated for each of the plurality of candidates of travel routes. The method for calculating the cost of S23 will be described in detail below.

Specifically, the final cost is calculated for each travel track candidate by adding the costs calculated based on the factors (1) to (6) below.

(1) Distance of movement (whether forward or backward) … distance of movement [ m ] ×1.0

(2) Back travel distance … travel distance [ m ] ×10.0

(3) The number of times forward and backward switching … times×10.0

(4) Turning angle amount … turning angle x 0.1

(5) The number of times … times×5.0 of switching the rotation direction of the steering device

(6) Distance … traveled in the conditioned travel prohibited area moves by distance [ m ] ×10.0

First, as for (1), it is known that the cost is determined according to the moving distance of the travel track, specifically, the longer the total length of the travel track is, the higher the calculated cost is, that is, the more difficult to select as the recommended travel track.

On the other hand, regarding (2), the cost is determined in the travel track, in particular, according to the moving distance of the backward movement, specifically, the longer the backward distance is, the higher the calculated cost is. Further, the coefficient is 10 times as large as (1), and the cost of a travel track having a long retreating distance may be higher than that of a travel track having a long overall length, even if the overall length is short.

Further, as for (3), it is known that the cost is determined based on the number of times of switching forward and backward included in the travel track, specifically, the more the number of times of switching forward and backward is, the higher the calculated cost is, that is, the difficulty in selecting as the recommended travel track.

Further, as for (4), it is known that the cost is determined from the turning angle amount of the vehicle required when traveling on the travel track, specifically, the larger the turning angle amount, that is, the travel track with a larger operation amount of the steering device, the higher the calculated cost, that is, the difficulty in selecting as the recommended travel track.

Further, as for (5), it is known that the cost is determined based on the number of times the rotational direction of the steering device is switched included in the travel track, specifically, the greater the number of times the rotational direction of the steering device is switched, the higher the calculated cost, that is, the difficulty in selecting the recommended travel track.

Finally, regarding (6), the cost is determined based on the distance traveled in the travel locus, particularly in the conditioned travel prohibited area, specifically, the longer the distance traveled in the conditioned travel prohibited area, the higher the calculated cost. Basically, when a part of the vehicle body enters the conditioned travel prohibited area, the vehicle is considered to travel in the conditioned travel prohibited area. Here, the "conditional travel prohibited area" refers to an area in which the vehicle is permitted to pass if there is no obstacle in the area, but the vehicle is not permitted to pass in a state in which there is an obstacle in the area. The obstacle means, for example, a pedestrian, a wheelchair, or the like, and specifically, the "conditional travel prohibited area" means a crosswalk provided in a parking lot, and a traffic space provided for the pedestrian (excluding a passage dedicated to the pedestrian in which the vehicle is prohibited from entering). Information for determining the conditional travel prohibited area is included in the facility information 17. For example, as shown in fig. 13, in the case where a part of the travel track travels in a traffic space 75 provided for a pedestrian, the cost is increased according to the distance L traveled in the traffic space 75. Further, the coefficient is 10 times as large as (1), and the cost of the running track running in the conditioned running prohibited area may be higher even if the total length is shorter than the running track having the longer total length.

In the case of calculating the cost for the travel route candidate in S23, the cost may be calculated by taking only a part of the factors in (1) to (6) into consideration without taking all the factors in (1) to (6) into consideration. For example, the total value of the costs of (1), (2), (3), and (5) may be calculated.

Then, in S24, the CPU51 compares the cost of each of the candidates of the travel route calculated in S23, and selects the travel route calculated as the minimum cost among the candidates of the travel route from the entrance of the parking lot at the destination to the parking position where the vehicle is parked as the recommended travel route of the vehicle from the entrance of the parking lot at the destination to the parking position where the vehicle is parked. As a result, the parking position where the vehicle is parked is also determined from among the parking position candidates acquired in S2. Specifically, the parking space located at the end point of the selected travel locus becomes a parking position where the vehicle is parked. Further, when the current position of the vehicle is located in the parking lot, the travel track on which the minimum cost is calculated among the travel track candidates from the current position of the vehicle in the parking lot to the exit of the parking lot is selected as the recommended travel track of the vehicle from the current position of the vehicle in the parking lot to the exit of the parking lot.

