JP2009071659A - Parking assistance system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a parking assistance system easily obtaining a position to which a steering wheel should be returned, and accurately determining whether a user can properly park in a parking space based on the present steering angle of the steering wheel. <P>SOLUTION: The drive auxiliary line display processing apparatus 24 calculates: a first line segment forming a part of tire locus, from a rear end portion side of one's own vehicle to a contact point with the tire locus and the tangent parallel to the depth direction of the parking space tangent to the tire locus; and a second line segment forming a part of the tangent, connected to the first line segment at the contact point, and extending from the contact point to the rear side of the own vehicle. The drive auxiliary display processing apparatus is formed so as to generate drive auxiliary lines 26 and 27 consisting of a first auxiliary line section being the image corresponding to the first line segment and a second auxiliary line section being the image corresponding to the second line segment. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a parking assist device, and in particular, assists a driving operation for parking of the host vehicle by displaying a travel assist line that assists the backward traveling of the host vehicle for parking the host vehicle in a parking space. The present invention relates to a parking assist device suitable for the above.

  In recent years, with the development of in-vehicle camera technology and image processing technology, the spread of automobiles equipped with a parking assistance device that supports driving operation for parking the own vehicle in a desired parking space using a video image taken by the in-vehicle camera has been popularized. It is growing.

  In such a parking assist device, in a parking lot, a vehicle periphery monitoring image for monitoring a predetermined monitoring area around the host vehicle is generated using a video image taken by an in-vehicle camera and displayed on a display. A driving assistance having a shape corresponding to an expected tire trajectory of the host vehicle as a driving auxiliary line for assisting the backward running of the host vehicle for parking the host vehicle in a predetermined parking space of the parking lot on the periphery monitoring image It was done to superimpose lines. Note that the tire trajectory is normally calculated based on the steering angle of the steering wheel of the host vehicle.

JP 2005-319851 A

  However, the parking assistance device that simply displays the driving assistance line only along the tire trajectory has various problems that hinder quick and appropriate parking assistance.

  For example, FIG. 14 shows an example of a method for displaying a driving assistance line by this type of parking assistance device. In FIG. 14, the host vehicle as a vehicle periphery monitoring image and its surroundings are displayed above the host vehicle. Two travel assist lines 2 and 3 having a shape corresponding to the tire trajectories of the left and right rear wheels of the host vehicle are superimposed on the bird's-eye view image 1 as viewed from above.

  The bird's-eye view image 1 shown in FIG. 14 includes a front bird's-eye view image 1a looking down at the front of the host vehicle, a left bird's-eye view image 1b looking down at the left side of the host vehicle, and a right side bird's-eye view image 1c looking down at the right side of the host vehicle. The rear overhead view image 1d looking down at the rear of the host vehicle and the illustration image 5 of the host vehicle are formed. More specifically, the bird's-eye view image 1 in FIG. 14 shows that in the parking lot where a plurality of parking spaces are partitioned by white lines, the host vehicle turns the handle to the left toward one parking space where the host vehicle is to park. The figure shows a pattern in which the vehicle travels backward with a curved traveling as a state (rotated counterclockwise).

  Here, since the traveling auxiliary lines 2 and 3 in FIG. 14 are curves from beginning to end, it is difficult for the user to know at which position the steering wheel should be returned (to make it possible to perform linear traveling). There was a problem that it took time and parking could not be performed smoothly.

  Further, in FIG. 14, the traveling assistance line 2 on the left rear wheel side overlaps with another vehicle parked in the parking space adjacent to the left beyond the parking space where the host vehicle is to park. May give the user the impression that the vehicle collides with other vehicles. In this case, the user misunderstands that proper parking is impossible with the current steering angle of the steering wheel, and by changing the current steering angle, appropriate parking is impossible. There was a problem that there is a high possibility of inviting.

  Therefore, the present invention has been made in view of such a problem, and can easily grasp the position where the steering wheel should be returned, and whether or not appropriate parking in the parking space by the steering angle of the current steering wheel is possible. It is an object of the present invention to provide a parking support apparatus that can accurately determine the vehicle speed and, in turn, can support quick and appropriate parking.

  In order to achieve the above-described object, a parking assist apparatus according to the present invention includes a photographing device for photographing a predetermined photographing region around the own vehicle, and a predetermined monitoring region around the own vehicle using a photographed image by the photographing device. A vehicle periphery monitoring image for monitoring the vehicle periphery, and a vehicle periphery monitoring image display processing device for displaying the generated vehicle periphery monitoring image on a display unit; and when the vehicle is parked in a parking space, Based on the steering angle of the steering wheel of the vehicle, as an expected trajectory of the left rear side portion in the own vehicle, an expected tire trajectory of the left rear wheel of the own vehicle or an actual or virtual left rear side angle in the own vehicle A predicted trajectory of the right rear wheel of the host vehicle or a predicted tire track of the right rear wheel of the host vehicle or the host vehicle. A trajectory calculation device that calculates an expected movement trajectory of the actual or virtual right rear side corner, and when the host vehicle is parked in the parking space, the total length direction or the vehicle width direction of the host vehicle The vehicle for parking the vehicle in the parking space using an inclination calculation device that calculates the inclination of the parking space in the depth direction, a calculation result of the trajectory calculation device, and a calculation result of the inclination calculation device. A travel auxiliary line display processing device that generates a travel auxiliary line that assists the vehicle in reverse travel, and superimposes the generated travel auxiliary line on the vehicle periphery monitoring image including the parking space. The auxiliary line display processing device is a left first line segment that forms a part of an expected trajectory of the left rear side part, and the left rear wheel or the left rear wheel that draws the expected trajectory of the left rear side part A first line segment on the left side that extends from a rear corner to a contact point between the predicted locus of the left rear side portion and a tangent parallel to the depth direction of the parking space that is in contact with the predicted locus, and the right rear side A right first line segment that forms a part of an expected locus of the part, and the right rear side part is predicted from the right rear wheel or the right rear side corner portion that draws the expected locus of the right rear side part. The first line segment on the right side that reaches the contact point between the locus and the tangent line parallel to the depth direction of the parking space that is in contact with the predicted locus, and part of the tangent line that is in contact with the expected locus of the left rear side portion. A second line segment on the left side, connected to the first line segment on the left side at the contact point to which the first line segment on the left side reaches, and from the contact point toward the back side of the parking space Before touching the second line segment on the left and the expected trajectory of the right rear part A second line segment on the right side that forms part of the tangent line, and is connected to the first line segment on the right side at the contact point where the first line segment on the right side reaches, After calculating the second line segment on the right side toward the back side, the first auxiliary line part on the left side, which is an image corresponding to the first line segment on the left side, as the travel auxiliary line, and The left traveling auxiliary line composed of the left second auxiliary line portion, which is an image corresponding to the left second line segment, and the right first line, which is an image corresponding to the right first line segment. It is formed so as to generate two travel auxiliary lines with a right travel auxiliary line composed of an auxiliary line portion and a right second auxiliary line portion which is an image corresponding to the right second line segment. It is characterized by that.

  According to such a configuration, the user can display the travel auxiliary line including the first auxiliary line part reflecting the expected trajectory and the second auxiliary line part reflecting the depth direction of the parking space. It is possible to easily grasp that the connection point between the first auxiliary line portion and the second auxiliary line portion indicates the position where the handle should be returned, and the second auxiliary line portion is parked in the parking space. Whether or not appropriate parking in the parking space based on the steering angle of the current steering wheel can be accurately determined based on whether or not the vehicle deviates outward in the frontage direction of the space.

  Further, the trajectory calculation device is configured to be able to change the calculation result of the expected trajectory with the change of the steering angle, and the tilt calculation device is configured to change the tilt with the progress of backward travel of the host vehicle. The travel auxiliary line display processing device can change the first auxiliary line portion based on at least one of the change of the predicted trajectory and the progress of reverse travel of the host vehicle. It is preferable that the second auxiliary line portion is formed to be changeable based on at least one of the change of the predicted locus and the change of the calculation result of the inclination calculation device.

  According to such a configuration, the driving assistance line can be dynamically (variable) displayed according to the progress of the driving operation for parking, so that the user can grasp the position where the steering wheel should be returned more accurately. It is possible to determine whether or not appropriate parking in the parking space is possible.

  Further, the left rear wheel when the host vehicle travels backward with a curve traveling toward the parking space along the left and right first auxiliary line portions in a state where the steering wheel is turned off. Alternatively, the left rear side corner reaches a position corresponding to a connection point between the left first auxiliary line and the left second auxiliary line, and the right rear wheel or the right rear side corner When the section reaches a position corresponding to the connection point between the first auxiliary line section on the right side and the second auxiliary line section on the right side, a warning for urging to return the handle is output. A warning output device is preferably provided.

