Patent Publication Number: US-2020285235-A1

Title: Vehicle control device, vehicle control method, and storage medium

Description:
CROSS-REFERENCE TO RELATED APPLICATION 
     Priority is claimed on Japanese Patent Application No. 2019-041992, filed Mar. 7, 2019, the content of which is incorporated herein by reference. 
     BACKGROUND 
     Field of the Invention 
     The present invention relates to a vehicle control device, a vehicle control method, and a storage medium. 
     Description of Related Art 
     In recent years, research on automated driving of vehicles has been conducted. Meanwhile, a technology for providing a building with a first space for temporarily parking a car and a second space for moving the car parked in the first space and parking the car secondarily is known (see, for example, Japanese Unexamined Patent Application, First Publication No. 2012-144915). A technology for generating a traveling route from a parking position of a vehicle that a user visiting a parking lot for exit of the vehicle boards to a point closest to an automatic door provided in the parking lot when the user passes through the automatic door, and automatically driving the vehicle along the traveling route to move the vehicle to the point closest to the automatic door through which the user has passed is known (see, for example, Japanese Unexamined Patent Application, First Publication No. 2018-180831). 
     SUMMARY 
     When the vehicle is moved to a boarding point of the user by automated driving as in the related art, it is assumed that other vehicles also move to the boarding point. In this case, because a plurality of vehicles gather around the boarding point, a traffic flow may be disrupted and it may be difficult for the user to board the vehicle. It is also assumed that the user who will board the vehicle has not yet arrived at the boarding point, and a position at which the vehicle will stop according to the presence or absence of the user at the boarding point has not been sufficiently studied. 
     An aspect of the present invention provides a vehicle control device, a vehicle control method, and a storage medium capable of moving a vehicle to a position at which it is easy for a user to board the vehicle and making a traffic flow smooth. 
     The vehicle control device, the vehicle control method, and the storage medium according to the present invention adopt the following configurations. 
     (1) An aspect of the present invention is a vehicle control device including: an acquirer configured to acquire a recognition result of a surroundings situation of a vehicle from a recognition device configured to recognize the surroundings situation of the vehicle; and a driving controller configured to control steering and a speed of the vehicle on the basis of the recognition result acquired by the acquirer, to move the vehicle so that a user located in a boarding area is able to board the vehicle, wherein the driving controller is configured to stop the vehicle at a first stop position according to a position of the user in the boarding area in a case in which a first recognition result indicating that the user has been recognized in the boarding area has been acquired by the acquirer when the vehicle is moved to the boarding area, and is configured to stop the vehicle at a second stop position according to a position of an entrance to a facility in the boarding area in a case in which a second recognition result indicating that the user has not been recognized in the boarding area has been acquired by the acquirer or in a case in which the first recognition result has not been acquired by the acquirer when the vehicle is moved to the boarding area. 
     According to an aspect (2), in the vehicle control device according to the first aspect, the driving controller is configured to determine a position at which a distance between the user and the vehicle is within a predetermined distance in the boarding area to be the first stop position. 
     According to an aspect (3), in the vehicle control device according to the aspect (1) or (2), in a case in which the acquirer has acquired a third recognition result indicating that an obstacle present ahead of the first stop position, the obstacle being an obstacle predicted to hinder travel of the vehicle when travel of the vehicle from the first stop position is started, has been recognized when the vehicle is stopped at the first stop position, the driving controller is configured to stop the vehicle at the first stop position in a first state in which a traveling direction of the vehicle intersects a direction in which a road on which the boarding area is present extends. 
     According to an aspect (4), in the vehicle control device according to the aspect (3), when a driving mode of the vehicle scheduled when travel of the vehicle from the first stop position is started is a manual driving mode in which steering and a speed of the vehicle are controlled by the user, the driving controller is configured to stop the vehicle at the first stop position in the first state. 
     According to an aspect (5), in the vehicle control device according to the aspect (3) or (4), when a driving mode of the vehicle scheduled when travel of the vehicle from the first stop position is started is an automated driving mode in which steering and a speed of the vehicle are controlled, the driving controller is configured to stop the vehicle at the first stop position in a second state in which the traveling direction of the vehicle does not intersect with the direction in which the road extends, unlike the first state. 
     According to an aspect (6), in the vehicle control device according to any one of the aspects (1) to (5), the recognition device is configured to recognize a surroundings situation of a second vehicle stopping in the boarding area, and when the vehicle overtakes the second vehicle after travel of the vehicle from the first stop position has been started, the driving controller is configured to determine a distance in a vehicle width direction between the vehicle and the second vehicle when the vehicle is caused to overtake the second vehicle on the basis of the surroundings situation of the second vehicle indicated by the recognition result. 
     According to an aspect (7), in the vehicle control device according to the aspect (6), in a case in which the acquirer has acquired a fourth recognition result indicating that a person is present around the second vehicle, including the inside of the second vehicle, the driving controller increases the distance in the vehicle width direction, as compared with a case in which the acquirer has acquired a fifth recognition result indicating that no person is present around the second vehicle, including the inside of the second vehicle or a case in which the acquirer has not been acquired the fourth recognition result. 
     According to an aspect (8), in the vehicle control device according to any one of the aspects (1) to (7), the recognition device is configured to recognize a surroundings situation of a second vehicle stopping in the boarding area, and when the vehicle overtakes the second vehicle after travel of the vehicle from the first stop position has been started, the driving controller is configured to determine a speed of the vehicle when the vehicle is caused to overtake the second vehicle on the basis of the surroundings situation of the second vehicle indicated by the recognition result. 
     According to an aspect (9), in the vehicle control device according to the aspect (8), in a case in which the acquirer has acquired a fourth recognition result indicating that a person is present around the second vehicle, including the inside of the second vehicle, the driving controller decreases the speed of the vehicle, as compared with a case in which the acquirer has acquired a fifth recognition result indicating that no person is present around the second vehicle, including the inside of the second vehicle or a case in which the acquirer has not been acquired the fourth recognition result. 
     According to an aspect (10), in the vehicle control device according to any one of the aspects (1) to (9), when the user does not board the vehicle until a first predetermined time elapses after the vehicle is stopped at the first stop position, the driving controller is configured to move the vehicle to a third stop position, the third stop position being a leading position in the boarding area and configured to stop the vehicle. 
     According to an aspect (11), in the vehicle control device according to the aspect (10), when the user does not board the vehicle until a second predetermined time elapses after the vehicle is stopped at the third stop position, the driving controller is configured to move the vehicle to a parking lot and parks the vehicle. 
     According to an aspect (12), in the vehicle control device according to any one of the aspects (1) to (11), the driving controller is configured to determine a further forward position in a traveling direction when the first stop position is present in front of the second vehicle stopping in the boarding area than when the first stop position is not present in front of the second vehicle, to be the first stop position. 
     According to an aspect (13), in the vehicle control device according to any one of the aspects (1) to (12), when the user does not board the vehicle after the vehicle is stopped at the second stop position, the driving controller repeatedly is configured to move the vehicle to a forward area in the boarding area and stop the vehicle until the user boards the vehicle. 
     According to an aspect (14), in the vehicle control device according to any one of the aspects (1) to (13), the boarding area includes a first area in which the user waits, and a second area in which the user is able to board the vehicle, and the driving controller is configured to move the vehicle to the second area. 
     According to an aspect (15), in the vehicle control device according to any one of the aspects (1) to (14), the recognition device includes at least one of a first recognition device mounted in the vehicle and a second recognition device installed in a site of a facility including the boarding area. 
     (16) Another aspect of the present invention is a vehicle control method including: acquiring, by a computer mounted in a vehicle, a recognition result of a surroundings situation of the vehicle from a recognition device configured to recognize the surroundings situation of the vehicle; controlling, by the computer, steering and a speed of the vehicle on the basis of the acquired recognition result, to move the vehicle so that a user located in a boarding area is able to board the vehicle; stopping, by the computer, the vehicle at a first stop position according to a position of the user in the boarding area in a case in which a first recognition result indicating that the user has been recognized in the boarding area has been acquired when the vehicle is moved to the boarding area, and stopping, by the computer, the vehicle at a second stop position according to a position of an entrance to a facility in the boarding area in a case in which a second recognition result indicating that the user has not been recognized in the boarding area has been acquired or in a case in which the first recognition result has not been acquired when the vehicle is moved to the boarding area. 
     (17) Still another aspect of the present invention is a non-transitory computer-readable storage medium storing a program, the program causing a computer mounted in a vehicle to execute: processes of acquiring a recognition result of a surroundings situation of the vehicle from a recognition device configured to recognize the surroundings situation of the vehicle; controlling steering and a speed of the vehicle on the basis of the acquired recognition result, moving the vehicle so that a user located in a boarding area is able to board the vehicle; stopping the vehicle at a first stop position according to a position of the user in the boarding area in a case in which a first recognition result indicating that the user has been recognized in the boarding area has been acquired when the vehicle is moved to the boarding area, and stopping the vehicle at a second stop position according to a position of an entrance to a facility in the boarding area in a case in which a second recognition result indicating that the user has not been recognized in the boarding area has been acquired or in a case in which the first recognition result has not been acquired when the vehicle is moved to the boarding area. According to any one of the aspects (1) to (17), it is possible to move a vehicle to a position at which it is easy for a user to board the vehicle and make a traffic flow smooth. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a configuration diagram of a vehicle system using a vehicle control device according to an embodiment. 