As a result, in the case where the travel route 71 corresponding to the travel route 61 straight from the entrance of the parking lot shown in fig. 11 and the travel route 72 corresponding to the travel route 62 temporarily left-to-round from the entrance of the parking lot shown in fig. 12 are generated as candidates of the travel route for the vehicle travel in S22, if only the cost based on the movement distance of (1) is compared, the cost of the travel route 71 is reduced, and therefore the travel route 71 is selected as the recommended travel route for the vehicle. However, as shown in fig. 14, in the travel track 71, it is necessary to switch from forward to backward and temporarily backward at a point a where the travel track enters the parking space 60 and passes through the parking space 60 from right, switch from backward to forward again at a point b, turn slightly to the right at the front of the parking space 60, and then switch from forward to backward at a point c to move toward the parking space 60 while turning. On the other hand, in the travel track 72, the travel track for entering the parking space 60 may slightly turn right in front of the parking space 60 from the straight state, and may be moved to the parking space 60 while turning while switching from forward to backward at the point c. That is, the travel locus 71 has a longer backward travel distance than the travel locus 72, and the number of times of switching the forward and backward travel and the number of times of switching the rotation direction of the steering device are also increased. That is, if the costs based on the above (2), (3), and (5) are compared, the cost of the travel track 72 becomes small. Therefore, the travel locus 71 is not necessarily selected as the recommended travel locus of the vehicle, and the travel locus 72 may be selected as the recommended travel locus of the vehicle.

In the above-described embodiment, the parking position and the travel route for parking are selected in consideration of the burden involved in the travel of the vehicle at the destination, but the parking position and the travel route for parking may be selected in consideration of the burden involved in the travel of the vehicle when returning home from the destination. For example, in S22, a travel route from the parking place candidate to the parking place exit is acquired in addition to a travel route from the parking place entrance to the parking place candidate. In S23, the cost may be calculated for each of the travel route from the entrance of the parking lot to the parking position candidate and the travel route returned from the parking position candidate to the exit of the parking lot, and the travel route whose total is the smallest may be selected in S24. As a result, the parking position and the travel route for parking can be selected in consideration of the load involved in the travel of the vehicle when returning home from the destination.

Next, in S25, the CPU51 performs construction of a traffic lane network with a portion of the recommended travel path of the vehicle from the current position of the vehicle searched in S3 to the stop position candidate as a target, based on the high-precision map information 16 acquired in S4. The high-precision map information 16 includes a lane shape, lane line information, and information related to an intersection, and further includes information for specifying a guide line (guide white line) in the intersection, such as the number of lanes, how to increase or decrease at any position when the number of lanes increases or decreases, traffic division in the traveling direction of each lane, connection of roads (specifically, a correspondence relationship between a lane included in a road before the intersection and a lane included in a road after the intersection), and the like. The lane network generated in S25 is a network indicating a lane movement that the vehicle can select when traveling on the candidate of the travel route searched in S3. When there are a plurality of candidates of the travel route searched in S3, the lane network is constructed for the plurality of candidates. The traffic lane network is constructed with a section from the current position of the vehicle (where the exit road facing the exit of the parking lot when the current position of the vehicle is the parking lot) to the entry road facing the entrance of the parking lot where the user parks at the destination.