  According to such a configuration, the user can more easily grasp the position where the handle should be returned by the output of the warning by the handle return warning output device.

  Further, it is preferable that the handle returning warning output device is configured to output the warning using at least one of sound and image.

  According to such a configuration, the user can more easily grasp the position where the handle should be returned by a warning using at least one of sound and image.

  Moreover, it is preferable that the said inclination calculation apparatus is formed so that the said inclination may be calculated based on the picked-up image of the white line which divides the said parking space image | photographed with the said imaging device.

  According to such a configuration, it is possible to calculate the inclination in the depth direction of the parking space by effectively using the white line captured video by the imaging device also used for generating the vehicle periphery monitoring image. Display can be performed quickly, appropriately and efficiently.

  Furthermore, it is preferable that the inclination calculation device is configured to calculate the inclination based on a captured image of a pallet that forms the parking space imaged by the imaging device.

  According to such a configuration, it is possible to calculate the inclination in the depth direction of the parking space by effectively using the captured image of the pallet by the imaging device also used for generating the vehicle periphery monitoring image. Display can be performed quickly, appropriately and efficiently.

  Furthermore, it is preferable that the inclination calculation device is configured to calculate the inclination based on a captured image of another vehicle parked around the host vehicle photographed by the photographing device. .

  According to such a configuration, it is possible to calculate the inclination in the depth direction of the parking space by effectively using the captured image of the other vehicle by the imaging device also used for generating the vehicle periphery monitoring image. Can be displayed quickly, appropriately and efficiently. In addition, even when there is no white line or the like for clearly identifying the parking space, the depth direction of the parking space is calculated based on the captured image of the other vehicle by the imaging device and used for displaying the driving assistance line. Therefore, versatility can be improved.

  The apparatus further includes a detection device for detecting an arrangement state of a plurality of other vehicles parked around the host vehicle, wherein the inclination calculation device calculates the inclination based on a detection result of the detection device. It is preferable that it is formed to do.

  According to such a configuration, even if there is no white line or the like for clearly identifying the parking space, the depth direction of the parking space based on the detection result of the arrangement state of the plurality of other vehicles by the detection device. Can be calculated and used to display the driving assistance line, so that versatility can be improved.

  Furthermore, the detection device preferably includes an ultrasonic sensor.

  According to such a configuration, the arrangement state of the other vehicle can be appropriately detected by the ultrasonic sensor, so that the driving assistance line can be displayed at a low cost.

  Furthermore, it is preferable that an adjustment device that adjusts the inclination of the second auxiliary line portion according to an input operation is provided.

  According to such a configuration, since there is an error in the inclination in the depth direction of the parking space calculated by the inclination calculating device, the inclination of the second auxiliary line portion with respect to the reference direction is the parking space on the vehicle periphery monitoring image. Even when the inclination is not parallel to the depth direction of the vehicle, an appropriate traveling auxiliary line is displayed by adjusting the inclination of the second auxiliary line portion afterwards with the adjusting device. be able to.

  Further, the adjustment device is formed to display a touch panel type arrow mark that indicates an adjustment direction of the inclination of the second auxiliary line portion on the display unit, and according to an input operation for touching the arrow mark. It is preferable that the inclination of the second auxiliary line portion is adjusted.

  According to such a configuration, the inclination of the second auxiliary line portion can be easily adjusted by an input operation via an arrow mark, and convenience can be improved.

  Furthermore, based on whether or not the second auxiliary line portion deviates to the outside in the frontage direction of the parking space with respect to the parking space, whether or not appropriate parking of the host vehicle in the parking space is determined. When it is determined by the parking availability determination device and the parking availability determination device that it is impossible for the host vehicle to park properly in the parking space, the parking angle is determined at the current steering angle. It is preferable to provide a warning output device for notifying parking notification that outputs a warning that appropriate parking in the space is impossible.

  According to such a configuration, the user can more reliably recognize that appropriate parking in the parking space is impossible at the current steering angle by the output of the warning by the warning output device for notification that parking is impossible. it can.

  Furthermore, it is preferable that the parking failure notification warning output device is configured to output the warning using at least one of sound and image.

  According to such a configuration, the warning using at least one of the sound and the image enables the user to more reliably recognize that appropriate parking in the parking space is impossible at the current steering angle. .

  Moreover, it is preferable that the vehicle periphery monitoring image is an overhead image obtained by looking down the host vehicle and its surroundings from above the host vehicle.

  According to such a structure, even if it is a case where the driving assistance line which consists of a 1st auxiliary line part and a 2nd auxiliary line part is displayed on a bird's-eye view image, a user is 1st auxiliary line part and While being able to grasp easily that the connection point with the 2nd auxiliary line part shows the position which should return a handle, the 2nd auxiliary line part is the outside in the frontage direction of a parking space with respect to a parking space Whether or not appropriate parking in the parking space based on the current rudder angle can be accurately determined based on whether or not the vehicle has deviated.

  Furthermore, it is preferable that the vehicle periphery monitoring image is a rear view image for monitoring the rear of the host vehicle.

  According to such a configuration, even when the traveling auxiliary line composed of the first auxiliary line portion and the second auxiliary line portion is displayed on the rear view image, the user can While being able to grasp easily that the connection point with the 2nd auxiliary line part shows the position which should return a handle, the 2nd auxiliary line part is the outside in the frontage direction of a parking space with respect to a parking space Whether or not appropriate parking in the parking space based on the current rudder angle can be accurately determined based on whether or not the vehicle has deviated.

  According to the present invention, the position where the steering wheel should be returned can be easily grasped, and whether or not appropriate parking in the parking space can be accurately determined based on the steering angle of the current steering wheel. Appropriate parking can be supported.

(First embodiment)
Hereinafter, a first embodiment of a parking assistance apparatus according to the present invention will be described with reference to FIGS. 1 to 6.

  Note that portions having the same or similar basic configuration as those in the related art will be described using the same reference numerals.

  As shown in FIG. 1, the parking assistance apparatus 7 in this embodiment has four vehicle-mounted cameras 8, 9, 10, and 11 as imaging | photography apparatuses which image | photograph the predetermined imaging | photography area around the own vehicle. . One of these four in-vehicle cameras 8, 9, 10, and 11 is a front camera 8 attached to the front portion (for example, in the emblem) of the own vehicle. An object (road surface, other vehicle, etc.) existing within a predetermined viewing angle (for example, 190 °) in front of the vehicle is photographed. One of the remaining three in-vehicle cameras 9, 10, and 11 is a back camera 9 attached to the rear portion of the host vehicle (for example, a position near the rear number plate). An object existing within a predetermined viewing angle behind the host vehicle is photographed. One of the remaining two in-vehicle cameras 10 and 11 is a left side camera 10 attached to the left side of the host vehicle (for example, in the left door mirror). An object existing within a predetermined viewing angle on the left side of the vehicle is photographed. The remaining one in-vehicle camera 11 is a right side camera 11 attached to the right side of the host vehicle (for example, in the right door mirror), and this right side camera 11 is a predetermined right side of the host vehicle. An object existing within the viewing angle is photographed. These on-vehicle cameras 8, 9, 10, and 11 may be cameras equipped with a solid-state imaging device such as a CCD or CMOS and a wide-angle lens such as a fisheye lens.

  A camera image acquisition unit 12 is connected to each of the in-vehicle cameras 8, 9, 10, and 11, and the camera image acquisition unit 12 acquires the captured images of the in-vehicle cameras 8, 9, 10, and 11. It has become.

  A vehicle periphery monitoring image display processing unit 14 as a vehicle periphery monitoring image display processing device is connected to the camera image acquisition unit 12, and the vehicle periphery monitoring image display processing unit 14 is acquired by the camera image acquisition unit 12. The vehicle periphery monitoring image for monitoring a predetermined monitoring area around the host vehicle is generated by appropriately using the captured images of the in-vehicle cameras 8, 9, 10, and 11. Note that the vehicle periphery monitoring image can be generated by coordinate conversion that converts a captured image on the imaging plane coordinate system of the in-vehicle cameras 8, 9, 10, and 11 into an image on the coordinate system of the display 15 described later. . For this coordinate conversion, a mapping table or the like describing the correspondence between the pixels on the imaging plane coordinate system and the pixels on the display coordinate system can be used. The vehicle periphery monitoring image may be the above-described bird's-eye view image 1. Furthermore, the vehicle periphery monitoring image display processing unit 14 generates a vehicle periphery monitoring image in response to a user input operation for displaying a vehicle periphery monitoring image such as pressing a button. Yes.