         FIG. 2  is a functional configuration diagram of a first controller, a second controller, and a third controller. 
         FIG. 3  is a diagram schematically showing a scene in which a self-traveling and parking event is executed. 
         FIG. 4  is a diagram showing an example of a configuration of a parking lot management device. 
         FIG. 5  is a flowchart showing an example of a series of processes of an automated driving control device according to the embodiment. 
         FIG. 6  is a flowchart showing an example of a series of processes of the automated driving control device according to the embodiment. 
         FIG. 7  is a diagram schematically showing a state in which a host vehicle is stopped at a closest-to-entrance position. 
         FIG. 8  is a diagram schematically showing a state in which a host vehicle is stopped at a closest-to-entrance position. 
         FIG. 9  is a diagram schematically showing a state in which the host vehicle is stopped at a closest-to-occupant position. 
         FIG. 10  is a diagram schematically showing a state in which the host vehicle is stopped at a closest-to-occupant position. 
         FIG. 11  is a diagram schematically showing a state in which the host vehicle is stopped at a closest-to-occupant position. 
         FIG. 12  is a diagram schematically showing a state in which the host vehicle is stopped at a closest-to-occupant position. 
         FIG. 13  is a diagram schematically showing a state in which the host vehicle is stopped at a closest-to-occupant position. 
         FIG. 14  is a diagram schematically showing a state in which the host vehicle is stopped at a closest-to-occupant position. 
         FIG. 15  is a diagram schematically showing a state in which the host vehicle is caused to overtake another stopped vehicle. 
         FIG. 16  is a diagram schematically showing a state in which the host vehicle is caused to overtake another stopped vehicle. 
         FIG. 17  is a diagram schematically showing a state in which a stop position of the host vehicle is changed in a stop area. 
         FIG. 18  is a diagram schematically showing a state in which a stop position of the host vehicle is changed in a stop area. 
         FIG. 19  is a diagram schematically showing a state in which a stop position of the host vehicle is changed in a stop area. 
         FIG. 20  is a diagram schematically showing a state in which the automated driving control device controls the host vehicle using a recognition result of an external recognition device. 
         FIG. 21  is a diagram showing an example of a hardware configuration of the automated driving control device according to the embodiment. 
     
    
    
     DESCRIPTION OF EMBODIMENTS 
     Hereinafter, embodiments of a vehicle control device, a vehicle control method, and a storage medium of the present invention will be described with reference to the drawings. 
     [Overall Configuration] 
       FIG. 1  is a configuration diagram of a vehicle system  1  using a vehicle control device according to an embodiment. A vehicle in which the vehicle system  1  is mounted is, for example, a vehicle such as a two-wheeled vehicle, a three-wheeled vehicle, or a four-wheeled vehicle. A driving source thereof includes an internal combustion engine such as a diesel engine or a gasoline engine, an electric motor, or a combination thereof. The electric motor operates using power generated by a power generator connected to the internal combustion engine or discharge power of a secondary battery or a fuel cell. 
     The vehicle system  1  includes, for example, a camera  10 , a radar device  12 , a finder  14 , an object recognition device  16 , a communication device  20 , a person machine interface (HMI)  30 , a vehicle sensor  40 , a navigation device  50 , a map positioning unit (MPU)  60 , a driving operator  80 , an automated driving control device  100 , a travel driving force output device  200 , a brake device  210 , and a steering device  220 . These devices or equipment are connected to each other by a multiplex communication line such as a controller area network (CAN) communication line, a serial communication line, a wireless communication network, or the like. The configuration shown in  FIG. 1  is merely an example, and a part of the configuration may be omitted or another configuration may be added. 
     The camera  10  is, for example, a digital camera using a solid-state imaging device such as a charge coupled device (CCD) or a complementary metal oxide semiconductor (CMOS). The camera  10  is attached to any place on a vehicle in which the vehicle system  1  is mounted (hereinafter, a host vehicle M). In the case of forward imaging, the camera  10  is attached to an upper portion of a front windshield, a rear surface of a rearview mirror, or the like. The camera  10 , for example, periodically and repeatedly images surroundings of the host vehicle M. The camera  10  may be a stereo camera. 
     The radar device  12  radiates radio waves such as millimeter waves to the surroundings of the host vehicle M and detects radio waves (reflected waves) reflected by an object to detect at least a position (a distance and orientation) of the object. The radar device  12  is attached to any place on the host vehicle M. The radar device  12  may detect a position and a speed of the object using a frequency modulated continuous wave (FM-CW) scheme. 
     The finder  14  is a light detection and ranging (LIDAR). The finder  14  radiates light to the surroundings of the host vehicle M and measures scattered light. The finder  14  detects a distance to a target on the basis of a time from light emission to light reception. The radiated light is, for example, pulsed laser light. The finder  14  is attached to any place on the host vehicle M. 
     The object recognition device  16  performs a sensor fusion process on detection results of some or all of the camera  10 , the radar device  12 , and the finder  14  to recognize a position, type, speed, and the like of the object. The object recognition device  16  outputs recognition results to the automated driving control device  100 . The object recognition device  16  may output the detection results of the camera  10 , the radar device  12 , and the finder  14  as they are to the automated driving control device  100 . The object recognition device  16  may be omitted from the vehicle system  1 . 
     The communication device  20 , for example, communicates with a second vehicle (another vehicle) present around the host vehicle M or a parking lot management device (to be described below), or various server devices using a cellular network, a Wi-Fi network, Bluetooth (registered trademark), dedicated short range communication (DSRC), or the like. 
     The HMI  30  presents various types of information to an occupant of the host vehicle M and receives an input operation from the occupant. The HMI  30  includes a display, speakers, buzzers, touch panels, switches, keys, and the like. 
     The vehicle sensor  40  includes, for example, a vehicle speed sensor that detects a speed of the host vehicle M, an acceleration sensor that detects an acceleration, a yaw rate sensor that detects an angular speed around a vertical axis, and an orientation sensor that detects a direction of the host vehicle M. 
     The navigation device  50  includes, for example, a global navigation satellite system (GNSS) receiver  51 , a navigation HMI  52 , and a route determiner  53 . The navigation device  50  holds first map information  54  in a storage device such as a hard disk drive (HDD) or a flash memory. The GNSS receiver  51  specifies a position of the host vehicle M on the basis of a signal received from a GNSS satellite. The position of the host vehicle M may be specified or supplemented by an inertial navigation system (INS) using an output of the vehicle sensor  40 . The navigation HMI  52  includes a display, a speaker, a touch panel, keys, and the like. The navigation HMI  52  may be partly or wholly shared with the HMI  30  described above. The route determiner  53 , for example, determines a route (hereinafter, an on-map route) from the position of the host vehicle M specified by the GNSS receiver  51  (or any input position) to a destination input by the occupant using the navigation HMI  52  by referring to the first map information  54 . The first map information  54  is, for example, information in which a road shape is represented by links indicating roads and nodes connected by the links. The first map information  54  may include a curvature of the road, point of interest (POI) information, and the like. The on-map route is output to the MPU  60 . The navigation device  50  may perform route guidance using the navigation HMI  52  on the basis of the on-map route. The navigation device  50  may be realized, for example, by a function of a terminal device such as a smartphone or a tablet terminal possessed by the occupant. The navigation device  50  may transmit a current position and a destination to a navigation server via the communication device  20  and acquire the same route as the on-map route from the navigation server. 
     The MPU  60  includes, for example, a recommended lane determiner  61 , and holds second map information  62  in a storage device such as an HDD or a flash memory. The recommended lane determiner  61  divides the on-map route provided from the navigation device  50  into a plurality of blocks (for example, divides the route every 100 [m] in a traveling direction of the vehicle), and determines a recommended lane for each block by referring to the second map information  62 . The recommended lane determiner  61  determines in which lane from the left the host vehicle M travels. The recommended lane determiner  61  determines the recommended lane so that the host vehicle M can travel on a reasonable route for travel to a branch destination when there is a branch place in the on-map route. 
     The second map information  62  is map information with higher accuracy than the first map information  54 . The second map information  62  includes, for example, information on a center of the lane or information on a boundary of the lane. Further, the second map information  62  may include road information, traffic regulation information, address information (an address and postal code), facility information, telephone number information, and the like. The second map information  62  may be updated at any time by the communication device  20  communicating with another device. 
     The driving operator  80  includes, for example, an accelerator pedal, a brake pedal, a shift lever, a steering wheel, a variant steer, a joystick, and other operators. A sensor that detects the amount of operation or the presence or absence of operation is attached to the driving operator  80 , and a detection result thereof is output to the automated driving control device  100  or some or all of the travel driving force output device  200 , the brake device  210 , and the steering device  220 . 
     The automated driving control device  100  includes, for example, a first controller  120 , a second controller  160 , a third controller  180 , and a storage  190 . Some or all of the first controller  120 , the second controller  160 , and the third controller  180  are realized, for example, by a processor such as a central processing unit (CPU) or a graphics processing unit (GPU) executing a program (software). Some or all of these components may be realized by hardware (a circuit portion; including circuitry) such as a large scale integration (LSI), an application specific integrated circuit (ASIC), or a field-programmable gate array (FPGA) or may be realized by software and hardware in cooperation. The program may be stored in an HDD, a flash memory, or the like of the storage  190  in advance or may be stored in a detachable storage medium such as a DVD or a CD-ROM and installed in the storage  190  by the storage medium being mounted in a drive device. 
     The storage  190  is realized by, for example, an HDD, a flash memory, an electrically erasable programmable read-only memory (EEPROM), a read only memory (ROM), or a random access memory (RAM). The storage  190  stores, for example, a program that is read and executed by a processor. 
       FIG. 2  is a functional configuration diagram of the first controller  120 , the second controller  160 , and the third controller  180 . The first controller  120  includes, for example, a recognizer  130  and an action plan generator  140 . A combination of the camera  10 , the radar device  12 , the finder  14 , the object recognition device  16 , and the recognizer  130  is an example of a “first recognition device”. The action plan generator  140  is an example of an “acquirer”. 
     The first controller  120  realizes, for example, a function using artificial intelligence (AI) and a function using a previously given model in parallel. For example, a function of “recognizing an intersection” may be realized by recognition of the intersection using deep learning or the like and recognition based on previously given conditions (there is a signal which can be subjected to pattern matching, a road sign, or the like) being executed in parallel and scored for comprehensive evaluation. Accordingly, the reliability of automated driving is guaranteed. 
     The recognizer  130  recognizes a surroundings situation of the host vehicle M on the basis of information input from the camera  10 , the radar device  12 , and the finder  14  via the object recognition device  16 , that is, a detection result subjected to sensor fusion. For example, the recognizer  130  recognizes a state such as a position, speed, or acceleration of an object present around the host vehicle M, as the surroundings situation. Examples of the object recognized as the surroundings situation include moving objects such as pedestrians or other vehicles, or a stationary body such as such as construction tools. The position of the object, for example, is recognized as a position at coordinates with a representative point (a centroid, a drive shaft center, or the like) of the host vehicle M as an origin, and is used for control. The position of the object may be represented by a representative point such as a centroid or a corner of the object or may be represented by an area having a spatial extent. The “state” of the object may include an acceleration or jerk of the object, or an “action state” (for example, whether or not the object is changing lanes or is about to change lanes). 
     Further, for example, the recognizer  130  recognizes a lane in which the host vehicle M is traveling (hereinafter referred to as a host lane), an adjacent lane adjacent to the host lane, or the like as the surroundings situation. For example, the recognizer  130  compares a pattern of a road marking line (for example, an arrangement of a solid line and a broken line) obtained from the second map information  62  with a pattern of a road marking line around the host vehicle M recognized from an image captured by the camera  10  to recognize the host lane or the adjacent lane. The recognizer  130  may recognize not only the road marking lines but also a traveling road boundary (a road boundary) including a road shoulder, a curb, a median strip, a guard rail, or the like to recognize the host lane or the adjacent lane. In this recognition, the position of the host vehicle M acquired from the navigation device  50  or a processing result of an INS may be additionally considered. The recognizer  130  may recognize a sidewalk, a stop line (including a temporary stop line), an obstacle, a red light, a toll gate, a road structure, and other road events. 
     The recognizer  130  recognizes a relative position or posture of the host vehicle M with respect to a host lane when recognizing the host lane. The recognizer  130  may recognize, for example, a deviation of a reference point of the host vehicle M with respect to a center of the lane and an angle formed between a vector indicating a traveling direction of the host vehicle M and a line connecting the center of the lane as the relative position and posture of the host vehicle M with respect to the host lane. Instead, the recognizer  130  may recognize, for example, a position of the reference point of the host vehicle M with respect to any one of side end portions (the road marking line or the road boundary) of the host lane as the relative position of the host vehicle M with respect to the host lane. 
     The action plan generator  140  determines an automated driving event in a route in which the recommended lane has been determined. The automated driving event is information defining an aspect of a behavior to be taken by the host vehicle M under the automated driving, that is, a traveling aspect. The automated driving means that at least one of a speed and steering of the host vehicle M is controlled or both are controlled without depending on a driving operation of a driver of the host vehicle M. On the other hand, the manual driving means that the steering of the host vehicle M is controlled by the driver of the host vehicle M operating a steering wheel, and the speed of the host vehicle M is controlled by the driver operating an accelerator pedal or a brake pedal. 
     An event includes, for example, a parking event. The parking event is an event in which the occupant of the host vehicle M does not park the host vehicle M in a parking space, but the host vehicle M is caused to autonomously travel and parked in the parking space, as in valet parking. The event may include a constant speed traveling event, a following traveling event, a lane change event, a branch event, a merging event, an overtaking event, an avoidance event, a takeover event, and the like, in addition to the parking event. The constant speed traveling event is an event in which the host vehicle M is caused to travel in the same lane at a constant speed. The following traveling event is an event in which a vehicle present within a predetermined distance (for example, within 100 [m]) ahead of the host vehicle M and closest to the host vehicle M (hereinafter referred to as a preceding vehicle) is caused to follow the host vehicle M. “Following” may be, for example, a traveling aspect in which a relative distance (an inter-vehicle distance) between the host vehicle M and the preceding vehicle is kept constant, or may be a traveling aspect in which the host vehicle M is caused to travel in a center of the host lane, in addition to the relative distance between the host vehicle M and the preceding vehicle being kept constant. The lane change event is an event in which the host vehicle M is caused to change lanes from the host lane to an adjacent lane. The branching event is an event in which the host vehicle M is caused to branch to a lane on the destination side at a branch point on a road. The merging event is an event in which the host vehicle M is caused to merge with a main lane at a merging point. The overtaking event is an event in which the host vehicle M is first caused to perform lane change to an adjacent lane, overtake a preceding vehicle in the adjacent lane, and then, perform lane change to an original lane again. The avoidance event is an event in which the host vehicle M is caused to perform at least one of braking and steering in order to avoid an obstacle present in front of the host vehicle M. The takeover event is an event in which the automated driving ends and switching to the manual driving occurs. 
     Further, the action plan generator  140  may change an event already determined for a current section or a next section to another event or determine a new event for the current section or the next section according to the surroundings situation recognized by the recognizer  130  when the host vehicle M is traveling. 
     The action plan generator  140  generates a future target trajectory in which the host vehicle M will travel in the recommended lane determined by the recommended lane determiner  61  in principle, and the host vehicle M is caused to travel automatically (without depending on a driver&#39;s operation) in a traveling aspect defined by the events in order to cope with the surroundings situation when the host vehicle M travels in the recommended lane. The target trajectory includes, for example, a position element that defines a future position of the host vehicle M, and a speed element that defines a future speed, acceleration, or the like of the host vehicle M. 
     For example, the action plan generator  140  determines a plurality of points (trajectory points) that the host vehicle M is to reach in order, as the position elements of the target trajectory. The trajectory point is a point that the host vehicle M is to reach for each predetermined traveling distance (for example, several [m]). The predetermined traveling distance may be calculated, for example, using a road distance when the host vehicle M travels along the route. 
     The action plan generator  140  determines a target speed or a target acceleration at every predetermined sampling time (for example, every several tenths of a second) as the speed elements of the target trajectory. The trajectory points for each sampling time may be positions that the host vehicle M will reach at predetermined sampling times. In this case, the target speed or the target acceleration is determined using the sampling time and an interval between the trajectory points. The action plan generator  140  outputs information indicating the generated target trajectory to the second controller  160 . 
     The second controller  160  controls some or all of the travel driving force output device  200 , the brake device  210 , and the steering device  220  so that the host vehicle M passes through the target trajectory generated by the action plan generator  140  at a scheduled time. That is, the second controller  160  automatically drives the host vehicle M on the basis of the target trajectory generated by the action plan generator  140 . 
     The second controller  160  includes, for example, an acquirer  162 , a speed controller  164 , and a steering controller  166 . A combination of the action plan generator  140  and the second controller  160  is an example of a “driving controller”. 
     The acquirer  162  acquires information on the target trajectory (trajectory points) generated by the action plan generator  140  and stores the information on the target trajectory in a memory of the storage  190 . 
     The speed controller  164  controls one or both of the travel driving force output device  200  and the brake device  210  on the basis of the speed element (for example, the target speed or target acceleration) included in the target trajectory stored in the memory. 
     The steering controller  166  controls the steering device  220  according to the position element (for example, a curvature indicating a degree of curvature of the target trajectory) included in the target trajectory stored in the memory. 
     Processes of the speed controller  164  and the steering controller  166  are realized by, for example, a combination of feedforward control and feedback control. For example, the steering controller  166  executes a combination of feedforward control according to a curvature of a road in front of the host vehicle M and feedback control based on a deviation of the host vehicle M with respect to the target trajectory. 