Here, as an example of constructing the lane network in S25, a case where the vehicle travels on the travel route shown in fig. 15 will be described as an example. Further, in the following description, it is assumed that the current position of the vehicle is located on a public road other than in the parking lot. In the example shown in fig. 15, the travel route is a route which is straight from the current position of the vehicle, turns right at the next intersection 81, turns right at the next intersection 82, and turns left into the parking lot 83 as a parking target. In the alternate route shown in fig. 15, for example, when the intersection 81 turns right, the right lane may be entered or the left lane may be entered. However, since the vehicle needs to turn right at the next intersection 82, it is necessary to move the vehicle to the right-most lane at the time of entering the intersection 82. In addition, when the intersection 82 turns right, the right-hand lane may be entered, or the left-hand lane may be entered. Fig. 16 shows a traffic lane network constructed by targeting candidate paths that can perform such a lane movement.

As shown in fig. 16, the lane network divides candidate routes to be targets for generating a static travel track into a plurality of zones (groups). Specifically, the intersection is divided by the entrance position of the intersection, the exit position of the intersection, and the position of lane increase or decrease. Then, a node (hereinafter, referred to as a lane node) 85 is set for each lane located at the boundary of each divided section. A link (hereinafter, referred to as a lane link) 86 connecting the lane nodes 85 is further provided. The start position (i.e., start node) of the lane network is the current position (travel start point) of the vehicle, and the end position (i.e., end node) of the lane network is a node (hereinafter referred to as an entry point) in the entry road of the entrance of the parking lot for parking the vehicle, in particular, in the vicinity of the parking lot entrance newly generated with reference to the node position of the parking lot entrance set in the parking network.

The traffic lane network includes information for specifying a correspondence relationship between a lane included in a road before passing through an intersection and a lane included in a road after passing through the intersection, that is, a lane movable after passing through the intersection with respect to a lane before passing through the intersection, in particular, by connecting a traffic lane node and a traffic lane link at the intersection. Specifically, it is indicated that the vehicle is movable between lanes corresponding to a lane node connected by a lane segment, of a lane node set on a road before passing through an intersection and a lane node set on a road after passing through an intersection. In order to generate such a traffic lane network, a traffic lane marker indicating a correspondence relation of lanes is set and stored for each combination of a road entering the intersection and a road leaving the intersection for each road connected to the intersection in the high-precision map information 16. When constructing the traffic lane network in S25 described above, the CPU51 refers to the traffic lane markers to form the connection between the traffic lane nodes and the traffic lane segments at the intersection.

Next, in S26, the CPU51 connects the lane network constructed in S25 with the in-parking-area network constructed in S22. Specifically, in an entry road of an entrance of a parking lot for parking a vehicle, a node is reset in the vicinity of the parking lot entrance based on a node position of the parking lot entrance set in a parking network, and the newly set node and the node of the parking lot entrance are connected by a link.

Then, in S27, the CPU51 sets a movement start point at which the vehicle starts to move for the constructed lane network, for the lane node located at the start point of the lane network, and sets a movement destination point that is the target of the vehicle movement for the end point of the lane network, that is, for the lane node connected to the entrance of the parking lot (the lane node provided corresponding to the entry point). Thereafter, the CPU51 refers to the constructed lane network, and searches for a route continuously connecting from the movement start point to the movement destination point. For example, using the dijkstra algorithm, a route having the smallest sum of the lane costs is determined as the lane movement method of the vehicle recommended when the vehicle is moving. The lane cost is set in consideration of whether or not there is a lane change and the number of lane changes, for example, with the length of the lane segment 86 or the time required for movement as a reference value. However, a search means other than the dijkstra algorithm may be used as long as a route from the movement start point to the movement destination point can be searched for continuously.