  A display 15 as a display unit is connected to the output side of the vehicle periphery monitoring image display processing unit 14. The vehicle periphery monitoring image display processing unit 14 displays the generated vehicle periphery monitoring image on the display 15.

  The parking assist device 7 includes a rudder angle information acquisition unit 16, and the rudder angle information acquisition unit 16 acquires rudder angle information indicating the current rudder angle of the steering wheel of the host vehicle. The steering angle information acquisition unit 16 may be a known steering angle sensor.

  A trajectory calculation unit 17 as a trajectory calculation device is connected to the rudder angle information acquisition unit 16, and the trajectory calculation unit 17 is, for example, based on the gear position and the vehicle speed of the own vehicle, When it is detected that a driving operation for parking is performed, the steering angle information acquisition unit 16 acquires the steering angle information. Then, based on the steering angle information acquired from the steering angle information acquisition unit 16, the trajectory calculation unit 17 predicts that the left rear side portion of the host vehicle will be drawn according to the current steering angle, that is, the left As an expected trajectory of the rear part, an expected tire trajectory of the left rear wheel of the host vehicle, which is the left rear side part in the present embodiment, is calculated. At this time, the trajectory calculation unit 17 uses the rudder angle information as a trajectory that the right rear part of the host vehicle is expected to draw according to the current rudder angle, that is, as an expected trajectory of the right rear part. The expected tire locus of the right rear wheel of the host vehicle, which is the right rear side portion in the present embodiment, is calculated. These tire tracks may be so-called Ackerman tire tracks.

  The parking assist device 7 includes a parking space inclination calculation unit 19 as an inclination calculation device, and an image recognition unit 20 is connected between the parking space inclination calculation unit 19 and the camera video acquisition unit 12. Yes.

  For example, when the image recognizing unit 20 detects that the driving operation of the host vehicle for parking in the parking space is performed based on the gear position and the vehicle speed of the host vehicle, the in-vehicle cameras 8 and 9 from the camera image acquisition unit 12. , 10, 11 are acquired. Then, the image recognition unit 20 is parked as a detection target on the white line that partitions the parking space, the pallet that forms the parking space, or the periphery of the host vehicle by image recognition on the captured image acquired from the camera image acquisition unit 12. The side part etc. of other vehicles are detected.

  And the parking space inclination calculation part 19 calculates the inclination of the parking space depth direction with respect to the full length direction of the own vehicle based on a detection result, when a detection target is detected by the image recognition part 20. ing. In addition, the parking space inclination calculation part 19 may detect the said inclination of a parking space by using a detection object with high reliability preferentially, when a several detection target is detected simultaneously. For example, when the image recognition unit 20 detects the side portion of the other vehicle along with the white line, the white line is moved toward the white line in consideration of the possibility that the full length direction of the other vehicle is inclined with respect to the depth direction of the parking space. Based on this, the inclination of the parking space may be detected.

  The trajectory calculating unit 17 and the parking space inclination calculating unit 19 are connected to a driving auxiliary line display processing unit 24 as a driving auxiliary line display processing device. The driving auxiliary line display processing unit 24 is configured to display a vehicle periphery monitoring image. At the time of display, using the calculation result of the trajectory calculation unit 17 and the calculation result of the parking space inclination calculation unit 19, a travel auxiliary line for assisting the backward traveling of the host vehicle for parking the host vehicle in the parking space is provided. It is designed to generate.

At the time of generating the travel auxiliary line, the travel auxiliary line display processing unit 24, as shown in FIG. 2, calculates the left rear wheel tire trajectory (expected tire trajectory) L _{L ( As a first} line segment on the left side that forms part of ₁₎ , from the left rear wheel of the host vehicle, the tire locus L _{L (1) of the} left rear wheel and a tangent line parallel to the depth direction of the parking space in contact with the tire track L _{L (1)} Left rear wheel side tangent _{TL (1))} (hereinafter referred to as left rear wheel side contact PL ₍₁₎₎ left rear wheel side first line segment _{S1L (1)} Is calculated.

At the same time, as shown in FIG. 2, the travel auxiliary line display processing unit 24 uses a part of the right rear wheel tire trajectory (expected tire trajectory) _{LR (1)} calculated by the trajectory calculating unit 17. As a first line segment on the right side, a tire line _{LR (1)} of the right rear wheel from the right rear wheel of the host vehicle and a tangent line parallel to the depth direction of the parking space in contact with the tire locus _{LR (1)} (hereinafter, the right rear wheel side tangent line) T is referred to as _{R (1))} contacts (hereinafter, the right rear wheel side contact _{P R (1)} adapted to calculate the referred to as) reach the a right rear wheel side first line segment _{S 1R (1)} ing.

Next, as shown in FIG. 3, the driving assistance line display processing unit 24 uses the left rear wheel side first line segment as the left second line segment that forms part of the left rear wheel side tangent line _{TL (1).} S _{1L (1)} to be connected in the left rear wheel side contact P _{L (1),} a left rear wheel side contact P _{L (1)} from the left rear wheel-side second segment S as toward the far side of the parking space _{2L (1)} is calculated.

At the same time, as shown in FIG. 3, the traveling auxiliary line display processing unit 24 uses the right rear wheel side _first as the second line segment on the right side that forms part of the right rear wheel side tangent TR ₍₁₎ . The right rear wheel side second line connected to the line segment S _{1R (1)} at the right rear wheel side contact PR ₍₁₎ and going from the right rear wheel side contact PR ₍₁₎ to the far side of the parking space. The minute S _{2R (1)} is calculated.

The extension positions of the rear end portions of the left rear wheel side second line segment S _{2L (1)} and the right rear wheel side second line segment S _{2R (1)} can be variously changed according to the concept. For example, the rear end portions of the second line segments S _{2L (1)} and S _{2R (1)} may be extended to a position corresponding to the rear end portion (most ridge) of the parking space.

Next, the driving assistance line display processing unit 24 includes a left rear wheel side first line segment S _{1L (1)} , a right rear wheel side first line segment S _{1R (1)} , a left rear wheel side second line segment S _{2L ( 1)} and the right rear wheel side second line segment _{S2R (1)} are coordinate-converted from each line segment defined in the real-world coordinate system to an image on the coordinate system of the display 15. . By this coordinate conversion, the left rear wheel side first line segment _{S1L (1)} is a left rear wheel side first auxiliary line part 26a (FIG. 4) as a left first auxiliary line part which is an image corresponding thereto. See). Further, the right rear wheel side first line segment S _{1R (1)} corresponds to the right rear wheel side first auxiliary line part 27a (see FIG. 4) as the first auxiliary line part on the right side which is an image corresponding thereto. It is supposed to be converted. Further, the left rear wheel side second line segment _{S2L (1)} is formed in the left rear wheel side second auxiliary line part 26b (see FIG. 4) as the second auxiliary line part on the left side which is an image corresponding thereto. It is supposed to be converted. Furthermore, the right rear wheel side second line segment _{S2R (1)} is a right rear wheel side second auxiliary line part 27b (see FIG. 4) as a right second auxiliary line part which is an image corresponding thereto. It has been converted to. In this way, for example, as shown in FIG. 4, the left rear wheel side first auxiliary line portion 26 a and the first auxiliary line portion 26 a connected to the left rear wheel side as a driving auxiliary line superimposed on the overhead view image 1 as the vehicle periphery monitoring image are connected. It consists of a left rear wheel side travel auxiliary line 26 comprising a left rear wheel side second auxiliary line part 26b, a right rear wheel side first auxiliary line part 27a and a right rear wheel side second auxiliary line part 27b connected thereto. Two travel assist lines with the right rear wheel side travel assist line 27 are generated.

  Then, the traveling auxiliary line display processing unit 24 uses the generated left rear wheel side traveling auxiliary line 26 and the right rear wheel side traveling auxiliary line 27 as shown in FIG. It is designed to be superimposed on the top.

  By displaying the left rear wheel side travel auxiliary line 26 and the right rear wheel side travel auxiliary line 27 as described above, the user can select the left rear wheel side first auxiliary line part 26a and the left rear wheel side second auxiliary line part. 26b (in other words, the boundary) and the connection point (boundary) between the right rear wheel side first auxiliary line portion 27a and the right rear wheel side second auxiliary line portion 27b are positions where the handle should be returned. You can easily grasp what is shown. In addition, even if these connection points are not actually displayed on the traveling auxiliary lines 26 and 27, the user can clearly form the first auxiliary line parts 26a and 27a and the second auxiliary line parts 26b and 27b. The connection point can be grasped intuitively by the difference (difference between the curve and the straight line), and the position where the handle should be returned can be easily grasped.