     The travel driving force output device  200  outputs a travel driving force (torque) for traveling of the vehicle to the driving wheels. The travel driving force output device  200  includes, for example, a combination of an internal combustion engine, an electric motor, a transmission, and the like, and a power electronic control unit (ECU) that controls these. The power ECU controls the above configuration according to information input from the second controller  160  or information input from the driving operator  80 . 
     The brake device  210  includes, for example, a brake caliper, a cylinder that transfers hydraulic pressure to the brake caliper, an electric motor that generates hydraulic pressure in the cylinder, and a brake ECU. The brake ECU controls the electric motor according to information input from the second controller  160  or information input from the driving operator  80  so that a brake torque according to a braking operation is output to each wheel. The brake device  210  may include a mechanism that transfers the hydraulic pressure generated by the operation of the brake pedal included in the driving operator  80  to the cylinder via a master cylinder, as a backup. The brake device  210  is not limited to the configuration described above and may be an electronically controlled hydraulic brake device that controls the actuator according to information input from the second controller  160  and transfers the hydraulic pressure of the master cylinder to the cylinder. 
     The steering device  220  includes, for example, a steering ECU and an electric motor. The electric motor, for example, changes a direction of the steerable wheels by causing a force to act on a rack and pinion mechanism. The steering ECU drives the electric motor according to information input from the second controller  160  or information input from the driving operator  80  to change the direction of the steerable wheels. 
     The third controller  180  includes, for example, a mode switching controller  182 . The mode switching controller  182  switches a driving mode of the host vehicle M to any one of an automated driving mode and a manual driving mode on the basis of a recognition result of the recognizer  130 , a type of event determined by the action plan generator  140 , an operation of the occupant with respect to the HMI  30 , an operation of the occupant with respect to the driving operator  80 , and the like. The automated driving mode is a mode in which the automated driving described above is performed, and the manual driving mode is a mode in which the manual driving described above is performed. 
     For example, when the occupant has operated the HMI  30  to reserve a timing for switching from the automated driving mode to the manual driving mode or a timing for switching from the manual driving mode to the automated driving mode, the mode switching controller  182  switches between the driving modes of the host vehicle M in response to this reservation. 
     [Self-Traveling and Parking Event—at the Time of Entry] 
     Hereinafter, a function of the action plan generator  140  that has executed the self-traveling and parking event will be described. The action plan generator  140  that has executed the self-traveling and parking event parks the host vehicle M in the parking space on the basis of information acquired from a parking lot management device  400  by the communication device  20 , for example.  FIG. 3  is a diagram schematically showing a scene in which the self-traveling and parking event is executed. Gates  300 -in and  300 -out are provided on a route from a road Rd to the visit destination facility. The visit destination facility includes, for example, shopping stores, restaurants, accommodation facilities such as hotels, airports, hospitals, and event venues. 
     The host vehicle M passes through the gate  300 -in and travels to the stop area  310  through manual driving or automated driving. 
     The stop area  310  is an area that faces the boarding and alighting area  320  connected to the visit destination facility, and in which a vehicle is allowed to temporarily stop in order to drop an occupant at the boarding and alighting area  320  from the vehicle or cause the occupant to board the vehicle from the boarding and alighting area  320 . The boarding and alighting area  320  is an area provided so that an occupant may alight from a vehicle, board a vehicle, or waits at that point until a vehicle arrives. The boarding and alighting area  320  is typically provided on one side of a road on which the stop area  310  has been provided. An eave for avoidance of rain, snow, and sunlight may be provided in the boarding and alighting area  320 . An area including the stop area  310  and the boarding and alighting area  320  is an example of a “boarding area”. The stop area  310  is an example of a “second area”, and the boarding and alighting area  320  is an example of a “first area”. 
     For example, the host vehicle M that an occupant has boarded stops at the stop area  310  and drops the occupant at the boarding and alighting area  320 . Thereafter, the host vehicle M performs automated driving in an unmanned manner, and starts a self-traveling and parking event in which the host vehicle M autonomously moves from the stop area  310  to the parking space PS in the parking lot PA. A start trigger of the self-traveling and parking event, for example, may be that the host vehicle M has approached to within a predetermined distance from the visit destination facility, may be that the occupant has activated a dedicated application in a terminal device such as a mobile phone, or may be that the communication device  20  has wirelessly received a predetermined signal from the parking lot management device  400 . 
     When the self-traveling and parking event starts, the action plan generator  140  controls the communication device  20  so that a parking request is transmitted to the parking lot management device  400 . When there is a space in the parking lot PA in which the vehicle can be parked, the parking lot management device  400  that has received the parking request transmits a predetermined signal as a response to the parking request to the vehicle, which is a transmission source of the parking request. The host vehicle M that has received the predetermined signal moves from the stop area  310  to the parking lot PA according to guidance of the parking lot management device  400  or while performing sensing by itself. When the self-traveling and parking event is performed, the host vehicle M does not necessarily have to be unmanned, and a staff member of the parking lot PA may board the host vehicle M. 
       FIG. 4  is a diagram showing an example of a configuration of the parking lot management device  400 . The parking lot management device  400  includes, for example, a communicator  410 , a controller  420 , and a storage  430 . The storage  430  stores information such as parking lot map information  432  and a parking space status table  434 . 
     The communicator  410  wirelessly communicates with the host vehicle M or other vehicles. The controller  420  guides the vehicle to the parking space PS on the basis of the information acquired (received) by communicator  410  and the information stored in storage  430 . The parking lot map information  432  is information that geometrically represents a structure of the parking lot PA, and includes, for example, coordinates for each parking space PS. The parking space status table  434  is, for example, a table in which a status indicating whether the parking space is in an empty status in which no vehicle is parked in a parking space indicated by a parking space ID, which is identification information of the parking space PS or a full (parked) status in which a vehicle is parked in the parking space indicated by the parking space ID, and a vehicle ID that is identification information of parked vehicles when the parking space is in the full status are associated with the parking space ID. 
     When the communicator  410  receives the parking request from the vehicle, the controller  420  extracts the parking space PS that is in an empty status by referring to the parking space status table  434 , acquires a position of the extracted parking space PS from the parking lot map information  432 , and transmits route information indicating a suitable route to the acquired position of the parking space PS to the vehicle using the communicator  410 . The controller  420  may instruct a specific vehicle to stop or instruct a specific vehicle to slow down, as necessary, on the basis of positional relationships between a plurality of vehicles so that the vehicles do not travel to the same position at the same time. 
     When the host vehicle M receives the route information from the parking lot management device  400 , the action plan generator  140  generates a target trajectory based on the route. For example, the action plan generator  140  may generate a target trajectory in which a speed lower than a speed limit in the parking lot PA has been set as the target speed, and trajectory points have been arranged at a center of the road in the parking lot PA on a route from a current position of the host vehicle M to the parking space PS. When the host vehicle M approaches the parking space PS that is a target, the recognizer  130  recognizes parking frame lines or the like that partition the parking space PS, and recognizes a relative position of the parking space PS with respect to the host vehicle M. When the recognizer  130  has recognized the position of the parking space PS, the recognizer  130  provides a recognition result such as a direction of the recognized parking space PS (a direction of the parking space when viewed from the host vehicle M) or a distance to the parking space PS, to the action plan generator  140 . The action plan generator  140  corrects the target trajectory on the basis of the provided recognition result. The second controller  160  controls the steering and the speed of the host vehicle M according to the target trajectory corrected by the action plan generator  140 , so that the host vehicle M is parked in the parking space PS. 
     [Self-Traveling and Parking Event—at the Time of Exit] 
     The action plan generator  140  and the communication device  20  remain in an operating state even when the host vehicle M is parked. For example, it is assumed that the occupant who has alighted from the host vehicle M operates the terminal device to activate a dedicated application and transmits a vehicle pick-up request to the communication device  20  of the host vehicle M. The vehicle pick-up request is a command for calling the host vehicle M from a remote place away from the host vehicle M and requesting the host vehicle M to move to a position close to the occupant. 
     When the vehicle pick-up request is received by the communication device  20 , the action plan generator  140  executes the self-traveling and parking event. The action plan generator  140  that has executed the self-traveling and parking event generates a target trajectory for moving the host vehicle M from the parking space PS in which the host vehicle M has been parked, to the stop area  310 . The second controller  160  moves the host vehicle M to the stop area  310  according to the target trajectory generated by the action plan generator  140 . For example, the action plan generator  140  may generate a target trajectory in which a speed lower than the speed limit in the parking lot PA has been set as the target speed, and trajectory points have been arranged at the center of the road in the parking lot PA on the route to the stop area  310 . 
     When the host vehicle M approaches the stop area  310 , the recognizer  130  recognizes the boarding and alighting area  320  facing the stop area  310  and recognizes an object such as a person or luggage present in the boarding and alighting area  320 . Further, the recognizer  130  recognizes the occupant of the host vehicle M from one or more persons present in the boarding and alighting area  320 . For example, when a plurality of persons are present in the boarding and alighting area  320  and a plurality of occupant candidates are present, the recognizer  130  may distinguish the occupant of the host vehicle M from other occupants on the basis of a radio wave intensity of the terminal device held by the occupant of the host vehicle M or a radio wave intensity of an electronic key with which the host vehicle M can be locked or unlocked, and recognize the occupants. For example, the recognizer  130  may recognize a person with a strongest radio wave intensity as the occupant of the host vehicle M. The recognizer  130  may distinguish and recognize the occupant of the host vehicle M from the other occupants on the basis of feature amounts of faces of the respective occupant candidates, or the like. When the host vehicle M approaches the occupant of the host vehicle M, the action plan generator  140  further decreases the target speed or moves the trajectory points from the center of the road to a position close to the boarding and alighting area  320  to correct the target trajectory. Then, the second controller  160  stops the host vehicle M on the boarding and alighting area  320  side in the stop area  310 . 
     When the action plan generator  140  generates the target trajectory in response to the vehicle pick-up request, the action plan generator  140  controls the communication device  20  such that a travel start request is transmitted to the parking lot management device  400 . When the travel start request is received by the communicator  410 , the controller  420  of the parking lot management device  400  instructs a specific vehicle to stop or slow down, as necessary, so that vehicles do not travel to the same position at the same time on the basis of the positional relationship between a plurality of vehicles, as in the time of the entry. When the host vehicle M moves to the stop area  310  and the occupant in the boarding and alighting area  320  boards the host vehicle M, the action plan generator  140  ends the self-traveling and parking event. Thereafter, the automated driving control device  100  plans, for example, a merging event in which the host vehicle M merges from the parking lot PA to a road in a city area and performs automated driving on the basis of the planned event, or the occupant himself or herself manually drives the host vehicle M. 
     The present invention is not limited to the above, and the action plan generator  140  may find the parking space PS in an empty status by itself on the basis of detection results of the camera  10 , the radar device  12 , the finder  14 , or the object recognition device  16  without depending on communication, and park the host vehicle M in the found parking space. 
     [Process Flow at the Time of Exit] 
     Hereinafter, a series of processes of the automated driving control device  100  at the time of exit will be described with reference to a flowchart.  FIGS. 5 and 6  are flowcharts showing an example of the series of processes of the automated driving control device  100  according to the embodiment. A process of the flowchart may be repeatedly performed in a predetermined cycle in the automated driving mode, for example. It is assumed that the recognizer  130  continues to perform various recognitions unless otherwise specified while the process of the flowchart is being performed. 
     First, the action plan generator  140  waits until the vehicle pick-up request is received by the communication device  20  (step S 100 ). When the vehicle pick-up request is received by the communication device  20 , the action plan generator  140  determines an event of a route to the stop area  310  to be a self-traveling and parking event, and starts the self-traveling and parking event. The action plan generator  140  may start the self-traveling and parking event according to a vehicle pick-up time reserved by the occupant in advance instead of or in addition to starting the self-traveling and parking event after the vehicle pick-up request is received by the communication device  20 . The action plan generator  140  generates a target trajectory for moving the host vehicle M from the parking space PS in which the host vehicle M has been parked to the stop area  310  (step S 102 ). 
     Then, the second controller  160  performs automated driving on the basis of the target trajectory generated by the action plan generator  140  when the vehicle pick-up request has been received, to move the host vehicle M to the stop area  310  (step S 104 ). 
     Then, the action plan generator  140  acquires the recognition result from the recognizer  130 , and refers to the acquired recognition result to determine whether or not the occupant of the host vehicle M has been recognized in the boarding and alighting area  320  by the recognizer  130 . (step S 106 ). 
     For example, when the recognition result acquired from the recognizer  130  is a recognition result indicating that the occupant of the host vehicle M is present in the boarding and alighting area  320  (an example of a first recognition result), the action plan generator  140  determines that the occupant of the host vehicle M has been recognized in the boarding and alighting area  320 . 
     For example, when the action plan generator  140  has acquired, from the recognizer  130 , the recognition result (an example of the first recognition result) indicating that the occupant of the host vehicle M is present in the boarding and alighting area  320  during a period in which the host vehicle M is moving to the stop area  310 , the action plan generator  140  determines that the occupant of the host vehicle M has been recognized in the boarding and alighting area  320 . 
     For example, when the action plan generator  140  has acquired, from the recognizer  130 , a recognition result (an example of a second recognition result) indicating that the occupant of the host vehicle M is not present in the boarding and alighting area  320  during a period in which the host vehicle M is moving to the stop area  310 , the action plan generator  140  determines that the occupant of the host vehicle M has not been recognized in the boarding and alighting area  320 . For example, when the action plan generator  140  has not acquired, from the recognizer  130 , a recognition result indicating that the occupant of the host vehicle M is present in the boarding and alighting area  320  (an example of the second recognition result) during a period in which the host vehicle M is moving to the stop area  310 , the action plan generator  140  may determine that the occupant of the host vehicle M has not been recognized in the boarding and alighting area  320 . 
     When the action plan generator  140  has determined that the occupant of the host vehicle M has not been recognized in the boarding and alighting area  320 , the action plan generator  140  determines a position closest to an entrance of a visit destination facility (hereinafter referred to as a closest-to-entrance position SP A ) in the stop area  310  from the current position of the host vehicle M to be a stop position at which the host vehicle M will stop in the stop area  310  (step S 108 ). The closest-to-entrance position SP A  may be a position biased toward the boarding and alighting area  320  when viewed from the center of the road in which the stop area  310  has been provided. The closest-to-entrance position SP A  is an example of a “second stop position”. 
     Next, the action plan generator  140  generates a target trajectory to the closest-to-entrance position SP A  determined to be the stop position. Then, the second controller  160  stops the host vehicle M at the closest-to-entrance position SP A  according to the target trajectory (step S 110 ). 
       FIGS. 7 and 8  are diagrams schematically showing a state in which the host vehicle M is stopped at the closest-to-entrance position SP A . In  FIGS. 7 and 8 , each of SP 1  to SP 3  is a stop position candidate. In  FIGS. 7 and 8 , Y indicates a direction in which the road in which the stop area  310  is present extends (a longitudinal direction of the road), X indicates a width direction of the road in which the stop area  310  is present (a lateral direction of the road), and Z indicates a vertical direction. 
     In the example shown in  FIGS. 7 and 8 , because no users are present in the boarding and alighting area  320 , the recognizer  130  does not recognize the occupant of the host vehicle M in the boarding and alighting area  320 . In this case, the action plan generator  140  determines a position SP 2  closest to the entrance of the visit destination facility among three candidates for the stop position to be the closest-to-entrance position SP A , and generates a target trajectory to the position SP 2  determined to be the closest-to-entrance position SP A . Then, the second controller  160  moves the host vehicle M to the position SP 2  and stops the host vehicle M at the position SP 2 . Thus, when the host vehicle M has arrived at the stop area  310  before the occupant who has called the host vehicle M from a remote place away from the host vehicle M arrives at the boarding and alighting area  320 , the host vehicle M is stopped at the position closest to the entrance of the visit destination facility. Thus, an occupant exiting the visit destination facility can board the host vehicle M on the shortest route. 
     When the recognizer  130  has recognized that a second vehicle has already stopped in the stop area  310  at a point in time when the host vehicle M has arrived at the stop area  310 , the action plan generator  140  may determine a candidate of a position at which the second vehicle has not stopped and that is closest to the entrance of the visit destination facility among a plurality of candidates for a stop position, to be the closest-to-entrance position SP A . 
     For example, when there are two candidates A and B for the stop position at positions at substantially the same distance from the entrance of the visit destination facility as candidates for the position closest to the entrance of the visit destination facility, the action plan generator  140  determines the closest-to-entrance position SP A  according to the following conditions. It is assumed that one candidate A for the stop position is present ahead of the other candidate B for a stop position in the traveling direction when viewed from the host vehicle M. 
     Condition (1): When a second vehicle has already stopped at any one of the two candidates A and B for the stop position, a position behind the second vehicle that has stopped at the candidate A for the stop position close to the host vehicle M is determined to be the closest-to-entrance position SP A . 
     Condition (2): When other vehicles have not stopped at any of the two candidates A and B for the stop position, the candidate B for the stop position farther from the host vehicle M is determined to be the closest-to-entrance position SP A . 
     Description of the flowcharts in  FIGS. 5 and 6  will be returned to. On the other hand, when the action plan generator  140  has determined that the occupant of the host vehicle M has been recognized in the boarding and alighting area  320 , the action plan generator  140  determines a position at which a distance between the occupant and the host vehicle M in the stop area  310  is within a predetermined distance (for example, several meters) (hereinafter referred to as a closest-to-occupant position SP B ) to be the stop position (step S 112 ). The closest-to-occupant position SP B  may be a position biased toward the boarding and alighting area  320  as viewed from the center of the road in which the stop area  310  has been provided, similar to the closest-to-entrance position SP A . The closest-to-occupant position SP B  is an example of the “first stop position”. 
     Then, the action plan generator  140  determines whether an obstacle is present in front of the closest-to-occupant position SP B  on the basis of the recognition result of the recognizer  130  (step S 114 ). The obstacle is an object that is expected to hinder travel of the host vehicle M when the travel of the host vehicle M stopped at the closest-to-occupant position SP B  is started from the closest-to-occupant position SP B . Specifically, the obstacle is an object such as a second vehicle stopped in front of the closest-to-occupant position SP B  or an obstacle installed in front of the closest-to-occupant position SP B . 
     When the action plan generator  140  has determined that there is no obstacle in front of the closest-to-occupant position SP B , the action plan generator  140  generates a target trajectory from the current position of the host vehicle M to the closest-to-occupant position SP B . In this case, the action plan generator  140  determines a position element and a speed element of the target trajectory such that the host vehicle M stops at the closest-to-occupant position SP B  at an angle at which the traveling direction of the host vehicle M does not intersect with the direction in which the road in which the stop area  310  has been provided extends, that is, an angle (an example of a second state) at which the traveling direction of the host vehicle M is substantially parallel to the direction in which the road in which the stop area  310  has been provided extends. Then, the second controller  160  stops the host vehicle M in a straight state at the closest-to-occupant position SP B  according to the target trajectory (step S 116 ). 
       FIGS. 9 and 10  are diagrams schematically showing a state in which the host vehicle M is stopped at the closest-to-occupant position SP B . In  FIGS. 9 and 10 , U 1  to U 3  indicate users who are waiting for a vehicle to arrive in the boarding and alighting area  320 . In  FIGS. 9 and 10 , U indicates a traveling direction of the host vehicle M. Among the three users, the user U 3  is recognized as an occupant of the host vehicle M by the recognizer  130 . In such a case, the action plan generator  140  determines a position SP 3  closest to the user U 3  among three candidates for the stop position to be the closest-to-occupant position SP B , and generates a target trajectory to the closest-to-occupant position SP B . In this case, the action plan generator  140  generates the target trajectory such that an angle θ between the traveling direction U of the host vehicle M and a direction Y in which a road extends is equal to or smaller than a first threshold angle θ A . The first threshold angle θ A  is preferably 0 degrees, but an error of about several degrees may be allowed. Thereby, the host vehicle M stops in a straight state in which a vehicle body is substantially parallel to the direction Y in which the road extends, within a predetermined distance from the user U 3  recognized as the occupant of the host vehicle M. 
     When the action plan generator  140  determines that there is no obstacle ahead of the closest-to-occupant position SP B , the action plan generator  140  determines whether or not the closest-to-occupant position SP B  is present in front of a second vehicle that has already stopped in the stop area  310 . When the action plan generator  140  has determined that the closest-to-occupant position SP B  is present in front of the other stopped vehicle, the action plan generator  140  determines a position ahead of a current closest-to-occupant position SP B  to be a new closest-to-occupant position SP B  so that an inter-vehicle distance (a distance in a full length direction of the host vehicle M) between the host vehicle M and the second vehicle, which is a vehicle following the host vehicle M, increases after the host vehicle M is stopped at the closest-to-occupant position SP B . 
       FIGS. 11 and 12  are diagrams schematically showing a state in which the host vehicle M is stopped at the closest-to-occupant position SP B . V 1  in  FIGS. 11 and 12  indicates a certain other vehicle. In the shown example, a user U 2  among three users is recognized as an occupant of the host vehicle M by the recognizer  130 . In such a case, the action plan generator  140  determines the position SP 2  closest to the user U 2  to be the closest-to-occupant position SP B , and determines that a second vehicle V 1  is present behind the closest-to-occupant position SP B . The action plan generator  140  determines a further forward position in the traveling direction to be a new closest-to-occupant position SP B , as compared with a case in which the closest-to-occupant position SP B  is not a position in front of the second vehicle. Specifically, when the host vehicle M is stopped in front of the second vehicle V 1 , the action plan generator  140  determines a position at which an inter-vehicle distance D Y  with respect to the second vehicle V 1  is equal to or greater than a first predetermined distance TH Y  to be the new closest-to-occupant position SP B . Thus, since the host vehicle M is stopped at a position on the side of the occupant waiting in the boarding and alighting area  320 , which is a position at which an inter-vehicle distance with respect to a following vehicle is long, it is easy for the occupant to board the host vehicle M, and since it becomes difficult for traveling of the following vehicle to be hindered, it is possible to make a traffic flow smooth. 
     The description of the flowcharts in  FIGS. 5 and 6  will be referred back to. On the other hand, when the action plan generator  140  has determined that the obstacle is present in front of the closest-to-occupant position SP B , the action plan generator  140  determines whether or not switching of a driving mode at the time of start of travel of the host vehicle M stopped at the closest-to-occupant position SP B  from the automated driving mode to the manual driving mode is made (step S 118 ). That is, the action plan generator  140  determines whether or not the reservation of performing the manual driving mode at the time of start of travel of the host vehicle M stopped at the closest-to-occupant position SP B  is made. 
     For example, when the occupant in the host vehicle M operates the HMI  30  before the host vehicle M enters the parking lot PA to reserve switching from the automated driving mode to the manual driving mode when the occupant has boarded the host vehicle M that has exited the parking lot PA or when the occupant who has alighted from the host vehicle M operates a terminal device such as a mobile phone to reserve switching from the automated driving mode to the manual driving mode when the occupant has boarded the host vehicle M that has exited the parking lot PA, the action plan generator  140  determines that the reservation of switching between the driving modes at the time of start of travel of the host vehicle M to the manual driving mode has been made, that is, performing the manual driving mode has been determined in advance. 
     When a rule of the driving mode to be executed at the time of exiting the stop area  310  has been determined for each visit destination facility in advance, the action plan generator  140  may determine whether or not switching of the driving mode from the automated driving mode to the manual driving mode has been reserved on the basis of the rule. For example, it is assumed that, when the host vehicle M exits from the stop area  310  in a certain visit destination facility A, it is determined as a rule that the host vehicle M is in the automated driving mode, and when the host vehicle M exits from the stop area  310  in another visit destination facility B, it is determined as a rule that the host vehicle M is in the manual driving mode. In such a case, when the host vehicle M exits from the stop area  310  of the visit destination facility A, the action plan generator  140  determines that the reservation has not been made to switch the driving mode from the automated driving mode to the manual driving mode, and determines that a reservation has been made to switch the driving mode from the automated driving mode to the manual driving mode when the host vehicle M exits from the stop area  310  of the visit destination facility B. 
     When the action plan generator  140  has determined that the reservation of switching between the driving modes at the time of start of travel of the host vehicle M to the manual driving mode is not made, that is, when the automated driving mode is continuously executed, the process proceeds to S 116 . Thereby, the host vehicle M stops in a state straight to the occupant. 
     On the other hand, when the action plan generator  140  has determined that the reservation of switching between the driving modes at the time of start of travel of the host vehicle M to the manual driving mode is made, that is, when performing the manual driving is determined in advance and the occupant intends to perform the manual driving, the action plan generator  140  determines a position element and a speed element of the target trajectory so that the host vehicle M stops at the closest-to-occupant position SP B  at an angle (an example of the first state) at which the traveling direction of the host vehicle M intersects with the direction in which the road in which the stop area  310  has been provided extends. Then, the second controller  160  stops the host vehicle M in a state oblique to the closest-to-occupant position SP B  according to the target trajectory (step S 120 ). The mode switching controller  182  switches the driving mode from the automated driving mode to the manual driving mode, and ends the process of the flowchart. 
       FIGS. 13 and 14  are diagrams schematically showing a state in which the host vehicle M is stopped at the closest-to-occupant position SP B . As shown in the example, a second vehicle V 2  has already stopped near a user U 3  at a point in time when the host vehicle M has arrived at the stop area  310 . A user U 2  among three users shown in  FIGS. 13 and 14  is recognized as an occupant of the host vehicle M by the recognizer  130 . In such a case, the action plan generator  140  determines a position SP 2  closest to the user U 2  among three candidates for the stop position to be the closest-to-occupant position SP B , and generates a target trajectory to the closest-to-occupant position SP B . In this case, the action plan generator  140  generates the target trajectory so that the angle θ between the traveling direction U of the host vehicle M and the direction Y in which the road extends is equal to or greater than a second threshold angle θ B . The second threshold angle θ B  is an angle larger than the first threshold angle θ A . For example, the second threshold angle θ B  may be several degrees such as 5 degrees or 7 degrees, may be ten and several degrees such as 12 degrees or 15 degrees, or may be tens of degrees such as 20 degrees or 30 degrees. 
     When the boarding and alighting area  320  faces the left hand side of the stop area  310  and the host vehicle M is stopped on the left side of the road in which the stop area  310  has been provided as shown in  FIGS. 13 and 14 , the action plan generator  140  generates a target trajectory such that the traveling direction U is inclined to the side of the stop area  310  that the boarding and alighting area  320  does not face, that is, the right hand side of the stop area  310 . Thereby, the host vehicle M stops within a predetermined distance from the user U 2  recognized as the occupant of the host vehicle M in a state in which a vehicle body is inclined with respect to the direction Y in which the road extends. Thus, in a case in which an obstacle is present in front of a stop position when the host vehicle M is stopped on the side of the occupant and the occupant is scheduled to manually drive the host vehicle M after boarding, the host vehicle M is stopped in an obliquely inclined state. Thus, it is possible to omit an operation of turning the steering wheel by the occupant when the host vehicle M escapes from a parallel parking state. As a result, the occupant can easily escape from the parallel parking state. 
     The description of the flowcharts in  FIGS. 5 and 6  will be referred back to. Then, the action plan generator  140  determines whether or not the occupant has boarded the host vehicle M after the host vehicle M has been stopped in the stop area  310  (step S 122 ). When the action plan generator  140  has determined that the occupant does not board the host vehicle M, the action plan generator  140  determines whether or not a first predetermined time has elapsed after the host vehicle M has been stopped in the stop area  310  (step S 124 ). The first predetermined time may be, for example, about tens of seconds to several minutes. 
     When the occupant does not board the host vehicle M and the first predetermined time has elapsed after the host vehicle M has been stopped in the stop area  310 , the action plan generator  140  generates a target trajectory to a stop position located at a most forward position in a traveling direction in the stop area  31  (hereinafter referred to as a leading stop position SP C ). Then, the second controller  160  moves the host vehicle M to the leading stop position SP C  according to the target trajectory and stops the host vehicle M at the leading stop position SP C  (step S 126 ). The leading stop position SP C  is an example of a “third stop position”. 
     For example, it is possible to determine that the occupant of the host vehicle M is misidentified when the user present in the boarding and alighting area  320  has been recognized as the occupant of the host vehicle M, but the occupant does not board the host vehicle M until the first predetermined time elapses. In a case in which an original occupant is present in the boarding and alighting area  320  even when the occupant is misidentified and the host vehicle M stops on the side of another person different from the original occupant, it is conceivable that the occupant moves by itself and boards the host vehicle M. Therefore, even when the host vehicle M stops at a wrong position, it is possible to determine that the original occupant of the host vehicle M is present in the boarding and alighting area  320  in a case in which the occupant boards the host vehicle M until the first predetermined time elapses, and it is possible to determine that the original occupant of the host vehicle M is not present in the boarding and alighting area  320  in a case in which the occupant does not board the host vehicle M until the first predetermined time elapses. 
     That is, in a case in which the user present in the boarding and alighting area  320  has been recognized as the occupant of the host vehicle M, but the occupant does not board the host vehicle M until the first predetermined time elapses, it is possible to determine that another person present in the boarding and alighting area  320  has been recognized as the occupant of the host vehicle M when the occupant of the host vehicle M has not yet arrived at the boarding and alighting area  320 . 
     Even when the host vehicle M has stopped on the side of the original occupant without misidentification of the occupant, it is possible to determine that the person has returned to the visit destination facility from the boarding and alighting area  320  when the occupant does not board the host vehicle M until the first predetermined time elapses. 
     In such a case, when another user present in the boarding and alighting area transmits a vehicle pick-up request to call his or her vehicle to the stop area  310 , the host vehicle M may hinder pick-up of a second vehicle. Therefore, the action plan generator  140  generates a target trajectory to the leading stop position SP C  at which the pick-up of the second vehicle is not hindered, and the second controller  160  moves and stops the host vehicle M to and at the leading stop position SP C  according to the target trajectory. Thereby, it is possible to make a traffic flow smooth while securing a pick-up space for the second vehicle in the stop area  310 . 
     Then, the action plan generator  140  determines whether or not the occupant has boarded the host vehicle M after the host vehicle M has been stopped at the leading stop position SP C  (step S 128 ). When the action plan generator  140  has determined that the occupant does not board the host vehicle M, the action plan generator  140  determines whether or not a second predetermined time has elapsed after the host vehicle M has stopped at the leading stop position SP C  (step S 130 ). The second predetermined time may be a time that is the same as the first predetermined time, or may be a time different from the first predetermined time. For example, the second predetermined time may be about several minutes, or may be about tens of minutes. 
     When the action plan generator  140  has determined that the second predetermined time has elapsed, the action plan generator  140  generates a target trajectory from the stop area  310  to the parking lot PA. Then, the second controller  160  moves the host vehicle M to the parking lot PA according to the target trajectory, and parks the host vehicle M in the parking space PS of the parking lot PA (step S 132 ). In this case, the action plan generator  140  may control the communication device  20  so that information indicating that the host vehicle M has returned to the parking lot PA due to the fact that vehicle pick-up could not be made is transmitted to the terminal device, which is a transmission source of the vehicle pick-up request. Thus, when the host vehicle M is stopped at the leading stop position SP C  and waits, but the occupant does not board the host vehicle M until the second predetermined time elapses, the host vehicle M is parked again in the parking lot PA in which the host vehicle M was originally located, thereby curbing hindrance pick-up of a second vehicle by the host vehicle M. 
     On the other hand, when the occupant boards the host vehicle after the host vehicle M has been stopped at any position in the stop area  310 , the action plan generator  140  determines whether there is another stopped vehicle ahead of the host vehicle M on the basis of the recognition result of the recognizer  130  (step S 134 ). 
     When the action plan generator  140  has determined that no other stopped vehicle is present in front of the host vehicle M, the action plan generator  140  generates a target trajectory from the stop position biased toward one side of the road, in which the stop area  310  has been provided, to the center of the road. Then, the second controller  160  controls steering and a speed of the host vehicle according to the target trajectory, so that the host vehicle M exits the stop area  310  while traveling along the center of the road. 
     On the other hand, when the action plan generator  140  has determined that there is another stopped vehicle in front of the host vehicle M, the action plan generator  140  determines whether or not one or more persons are present around the other stopped vehicle on the basis of the recognition result of the recognizer  130  (step S 136 ). “Around the second vehicle” is, for example, a range within several meters from the second vehicle. This range may include the inside of the second vehicle. That is, the action plan generator  140  may determine whether or not there are one or more persons around the second vehicle, including the inside of the other stopped vehicle. 
     For example, when the action plan generator  140  has acquired, from the recognizer  130 , a recognition result (an example of a fourth recognition result) indicating that one or a plurality of persons have been recognized around a second vehicle, the action plan generator  140  determines that one or more persons are present around the other stopped vehicle. 
     For example, when the action plan generator  140  has acquired, from the recognizer  130 , a recognition result (an example of a fifth recognition result) indicating that no person has been recognized around the second vehicle, the action plan generator  140  determines that one or more persons are not present around the other stopped vehicle. For example, when the action plan generator  140  has not been acquired, from the recognizer  130 , the recognition result indicating that one or a plurality of persons have been recognized around the second vehicle until a predetermined period has elapsed after the host vehicle M has been stopped in the stop area  310 , the action plan generator  140  may determine that one or more persons are not present around the other stopped vehicle. 
     When the action plan generator  140  has determined that there is the other stopped vehicle in front of the host vehicle M and there is no person around the other stopped vehicle, the action plan generator  140  generates a target trajectory for causing the host vehicle M to overtake the other stopped vehicle. Then, the second controller  160  controls the steering and the speed of the host vehicle according to the target trajectory so that the host vehicle M overtakes the other stopped vehicle (step S 138 ). 
       FIG. 15  is a diagram schematically showing a state in which the host vehicle M is caused to overtake the other stopped vehicle. In the shown example, no user is present around the second vehicle V 3 . In such a case, when the host vehicle M overtakes the second vehicle V 3 , the action plan generator  140  determines a distance D X  between the host vehicle M and the second vehicle V 3  in the vehicle width direction to be in a range (TH X1 ≤DX&lt;TH X2 ) that is equal to or greater than a second predetermined distance TH X1  and smaller than a third predetermined distance TH X2  that is greater than the second predetermined distance TH X1 . 
     On the other hand, when the action plan generator  140  has determined that there is another stopped vehicle in front of the host vehicle M and there is a person around the other stopped vehicle, the action plan generator  140  generates a target trajectory for causing the host vehicle M to overtake the other stopped vehicle. In this case, the action plan generator  140  generates a target trajectory for moving the host vehicle further away from the second vehicle, as compared with a case in which no person is present around the other stopped vehicle. Then, the second controller  160  controls steering and speed of the host vehicle according to the target trajectory, thereby causing the host vehicle M to overtake the other stopped vehicle while moving the host vehicle M further away from the other stopped vehicle, as compared with a case in which no person is present around the other stopped vehicle (step S 140 ). Thereby, the process of the flowchart ends. 
       FIG. 16  is a diagram schematically showing a state in which the host vehicle M is caused to overtake another stopped vehicle. In the shown example, a user U 3  is present around a second vehicle V 3 . In such a case, when the host vehicle M overtakes the second vehicle V 3 , the action plan generator  140  determines a distance D X  between the host vehicle M and the second vehicle V 3  in a vehicle width direction to be equal to or greater than the third predetermined distance TH X2  (TH X2 ≤D X ). 
     For example, when the second vehicle V 3  is stopped in the stop area  310 , the second vehicle V 3  can determine that the user U 3  in the boarding and alighting area  320  waits for boarding, similar to the host vehicle M. Therefore, it is assumed that the user U 3  present around the other stopped vehicle V 3  is likely to be an occupant of the second vehicle V 3 , and the user U 3  will enter the stop area  310  and open a door on the side other than the side of the boarding and alighting area  320  or suddenly jump out on the road in order to board the second vehicle V 3  or load luggage into the second vehicle V 3 . 