Then, in S28, the CPU51 generates a specific travel track for traveling along the route specified by the lane network using the high-precision map information 16, the facility information 17, the connection information 18, and the road shape information 19 acquired in S4. In addition, regarding the travel track of the section accompanied by the lane change, the position of the lane change is set to be a recommended position at which the lane change is discontinuous as much as possible and at a predetermined distance from the intersection. In particular, when a travel track is generated during a left-right turn at an intersection or a lane change, the lateral acceleration (lateral G) generated by the vehicle is calculated, and the track that is connected as smoothly as possible is calculated using a clothoid curve or an arc on the condition that the lateral G does not cause an obstacle to the automatic driving assistance and does not exceed an upper limit value (for example, 0.2G) that does not cause a sense of discomfort to the occupant of the vehicle. On the other hand, for a section that is neither a section where a lane change is performed nor a section in an intersection, a trajectory passing through the center of the lane is set as a travel trajectory for recommended vehicle travel. However, it is preferable to provide a rounded corner to a corner which is bent at a substantially right angle, and a portion which is a corner of the track. By performing the above-described processing, a travel locus of the recommended vehicle travel from the current position of the vehicle to the entry point is generated.

Next, in S29, when the vehicle moves along the recommended travel path of the vehicle from the current position of the vehicle to the parking position candidate searched in S3, the CPU51 calculates the recommended travel track particularly when entering the parking lot from the entrance road.

For example, in fig. 17, an example of calculating a travel track in a case where a route from a leftmost lane of the entry road 88 to an entrance of the parking lot 83 is set will be described. First, the CPU51 determines an area where the vehicle can pass between the entry road 88 and the parking lot 83 (hereinafter, referred to as a passing area) based on the road shape information acquired in S5. For example, in the example shown in fig. 17, a rectangular area formed by the transverse direction x and the longitudinal direction y becomes a passing area where vehicles can pass between the entry road 88 and the parking lot 83. Then, on condition that the vehicle enters the entrance of the parking lot 83 from the entrance road 88 through the passing area, a trajectory which is as smooth as possible and which shortens the distance required for entering as much as possible is calculated using a clothoid curve and an arc.

Then, in S30, the CPU51 generates a static travel path, which is a travel path in which the vehicle is recommended to travel, by connecting the travel paths calculated in S24, S28, and S29. The static travel track generated in S30 includes: a first travel track on which the vehicle travels on a lane from a travel start point to an entry road facing an entrance of the parking lot is recommended; recommending a second driving track from the road to the entrance of the parking lot; a third travel locus of the vehicle from the entrance of the parking lot to the parking position (parking space) where the vehicle is parked is recommended.

Then, the static travel locus generated in S30 is stored in the flash memory 54 or the like as assist information for automatic driving assist. Then, the process goes to S6.

In the above embodiment, the travel route during travel in the parking lot, the travel route during travel on the road, and the travel route from the road to the parking lot were separately generated (S24, S28, S29), but the in-parking-lot network and the traffic lane network may be connected to each other, and the travel route including all movements of the vehicle from the current position of the vehicle to the parking position candidates in the parking lot may be generated at the same time.

As described in detail above, in the navigation device 1 and the computer program executed by the navigation device 1 according to the present embodiment, when a vehicle is parked in a parking space, arrangement information of the parking space provided in the parking space is acquired, and a parking position where the vehicle is parked is acquired from the parking space (S2), an in-parking network, which is a network indicating a path that the vehicle can select in the parking space, is acquired (S3), and a travel track is generated that specifies the travel position of the vehicle in the parking space from the entrance of the parking space to the parking position by using the arrangement information of the in-parking network and the parking space (S5), and driving assistance (S11, S12) based on the generated travel track is performed, so that when the vehicle is parked in the parking space, the travel track specifying the particular travel position in the parking space from the entrance of the parking space to the parking position can be derived. Further, by using a specific travel locus, more appropriate driving assistance can be performed than in the past.

Further, since the posture of the vehicle at the time of parking at the parking position is selected and the travel track of the vehicle from the entrance of the parking lot to the time of parking the vehicle at the selected posture is generated using the arrangement information of the network and the parking space in the parking lot (S5), a more specific travel track can be derived by taking the posture of the vehicle at the time of parking into consideration.