  In addition, the user determines whether the left rear wheel side second auxiliary line portion 26b and the right rear wheel side second auxiliary line portion 27b have deviated outward in the front direction of the parking space with respect to the parking space on the overhead image 1. Whether or not appropriate parking in the parking space based on the steering angle of the current steering wheel can be accurately determined.

  In addition to the above configuration, in the present embodiment, the trajectory calculation unit 17 is formed so that the calculated tire trajectory can be changed in accordance with the change in the steering angle. Moreover, the parking space inclination calculation part 19 is formed so that the inclination calculated can be changed with the progress of the backward traveling of the host vehicle. Further, the travel auxiliary line display processing unit 24 is configured to change the left rear wheel side first auxiliary line unit 26a and the right rear wheel side based on at least one of the change in the calculation result of the trajectory calculation unit 17 and the progress of the backward traveling of the host vehicle. The first auxiliary line portion 27a is formed to be changeable. Furthermore, the driving assistance line display processing unit 24 is based on at least one of the change of the calculation result of the trajectory calculation unit 17 and the change of the calculation result of the parking space inclination calculation unit 19, and the left rear wheel side second auxiliary line unit 26b. The right rear wheel side second auxiliary line portion 27b is formed to be changeable.

  Accordingly, the left rear wheel side travel auxiliary line 26 and the right rear wheel side travel auxiliary line 27 can be dynamically displayed according to the progress of the driving operation for parking, so that the user can more accurately The position where the steering wheel should be returned can be grasped, and whether or not appropriate parking in the parking space can be determined more accurately.

  In addition to the above configuration, in this embodiment, a warning output unit 29 as a steering wheel return warning output device is connected to the vehicle periphery monitoring image display processing unit 14 and the driving assistance line display processing unit 24, A speaker 30 is connected to the warning output unit 29. The warning output unit 29 is arranged so that when the host vehicle performs a backward traveling with a curved traveling toward the parking space along the first auxiliary line portions 26a and 27a with the steering wheel turned off, The wheel has reached a position corresponding to a connection point between the left rear wheel side first auxiliary line portion 26a and the left rear wheel side second auxiliary line portion 26b (hereinafter referred to as a left rear wheel side connection point corresponding position). Is supposed to be detected. When the vehicle is traveling backward, the warning output unit 29 corresponds to the connection point between the right rear wheel of the host vehicle and the right rear wheel side first auxiliary line portion 27a and the right rear wheel side second auxiliary line portion 27b. It has been detected that the position has been reached (hereinafter referred to as the right rear wheel side connection point corresponding position). These detections include a vehicle periphery monitoring image that is dynamically generated by the vehicle periphery monitoring image display processing 24 along with the progress of the backward traveling toward the parking space, and the travel auxiliary line display processing unit 24 as the backward traveling progresses. May be performed based on image recognition with respect to the auxiliary driving lines 26 and 27 that are dynamically generated. However, when detecting based on image recognition that the left and right rear wheels of the host vehicle have reached the left rear wheel side or right rear wheel side connection point corresponding positions, respectively, It is preferable to display an image simulating the left and right rear wheels (see FIG. 4) or an image simulating the rear wheel axle (not shown) at positions corresponding to the left and right rear wheels of the vehicle.

  Then, the warning output unit 29 detects that the left rear wheel of the host vehicle has reached the left rear wheel side connection point corresponding position, and that the right rear wheel of the host vehicle has reached the right rear wheel side connection point corresponding position. At this point, a warning prompting the user to return the steering wheel that has been cut off (in other words, to make the vehicle run in a straight line with the tire facing directly in front) is output by voice through the speaker 30. Yes.

  Thereby, the user can grasp | ascertain the position which should return a handle still more easily. The warning output unit 29 may issue a warning prompting the user to return the handle by displaying an image on the display 15.

  In addition to the above configuration, the display 15 further includes a touch panel 32, and the touch panel 32, the display 15, and the travel auxiliary line display processing unit 24 include a second auxiliary line portion inclination adjustment as an adjustment device. The unit 33 is connected.

  As shown in FIGS. 4 and 5, the second auxiliary line portion inclination adjustment unit 33 has touch panel arrow marks 34 and 35 that indicate the adjustment direction of the inclination of the second auxiliary line portions 26 b and 27 b on the display 15. Is displayed. 4 and 5, the left arrow mark 34 is an input for adjusting the inclination by integrally rotating both the second auxiliary line portions 26b and 27b counterclockwise in FIGS. It is an arrow mark 34 that allows operation. On the other hand, an arrow mark 35 on the right side in FIGS. 4 and 5 indicates an input operation for adjusting the inclination by rotating both the second auxiliary line portions 26b and 27b in the clockwise direction in FIGS. Is an arrow mark 35 that permits

  Then, the second auxiliary line portion inclination adjusting unit 33 rotates the second auxiliary line portions 26b and 27b at the connection point between the first auxiliary line portions 26a and 27a with the touch operation of the left arrow mark 34. As shown in FIG. In addition, the second auxiliary line portion inclination adjusting unit 33 rotates the second auxiliary line portions 26b and 27b around the connection point between the first auxiliary line portions 26a and 27a with the touch operation of the right arrow mark 35. As shown in FIG. The rotation of the second auxiliary line portions 26b and 27b may be rotation such that the rotation angle increases as the time during which the arrow marks 34 and 35 are kept touched becomes longer. The rotation may be such that the rotation angle increases as the number of intermittent touches 35 increases.

  Thereby, since there is an error in the inclination in the depth direction of the parking space calculated by the parking space inclination calculation unit 19, as shown in FIG. 5, the second auxiliary line with respect to the reference direction (for example, the vertical direction in FIG. 5). Even if the slopes of the portions 26b and 27b are not parallel to the depth direction of the parking space on the overhead image 1, the slopes of the second auxiliary line portions 26b and 27b are determined afterwards. By adjusting, it can correct to the suitable driving assistance lines 26 and 27 as shown in FIG.

  Next, the main operation of this embodiment will be described.

  For the sake of convenience, in the initial state, the host vehicle is assumed to be located in the vicinity of one parking space defined by a white line in the parking lot.

  Then, from the initial state, together with the input operation for displaying the bird's-eye view image 1, when the user puts the gear in reverse and prepares for reverse running for parking in the parking space, the vehicle periphery monitoring image display processing unit 14 generates the bird's-eye view image 1 by using the captured images of the in-vehicle cameras 8, 9, 10, and 11 acquired by the camera image acquisition unit 12. Specifically, by using a video image captured by the front camera 8, a front bird's-eye view image 1a, by using a video image captured by the left side camera 10, and by using a video image captured by the right side camera 11, From the right side bird's-eye view image 1c, the rear bird's-eye view image 1d is generated by using the captured image of the back camera 9, and further, the bird's-eye view image 1 is generated by synthesizing the monitoring image and the illustration image 5 of the own vehicle. . Then, the vehicle periphery monitoring image display processing unit 14 displays the generated overhead image 1 on the display 15 as shown in FIG.

  At this time, the trajectory calculation unit 17 detects that a driving operation for parking in the parking space of the host vehicle is performed based on the gear position of the host vehicle, and acquires the steering angle information from the steering angle information acquisition unit 16. To do. Next, the trajectory calculation unit 17 calculates expected tire trajectories of the left and right rear wheels of the host vehicle based on the rudder angle information acquired from the rudder angle information acquisition unit 16.

  At this time, the image recognizing unit 20 acquires the captured images of the in-vehicle cameras 8, 9, 10, and 11 from the camera image acquiring unit 12, and generates white lines that delimit the parking space by image recognition on the acquired captured images. To detect.

  Next, the parking space inclination calculation unit 19 calculates the inclination of the parking space in the depth direction with respect to the full length direction of the host vehicle based on the white line detected by the image recognition unit 20.

  Next, the driving assistance line display processing unit 24 uses the calculation result of the trajectory calculation unit 17 and the calculation result of the parking space inclination calculation unit 19 by the method shown in FIGS. From the left rear wheel side travel auxiliary line 26 composed of one auxiliary line part 26a and the left rear wheel side second auxiliary line part 26b, from the right rear wheel side first auxiliary line part 27a and the right rear wheel side second auxiliary line part 27b The right rear wheel side travel auxiliary line 27 is generated.

  Then, the travel auxiliary line display processing unit 24 superimposes and displays the generated left rear wheel side travel auxiliary line 26 and right rear wheel side travel auxiliary line 27 on the overhead image 1 as shown in FIG. To do.