     Accordingly, the action plan generator  140  moves the host vehicle M away from the other stopped vehicle when the host vehicle M is caused to overtake the other stopped vehicle in a situation in which a person is present around the other stopped vehicle and it is easy for any action or work to be performed around the second vehicle, as compared with a situation in which a person is not present around the second vehicle and it is difficult for any action or work to be performed around the second vehicle. 
     The action plan generator  140  may further decrease the speed of the host vehicle M instead of or in addition to further increasing the distance D X  between the host vehicle M and the second vehicle V 3  in the vehicle width direction when the host vehicle M overtakes the other stopped vehicle V 3 . A period in which the action plan generator  140  decreases the speed may be, for example, a period in which the host vehicle M overtakes the second vehicle V 3  from behind the second vehicle V 3  and reaches an area in front of the second vehicle V 3 . Thus, it is possible to cause the host vehicle to safely exit the stop area  310  by moving the host vehicle M away from the second vehicle or decreasing the speed of the host vehicle M when the host vehicle M overtakes the second vehicle. 
     According to the embodiment described above, the vehicle system  1  includes the recognizer  130  that recognizes the surroundings situation of the host vehicle M, the action plan generator  140  that generates the target trajectory on the basis of the surroundings situation of the host vehicle M recognized by the recognizer  130 , and the second controller  160  that controls the steering and the speed of the host vehicle M on the basis of the target trajectory generated by the action plan generator  140  so that the host vehicle M is stopped at the stop area  310  facing the boarding and alighting area  320  in which the occupant of the host vehicle M waits. When the host vehicle M is moved to the stop area  310 , the second controller  160  causes the host vehicle M to stop at the closest-to-occupant position SP B  at which the distance between the occupant and the host vehicle M is within a predetermined distance in the stop area  310  in a case in which the recognizer  130  has recognized the occupant in the boarding and alighting area  320 , and causes the host vehicle M to stop at the closest-to-entrance position SP A  closest to the entrance of the visit destination facility in the stop area  310  in a case in which the recognizer  130  has not recognized the occupant in the boarding and alighting area  320  when the second controller  160  causes the host vehicle M to stop in the stop area  310 . Thereby, it is possible to move the host vehicle M to a position at which it is easy for the user to board the host vehicle M and make a traffic flow smooth. 
     According to the embodiment described above, a stop position of the host vehicle M in the stop area  310  is determined according to an arrival order indicating whether the host vehicle M arrives at the stop area  310  before the occupant arrives at the boarding and alighting area  320  or the occupant arrives at the boarding and alighting area  320  before the host vehicle M arrives at the stop area  310 . Thereby, in any case, it is possible to cause the host vehicle M to stop at a position at which it is easy for the user to board the host vehicle M. 
     Other Embodiments 
     Hereinafter, other embodiments (modification examples) will be described. In the embodiment described above, a case in which, when the occupant does not board the host vehicle M and the first predetermined time has elapsed after the host vehicle M is stopped at the closest-to-entrance position SP A  or the closest-to-occupant position SP B , the host vehicle M is moved to the leading stop position SP C  has been described, but the present invention is not limited thereto. 
     For example, when the occupant does not board the host vehicle M and the first predetermined time has elapsed after the host vehicle M is stopped at the closest-to-entrance position SP A  or the closest-to-occupant position SP B , the automated driving control device  100  may move the host vehicle M to a stop position immediately ahead of the stop position at which the host vehicle M is currently stopped among one or more stop positions that are candidates for the closest-to-entrance position SP A  or the closest-to-occupant position SP B . 
       FIGS. 17 to 19  are diagrams schematically showing a state in which a stop position of the host vehicle M is changed in the stop area  310 .  FIG. 17  shows a scene in a certain time t,  FIG. 18  shows a scene in time t+1 after time t, and  FIG. 19  shows a scene in time t+2 after time t+1. In any case, because no user is present in the boarding and alighting area  320 , the recognizer  130  does not recognize the occupant of the host vehicle M in the boarding and alighting area  320 . In this case, the action plan generator  140  determines a position SP 1  closest to a visit destination facility among five candidates for the stop position SP 1  to SP 5  as shown in the scene in time t, as the closest-to-entrance position SP A , and generates a target trajectory to the closest-to-entrance position SP A . Then, the second controller  160  stops the host vehicle M at the position SP 1  according to the target trajectory. 
     For example, when the occupant does not board the host vehicle M and the first predetermined time has elapsed after the host vehicle M has stopped at the position SP 1 , the action plan generator  140  determines the position SP 2  immediately ahead of the position SP 1  determined to be the closest-to-entrance position SP A  in a point in time t among the four remaining stop positions that have been candidates for the closest-to-entrance position SP A  at the point in time t as shown in the scene at the time t+1, to be a new closest-to-entrance position SP A . Then, the second controller  160  stops the host vehicle M at the position SP 2  according to the target trajectory. 
     For example, when the occupant does not board the host vehicle M and the first predetermined time further elapses after the host vehicle M stops at the position SP 2 , the action plan generator  140  determines the position SP 3  immediately ahead of the position SP 2  determined to be a candidate for the closest-to-entrance position SP A  at a point in time t+1 among the three remaining stop positions, which are candidates for the closest-to-entrance position SP A  at time t+1, as shown in a scene in time t+2, to be a new entrance nearest position SP A . Then, the second controller  160  stops the host vehicle M at the position SP 3  according to the target trajectory. 
     Thus, when the occupant does not board the host vehicle M until the first predetermined time elapses after the action plan generator  140  stops the host vehicle M at the closest-to-entrance position SP A , the action plan generator  140  changes the closest-to-entrance position SP A  to a forward position in the traveling direction in the stop area  310  each time the first predetermined time elapses until the occupant boards the host vehicle M, and the second controller  160  repeatedly moves the host vehicle M to the closest-to-entrance position SP A  changed each time the first predetermined time elapses and stops the host vehicle M at the closest-to-entrance position SP A . Thus, it is possible to make a traffic flow smooth while securing a pick-up space for the second vehicle in the stop area  310 . 
     In the embodiment described above, a case in which the recognizer  130  of the automated driving control device  100  mounted in the host vehicle M recognizes the surroundings situation of the host vehicle M has been described, but the present invention is not limited thereto. For example, an external recognition device  500  installed in a site of the visit destination facility may recognize the surroundings situation of the host vehicle M. The external recognition device  500  is an example of a “second recognition device”. 
       FIG. 20  is a diagram schematically showing a state in which the automated driving control device  100  controls the host vehicle M using a recognition result of the external recognition device  500 . The external recognition device  500  is, for example, infrastructure equipment installed in the site of the visit destination facility. Specifically, the external recognition device  500  includes infrastructure equipment such as cameras, radars, and infrared sensors that monitor the boarding and alighting area  320  or the stop area  310 . 
     When the host vehicle M is moved to the stop area  310 , the action plan generator  140  communicates with the external recognition device  500  via the communication device  20 , and acquires information indicating various recognition results such as presence or absence, the number, and a position of users present in the boarding and alighting area  320  from the external recognition device  500 . The action plan generator  140  generates a target trajectory on the basis of the acquired information. Thereby, even when the automated driving control device  100  itself does not recognize the surroundings situation, the automated driving control device  100  can automatically stop the host vehicle M at a position at which it is easy for the user to board using the recognition results of the external recognition device  500  installed in the site of the visit destination facility. 
     [Hardware Configuration] 
       FIG. 21  is a diagram showing an example of a hardware configuration of the automated driving control device  100  according to the embodiment. As shown in  FIG. 14 , the automated driving control device  100  has a configuration in which a communication controller  100 - 1 , a CPU  100 - 2 , a RAM  100 - 3  that is used as a working memory, a ROM  100 - 4  that stores a boot program or the like, a storage device  100 - 5  such as a flash memory or an HDD, a drive device  100 - 6 , and the like are connected to each other by an internal bus or a dedicated communication line. The communication controller  100 - 1  communicates with components other than the automated driving control device  100 . A program  100 - 5   a  to be executed by the CPU  100 - 2  is stored in the storage device  100 - 5 . This program is developed in the RAM  100 - 3  by a direct memory access (DMA) controller (not shown) or the like and executed by the CPU  100 - 2 . Thereby, one or both of the first controller  120 , the second controller  160 , and the third controller  180  are realized. 
     The embodiment described above can be represented as follows. 
     A vehicle control device including a storage that stores a program; and a processor, and configured to acquire a recognition result of a surroundings situation of a vehicle from a recognition device configured to recognize the surroundings situation of the vehicle, control steering and a speed of the vehicle on the basis of the acquired recognition result to move the vehicle so that a user located in a boarding area is able to board the vehicle, stop the vehicle at a first stop position based on a position of the user in the boarding area in a case in which the user has been recognized in the boarding area by the recognition device when the vehicle is moved to the boarding area, and stop the vehicle at a second stop position based on a position of an entrance to a facility in the boarding area in a case in which the user has not been recognized in the boarding area by the recognizer when the vehicle is moved to the boarding area, by the processor executing the program. 
     While forms for carrying out the present invention have been described using the embodiments, the present invention is not limited to these embodiments at all, and various modifications and substitutions can be made without departing from the gist of the present invention.