Further, since an entry trajectory candidate (S22), which is a candidate of a travel trajectory of the vehicle from the entrance of the parking lot to the time when the vehicle is parked at the parking position, is acquired, and a movement cost spent for traveling of the vehicle is calculated for the entry trajectory candidate in consideration of a vehicle behavior when traveling on the entry trajectory candidate (S23), and a recommended travel trajectory is selected from the entry trajectory candidates using the calculated movement cost (S24), various loads and risks generated by the vehicle when traveling in the parking lot are reflected in the cost, the recommended travel trajectory when the vehicle is parked in the parking lot can be more appropriately derived than before.

Further, since the exit trajectory candidates, which are candidates of the travel trajectory of the vehicle from the parking position of the vehicle to the exit of the parking lot, are acquired, and the movement costs spent for the travel of the vehicle are calculated for the exit trajectory candidates in consideration of the behavior of the vehicle when traveling on the exit trajectory candidates, and the recommended travel trajectory from the entrance of the parking lot to the parking position of the vehicle parking is selected using the movement costs calculated by the exit-time cost calculation means in addition to the calculated movement costs (S24), various burdens and risks generated by the vehicle when traveling from the return of the destination are reflected in the costs in addition to the travel to the destination, the recommended travel trajectory when the vehicle is parked in the parking lot can be more appropriately derived than before.

In addition, when there are a plurality of candidates of a parking position where a vehicle is parked in a parking lot, candidates of a travel route are acquired for each of the candidates of the parking position (S22), and a parking position where the vehicle is parked is selected from among the candidates of the parking position using the calculated movement cost, and a recommended travel route from an entrance of the parking lot to the selected parking position is selected (S24), so that various loads and risks of the vehicle when traveling in the parking lot are reflected in the cost, and the recommended parking position of the vehicle when parking in the parking lot can be appropriately derived from the plurality of candidates.

The vehicle behavior includes at least one or more of a travel distance of the vehicle in the parking lot, a backward travel distance of the vehicle, a number of times of switching forward and backward travel, a number of times of switching a rotation direction of the steering device, and a distance traveled in a conditioned travel prohibited area through which the vehicle is permitted under the conditions in the parking lot, and therefore, by reflecting various burdens and risks of the vehicle occurring when traveling in the parking lot to the cost, a recommended travel track of the vehicle when parking in the parking lot can be more appropriately derived than before.

Further, since the conditional travel prohibited area is an area that allows the vehicle to pass if no obstacle exists in the area, but does not allow the vehicle to pass in a state where an obstacle exists in the area, the recommended travel route of the vehicle at the time of parking in the parking lot can be more appropriately derived than before by reflecting the risk of traveling in a crosswalk, a traffic space provided for pedestrians, or the like, in particular, to the cost.

When a vehicle exits from a parking space where the vehicle is parked, configuration information of a parking space provided in the parking space is acquired, and a parking position where the vehicle is parked is acquired from the parking space (S21), an in-parking network which is a network indicating a path that the vehicle can select in the parking space is acquired (S3), and a travel track specifying the travel position of the vehicle in the parking space from the parking position to an exit of the parking space is generated (S5) using the configuration information of the in-parking network and the parking space, and driving support is performed based on the generated travel track (S11, S12), whereby, when the vehicle exits from the parking space, a travel track specifying the particular travel position in the parking space from the parking position to the exit of the parking space can be derived. Further, by using a specific travel locus, more appropriate driving assistance can be performed than in the past.

Further, the posture of the vehicle parked at the parking position is acquired, and the travel locus is generated using the arrangement information of the network and the parking space in the parking lot, and the travel locus of the vehicle from the parking position parked at the acquired posture to the exit of the parking lot (S5), so that a more specific travel locus can be derived by taking the posture of the parked vehicle into consideration.

The present invention is not limited to the above-described embodiments, and various modifications and variations can be made without departing from the spirit of the present invention.

For example, in the present embodiment, a plurality of candidates of the parking position are acquired, and the parking position is finally determined from the plurality of candidates at the time of generating the static travel locus at S5, but the parking position at which the vehicle is initially parked may be determined as one, and then the travel locus up to the determined parking position may be generated.

