JP7747483B2 - Driving route creation system, driving assistance system, and driving route creation program - Google Patents

Description

The present invention relates to a driving route creation system that creates driving routes for autonomous vehicles, a driving assistance system that uses the driving route creation system, and a driving route creation program.

For example, one known technology related to autonomous vehicles is a driving path generation system that generates an automatic driving path for a harvester that harvests crops in uncultivated land while driving autonomously (see Patent Document 1). Also known is a map generation system that generates map data that includes coordinate information for multiple features located along roads (see Patent Document 2).

However, in Patent Document 1, generating a driving route requires information on the shape of unworked land and crop yields, which may prevent the route from being created quickly. Furthermore, in Prior Art 2, the coordinate information of multiple features is required, which may prevent the route from being created quickly.

Japanese Patent Application Laid-Open No. 2020-22428 Japanese Patent Application Laid-Open No. 2020-38361

The present invention has been made in consideration of the above points, and aims to provide a route creation system that enables rapid route creation, a driving assistance system that uses the route creation system, and a route creation program.

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

The above-mentioned driving route creation system creates vehicle driving routes based on link node data, allowing for rapid creation of driving routes. For example, when creating driving routes within a parking lot, route creation can be started based on link node data created from the parking lot's blueprints, making it possible to complete creation of vehicle driving routes before the parking lot is completed, shortening the lead time until the parking lot begins operation.

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

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

In yet another aspect of the present invention, the first route creation unit performs priority-based arbitration when creating a first route for multiple vehicles traveling. In this case, the travel of multiple vehicles can be adjusted based on priority to ensure smooth travel without collisions, etc.

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

To achieve the above objective, a driving assistance system provides driving assistance to an autonomous vehicle based on a second route created by one of the above driving route creation systems. In this case, it becomes possible to quickly create a driving route for driving assistance to an autonomous vehicle, thereby reducing the lead time when starting driving assistance such as parking guidance in an auto valet parking system.

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

The above-mentioned driving route creation program creates vehicle driving routes based on link node data, allowing for rapid creation of driving routes. For example, when creating driving routes within a parking lot, route creation can be started based on link node data created from the parking lot's blueprints, making it possible to complete creation of vehicle driving routes before the parking lot is completed, shortening the lead time until the parking lot begins operation.

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

Hereinafter, with reference to FIG. 1 and other figures, an example of a driving route creation system according to one embodiment, a driving assistance system using the same, and a driving route creation program will be described. FIG. 1 is a conceptual diagram outlining a parking lot PA incorporating a driving assistance system 500 according to this embodiment, while FIGS. 2 to 4 show design-stage images (image data) of the parking lot PA and processed images (image data). Furthermore, FIG. 5 is a block diagram illustrating a driving route creation system 100 that creates a driving route for an autonomous vehicle VE (see FIG. 1) through the parking lot PA, and a driving route creation program 50 (main control unit MP) that constitutes the driving route creation system 100. In other words, the driving route for the autonomous vehicle VE is created in the driving route creation system 100 (driving route creation program 50), enabling driving assistance by the driving assistance system 500 to be implemented.

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

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

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

In contrast, in this embodiment, for example, in a parking lot PA where auto valet parking is used, a driving assistance system 500 is configured that is excellent in terms of lead time by utilizing a driving route creation system that can create a driving route for an autonomous vehicle VE based on blueprints, etc., of the parking lot PA before the parking lot PA is completed.

Figure 2 is an image diagram showing the layout LY, which indicates the arrangement of aisles and parking spaces for the parking lot PA illustrated in Figure 1, and is data that can be obtained before the parking lot PA is completed. Meanwhile, Figure 3 is an image diagram showing the link-node data LN for the layout LY of Figure 2. In other words, Figure 3 shows the layout LY of Figure 2 with bar-shaped links LK and point-shaped nodes ND set at each position in the parking lot PA. Here, the nodes ND indicate representative points that the autonomous vehicle VE will pass through while traveling through the parking lot PA, and the links LK connecting the nodes ND correspond to the route of the autonomous vehicle VE. The positions of each node ND and link LK can be set by defining two-dimensional XY coordinates (Cartesian coordinates) on the image data, as shown, for example.