  In FIG. 6A, the right rear wheel side second auxiliary line portion 27b deviates outward from the parking space on the overhead image 1 in the front direction of the parking space. Since it is not easy to turn the steering wheel to the left (the counterclockwise steering angle is small), it can be determined that appropriate parking in the parking space with the current steering angle is impossible.

  Next, when the user turns the steering wheel a little more to the left from the state of FIG. 6 (a), as shown in FIG. 6 (b), the display state of the travel assist lines 26 and 27 according to the change of the steering angle. Changes, and the driving assistance lines 26 and 27 in which the left rear wheel side second auxiliary line part 26b and the right rear wheel side second auxiliary line part 27b are both within the parking space on the overhead image 1 are displayed. The state shown in FIG. 6B is the same as the state shown in FIG.

  Next, when the user starts the backward traveling toward the parking space while maintaining the rudder angle from the state of FIG. 6B, the relative position of the own vehicle (illustration image 5) with respect to the parking space on the overhead image 1 As the inclination changes, the lengths of the left rear wheel side first auxiliary line portion 26a and the right rear wheel side first auxiliary line portion 27a are shortened.

  Then, as shown in FIG. 6C, when the left rear wheel of the host vehicle reaches the left rear wheel side connection point corresponding position, and the right rear wheel of the host vehicle reaches the right rear wheel side connection point corresponding position, The warning output unit 29 outputs a warning that prompts the user to return the handle that has been cut through the speaker 30 by voice.

  Thereby, the user can easily grasp the position where the handle should be returned.

  As described above, according to the present embodiment, the traveling auxiliary line 26 includes the first auxiliary line parts 26a and 27a reflecting the tire trajectory and the second auxiliary line parts 26b and 27b reflecting the depth direction of the parking space. , 27, the user can easily grasp that the point corresponding to the connection point between the first auxiliary line portions 26a, 27a and the second auxiliary line portions 26b, 27b is the position where the handle should be returned. It is possible to accurately determine whether or not the second auxiliary line portions 26b and 27b are appropriately parked in the parking space according to the current steering angle depending on whether or not the parking space deviates to the outside in the front direction of the parking space. Can be judged.

(Second Embodiment)
Next, a second embodiment of the parking assistance device according to the present invention will be described with reference to FIGS. 7 to 9 anew, focusing on differences from the first embodiment.

  Note that portions having the same or similar basic configuration as the first embodiment will be described using the same reference numerals.

  The parking assistance apparatus 7 in this embodiment has the same basic configuration as that shown in FIG.

  However, unlike the first embodiment, the trajectory calculation unit 17 in the present embodiment uses the actual or virtual in the host vehicle that is the left rear side part in the present embodiment as the expected trajectory of the left rear side part in the host vehicle. An expected movement trajectory for the left rear side corner is calculated. In addition, the trajectory calculation unit 17 is an expected trajectory of an actual or virtual right rear side corner in the host vehicle that is the right rear side part in the present embodiment, as an expected trajectory of the right rear side part in the host vehicle. Is calculated.

  Here, the actual left rear side corner portion of the host vehicle is a corner portion that is actually formed at the left rear end portion of the host vehicle (more accurately, because the actual planar shape of the host vehicle is angular. Is the corner apex). Similarly, the actual right rear corner of the host vehicle is a corner (actually more accurately formed at the right rear end of the host vehicle due to the fact that the actual planar shape of the host vehicle is angular. Is the corner apex).

  On the other hand, as shown in FIGS. 7 and 8, the virtual left rear side corner of the host vehicle is the left rear end portion of the host vehicle because the actual planar shape of the host vehicle is rounded. Even if the corner portion is not actually formed, a tangent line extending in the full length direction of the vehicle contacting the left end portion of the host vehicle (for example, the left end portion of the body excluding the left door mirror) and the rear end portion of the host vehicle A corner portion (more precisely, a vertex of the corner portion) that can be virtually formed by intersecting with a tangent line extending in the vehicle width direction that touches the vehicle body. Similarly, the imaginary right rear side corner of the host vehicle is actually a corner formed at the right rear end of the host vehicle due to the actual planar shape of the host vehicle being rounded. Even if not, a tangent that extends in the vehicle full length direction that contacts the right end of the host vehicle (for example, the right end of the body excluding the right door mirror) and a tangent that extends in the vehicle width direction that contacts the rear end of the host vehicle The corners (more precisely, the apexes of the corners) that can be virtually formed by crossing.

7 and 8 show a virtual left rear side corner _{CL (2)} as a virtual left rear side corner in the host vehicle, and a virtual right rear side in the host vehicle. As the corner, a virtual right rear side corner _{CR (2)} is shown.

  The predicted movement trajectory is the actual or virtual left rear of the host vehicle when the host vehicle travels under the steering angle of the current host vehicle handle. This is a prediction of what trajectory the side corner and right rear side corner will move.

  This expected movement trajectory is based on the real world of the actual or virtual left rear corner and right rear corner of the host vehicle based on the vehicle information related to the host vehicle acquired in advance by the track calculator 17. Can be calculated based on these coordinate positions and the steering angle information acquired from the steering angle information acquisition unit 16. In calculating the expected movement trajectory, vehicle information such as the tire trajectory and the size of the host vehicle shown in the first embodiment may be used as necessary.

  The trajectory calculation unit 17 calculates an expected movement trajectory for the actual left rear side corner and the right rear side corner in the host vehicle, or the virtual left rear side corner in the host vehicle and Whether to calculate the expected movement trajectory for the right rear side corner can be selected according to the design concept. In this case, when the shape of the host vehicle indicated in the vehicle information acquired in advance has an actual left rear side corner and a right rear side corner, the trajectory calculation unit 17 The expected movement trajectory for the rear side corner and the right rear side corner is calculated, and the shape of the host vehicle indicated in the vehicle information does not have an actual left rear side corner and right rear side corner. In some cases, an expected movement trajectory for the virtual left rear corner and right rear corner may be calculated.

  In addition, the trajectory calculation unit 17 calculates an expected movement trajectory for an actual or virtual left rear side corner and right rear side corner in the host vehicle based on the gear position and the vehicle speed of the host vehicle. You may make it perform after detecting that driving operation for parking of the own vehicle to is performed.

  In this embodiment, the driving assistance line display processing unit 24 generates a driving assistance line using the calculation result of the locus calculation unit 17 and the calculation result of the parking space inclination calculation unit 19 similar to that of the first embodiment. It is supposed to be.

As a specific example, the travel assistance line display processing unit 24 generates a travel assistance line with respect to the virtual left rear corner C _{L (2)} calculated by the trajectory calculation unit 17 as shown in FIG. As the first left-hand line segment that forms a part of the expected movement locus LL ₍₂₎ , from the virtual left rear corner C _{L (2)} , the movement locus _{LL (2)} and the parking space in contact therewith The first line on the left rear side that reaches the contact point (hereinafter referred to as the left rear side contact PL ₍₂₎₎ with the tangent line parallel to the depth direction (hereinafter referred to as the left rear side tangent line T _{L (2))} The minute S _{1L (2)} is calculated.

At the same time, the traveling auxiliary line display processing unit 24, as shown in FIG. 7, the movement trajectory L _{R (2} expected for a virtual right calculated by the trajectory calculating section 17 rear side corner portion C _{R (2) ) From} the virtual right rear corner C _{R (2)} as a first line segment on the right side forming a part of ₎ , a tangent line parallel to the movement locus L _{R (2)} and the depth direction of the parking space in contact with the trajectory L _{R (2)} , A right rear side first line segment S _{1R (2)} that reaches a contact point (hereinafter referred to as a right rear side contact point PR ₍₂₎₎ with the right rear side tangent line TR _(2). It is like that.

Next, as illustrated in FIG. 8, the travel assistance line display processing unit 24 sets the left rear first line segment S _1L as the left second line segment that forms part of the left rear side tangent line _{TL (2). (2)} to be connected at the left rear side contact _{P L (2),} the left rear side contact _{P L (2)} left as toward the far side of the parking space from the rear side second segment _{S 2L (2)} It comes to calculate.

At the same time, as shown in FIG. 8, the traveling auxiliary line display processing unit 24 sets the right rear side first line segment as the right second line segment that forms a part of the right rear side tangent line TR _(2). A right rear second line segment S _{2R (2} connected to S _{1R (2)} at the right rear contact PR ₍₂₎ and going from the right rear contact PR ₍₂₎ to the far side of the parking space. ₎ Is calculated.

Next, the travel assistance line display processing unit 24 includes a left rear first line segment _{S1L (2)} , a right rear first line segment _{S1R (2)} , a left rear second line segment _{S2L (2),} and Each of the second right-side second line segment _{S2R (2)} is coordinate-converted from each line segment defined in the real-world coordinate system to an image on the coordinate system of the display 15. By this coordinate transformation, the left rear first line segment S _{1L (2)} is a left rear first auxiliary line portion 46a (see FIG. 9) as a left first auxiliary line portion which is an image corresponding thereto. It has been converted to. Also, the right rear first line segment S _{1R (2)} is converted into a right rear first auxiliary line portion 47a (see FIG. 9) as a right first auxiliary line portion which is an image corresponding thereto. It has become so. Furthermore, the left rear side second line segment _{S2L (2)} is converted into a left rear side second auxiliary line part 46b (see FIG. 9) as a left second auxiliary line part which is an image corresponding thereto. It has become so. Furthermore, the right rear side second line segment S _{2R (2)} is converted into a right rear side second auxiliary line part 47b (see FIG. 9) as a right second auxiliary line part which is an image corresponding thereto. It has come to be. In this way, for example, as shown in FIG. 9, the left rear side first auxiliary line portion 46 a and the left connected to the left auxiliary side first auxiliary line portion 46 a as a travel auxiliary line superimposed on the overhead view image 1 as the vehicle periphery monitoring image. A left rear side travel auxiliary line 46 composed of a rear side second auxiliary line part 46b, a right rear side first auxiliary line part 47a and a right rear side second auxiliary line part 47b connected thereto. A line 47 is generated.

  Then, the travel auxiliary line display processing unit 24 displays the generated left rear side travel auxiliary line 46 and right rear side travel auxiliary line 47 on, for example, an overhead image 1 as a vehicle periphery monitoring image, as shown in FIG. Superimposed display.

  By displaying such a left rear side travel auxiliary line 46 and a right rear side auxiliary travel line 47, the user can connect the left rear side first auxiliary line part 46a and the left rear side second auxiliary line part 46b. It can be easily understood that the point and the connection point between the right rear side first auxiliary line portion 47a and the right rear side second auxiliary line portion 47b indicate the position where the handle should be returned. Further, the user determines whether or not the left rear side second auxiliary line portion 46b and the right rear side second auxiliary line portion 47b have deviated to the outside in the front direction of the parking space with respect to the parking space on the overhead image 1. Whether or not appropriate parking in the parking space can be accurately determined based on the steering angle of the current steering wheel.

  In addition to the above configuration, in the present embodiment, the trajectory calculation unit 17 is configured to be able to change the calculated travel trajectory as the steering angle is changed. Moreover, the parking space inclination calculation part 19 is formed so that the inclination calculated can be changed with the progress of the backward traveling of the host vehicle. Further, the travel auxiliary line display processing unit 24 is based on at least one of the change in the calculation result of the trajectory calculation unit 17 and the progress of the backward traveling of the host vehicle, and the first left rear side first auxiliary line unit 46a and the first right rear side first. The auxiliary line portion 47a is formed to be changeable. Furthermore, the travel auxiliary line display processing unit 24 is based on at least one of the change of the calculation result of the trajectory calculation unit 17 and the change of the calculation result of the parking space inclination calculation unit 19, and the left rear side second auxiliary line unit 46 b and The right rear side second auxiliary line portion 47b is formed to be changeable.

  As a result, the left rear side travel auxiliary line 46 and the right rear side auxiliary travel line 47 can be dynamically displayed in accordance with the progress of the driving operation for parking. While being able to grasp the position to be returned, it is possible to more accurately determine whether or not appropriate parking in the parking space is possible.

  In addition to the above-described configuration, in the present embodiment, the warning output unit 29 further reverses the vehicle with a curve traveling toward the parking space along the first auxiliary lines 46a and 47a as the steering wheel is turned off. When traveling, the actual or virtual left rear corner of the host vehicle corresponds to the connection point between the left rear first auxiliary line portion 46a and the left rear second auxiliary line portion 46b ( Hereinafter, the arrival at the left rear side connection point corresponding position) is detected. Further, during the backward running, the warning output unit 29 is configured such that the actual or virtual right rear side corner of the host vehicle has a right rear side first auxiliary line portion 47a and a right rear side second auxiliary line portion 47b. It is detected that a position corresponding to the connection point (hereinafter referred to as a right rear side connection point corresponding position) has been reached. As in the first embodiment, these detections are performed as the vehicle periphery monitoring image dynamically generated by the vehicle periphery monitoring image display process 24 with the progress of the backward traveling toward the parking space and the progress of the backward traveling. It may be performed based on image recognition for the driving auxiliary lines 46 and 47 dynamically generated by the driving auxiliary line display processing unit 24. The warning output unit 29 is configured such that the actual or virtual left rear side corner of the own vehicle reaches the left rear side connection point corresponding position, and the actual or virtual right rear side corner of the own vehicle is the right rear side. When it is detected that the position corresponding to the connection point has been reached, a warning prompting the user to return the handle that has been cut is output through the speaker 30 by voice.

  Thereby, the user can grasp | ascertain the position which should return a handle still more easily.

  Other configurations are substantially the same as those of the first embodiment, and thus description thereof is omitted.

(Third embodiment)
Next, a third embodiment of the parking assistance apparatus according to the present invention will be described with reference to FIGS. 10 to 12 newly with a focus on differences from the first embodiment.

  Note that portions having the same or similar basic configuration as the first embodiment will be described using the same reference numerals.

  The parking assistance apparatus 7 in this embodiment has the same basic configuration as that shown in FIG.

  However, unlike the first embodiment, the trajectory calculation unit 17 in the present embodiment is configured so that when the host vehicle is traveling backward for parking in the parking space with the handle turned off, As an expected trajectory of the left rear side part, when the left rear wheel of the own vehicle is an inner wheel, an expected tire trajectory of the left rear wheel of the own vehicle is calculated, and when the left rear wheel is an outer wheel, An expected movement trajectory of an actual or virtual left rear side corner of the host vehicle is calculated. Further, when the vehicle travels backward, the trajectory calculation unit 17 predicts the right rear wheel of the host vehicle when the right rear wheel of the host vehicle is an inner wheel as an expected track of the right rear side part of the host vehicle. When the right rear wheel is an outer wheel, an expected movement trajectory for the actual or virtual right rear corner of the host vehicle is calculated.

The tire locus is the same as that shown in the first embodiment, and the movement locus is the same as that shown in the second embodiment. Further, similarly to the second embodiment, the trajectory calculation unit 17 calculates an expected movement trajectory for the actual left rear side corner, the right rear side corner, or the virtual left rear side corner. Whether to calculate the expected movement trajectory for the right corner or the right rear corner can be selected according to the design concept. Note that the trajectory calculation unit 17 moves to the parking space with the steering wheel turned off. It can be detected based on the gear position of the host vehicle, the vehicle speed, and the steering angle information acquired by the steering angle information acquisition unit 16.

  In this embodiment, the driving assistance line display processing unit 24 generates a driving assistance line using the calculation result of the locus calculation unit 17 and the calculation result of the parking space inclination calculation unit 19 similar to that of the first embodiment. It is supposed to be.

As a specific example, the travel auxiliary line display processing unit 24 in the present embodiment predicts the left rear wheel that is the inner wheel calculated by the trajectory calculation unit 17 as shown in FIG. that a first segment of the left forming part of the tire locus L _{L (3),} the left rear wheel, tire locus L _{L (3)} parallel to the tangent to the depth direction of the parking spaces adjacent thereto (hereinafter, The left rear wheel side first line segment S _{1L (3)} reaching the contact point (hereinafter referred to as the left rear wheel side contact point PL ₍₃₎₎ with the left rear wheel side tangent line T _{L (3) )} . It comes to calculate.

At the same time, the travel auxiliary line display processing unit 24, as shown in FIG. 10, is a virtual right rear side corner (hereinafter referred to as a virtual right rear side) that is a corner on the outer ring side calculated by the trajectory calculation unit 17. as a first line of the right side forming a part of the expected movement locus L _{R (3)} for the corner portion C _{R (3)} referred to as), from the virtual right rear corner portion C _{R (3),} moving A contact point (hereinafter referred to as right rear side contact point PR ₍₃₎₎ between the locus _{LR (3)} and a tangent line (hereinafter referred to as right rear side tangent line TR ₍₃₎₎ parallel to the depth direction of the parking space in contact with the locus _{LR (3)} Right first rear line segment S _{1R (3)} is calculated.

Next, as shown in FIG. 11, the driving assistance line display processing unit 24 sets the left rear wheel side first line segment as the left second line segment that forms part of the left rear wheel side tangent line _{TL (3).} S _{1L (3)} to be connected in the left rear wheel side contact P _{L (3),} a left rear wheel side contact P _{L (3)} from the left rear wheel-side second segment S as toward the far side of the parking space _{2L (3)} is calculated.

At the same time, as shown in FIG. 11, the driving assistance line display processing unit 24 sets the right rear side first line segment as the right second line segment that forms a part of the right rear side tangent line TR _(3). A right rear second line segment S _{2R (3 )} connected to S _{1R (3)} at the right rear contact PR ₍₃₎ and going from the right rear contact PR ₍₃₎ to the far side of the parking space. ₎ Is calculated.

Next, the driving assistance line display processing unit 24 includes a left rear wheel side first line segment _{S1L (3)} , a right rear side first line segment _{S1R (3)} , and a left rear wheel side second line segment _{S2L (3). ) And} the second rear-side second line segment S _{2R (3)} are coordinate-converted from each line segment defined in the real-world coordinate system to an image on the coordinate system of the display 15. By this coordinate conversion, the left rear wheel side first line segment _{S1L (3)} is a left rear wheel side first auxiliary line part 56a (FIG. 12) as a left first auxiliary line part which is an image corresponding thereto. See). Also, the right rear first line segment S _{1R (3)} is converted into a right rear first auxiliary line portion 57a (see FIG. 12) as a right first auxiliary line portion which is an image corresponding thereto. It has become so. Furthermore, the left rear wheel side second line segment _{S2L (3)} is formed in the left rear wheel side second auxiliary line part 56b (see FIG. 12) as the second auxiliary line part on the left side which is an image corresponding thereto. It is supposed to be converted. Furthermore, the right rear side second line segment S _{2R (3)} is converted into a right rear side second auxiliary line part 57b (see FIG. 12) as a right second auxiliary line part which is an image corresponding thereto. It has come to be. In this way, for example, as shown in FIG. 12, the left rear wheel side first auxiliary line portion 56 a and the first auxiliary line portion 56 a connected to the left rear wheel side as the driving auxiliary line superimposed on the overhead view image 1 as the vehicle periphery monitoring image are connected. The left rear wheel side travel auxiliary line 56 comprising the left rear wheel side second auxiliary line part 56b, the right rear side comprising the right rear side first auxiliary line part 57a and the right rear side second auxiliary line part 57b connected thereto. A side travel auxiliary line 57 is generated.

  Then, the travel auxiliary line display processing unit 24 displays the generated left rear wheel side travel auxiliary line 56 and the right rear side travel auxiliary line 57 on the overhead image 1 as a vehicle periphery monitoring image as shown in FIG. Is superimposed on the screen.

  By displaying such a left rear wheel side travel auxiliary line 56 and a right rear side travel auxiliary line 57, the user can use the left rear wheel side first auxiliary line part 56a and the left rear wheel side second auxiliary line part 56b. And the connection point between the right rear side first auxiliary line portion 57a and the right rear side second auxiliary line portion 57b can easily grasp that the handle should be returned. . In addition, the user determines whether or not the left rear wheel side second auxiliary line portion 56b and the right rear side second auxiliary line portion 57b have deviated to the outside in the front direction of the parking space with respect to the parking space on the overhead image 1. Thus, it is possible to accurately determine whether or not appropriate parking is possible in the parking space based on the steering angle of the current steering wheel.

  In addition to the above configuration, in the present embodiment, the trajectory calculation unit 17 further calculates the expected tire trajectory of the left rear wheel or the right rear wheel, which is the inner wheel, and the outer wheel side as the rudder angle changes. The actual or virtual left rear side corner or right rear side corner of the host vehicle, which is the corner, is calculated so as to be changeable. Moreover, the parking space inclination calculation part 19 is formed so that the inclination calculated can be changed with the progress of the backward traveling of the host vehicle. Further, the travel auxiliary line display processing unit 24 is based on at least one of the change in the calculation result of the trajectory calculation unit 17 and the progress of the backward traveling of the host vehicle, and the left rear wheel side first auxiliary line unit 56a and the right rear side One auxiliary line portion 57a is formed to be changeable. Furthermore, the driving assistance line display processing unit 24 is based on at least one of the change of the calculation result of the trajectory calculation unit 17 and the change of the calculation result of the parking space inclination calculation unit 19, and the left rear wheel side second auxiliary line unit 56b. And the right back side 2nd auxiliary line part 57b is formed so that a change is possible.

  Accordingly, the left rear wheel side travel auxiliary line 56 and the right rear side travel auxiliary line 57 can be dynamically displayed in accordance with the progress of the driving operation for parking. As well as being able to grasp the position where the vehicle should be returned, it is possible to more accurately determine whether or not appropriate parking in the parking space is possible.

  In addition to the above configuration, in the present embodiment, the warning output unit 29 further includes a curve traveling toward the parking space along the first auxiliary line portions 56a and 57a in a state where the host vehicle is turned off. When the vehicle travels backward, the left rear wheel or the right rear wheel of the host vehicle serving as the inner wheel corresponds to the connection point between the first auxiliary line part and the second auxiliary line part on the inner wheel side (hereinafter, The position corresponding to the inner ring side connection point corresponding position) is detected. At that time, the warning output unit 29 is configured such that the actual or virtual left rear side corner or right rear side corner of the host vehicle serving as the corner on the outer ring side is the first auxiliary line portion on the outer ring side. It is detected that a position corresponding to a connection point with the second auxiliary line portion (hereinafter referred to as an outer ring side connection point corresponding position) has been reached.

  In the example of FIG. 12, the inner ring side connection point corresponding position is a position corresponding to the connection point between the left rear wheel side first auxiliary line portion 56a and the left rear wheel side second auxiliary line portion 56b. The side connection point corresponding position is a position corresponding to a connection point between the right rear side first auxiliary line portion 57a and the right rear side second auxiliary line portion 57b.

  As in the first embodiment, these connection point corresponding positions are detected by a vehicle periphery monitoring image that is dynamically generated by the vehicle periphery monitoring image display process 24 as the vehicle travels backward toward the parking space. You may make it perform based on the image recognition with respect to the driving assistance lines 56 and 57 dynamically produced | generated by the driving assistance line display process part 24 with advancing of driving | running | working. Then, the warning output unit 29, the rear wheel on the inner ring side of the host vehicle has reached the position corresponding to the inner wheel side connection point, and the actual or virtual outer wheel side corner of the host vehicle has reached the position corresponding to the outer wheel side connection point. When this is detected, a warning that prompts the user to return the handle that has been cut is output through the speaker 30 by voice.

  Thereby, the user can grasp | ascertain the position which should return a handle still more easily.

  Other configurations are substantially the same as those of the first embodiment, and thus description thereof is omitted.

  In addition, this invention is not limited to embodiment mentioned above, A various change is possible as needed.

  For example, as a detection device for detecting the arrangement state of a plurality of other vehicles parked around the host vehicle, a detection device provided with an ultrasonic sensor is provided, and the parking space inclination calculation unit 19 is connected to the detection device. The inclination of the parking space in the depth direction with respect to the entire length direction of the host vehicle may be calculated based on the detection result. Even in this case, the inclination of the parking space can be appropriately calculated based on the arrangement state of the other vehicle. Moreover, since it can respond also to the parking space where a white line and a pallet do not exist, versatility can be improved.

  Moreover, you may comprise so that the parking space inclination calculation part 19 may calculate the inclination of the depth direction of the said parking space with respect to the width direction of the own vehicle.

  Furthermore, it is determined whether or not appropriate parking of the host vehicle in the parking space is performed based on whether or not the second auxiliary line portions 26b and 27b have deviated to the outside in the front direction of the parking space with respect to the parking space. In addition to providing a parking permission determination device, when it is determined by the parking permission determination device that the host vehicle cannot be parked appropriately in the parking space, the current steering angle You may make it provide the warning output apparatus for a parking impossible notification which outputs the warning that parking is impossible. If it does in this way, in the state of Fig.6 (a) mentioned above, when a user outputs a warning from the warning output apparatus for parking impossible notification, parking in a parking space is impossible at the present steering angle. This can be recognized more reliably.

  Furthermore, the present invention can also be applied to the traveling auxiliary lines 26 and 27 displayed on the rear view image 37 as the vehicle periphery monitoring image shown in FIG. 13 generated based on the captured image of the back camera 9. .

The block diagram which shows 1st Embodiment of the parking assistance apparatus which concerns on this invention. Explanatory drawing which shows the production | generation process of a driving assistance line in 1st Embodiment of the parking assistance apparatus which concerns on this invention. Explanatory drawing which shows the production | generation process of the driving assistance line following FIG. 2 in 1st Embodiment of the parking assistance apparatus which concerns on this invention. The figure which shows the display state of the driving assistance line on a bird's-eye view image in 1st Embodiment of the parking assistance apparatus which concerns on this invention. The figure which shows the inappropriate display state of a 2nd auxiliary | assistant line part with a means to eliminate this in 1st Embodiment of the parking assistance apparatus which concerns on this invention. In 1st Embodiment of the parking assistance apparatus which concerns on this invention, (a) is a display state of the driving assistance line which shows that appropriate parking to a parking space is impossible, (b) is a parking space. This is a display state of a driving assistance line indicating that appropriate parking is possible, and (c) is an arrival state of the host vehicle at a position where the steering wheel should be returned. Explanatory drawing which shows the production | generation process of a driving assistance line in 2nd Embodiment of the parking assistance apparatus which concerns on this invention. Explanatory drawing which shows the production | generation process of the driving assistance line following FIG. 7 in 2nd Embodiment of the parking assistance apparatus which concerns on this invention. The figure which shows the display state of the driving assistance line on a bird's-eye view image in 2nd Embodiment of the parking assistance apparatus which concerns on this invention. Explanatory drawing which shows the production | generation process of a driving assistance line in 3rd Embodiment of the parking assistance apparatus which concerns on this invention. Explanatory drawing which shows the production | generation process of the driving assistance line following FIG. 10 in 3rd Embodiment of the parking assistance apparatus which concerns on this invention. The figure which shows the display state of the driving assistance line on a bird's-eye view image in 3rd Embodiment of the parking assistance apparatus which concerns on this invention. The figure which shows the display state of the driving assistance line on a rear view image in embodiment of the parking assistance apparatus which concerns on this invention. The figure which shows an example of the display method of the conventional driving assistance line

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Bird's-eye view image 7 Parking assistance apparatus 8 Front camera 9 Back camera 10 Left side camera 11 Right side camera 14 Vehicle periphery monitoring image display processing part 15 Display 17 Trajectory calculation part 19 Parking space inclination calculation part 24 Driving auxiliary line display processing part

Claims (15)

A photographing device for photographing a predetermined photographing region around the own vehicle;
A vehicle periphery monitoring image display for generating a vehicle periphery monitoring image for monitoring a predetermined monitoring region around the own vehicle using a video image taken by the imaging device and displaying the generated vehicle periphery monitoring image on a display unit A processing device;
When parking the host vehicle in a parking space, based on the steering angle of the handle of the host vehicle, the expected tire track of the left rear wheel of the host vehicle is used as the predicted track of the left rear side part of the host vehicle. Alternatively, an expected movement trajectory of an actual or virtual left rear side corner in the own vehicle is calculated, and an expected trajectory of a right rear side portion in the own vehicle is predicted as the right rear wheel of the own vehicle. A trajectory calculation device that calculates an expected movement trajectory of a tire trajectory or an actual or virtual right rear corner in the host vehicle;
An inclination calculating device for calculating an inclination in a depth direction of the parking space with respect to a full length direction or a vehicle width direction of the own vehicle when the own vehicle is parked in the parking space;
Using the calculation result of the trajectory calculation device and the calculation result of the inclination calculation device, a travel auxiliary line that assists the backward traveling of the host vehicle for parking the host vehicle in the parking space is generated and generated. A driving auxiliary line display processing device that superimposes and displays the driving auxiliary line on the vehicle periphery monitoring image including the parking space,
The travel auxiliary line display processing device includes:
From the left rear wheel or the left rear side corner portion, which is a left first line segment that forms a part of an expected locus of the left rear side portion and draws an expected locus of the left rear side portion, the left rear A first line segment on the left side leading to a contact point between an expected locus of the side portion and a tangent line parallel to the depth direction of the parking space that touches the expected locus;
A right first line segment that forms part of an expected trajectory of the right rear side portion, from the right rear wheel or the right rear side corner portion describing the expected trajectory of the right rear side portion, and the right rear A first line on the right side that leads to a contact point between an expected locus of the side portion and a tangent parallel to the depth direction of the parking space in contact with the expected locus;
A second line segment on the left side that forms a part of the tangent line in contact with the expected locus of the left rear side part, and the first line segment on the left side at the contact point where the first line segment on the left side reaches A second line segment on the left side that is connected to the far side of the parking space from the contact point;
A second line segment on the right side that forms part of the tangent line that touches the expected trajectory of the right rear side part, and the first line segment on the right side at the contact point where the first line segment on the right side reaches. After calculating the second line segment on the right side that is connected and goes from the contact point to the back side of the parking space,
As the travel auxiliary line, a left first auxiliary line portion that is an image corresponding to the left first line segment and a left second auxiliary line that is an image corresponding to the left second line segment. A left auxiliary travel line consisting of a right part and a right first auxiliary line part which is an image corresponding to the right first line segment and a right first auxiliary line part which is an image corresponding to the right second line segment. A parking assistance device, which is formed so as to generate two traveling auxiliary lines with a right traveling auxiliary line composed of two auxiliary line portions. The trajectory calculation device is configured to change the calculation result of the expected trajectory in accordance with the change of the rudder angle.
The inclination calculation device is formed so that the calculation result of the inclination can be changed with the progress of backward traveling of the host vehicle,
The travel auxiliary line display processing device is configured to be able to change the first auxiliary line portion based on at least one of the change of the predicted trajectory and the progress of reverse travel of the host vehicle, and the predicted trajectory The parking assistance device according to claim 1, wherein the second auxiliary line portion is configured to be changeable based on at least one of the change of the change and the change of the calculation result of the inclination calculation device. When the host vehicle performs a reverse travel with a curved travel toward the parking space along the left and right first auxiliary line portions in a state where the steering wheel is turned off, the left rear wheel or the The left rear corner reaches a position corresponding to the connection point between the left first auxiliary line and the left second auxiliary line, and the right rear wheel or the right rear corner is When the position corresponding to the connection point between the first auxiliary line on the right side and the second auxiliary line on the right side is reached, a warning output for returning the handle is issued to output a warning prompting the user to return the handle. The parking assistance device according to claim 1, further comprising a device. The parking assist device according to claim 3, wherein the handle return warning output device is configured to output the warning using at least one of a sound and an image. The tilt calculation device is configured to calculate the tilt based on a captured image of a white line that divides the parking space captured by the imaging device. The parking assistance device according to any one of 4. The tilt calculation device is configured to calculate the tilt based on a captured image of a pallet that forms the parking space shot by the shooting device. The parking assistance device according to any one of 4. The tilt calculation device is configured to calculate the tilt based on a captured image of another vehicle parked around the host vehicle photographed by the photographing device. The parking assistance device according to any one of claims 1 to 4. A detection device for detecting the arrangement state of a plurality of other vehicles parked around the host vehicle;
The parking assistance device according to any one of claims 1 to 4, wherein the inclination calculation device is configured to calculate the inclination based on a detection result of the detection device. .   The parking assist device according to claim 8, wherein the detection device includes an ultrasonic sensor. The parking assist device according to any one of claims 1 to 9, further comprising an adjustment device that adjusts an inclination of the second auxiliary line portion according to an input operation. The adjustment device is formed on the display unit so as to display a touch-panel type arrow mark that indicates an adjustment direction of the inclination of the second auxiliary line unit, and according to an input operation of touching the arrow mark, The parking assistance device according to claim 10, wherein the parking assistance device is formed so as to adjust an inclination of the second auxiliary line portion. Based on whether or not the second auxiliary line portion deviates to the outside in the frontage direction of the parking space with respect to the parking space, it is determined whether or not appropriate parking of the host vehicle in the parking space is possible. A parking permission determination device;
When it is determined by the parking availability determination device that the host vehicle cannot be properly parked in the parking space, appropriate parking in the parking space is not possible at the current steering angle. The parking support device according to any one of claims 1 to 11, further comprising: a warning output device for notifying parking notification that outputs a warning that it is possible. The parking assist device according to claim 12, wherein the parking imperative notification warning output device is configured to output the warning using at least one of voice and an image. The parking assistance according to any one of claims 1 to 13, wherein the vehicle periphery monitoring image is an overhead image obtained by looking down the host vehicle and the vicinity thereof from above the host vehicle. apparatus. The parking assistance device according to any one of claims 1 to 13, wherein the vehicle periphery monitoring image is a rear view image for monitoring the rear of the host vehicle.

Images