In the present embodiment, the case where the travel start point of the vehicle is on the road is assumed, but the present invention is applicable to the case where the travel start point is in a parking lot. In this case, the travel track from the travel start point to the exit of the parking lot is also derived in S24.

In the present embodiment, the cost for the travel track until the stop position is reached is calculated only for the travel of the vehicle (S23), but the cost may be calculated in consideration of the hiking movement from the vehicle to the destination after the vehicle gets off. That is, even if the travel movement of the vehicle to the parking position is easy, the travel locus to the parking position with a large burden of the subsequent hiking movement to the destination can be calculated at a high cost.

In the present embodiment, the vehicle control for traveling along the generated travel track is performed after the travel track up to the parking position is generated (S11, S12), but the processing related to the vehicle control at S11 and thereafter may be omitted. For example, the navigation device 1 may guide the user to a parking position or a travel track where parking is recommended without performing control of the vehicle based on the travel track.

In the present embodiment, the finally generated static travel track is information for specifying a specific track (set of coordinates, line) on which the vehicle travels, but it is also possible to specify information of the degree of the road, lane, and tunnel to which the vehicle travels without specifying the specific track. In addition, it is also possible to determine only the road on which the vehicle is traveling and the parking position where the vehicle is parked in the parking lot without determining a specific travel track.

In the present embodiment, the high-precision map information 16 and the facility information 17 are used to generate the traffic lane network and the in-parking-area network (S3, S22, S25), but each network for roads and parking areas in the whole country may be stored in the DB in advance and read out from the DB as necessary.

In the present embodiment, the high-precision map information included in the server device 4 includes both information related to the road lane shape (road shape, curvature, lane width, etc. in units of lanes) and the dividing line (lane center line, lane dividing line, lane outer line, guide line, etc.) drawn on the road, but may include only information related to the dividing line or may include only information related to the road lane shape. For example, even when only the information related to the division line is included, the information corresponding to the information related to the shape of the traffic lane of the road can be estimated based on the information related to the division line. Even when only information related to the shape of the road lane is included, information corresponding to the information related to the dividing line can be estimated based on the information related to the shape of the road lane. The "information related to the division line" may be information for specifying the type and arrangement of the division line itself that divides the lane, information for specifying whether or not a lane change is possible between adjacent lanes, or information for specifying the shape of the lane directly or indirectly.

In the present embodiment, a part of the static travel track is replaced with the dynamic travel track as a means for reflecting the dynamic travel track on the static travel track (S9), but the track may be corrected so that the static travel track approaches the dynamic travel track without replacement.

In the present embodiment, as the automatic driving assistance for automatically performing traveling independently of the driving operation by the user, all of the accelerator operation, the brake operation, and the steering wheel operation, which are operations related to the behavior of the vehicle, among the operations in which the vehicle control ECU40 controls the vehicle, are described. However, the automatic driving assistance may be at least one of accelerator operation, brake operation, and steering wheel operation, which are operations related to the behavior of the vehicle, among the operations of the vehicle, which are controlled by the vehicle control ECU 40. On the other hand, manual driving based on a driving operation by a user means that the user performs all of accelerator operation, brake operation, and steering wheel operation, which are operations related to the behavior of the vehicle, among operations of the vehicle.

The driving assistance of the present invention is not limited to the automatic driving assistance related to the automatic driving of the vehicle. For example, the static travel track determined in S5 and the dynamic travel track generated in S8 may be displayed on a navigation screen, and guidance using sound, a screen, or the like (for example, guidance for a lane change, guidance for a recommended vehicle speed, or the like) may be performed to assist driving. In addition, the driving operation of the user may be assisted by displaying the static travel track and the dynamic travel track on the navigation screen.

In the present embodiment, the navigation device 1 is configured to execute the automatic driving support program (fig. 4), but the vehicle may be configured to be executed by a vehicle-mounted device other than the navigation device 1 or the vehicle control ECU 40. In this case, the in-vehicle device, the vehicle control ECU40 acquires the current position of the vehicle, map information, and the like from the navigation device 1, the server device 4. The server device 4 may execute part or all of the steps of the automatic driving support program (fig. 4). In this case, the server device 4 corresponds to the driving support device of the present application.

The present invention is applicable to a mobile phone, a smart phone, a tablet terminal, a personal computer, and the like (hereinafter, referred to as a mobile terminal or the like) in addition to a navigation device. The present invention is also applicable to a system including a server, a mobile terminal, and the like. In this case, each step of the automatic driving support program (see fig. 4) may be implemented by any one of a server, a mobile terminal, and the like. However, when the present invention is applied to a mobile terminal or the like, it is necessary to connect a vehicle capable of performing automatic driving assistance to the mobile terminal or the like in a communicable manner (whether wired or wireless).

Description of the reference numerals:

1: navigation device (driving assistance device), 2: driving assistance system, 3: information distribution center, 4: server apparatus, 5: vehicle, 16: high-precision map information, 17: facility information, 18: connection information, 19: road shape information, 33: navigation ECU, 40: vehicle control ECU, 51: CPU, 58: parking lot node, 59: parking lot road segment, 75: pedestrian traffic space.

Claims (11)

1. A driving assistance device, wherein,

The device comprises:

A parking space information acquisition unit that acquires configuration information of a parking space provided in a parking lot when a vehicle is parked in the parking lot;

A parking position acquisition unit that acquires a parking position where the vehicle is parked from within the parking space;

An in-parking-area network acquiring unit that acquires an in-parking-area network that is a network representing a path that a vehicle can select in the parking area;

A travel track generation unit that generates a travel track that determines a travel position of a vehicle in a parking lot from an entrance of the parking lot to a time at which the vehicle is parked at the parking position, using configuration information of the network and the parking space in the parking lot; and

And a driving support means for performing driving support based on the travel locus.

2. A driving assistance device, wherein,

The device comprises:

A parking space information acquisition unit that acquires configuration information of a parking space provided in a parking lot when a vehicle is parked in the parking lot;

A parking position acquisition unit that acquires a parking position where the vehicle is parked from within the parking space;

A vehicle posture selection unit that selects a posture of a vehicle when parking at the parking position;

An in-parking-area network acquiring unit that acquires an in-parking-area network that is a network representing a path that a vehicle can select in the parking area;

A travel track generation unit that generates a travel track from an entrance of a parking lot to a vehicle that parks the vehicle at the parking position in the posture selected by the vehicle posture selection unit, using configuration information of the network and the parking space in the parking lot; and

And a driving support means for performing driving support based on the travel locus.

3. The driving assistance device according to claim 1 or 2, wherein,

The device comprises:

An entry trajectory candidate acquisition unit that acquires the travel trajectory generated by the travel trajectory generation unit as an entry trajectory candidate, the entry trajectory candidate being a candidate of a travel trajectory of the vehicle from an entrance of a parking lot to a stop of the vehicle at the stop position;

An entry-time cost calculation unit that calculates a moving cost spent for traveling of the vehicle for the entry trajectory candidate in consideration of a vehicle behavior when traveling on the entry trajectory candidate; and

And a travel track selection unit that selects a recommended travel track from an entrance of a parking lot to a stop of the vehicle at the parking position from among the entry track candidates, using the movement cost calculated by the entry cost calculation unit.

4. The driving assistance device according to claim 3, wherein,

The device comprises:

An exit trajectory candidate generation unit that generates an exit trajectory candidate that is a candidate of a travel trajectory of the vehicle from the parking position to an exit of the parking lot; and

A withdrawal cost calculation unit that calculates a movement cost spent for traveling of the vehicle for the withdrawal trajectory candidate in consideration of a vehicle behavior when traveling on the withdrawal trajectory candidate,

The travel track selection unit selects a recommended travel track from an entrance of a parking lot to a stop of the vehicle at the stop position using the movement cost calculated by the exit-time cost calculation unit in addition to the movement cost calculated by the entry-time cost calculation unit.

5. The driving assistance apparatus according to claim 3 or 4, wherein,

When there are a plurality of candidates of a parking position where a vehicle is parked in a parking lot, the entry trajectory candidate acquisition means acquires candidates of the travel trajectory for each of the candidates of the parking position,

The travel track selection unit selects a parking position where the vehicle is parked from among the candidates of the parking position, and selects a recommended travel track from an entrance of a parking lot to the selected parking position, using the movement cost calculated by the entry-time cost calculation unit.

6. The driving assistance apparatus according to any one of claims 3 to 5, wherein,

The vehicle behavior includes at least one or more of a travel distance of the vehicle in the parking lot, a backward travel distance of the vehicle, a number of times of switching forward and backward travel, a number of times of switching a rotation direction of the steering device, and a distance traveled in a conditioned travel prohibited area through which the vehicle is permitted under conditions in the parking lot.

7. The driving assistance apparatus according to claim 6, wherein,

The conditional travel prohibited area is an area that allows the vehicle to pass if there is no obstacle in the area, but does not allow the vehicle to pass in a state where there is an obstacle in the area.

8. A driving assistance device, wherein,

The device comprises:

A parking space information acquisition unit that acquires, when a vehicle exits from a parking lot where the vehicle is parked, arrangement information of a parking space provided in the parking lot;

a parking position acquisition unit that acquires a parking position where the vehicle is parked from within the parking space;

An in-parking-area network acquiring unit that acquires an in-parking-area network that is a network representing a path that a vehicle can select in the parking area;

an exit travel track generation unit that generates a travel track that determines a travel position of a vehicle in a parking lot from the parking position to an exit of the parking lot, using configuration information of the network and the parking space in the parking lot; and

And a driving support means for performing driving support based on the travel locus.

9. A driving assistance device, wherein,

The device comprises:

A parking space information acquisition unit that acquires, when a vehicle exits from a parking lot where the vehicle is parked, arrangement information of a parking space provided in the parking lot;

a parking position acquisition unit that acquires a parking position where the vehicle is parked from within the parking space;

A vehicle posture acquisition unit that acquires a posture of a vehicle parked at the parking position;

An in-parking-area network acquiring unit that acquires an in-parking-area network that is a network representing a path that a vehicle can select in the parking area;

An exit travel locus generation unit that generates a travel locus of the vehicle from the parking position where the vehicle is parked in the posture acquired by the vehicle posture acquisition unit to an exit of the parking lot, using the configuration information of the network and the parking space in the parking lot; and

And a driving support means for performing driving support based on the travel locus.

10. A computer program for causing a computer to function as:

a parking position acquisition unit that acquires a parking position at which the vehicle is parked when the vehicle is parked in the parking lot;

A vehicle posture selection unit that selects a posture of a vehicle when parking at the parking position;

An in-parking-area network acquiring unit that acquires an in-parking-area network that is a network representing a path that a vehicle can select in the parking area;

A travel track generation unit that generates a travel track from an entrance of a parking lot to a vehicle that parks the vehicle at the parking position in the posture selected by the vehicle posture selection unit, using the in-parking-lot network; and

And a driving support means for performing driving support based on the travel locus.

11. A computer program for causing a computer to function as:

a parking position acquisition unit that acquires a parking position at which the vehicle is parked when the vehicle is parked in the parking lot;

An in-parking-area network acquiring unit that acquires an in-parking-area network that is a network representing a path that a vehicle can select in the parking area;

A travel track generation unit that generates a travel track that determines a travel position of a vehicle in the parking lot from an entrance of the parking lot to a stop of the vehicle at the stop position, using the in-parking lot network; and

And a driving support means for performing driving support based on the travel locus.