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

In contrast to the above, Figure 4 shows one driving route in a parking lot PA. Specifically, the route from one parking position STα to one compartment CRα is indicated by one line LL and multiple points PT. Autonomous driving in the parking lot PA is established by the autonomous vehicle VE following this route information. For example, line LL indicates the trajectory of a representative point (e.g., the center position) indicating the position of the autonomous vehicle VE, and points PT are plotted on line LL at equal time intervals. In other words, points PT indicate changes in the driving speed of the autonomous vehicle VE; where the distance between points PT is wide, the driving speed is fast, and where the distance between points PT is narrow, the driving speed is slow. In the illustrated example, the section indicated by solid arrow A1 indicates that the autonomous vehicle VE is moving forward, and the section indicated by dashed arrow A2 indicates that the autonomous vehicle VE is moving backward (backing up).

For example, to enable autonomous driving (automated driving) of an autonomous vehicle VE in a parking lot PA, such as when implementing auto valet parking in a parking lot PA, it is necessary to create a driving route such as the one shown in Figure 4. In this embodiment, the required driving route is created through a two-step process: a first step in which the link node data LN shown in Figure 3, i.e., the data available at the design stage, is processed to create a first route, and a second step in which the first route created in the first step is processed, such as by subdividing it, to create a second route equivalent to the driving route shown in Figure 4 (second step).

Below, with reference to Figure 5 and other figures, we will explain an example of the configuration of the driving route creation system 100 (driving route creation program 50) according to this embodiment and an example of its operation processing.

First, as shown in the block diagram of Figure 5, the driving route creation system 100 includes a data reception unit 10 that receives various data, a memory unit 30 that stores various data, and a main control unit MP that corresponds to a driving route creation program 50 that creates driving routes (the first and second routes described above). The driving route creation system 100 is composed of, for example, various electronic circuits, a CPU, various storage devices, etc., which make up the above-mentioned components.

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

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

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

The first route creation unit RC1 processes the link node data LN stored in the link node data storage unit NM to create a route. Ultimately, the first route is created as a route indicating the drivable area from one node (start node) to another node (end node). Other processes leading up to the creation of the drivable area include a route search (route generation) based on the underlying link node data, as well as the creation of node occupancy information to arbitrate between multiple vehicles based on priority when they travel on the generated route. In other words, in this example, node occupancy information is created based on the assumption that a route will be extracted as a result of a route search (route generation) using an existing method, and then the drivable area is created. As described above, the first route creation unit RC1, or the main control unit MP functioning as the first route creation unit RC1, executes various programs (first route creation program) to perform route search based on the link node data, create node occupancy information, and create the drivable area, and performs calculations related to the creation of a driving route.

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

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

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

The following describes the series of operations in the driving route generation system 100, with reference to the flowchart shown in Figure 6.

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

Next, the main control unit MP, as the first route creation unit RC1, creates node occupancy information for the rough route generated in step S102 (step S103). That is, when multiple routes (rough routes) intersect at a node, which corresponds to the case where multiple vehicles are traveling, the process is set according to a predetermined priority. That is, the main control unit MP sets the node occupancy order among the multiple routes (a detailed example will be described later). Note that various methods of setting priorities are possible, such as prioritizing call (exit) over parking (entry), or following the order of parking (entry) if all routes are call (exit), or following the order of command reception. Note that in this case, the rough route generated in step S102 that matches the above priority is adopted.

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

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

Next, the main control unit MP, functioning as the second route creation unit RC2, performs a route search (route generation) for the area subdivided into grid units using an existing method, such as the hybrid A-star algorithm (step S106). In this case, the route search (route generation) is optimized, for example, to minimize time, taking into account data obtained by analyzing the image data (parking lot layout data) for the layout LY, or data originally included therein, such as the parking orientation in the vehicle compartment and the associated vehicle movement line during parking. Furthermore, the main control unit MP smoothes the vehicle movement line (trajectory) (equivalent to creating a smooth line LL as shown in Figure 4) and adds driving speed information (equivalent to locating point PT as shown in Figure 4) for the driving route generated (obtained) as a result of step S106, making it applicable to autonomous driving of the autonomously driven vehicle VE (step S107). In this way, the second route is created by the second route creation unit RC2.

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

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

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

Various methods can be considered for correcting the link node data LN in step S110. For example, it is possible to change the position coordinates of the nodes and links located at and around the point where the deviation occurred depending on the degree of deviation. It is also possible for the driving route generation system 100 to accept data corrections manually input by a human.

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

As shown in Figure 7(C), first, in phase α1, prioritized path A is passed through. That is, path A passes through numbers 0, 2, and 3 in that order. On the other hand, path B is unable to move from position 1 in phase α1 and continues to move toward phase α2 from the position corresponding to number 1. In this case, as shown in the figure, this is interpreted as path B moving from position 1 to the corresponding position 1'. Then, path B passes through position 2' and reaches position 3' in phase α2. In other words, path B achieves the intended movement by phase α2. Depending on the conditions of each path, it may be used up to phase α3 or even beyond. However, in the above example, the necessary operations are completed by phase α2, taking into account path optimization (time minimization). Furthermore, by using the above processing method, it becomes possible to apply path search (route generation) using, for example, the Dijkstra algorithm.

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

Hereinafter, with reference to Figures 8(A) to 8(D) and Figures 9(A) to 9(C), we will explain priority-based arbitration in creating the first route, i.e., the creation of node occupancy information. For simplicity's sake, we will assume that the example link node data LN consists of 13 nodes ND numbered 0 to 12 and 12 links LK connecting them, as shown in Figure 8(A). Furthermore, as shown in Figures 8(B) to 8(D), there are vehicles VE1 to VE3 that pass through three routes A, B, and C, with vehicle VE1 having the highest priority, followed by vehicle VE2. In other words, the priority relationship between routes A, B, and C is A>B>C. As shown in the figure, route A (vehicle VE1) passes through nodes ND numbered 0, 2, 6, 10, and 12 in that order, and proceeds in a straight line in the -Y direction (vertical direction). Route B (vehicle VE2) passes through nodes ND numbered 4, 5, 6, 7, and 8 in that order, and proceeds in a straight line in the +X direction (horizontal direction). Finally, route C (vehicle VE3) passes through nodes ND numbered 1, 2, 6, 10, and 11 in that order, and proceeds in a crank-shaped bend.

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

Next, in phase β2 after route A has completed its passage, the prioritized route B (vehicle VE2) passes through nodes ND numbered 5, 6, 7, and 8 in that order. During this time, route C (vehicle VE3) can proceed from number 1 to number 2, but cannot proceed to number 6, which overlaps with route B, and instead waits just before number 6.

Finally, in phase β3 after routes A and B have passed, route C (vehicle VE3) passes through nodes ND numbered 2, 6, 10, and 11 in that order.

Data regarding route handling for various patterns, including the example pattern above, is stored in the first route memory unit MM1.

The above-described process of setting up routes based on priority/non-priority is carried out as priority-based arbitration, i.e., the process of creating node occupancy information.

An example of creating a drivable area DD1 will be described below with reference to Figures 10(A) to 10(C). Figure 10(A) is a conceptual plan view showing an example of a drivable area DD1 from the starting node NDs to the ending node NDe, where the starting node NDs and the ending node NDe are connected by a straight (linear) link LK. A typical example is shown, where a node ND and a link LK are arranged on a straight passage. In this case, the position, width, and size of the drivable area DD1 can be set taking into account the size (width) and maximum value of the minimum turning radius of the largest anticipated vehicle among the autonomously driven vehicles VE passing between the starting node NDs and the ending node NDe. In the illustrated example, the right width RW and left width LW are set in a direction perpendicular to the extension direction of the link LK based on the positions of the node ND and the link LK. Furthermore, Figure 10(A) shows a typical example of a node ND and a link LK arranged on a curved passage. In this case, it may be necessary to take into account the vehicle's trajectory (passage range) based on the maximum value of the minimum turning radius of the largest vehicle expected to pass through.

Furthermore, as shown in Figure 10(C), by connecting the drivable areas DD1 from one node ND (starting node NDs) to another node ND (ending node NDe), a single large route map is created that connects the drivable areas DD1 provided for each node ND, corresponding to the entire link node data LN (see Figure 3). Furthermore, as shown in the left-hand diagram of Figure 10(C), there is a possibility that gaps GP will occur outside the bends in the path when connecting. For such locations, it is possible to provide expansion areas DD2 to fill in the gaps, as shown in the right-hand diagram of Figure 10(C).

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

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

In the illustration, when the autonomously driven vehicle VE passes through the drivable area DDX, which is shown hatched, it is determined that it has passed node ND in the illustration. Furthermore, whether or not a deviation has occurred is determined based on whether or not the autonomously driven vehicle VE goes beyond the drivable area DDX until it passes through the drivable area DDX, i.e., until it is determined that the autonomously driven vehicle VE has passed the next node ND (not shown). This determination is made for the drivable area DD1 corresponding to the entire link node data LN (see Figure 3), thereby checking for the presence or absence of deviation.

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

The driving assistance system 500 receives various information related to valet parking from the autonomously driven vehicle VE via the reception unit RE. In particular, the driving assistance system 500 handles assistance information for autonomous driving when entering and leaving the vehicle. In other words, the driving assistance system 500 uses the driving route determination unit RD to create driving route information corresponding to the information received by the reception unit RE, and transmits the created driving route information to the autonomously driven vehicle VE via the output unit EX.

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

The main control unit 550 also functions as a driving monitoring unit 550b, which monitors the driving of the autonomous vehicle VE using cameras and other devices (not shown) installed in the parking lot PA, while setting the above-mentioned driving route. In addition to the above, the memory unit 530 also has a vehicle data memory unit DM that stores various information related to the autonomous vehicle VE parked in the parking lot PA for parking lot management based on control by the main control unit 550.

As described above, the driving route creation system 100 according to this embodiment includes a first route creation unit RC1 that creates a first route indicating a drivable area from a start node to an end node based on link node data, and a second route creation unit RC2 that creates a second route, which is a vehicle driving route set by subdividing the first route created by the first route creation unit RC1. In the driving route creation system 100, a vehicle driving route is created based on link node data, enabling rapid creation of a driving route. For example, when creating a driving route within a parking lot PA, by starting route creation based on link node data created from the parking lot PA's blueprints, it is possible to complete creation of the vehicle driving route before the parking lot PA is completed, thereby shortening the lead time until the parking lot PA begins operation.

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

First, while the above description applies to parking lots that support auto valet parking, it is not limited to this and can be applied to various locations where autonomous driving guidance is provided for self-driving vehicles.

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

10...Data reception unit, 10...Automatic driving control unit, 30...Memory unit, 50...Driving route creation program, 70...Display unit, 100...Driving route creation system, 500...Driving assistance system, 530...Memory unit, 550...Main control unit, 550a...Route setting unit, 550b...Driving monitoring unit, A, B, C...Route, A1, A2...Arrows, AC...Automatic driving control unit, AR...Pick-up and drop-off area, CC...Control center, CR, CRα...Vehicle compartment, DD...Deviation inspection unit, DD1...Drivable area, DD2...Expansion area, DDX...Drivable area, DM...Vehicle data memory unit, EX...Output unit, GP...Gap, LK...Link, LL...Line, LM...Parking lot layout Data storage unit, LN...link node data, LW...left width, LY...layout, MA...parking area, MM1...first route storage unit, MM2...second route storage unit, MP...main control unit, ND...node, NDe...end node, NDs...start node, NM...link node data storage unit, OR...traffic line, PA...parking lot, PD...parking lot mapping system, PR...route correction unit, PT...point, RC1...first route creation unit, RC2...second route creation unit, RD...driving route determination unit, RE...reception unit, RW...right width, SR...traffic line, ST, STα...parking position, VE...autonomous vehicle, VE1-VE3...vehicle, Z...direction, α1-α3, β1-β3...phase

Claims (7)

a first route creation unit that creates a first route indicating a drivable area from a start node to an end node based on link node data on layout data at the design stage ;
a second route creation unit that creates a second route by subdividing the first route created by the first route creation unit and setting a vehicle travel route;
a deviation inspection unit that inspects whether or not there is a deviation from the drivable area during travel along the second route;
A driving route creation system comprising: 2. The driving route generation system according to claim 1, further comprising a route correction unit that, if inspection by the deviation inspection unit indicates that driving along the second route will deviate from the drivable area, creates a new route from the first route created by the first route generation unit. The driving route creation system described in any one of claims 1 and 2, wherein the second route created by the second route creation unit is a parking guidance route for an auto valet parking system. The driving route generation system described in any one of claims 1 to 3, wherein the first route generation unit performs priority-based arbitration when generating the first route for multiple vehicle trips. The driving route creation system of any one of claims 1 to 4, wherein the second route creation unit creates the second route by smoothing the route extracted in grid units by dividing the drivable area and adding driving speed information. A driving assistance system that provides driving assistance to an autonomous vehicle based on the second route created by the driving route creation system described in any one of claims 1 to 5. a first route creation program that creates a first route indicating a drivable area from a start node to an end node based on link node data on layout data at the design stage ;
a second route creation program that creates a second route by dividing the first route created by the first route creation program into smaller vehicle travel routes ;
a deviation inspection program that inspects whether or not there is a deviation from the drivable area during travel along the second route;
A driving route creation program comprising: