JP2019131042A - Parking support device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To obtain a parking support device capable of providing parking support even when the width of a parking area is narrower than a predetermined width. A parking support device according to an embodiment includes a detection unit, a determination unit, and a parking support unit. The detection unit detects the parking area of the vehicle. The determination unit determines whether or not the length of the detected parking area in the width direction is less than the predetermined length. When the parking support unit determines that the length in the width direction is less than the predetermined length, the parking support unit performs a first parking support process for parking the vehicle in the narrow parking area as the parking area in the narrow space. If it is determined that the length in the width direction is longer than the predetermined length, it is assumed that the parking area is wider than the parking area in a narrow space, and a second parking support process for parking the vehicle in the parking area is executed. do. [Selection diagram] Fig. 3

Description

  Embodiments described herein relate generally to a parking assistance device.

  2. Description of the Related Art Conventionally, a parking assist technique for detecting a parking space (parking area) existing around a vehicle and assisting the vehicle to park in the parking area is known.

JP 2014-156201 A JP 2014-094726 A Japanese Patent Laid-Open No. 2017-030569

  However, in the prior art, there are cases where it is difficult to provide parking assistance when the width of the parking area is narrower than a predetermined width.

  As an example, the parking assist device according to the embodiment of the present invention includes a detection unit that detects a parking area of a vehicle, and a determination that determines whether or not the length of the detected parking area in the width direction is less than a predetermined length. And the first parking assistance process for parking the vehicle in the narrow parking area as the parking area in the narrow space when the length of the vehicle is determined to be less than the predetermined length. When it is determined that the length in the width direction is equal to or longer than the predetermined length, the second parking assist process for parking the vehicle in the parking area is performed on the assumption that the parking area is wider than the narrow parking area. A support unit. Therefore, according to the parking assistance apparatus according to the embodiment, as an example, parking assistance can be performed even when the width of the parking area is narrower than a predetermined width.

  In the parking assistance device, as an example, the parking assistance unit includes a generation unit that generates a movement route for parking the vehicle in the parking area. The generating unit is configured to perform an angle formed between the front-rear direction of the vehicle and the depth direction of the parking area when the vehicle first retreats from the start of the first parking support process on the movement path during the execution of the first parking support process. Is smaller than the angle formed at the initial reverse start position, at least a part of the vehicle body is located outside the parking area, and the vehicle is closer to the parking area than the initial reverse start position, and the rear axle of the vehicle The movement route is generated so that the center of the vehicle stops at a position exceeding the line extending in the depth direction of the parking area from the target parking position in the parking area. During the execution of the second parking assistance, When the vehicle retreats for the first time from the start of the parking support process, a movement route is generated so that the vehicle stops at a position where the entire vehicle body enters the parking area. Therefore, according to the parking assist device according to the embodiment, as an example, a change in the steering angle in the narrow parking area is reduced, and a moving route for parking the vehicle in the narrow parking area is easy. Can be generated.

  In the parking support device, as an example, the parking support unit is configured such that, during the execution of the first parking support process, after the vehicle starts to move based on the generated travel route, the center of the rear wheel axle of the vehicle is the parking area. If the planned end point of the movement path is the target parking position in the parking area and the angle between the depth direction of the parking area and the depth direction of the vehicle is equal to or smaller than a predetermined angle, the movement path The regeneration of the travel route is prohibited, and the regeneration of the movement route is not prohibited during the execution of the second parking assistance process. Therefore, according to the parking assistance device according to the embodiment, as an example, when the vehicle is parked in a narrow parking area, the vehicle is obstructed around the parking area by changing the steering angle accompanying the regeneration of the movement route. Suppressing proximity to objects.

  In the parking support device, as an example, the generation unit generates a movement route based on a condition that the distance between the vehicle and the obstacle is equal to or more than the first distance during execution of the first parking support process. The first distance is shorter than the second distance, which is the lower limit of the distance between the vehicle and the obstacle on the travel route generated during the execution of the second parking assistance process. Therefore, according to the parking assistance device according to the embodiment, as an example, it is possible to more easily generate a movement route for the vehicle to park in a narrow place.

  In the parking assistance apparatus, as an example, the detection unit detects the length in the width direction from the captured image captured by the imaging apparatus. Therefore, according to the parking assistance apparatus according to the embodiment, as an example, whether or not the parking area is narrow even if the driver (user) does not input whether or not the parking area is narrow. Can be determined.

  In the parking assistance device, as an example, the parking assistance unit includes a generation unit that generates a movement route for parking the vehicle in the parking area. When the first advancement of the first parking support process is performed on the moving route during the first parking support process, the generation unit forms an angle formed by the front-rear direction of the vehicle and the depth direction of the parking area. Is smaller than the angle formed at the initial forward start position, at least a part of the vehicle body is located outside the parking area, and the vehicle is closer to the parking area than the initial forward start position and the front axle of the vehicle The movement route is generated so that the center of the vehicle stops at a position exceeding the line extending in the depth direction of the parking area from the target parking position in the parking area. During the execution of the second parking assistance, When the vehicle advances for the first time from the start of the parking support process, a movement route is generated so that the vehicle stops at a position where the entire vehicle body enters the parking area. Therefore, according to the parking assistance device according to the embodiment, as an example, even when the vehicle moves forward and parks in the parking area, the change of the steering angle in the narrow parking area is reduced, and the narrow area is reduced. It is possible to easily generate a movement route for parking the vehicle in the parking area.

FIG. 1 is an exemplary perspective view showing a state in which a part of a passenger compartment of a vehicle according to an embodiment is seen through. FIG. 2 is a diagram illustrating an example of a hardware configuration of a vehicle control system including the ECU according to the embodiment. FIG. 3 is a block diagram illustrating an example of functions of the ECU according to the embodiment. FIG. 4 is a flowchart illustrating an example of the overall flow of the parking support process according to the embodiment. FIG. 5 is a diagram illustrating an example of a parking area according to the embodiment. FIG. 6 is a flowchart illustrating an example of a flow of the first parking support process according to the embodiment. FIG. 7 is a diagram illustrating an example of a virtual obstacle in the first parking support process according to the embodiment. FIG. 8 is a diagram illustrating an example of a margin according to the embodiment. FIG. 9 is a diagram illustrating an example of a first route generated during the execution of the first parking assistance process according to the embodiment. FIG. 10 is a diagram illustrating an example of a second route generated during the execution of the first parking support process according to the embodiment. FIG. 11 is a flowchart illustrating an example of a flow of second parking support processing according to the embodiment. FIG. 12 is a diagram illustrating an example of a virtual obstacle in the second parking support process according to the embodiment. FIG. 13 is a diagram illustrating an example of a route including an initial advance and an initial reverse generated during execution of the second parking support process according to the embodiment. FIG. 14 is a diagram illustrating an example of a first route generated during the execution of the first parking support process according to the first modification.

  Generally, in a mechanical parking lot (three-dimensional parking lot) or the like, the width of a parking area for parking a vehicle is designed to be narrow. The parking assistance apparatus of this embodiment parks a vehicle in a narrow place such as a mechanical parking lot by performing a parking assistance process different from the case of parking in a wide parking area. Hereinafter, an example in which the parking assist device of the present embodiment is mounted on the vehicle 1 will be described.

  FIG. 1 is an exemplary perspective view showing a state in which a part of a passenger compartment 2a of a vehicle 1 according to the present embodiment is seen through. The vehicle 1 may be an internal combustion engine vehicle, an electric vehicle, a fuel cell vehicle, a hybrid vehicle using both the internal combustion engine and an electric motor as driving sources, or an automobile equipped with other driving sources. .

  As illustrated in FIG. 1, a steering unit 4, an acceleration operation unit 5, a braking operation unit 6, a transmission operation unit 7, and the like are provided in the passenger compartment 2 a so as to face the driver's seat 2 b as a passenger. Is provided. The steering unit 4 is, for example, a steering wheel (handle) that protrudes from the dashboard 24. The acceleration operation unit 5 is, for example, an accelerator pedal positioned under the driver's feet. The braking operation unit 6 is, for example, a brake pedal that is positioned under the driver's feet. The speed change operation unit 7 is, for example, a shift lever. The steering unit 4, the acceleration operation unit 5, the braking operation unit 6, and the speed change operation unit 7 are not limited to these.

  A display device 8 and an audio output device 9 are provided in the passenger compartment 2a. The audio output device 9 is, for example, a speaker. The display device 8 is, for example, an LCD (liquid crystal display) or an OELD (organic electroluminescent display). The display device 8 is covered with a transparent operation input unit 10 such as a touch panel. The display device 8, the audio output device 9, the operation input unit 10, and the like are provided in the monitor device 11, for example.

  As illustrated in FIG. 1, the vehicle body 2 is provided with four imaging units (imaging devices) 15 a to 15 d (15). The imaging unit 15 is a digital camera including an imaging element such as a charge coupled device (CCD) or a CMOS image sensor (CIS). The imaging unit 15 can output moving image data at a predetermined frame rate. The imaging unit 15 sequentially captures (captures) an external environment around the vehicle body 2 including a road surface on which the vehicle 1 is movable and an area in which the vehicle 1 can be parked, and outputs the captured image.

  The imaging unit 15a is positioned at the rear end 2e of the vehicle body 2, for example. The imaging unit 15 b is located at the right end of the vehicle body 2. The imaging unit 15c is located at, for example, the front side of the vehicle body 2, that is, the front end in the vehicle front-rear direction. The imaging unit 15d is located, for example, on the left side of the vehicle body 2, that is, on the left end in the vehicle width direction. The number and installation positions of the imaging units 15 are not limited to these.

  As illustrated in FIG. 1, the vehicle 1 is, for example, a four-wheeled vehicle, and includes two left and right front wheels 3 </ b> F and two right and left rear wheels 3 </ b> R. All of these four wheels 3 can be configured to be steerable. In addition, the method, number, layout, and the like of the device related to driving of the wheels 3 in the vehicle 1 can be variously set.

  As illustrated in FIG. 1, the vehicle body 2 is provided with a plurality of distance measuring units 16 and 17. The distance measuring units 16 and 17 are, for example, sonars (sonar sensors, ultrasonic detectors) that emit ultrasonic waves and capture their reflected waves. The number and positions of the distance measuring units 16 and 17 provided in the vehicle body 2 are not limited to the example shown in FIG.

  FIG. 2 is a diagram illustrating an example of a hardware configuration of a vehicle control system 100 including an ECU (electronic control unit) 14 according to the present embodiment. As shown in FIG. 2, in the vehicle control system 100, in addition to the ECU 14, the monitor device 11, the steering system 13, the distance measuring units 16 and 17, the brake system 18, the steering angle sensor 19 (angle sensor), and the accelerator sensor 20. A shift sensor 21, a wheel speed sensor 22, a GPS (global positioning system) receiver 25, and the like are electrically connected through an in-vehicle network 23 as an electric communication line.

  The ECU 14 controls the steering system 13, the brake system 18 and the like by sending a control signal through the in-vehicle network 23. The ECU 14 detects detection results of the torque sensor 13b, the brake sensor 18b, the rudder angle sensor 19, the distance measuring units 16, 17, the accelerator sensor 20, the shift sensor 21, the wheel speed sensor 22, and the like, and the captured image captured by the imaging unit 15. In addition, an operation signal or the like is received from the operation input unit 10. ECU14 is an example of the parking assistance apparatus in this embodiment.

  The ECU 14 includes, for example, a CPU 14a (Central Processing Unit), a ROM 14b (Read Only Memory), a RAM 14c (Random Access Memory), a display control unit 14d, an audio control unit 14e, an SSD 14f (Solid State Drive, flash memory), and the like. ing. The CPU 14a reads a program installed and stored in a nonvolatile storage device such as the ROM 14b, and executes arithmetic processing according to the program.

  The display control unit 14 d controls image output to the display device 8. In addition, the voice control unit 14 e mainly executes processing of voice data output from the voice output device 9 among the calculation processes in the ECU 14.

  The steering system 13 steers at least two wheels 3. The steering system 13 includes an actuator 13a and a torque sensor 13b. The steering system 13 is, for example, an electric power steering system, an SBW (steer by wire) system, or the like.

  The brake system 18 includes an actuator 18a and a brake sensor 18b. The brake system 18 includes, for example, an anti-lock brake system (ABS), a skid prevention device (ESC: electronic stability control), an electric brake system that increases brake force (executes brake assist), and BBW (brake by wire). Etc. The brake system 18 applies a braking force to the wheels 3 and thus to the vehicle 1 via the actuator 18a.

  The steering angle sensor 19 is a sensor that detects a steering amount (rotation angle) of the steering unit 4. The accelerator sensor 20 is, for example, a sensor that detects the position of the movable part of the acceleration operation unit 5. The shift sensor 21 is, for example, a sensor that detects the position of the movable part of the speed change operation unit 7. The wheel speed sensor 22 is a sensor that detects the amount of rotation of the wheel 3 and the number of rotations per unit time. The GPS receiver 25 acquires the current position of the vehicle 1 based on the radio wave received from the artificial satellite.

  The configuration, arrangement, electrical connection form, and the like of the various sensors and actuators described above are examples, and can be set (changed) in various ways.

  FIG. 3 is a block diagram illustrating an example of functions of the ECU 14 according to the present embodiment. As shown in FIG. 3, the ECU 14 includes an acquisition unit 141, a reception unit 142, a detection unit 143, a determination unit 144, and a parking support unit 140. Each structure of the acquisition part 141, the reception part 142, the detection part 143, the determination part 144, and the parking assistance part 140 is implement | achieved when CPU14a runs the program stored in ROM14b. In addition, you may comprise so that these structures may be implement | achieved by a hardware circuit.

  The acquisition unit 141 acquires a captured image obtained by imaging the surroundings of the vehicle 1 from the imaging unit 15. Further, the acquisition unit 141 acquires the position of the vehicle 1 based on the rotation amount of the wheel 3 measured by the wheel speed sensor 22 and the steering angle acquired from the steering angle sensor 19 or the steering system 13. The acquisition unit 141 acquires the position of the vehicle 1, the amount of rotation of the wheel 3 measured by the wheel speed sensor 22, and the distance from obstacles around the vehicle 1 detected by the distance measurement units 16 and 17. .

  The accepting unit 142 accepts an operation for starting parking assistance by the driver based on the operation signal acquired from the operation input unit 10. In addition, the reception unit 142 may receive an operation for starting parking assistance by the driver from an operation unit such as a switch (not shown).

  The detection unit 143 detects the parking area of the vehicle 1 from the captured image acquired by the acquisition unit 141. The parking area in the present embodiment is a space having a size in which the vehicle 1 can be parked. More specifically, the detection unit 143 detects a white line or a pole indicating a parking frame from the captured image, and detects a range surrounded by the white line or the pole as a parking area.

  In addition, the detection unit 143 detects the width and depth of the detected parking area. For example, the detection unit 143 recognizes a marker installed in the parking area from the captured image, and compares the size of the marker stored in advance with the size of the marker included in the captured image, thereby capturing the captured parking area. Detect the width and depth of the. The marker of this embodiment is a road marking painted on the ground (road surface) of a parking area. The size of the marker is stored in advance in the SSD 14f or the like. The marker may be a QR code (registered trademark) having information on the width of the parking area. In this case, the detection unit 143 detects parking area width information from the QR code (registered trademark). The method of detecting the parking area by the detection unit 143 is not limited to this. The marker M may be printed on a plate or the like installed on the ground of the parking area, or may be a three-dimensional object.

  The determination unit 144 determines whether or not the width of the detected parking area is less than a predetermined length. The predetermined length in the present embodiment is, for example, 190 cm which is the width of a general mechanical parking lot, but may be a length obtained by adding 50 cm to the vehicle width of the vehicle 1 or the like. The predetermined length is stored in advance in the SSD 14f or the like.

  When it is determined that the width of the detected parking area is less than the predetermined length, the parking assistance unit 140 executes the first parking assistance process with the parking area as a narrow parking area. The narrow parking area in the present embodiment is, for example, a mechanical parking lot, but is not limited thereto.

  In addition, when it is determined that the width of the detected parking area is equal to or greater than the predetermined length, the parking assistance unit 140 executes the second parking assistance process on the assumption that the parking area is wider than the narrow parking area. To do. The second parking assistance process is a process of parking the vehicle 1 in a parking area wider than a narrow parking area, and is a process that can adopt a known technique.

  The first parking assistance process is a process for parking the vehicle 1 in a narrow parking area. More specifically, the first parking assistance process is performed by reducing the lower limit of the distance between the vehicle 1 and an obstacle, etc., in order to park the vehicle 1 in a narrower space than the second parking assistance process, When the vehicle 1 first retreats from the start of the first parking support process on the moving route by bringing the set position of the object close to the parking area, the center of the rear wheel axle of the vehicle 1 is the target parking in the parking area. Generate a path for the vehicle 1 to stop after retreating from the position so as to cross the line extending in the depth direction of the parking area, and move so that the change of the steering angle in the parking area is less than in the second parking assistance This is a process that includes all or any of generating a route and prohibiting regeneration (correction, recalculation) of a moving route when a predetermined condition is satisfied after the vehicle 1 enters the parking area. . The depth direction of the parking area is also referred to as the longitudinal direction of the vehicle 1 when the vehicle 1 is parked in the parking area. The width direction of the vehicle 1 when the vehicle 1 is parked in the parking area is also referred to as the width direction of the parking area.

  The parking support unit 140 includes a generation unit 145, a processing control unit 146, and a movement control unit 147.

  The generation unit 145 generates a movement route (hereinafter simply referred to as a route) for parking the vehicle 1 in the parking area. More specifically, the generation unit 145 determines the target parking position of the vehicle 1 based on the width and depth of the parking area detected by the detection unit 143, and generates a route for the vehicle 1 to move to the target parking position. To do. Moreover, the production | generation part 145 produces | generates a different path | route during execution of the 1st parking assistance process and execution of the 2nd parking assistance process. Details of the path generated by the generation unit 145 will be described later. In addition, the generation unit 145 regenerates the generated route as necessary, but does not regenerate the route when the processing control unit 146 prohibits the regeneration of the route.

  The process control unit 146 performs the first parking support process or the second parking support process according to the result determined by the determination unit 144.

  The movement control unit 147 performs steering control (automatic steering) based on the route generated by the generation unit 145 to move (guide) the vehicle 1 to the target parking position. More specifically, the movement control unit 147 estimates the position of the vehicle 1 from the position of the vehicle 1 detected by the GPS signal and the amount of rotation of the wheel 3, and the vehicle 1 moves along the route generated by the generation unit 145. The steering system 13 is controlled to move. The movement control unit 147 may automatically control a part or all of operations (acceleration, deceleration, shift) other than steering, or may adopt a configuration in which the driver performs operations other than steering. The movement control unit 147 may display guidance on the display device 8 or the like to instruct the driver to operate the acceleration operation unit 5 or the like.

  Next, the parking assistance process concerning ECU14 comprised as mentioned above is demonstrated. FIG. 4 is a flowchart showing an example of the overall flow of the parking support process according to the present embodiment. As an example, the processing of this flowchart starts when the vehicle speed of the vehicle 1 becomes equal to or lower than a predetermined speed after the reception unit 142 receives an operation for starting parking assistance by the driver. The predetermined speed is, for example, 30 km / h, but is not limited thereto.

  The acquisition unit 141 acquires a captured image obtained by imaging the periphery of the vehicle 1 from the imaging unit 15 (S1). Further, the acquisition unit 141 acquires the position of the vehicle 1 based on the rotation amount of the wheel 3 measured by the wheel speed sensor 22 and the steering angle acquired from the steering angle sensor 19 or the steering system 13.

  And the detection part 143 detects the parking area | region of the vehicle 1 from the acquired captured image (S2). FIG. 5 is a diagram illustrating an example of the parking area 50 according to the embodiment. As illustrated in FIG. 5, the detection unit 143 according to the present embodiment detects white lines 51 a and 51 b (hereinafter, referred to as white lines 51) from a captured image obtained by imaging the side of the vehicle 1, and creates a space between the white lines 51. It detects as parking area 50. Moreover, the detection part 143 recognizes the marker M installed in the parking area 50 from the captured image. The detection unit 143 detects the width 70 and the depth 71 of the parking area 50 by comparing the size of the marker M stored in advance with the size of the marker M included in the captured image.

  The determination unit 144 determines whether or not the width 70 of the parking area 50 detected by the detection unit 143 is less than a predetermined length (S3). When the determination unit 144 determines that the width 70 of the parking area 50 is less than the predetermined length (S3 “Yes”), the process control unit 146 of the parking support unit 140 executes the first parking support process (S4). . In addition, when the determination unit 144 determines that the width 70 of the parking area 50 is equal to or greater than the predetermined length (S3 “No”), the process control unit 146 executes the second parking support process (S5).

  FIG. 6 is a flowchart illustrating an example of the flow of the first parking assistance process according to the present embodiment.

  The generation unit 145 sets (determines) the target parking position O illustrated in FIG. 5 based on the width 70 and the depth 71 of the parking area 50 detected by the detection unit 143 (S11). The target parking position O is a target of the position of the center C of the rear wheel axle of the vehicle 1 at the time of completion of parking assistance. In the present embodiment, the position of the vehicle 1 is based on the center C of the rear wheel shaft. The target parking position O of the present embodiment is located at the center of the width 70 of the parking area 50 and is a position away from the rear end of the parking area 50 by a predetermined distance. The predetermined distance is, for example, a distance from the rear end portion 2e of the vehicle 1 to the center C of the rear wheel shaft of the vehicle 1, but is not limited thereto. Hereinafter, in the present embodiment, the position will be described using the target parking position O as the origin and the depth direction of the parking area 50 as the Z axis and the width direction of the parking area 50 as the X axis. Moreover, since the depth direction of the parking area 50 is along the Z axis, it is also referred to as the Z direction. Since the width direction of the parking area 50 is along the X axis, it is also referred to as the X direction.

  Next, the generation unit 145 sets a virtual obstacle along the side surface of the parking area 50 (S12). FIG. 7 is a diagram illustrating an example of virtual obstacles 60a and 60b in the first parking assistance process according to the present embodiment. The virtual obstacle is an obstacle that is virtually set by the generation unit 145 in order to limit the route on which the vehicle 1 moves to the target parking position O. More specifically, the generation unit 145 is the same as the depth 71 of the parking area 50 at a position that is a predetermined length 72a, 72b away from the center of the width 70 of the parking area 50 in the positive and negative directions of the X axis. Length virtual obstacles 60a and 60b (hereinafter, virtual obstacles 60) are set. The predetermined lengths 72a and 72b are, for example, 95 cm, which is half the width 70 of a general mechanical parking lot, but are not limited thereto. Hereinafter, a simple obstacle is assumed to include a virtual obstacle 60.

  Next, the generation unit 145 sets a margin for the vehicle width of the vehicle 1 (S13). FIG. 8 is a diagram showing an example of the margins 90a, 90b, 91a, 91b according to the present embodiment. Margins 90a and 90b (hereinafter referred to as margin 90) are an example of the first distance in the present embodiment, and are the lower limit of the distance between the vehicle 1 and the obstacle in the first parking assistance process. Margins 91a and 91b (hereinafter referred to as margin 91) are an example of the second distance in the present embodiment, and are the lower limit of the distance between the vehicle 1 and the obstacle in the second parking assistance process described later. As shown in FIG. 8, the margin 90 is shorter than the margin 91. For example, the lengths of the margins 90a and 90b are 5 cm, and the lengths of the margins 91a and 91b are 10 cm. However, the present invention is not limited to this.

  Next, the generation unit 145 generates a route for parking the vehicle 1 in a narrow space in a plurality of stages. At this time, the generation unit 145 generates a route based on the condition that the distance between the vehicle 1 and the obstacle is a margin of 90 or more. First, the generation unit 145 generates a first route (S14). The first route of the present embodiment is a route from the initial advance of the vehicle 1 to the initial reverse. More specifically, in the first route of the present embodiment, the vehicle 1 steers in a direction away from the parking area 50 after first straightly moving forward from the position at the start of parking assistance, and further moving forward. (This is the first advance), and after stopping, the first retreat (first retreat) from the start of parking assistance. In the first route, the first advance may not include a straight advance.

  FIG. 9 is a diagram illustrating an example of a first route generated during the execution of the first parking assist process according to the present embodiment. Vehicles 1-1 to 1-3 shown on the left side of FIG. 9 indicate the position of the vehicle 1 in the first advance on the first route in time series. Further, the vehicles 1-3 and 1-4 shown on the right side of FIG. 9 indicate the position of the vehicle 1 in the first reverse of the first route in time series.

  The vehicle 1-1 faces the entrance to the parking area 50 and indicates the position of the vehicle 1 at the start of parking assistance. Further, the vehicle 1-2 is a position after traveling straight ahead from the position of the vehicle 1-1. The generation unit 145 sets the first straight advance distance (the distance from the vehicle 1-1 to the vehicle 1-2) on the first route of the first parking assistance process as the initial advance in the second parking assistance process described later. Set the distance shorter than the straight-line distance.

  The deflection angle θ is an angle formed by the center axis A in the front-rear direction (longitudinal direction) of the vehicle 1 passing through the center C1 of the rear wheel axis of the vehicle 1 and the depth direction (Z-axis) of the parking area 50. The deflection angle θ at the first forward end position of the first path of the first parking assistance process due to the short straight distance of the first advancement is the first advance of the first path of the second parking assistance process described later. It becomes larger than the deflection angle θ at the end position. Since the deflection angle θ at the initial reverse start position is large, the generation unit 145 can more easily generate a route for moving the vehicle 1 to the position indicated by the vehicle 1-4.

  The position indicated by the vehicle 1-3 is a position where the vehicle 1 first turns back from the start of the first parking assistance. The position indicated by the vehicle 1-3 is also referred to as an initial forward end position or an initial reverse start position. Further, the position indicated by the vehicle 1-4 is the end position of the first route, and is the end position of the first retreat.

  The generation unit 145 according to the present embodiment is configured so that, during execution of the first parking assistance process, when the vehicle 1 first retreats (first retreat) from the start of the first parking assistance process on the route, The angle formed by the direction and the depth direction of the parking area 50 is smaller than the angle formed at the initial reverse start position, and at least a part of the vehicle body 2 of the vehicle 1 at the initial reverse end position is located outside the parking area 50; The vehicle 1 is closer to the parking area 50 than the start position of the first reversing, and the center C of the rear wheel shaft of the vehicle 1 extends from the target parking position O in the parking area 50 in the depth direction (Z direction) of the parking area 50. A first path is generated so as to stop at a position beyond the line.

  More specifically, the generation unit 145 has the deflection angle θ at the position indicated by the vehicle 1-4 smaller than the deflection angle θ at the position indicated by the vehicle 1-3, and the vehicle at the position indicated by the vehicle 1-4. At least a part of one vehicle body 2 is located outside the parking area 50, and the position indicated by the vehicle 1-4 is closer to the parking area 50 than the position indicated by the position indicated by the vehicle 1-3. A first route in which the X coordinate of the center C2 of the rear wheel axis of the vehicle 1 at the position is larger than “X = 0” is generated.

  Returning to FIG. 6, when the generation unit 145 generates the first route, the movement control unit 147 executes steering control, acceleration / deceleration, and speed change operations, and performs the first route along the first route. The vehicle 1 is moved to the end position (S15).

  Next, the generation unit 145 generates a second route (S16). The second route is a route in which the vehicle 1 moves forward (second advance) from the end position of the first route (end position of the first reverse) to the start position of the second reverse. FIG. 10 is a diagram illustrating an example of the second route generated during the execution of the first parking assistance process according to the present embodiment. Vehicles 1-4 to 1-6 shown in FIG. 10 indicate the position of the vehicle 1 on the second route in time series. During the execution of the first parking assist process, the generation unit 145 combines the straight travel from the vehicle 1-4 to the vehicle 1-5 and the turn from the vehicle 1-5 to the vehicle 1-6 to generate the second route. Is generated.

  The vehicle 1-6 indicates the end position of the second route. In the first parking assistance process, since the parking area 50 is narrow, it may be difficult to change the steering angle of the vehicle 1 after the vehicle 1 enters the parking area 50. For this reason, the generation unit 145 generates the second route so that the target parking position O overlaps the extension line of the central axis A from the rear end 2e of the vehicle 1 outside the parking area 50. Thereby, the change of the steering angle in the parking area 50 is less in the route of the first parking assistance process than in the route of the second parking assistance process. More specifically, during the execution of the first parking assist process, the generation unit 145 has a deflection angle θ that is an angle formed by the central axis A of the vehicle 1 and the Z axis of the parking area 50 becomes “0 degree”. In addition, the position where the X coordinate of the center C3 of the rear wheel shaft is “X = 0” is set as the end position of the second route. Note that the deflection angle θ at the end position of the second route and the value of the X coordinate of the center C3 of the rear wheel shaft may have a predetermined range difference from the above values.

  The generation unit 145 sets the end position of the first route to a position where the X coordinate of the center C2 of the rear wheel shaft of the vehicle 1-4 is larger than “X = 0”, and goes straight ahead at the beginning of the second route. By including, the path | route which moves the vehicle 1 to the position shown to the vehicle 1-6 can be produced | generated more easily.

  Returning to FIG. 6, when the generation unit 145 generates the second route, the movement control unit 147 moves the vehicle 1 along the second route to the end position of the second route (S17).

  Next, the generation unit 145 generates a third route (S18). In the third route, the vehicle 1 moves backward (second reverse) from the end position (second forward end position) of the second route, and the center C of the rear wheel axis reaches the target parking position O. It is a route to move until. The generation unit 145 generates a third route in which the vehicle 1 moves backward from the position of the vehicle 1-6 illustrated in FIG. 10 to the target parking position O.

  When the generation unit 145 generates the third route, the movement control unit 147 moves the vehicle 1 along the third route (S19).

  While the vehicle 1 is moving along the third route, the processing control unit 146 estimates the position of the vehicle 1 from the amount of rotation of the wheels 3, etc., and whether the center C of the rear wheel shaft of the vehicle 1 has entered the parking area 50. It is determined whether or not (S20).

  If the processing control unit 146 determines that the center C of the rear wheel axle of the vehicle 1 has entered the parking area 50 (S20 “Yes”), whether or not the third route is a route that can reach the target parking position O. Is determined (S21).

  When it is determined that the third route is a route that can reach the target parking position O, the processing control unit 146 determines that the third route is a route that can reach the target parking position O (S21 “Yes”). "). In other words, the process control unit 146 determines that the route to the target parking position O has been generated by the generation unit 145. In this case, the process control unit 146 determines whether or not the deflection angle θ is 3 degrees or less (S22). When the deflection angle θ is 3 degrees or less, the angle formed by the depth direction of the parking area 50 and the depth direction of the vehicle 1 is 3 degrees or less, and the inclination of the vehicle 1 with respect to the parking area 50 is small. 3 degrees is an example of the predetermined angle in the present embodiment, and is not limited to this.

  The processing control unit 146 of the parking support unit 140 determines that S20 and S21 are “Yes” and the deflection angle θ is 3 degrees or less after the vehicle 1 starts moving based on the third route. If it is (S22 “Yes”), the generation unit 145 prohibits the third path from being regenerated (S23). For example, the process control unit 146 may set a regeneration prohibition flag in the RAM 14c or the like. If S20 is “Yes”, the process may be configured to proceed to S22 without determining S21.

  Then, the movement control unit 147 further moves the vehicle 1 along the third route (S24). The movement control unit 147 estimates the position of the vehicle 1 from the rotation amount of the wheel 3 and the like, and determines whether or not the vehicle 1 has reached the target parking position O (S25). For example, the movement control unit 147 determines that the vehicle 1 has reached the target parking position O when the distance from the target parking position O to the center C of the rear wheel shaft of the vehicle 1 is equal to or less than a predetermined distance. The movement control unit 147 continues the movement of the vehicle 1 in S24 until it is determined that the vehicle 1 has reached the target parking position O (S25 “No”). When it is determined that the vehicle 1 has reached the target parking position O (S25 “Yes”), the movement control unit 147 stops the vehicle 1 and ends the first parking assist process (S26).

  Further, when the process control unit 146 determines that the center C of the rear wheel shaft of the vehicle 1 is not in the parking area 50 (S20 “No”), the third path is a path that can reach the target parking position O. If it is determined that it is not (S21 “No”), and if it is determined that the deflection angle θ is greater than 3 degrees (S22 “No”), regeneration of the third path is not prohibited. In this case, the movement control unit 147 determines whether the third route needs to be corrected according to the positional relationship between the vehicle 1 and the target parking position O, the position of the obstacle, or the like (S27). If the movement control unit 147 determines that the correction of the third route is not necessary (S27 “No”), the movement control unit 147 returns to the process of S19 and continues to move the vehicle 1 along the existing third route. .

  When the movement control unit 147 determines that the third route needs to be corrected (S27 “Yes”), the generation unit 145 moves the third route from the current position to the target parking position. It is regenerated as a route moving to O (S28). Then, returning to the process of S19, the movement control unit 147 moves the vehicle 1 along the regenerated third route.

  Next, details of the second parking assistance process will be described. FIG. 11 is a flowchart illustrating an example of the flow of the second parking support process according to the present embodiment.

  The setting of the target parking position O in S101 is a process similar to S11 in FIG. Next, the generation unit 145 sets a virtual obstacle (S102). FIG. 12 is a diagram illustrating an example of the virtual obstacles 60c and 60d in the second parking assistance process according to the present embodiment. In the second parking assistance process, the virtual obstacles 60c and 60d may be set at positions and sizes that can restrict the route of the vehicle 1 from greatly extending beyond the parking area 50. It is not limited like the virtual obstacles 60a and 60b in the parking assistance process. For example, as illustrated in FIG. 12, the virtual obstacles 60 c and 60 d are set at positions outside the white line 51 and not close to the parking area 50.

  Next, the generation unit 145 sets the margin 91 shown in FIG. 8 for the vehicle width of the vehicle 1 (S103).

  And the production | generation part 145 produces | generates the path | route for parking the vehicle 1 in the parking area 50 wider than the narrow parking area 50 (S104). In the first parking support process described above, the generation unit 145 generates a route for moving the vehicle 1 to the target parking position O by dividing the first to third routes. In the second parking support, The production | generation part 145 produces | generates the path | route which moves the vehicle 1 from the position of the vehicle 1 in the start time of 2nd parking assistance to the target parking position O. FIG.

  FIG. 13 is a diagram illustrating an example of a route including an initial advance and an initial reverse generated during the execution of the second parking support process according to the present embodiment.

  The generation unit 145 generates a route so that the shortest route that allows the vehicle 1 to reach the target parking position O during execution of the second parking support process. For this reason, during the execution of the second parking support process, the X coordinate of the center C2 of the rear wheel shaft of the vehicle 1-4 at the end position of the first reverse may not be larger than “X = 0”. Moreover, the production | generation part 145 may produce | generate the path | route which moves to the target parking position O from the position (position of the vehicle 1-1) of the vehicle 1 in the start time of the 2nd parking assistance, and after carrying out the first advance. When starting the first reverse, a route for moving from the initial reverse start position (the position of the vehicle 1-3) to the target parking position O may be generated. For example, the generation unit 145 causes the vehicle 1 to stop at a position where the entire vehicle body 2 of the vehicle 1 falls within the parking area 50 when the vehicle 1 retreats for the first time from the start of the second parking support process on the route. Generate a route to

  Returning to FIG. 11, the movement control unit 147 starts moving the vehicle 1 along the generated route (S <b> 105).

  Next, the movement control unit 147 determines whether or not the vehicle 1 has reached the target parking position O after the vehicle 1 starts moving (S106).

  When it is determined that the vehicle 1 has not reached the target parking position O (S106 “No”), the movement control unit 147 determines whether or not the route needs to be corrected (S107). If the movement control unit 147 determines that no route correction is necessary (S107 “No”), the process returns to S105. When the movement control unit 147 determines that the route needs to be corrected (S107 “Yes”), the generation unit 145 regenerates the route (S108). After the process of S108, the process returns to the process of S105. If the movement control unit 147 determines that the vehicle 1 has reached the target parking position O (S106 “Yes”), the movement control unit 147 stops the vehicle 1 and ends the second parking support process (S109). The movement control unit 147 does not prohibit the regeneration of the route during the execution of the second parking assistance process.

  In addition, the content and procedure of the second parking assistance process are not limited to the example of the flowchart described above, and a known technique may be adopted. Further, the generation unit 145 may generate a route by dividing the first to third routes in the same manner as during the execution of the first parking support process even during the execution of the second parking support process.

  As described above, according to the ECU 14 of the present embodiment, either the first parking assistance process or the second parking assistance process is performed depending on whether the detected width of the parking area 50 is less than a predetermined length. Therefore, parking assistance can be performed even when the width of the parking area 50 is narrower than the predetermined width. Moreover, according to ECU14 of this embodiment, since the 2nd parking assistance process is performed when the parking area 50 is not a narrow place, normal parking assistance and the parking assistance in the case of the parking area 50 of a narrow place Can be compatible.

  Furthermore, the ECU 14 according to the present embodiment performs the center C of the rear wheel axle of the vehicle 1 when the vehicle 1 first moves backward from the start of the first parking support process on the route during the execution of the first parking support process. The vehicle 1 generates a path where the vehicle 1 stops after retreating from the target parking position O in the parking area 50 so as to cross a line extending in the depth direction of the parking area 50. As a result, the ECU 14 of the present embodiment has a deflection angle θ, which is an angle formed by the center axis A of the vehicle 1 and the Z axis of the parking area 50, and “X” of the center C3 of the rear wheel axis. It becomes easier to set the position where “X = 0” as the end position of the second route. Therefore, according to the ECU 14 of the present embodiment, before the vehicle 1 enters the parking area 50, the vehicle 1 is positioned at a position where the target parking position O overlaps the extension line of the central axis A from the rear end portion 2e of the vehicle 1. It is possible to more easily generate a route for moving. Therefore, according to the ECU 14 of the present embodiment, a change in the steering angle in the narrow parking area 50 is reduced, and a route for parking the vehicle 1 in the narrow parking area 50 is more easily generated. can do.

  Furthermore, during execution of the first parking assist process, the ECU 14 of the present embodiment sets the center C of the rear wheel axle of the vehicle 1 to the parking area after the vehicle 1 starts moving based on the generated third route. 50, the planned end point of the third route is the target parking position O in the parking area 50, and the angle formed by the depth direction of the parking area 50 and the depth direction of the vehicle 1 is equal to or smaller than a predetermined angle. If it is, regeneration of the third route is not performed. In general, when the route is regenerated, the ECU 14 turns to move the vehicle 1 to a new route, so that the vehicle 1 turns. For this reason, according to the ECU 14 of the present embodiment, by restricting the regeneration of the route in the narrow parking region 50, the vehicle 1 is surrounded by the change of the steering angle accompanying the regeneration of the route. The proximity to obstacles is suppressed. In addition, since the ECU 14 of the present embodiment does not prohibit the regeneration of the route during the execution of the second parking support process, when the vehicle 1 is parked in the parking area 50 wider than the narrow parking area 50, The route can be regenerated as needed.

  Furthermore, according to the ECU 14 of the present embodiment, the route is generated based on the condition that the lower limit of the distance between the vehicle 1 and the obstacle is the margin 90 shorter than the margin 91 during the execution of the first parking assist process. Therefore, it is possible to more easily generate a route for the vehicle 1 to park in a narrow place.

  Moreover, according to ECU14 of this embodiment, in order to detect the width | variety of the parking area 50 from the captured image imaged by the imaging part 15, whether the parking area 50 by a driver (user) is a narrow place is determined. Even if there is no input or the like, it can be determined whether or not the parking area 50 is narrow.

(Modification 1)
In the above-described embodiment, the first route is a route from the first forward advance to the first reverse of the vehicle 1, but is not limited to this. FIG. 14 is a diagram illustrating an example of a first route generated during the execution of the first parking support process according to the present modification. Vehicles 1-11 and 1-12 in FIG. 14 show the position of the vehicle 1 on the first route of this modification in chronological order.

  When the position of the vehicle 1 at the start of parking assistance is in front of the parking area 50, the generation unit 145 of the present modification uses a first path along which the vehicle 1 moves forward in a direction away from the parking area 50. This route. Further, the generation unit 145 has a deflection angle θ, which is an angle formed by the central axis A of the vehicle 1 and the Z axis of the parking area 50, and the X coordinate of the center C of the rear wheel axis is “X = When the first route having the end position at 0 ”can be generated, the third route may be started from the end position of the first route without generating the second route. Further, the generation unit 145 may adopt a configuration in which the first route illustrated in FIG. 14 is generated not only during the execution of the first parking assistance process but also during the execution of the second parking assistance process. .

  By adopting such a configuration, according to the ECU 14 of this modification, the vehicle 1 can be moved to the target parking position O through a shorter route.

(Modification 2)
In the above-described embodiment, the example in which the vehicle 1 moves backward and enters the parking area 50 has been described. However, in Modification 2, the vehicle 1 moves forward and enters the parking area 50. In the route of the vehicle 1 according to this modification, the forward movement in the above-described embodiment is changed to the backward movement, and the backward movement is changed to the forward movement. In this modification, the center of the front wheel shaft is used as a reference for the position of the vehicle 1.

  For example, in the present modification, the generation unit 145 determines the front-rear direction of the vehicle 1 when the vehicle 1 moves forward from the start of the first parking support process on the route during the execution of the first parking support process. The angle formed by the depth direction of the parking area 50 is made smaller than the angle formed at the initial forward start position, at least a part of the vehicle body 2 of the vehicle 1 is positioned outside the parking area 50, and the vehicle 1 is the initial forward start position. The route is generated so that the vehicle stops at a position closer to the parking area 50 and the center of the front wheel shaft of the vehicle 1 crosses the line extending from the target parking position O in the parking area 50 in the depth direction of the parking area 50. . In addition, during the execution of the second parking support, the generation unit 145 causes the entire vehicle body 2 of the vehicle 1 to be within the parking area 50 when the vehicle 1 moves forward from the start of the second parking support process on the route. A route is generated so that the vehicle 1 stops at the position where the vehicle enters.

  According to the ECU 14 of this modification, even when the vehicle 1 moves forward and parks in the parking area 50, the change of the steering angle in the narrow parking area 50 is reduced, and the parking area 50 in the narrow area is reduced. A route for parking the vehicle 1 can be easily generated.

(Other variations)
In the above-described embodiment, the detection unit 143 detects the width and depth of the parking area 50 from the marker M installed in the parking area 50 after detecting the parking area 50 of the vehicle 1 from the captured image. However, the detection method is not limited to this. For example, the detection unit 143 may employ a configuration in which the width or depth of the parking area 50 surrounded by the white line 51 or the like is detected from the captured image without using the marker M. Moreover, the detection part 143 may detect the said mechanical parking lot as the parking area 50 of a narrow place, when the characteristic of a mechanical parking lot is detected from a captured image. A feature of the mechanical parking lot is, for example, a pole around the parking area 50.

  Moreover, the structure which installs the marker M provided with the function of a radio | wireless communication in the parking area 50, and the detection part 143 receives the value of the width or the depth of the parking area 50 from the said marker M may be employ | adopted. Further, the detection unit 143 may employ a configuration having information indicating whether or not the parking area 50 is a mechanical parking lot from the marker M. Further, the detection unit 143 may adopt a configuration that receives (detects) a value such as the width of the parking area 50 transmitted by wireless communication from a parking lot management system (not shown) instead of from the marker M.

  The detection unit 143 may employ a configuration that detects the width or depth of the parking area 50 from the detection results of the distance measurement units 16 and 17. In addition, the detection unit 143 does not detect the parking area 50 from the white line 51 but detects the marker M from the captured image, and then performs the parking based on the width and depth values of the parking area 50 detected from the marker M. A configuration for detecting the region 50 may be adopted.

  In addition, the movement control unit 147 is positioned before the marker M or the white line 51 when the vehicle 1 is moved backward along the third route during the execution of the first parking assistance process or the second parking assistance process. It is also possible to adopt a configuration that pauses at. When the configuration is employed, the generation unit 145 regenerates the third route based on the captured image at the position where the vehicle 1 is temporarily stopped. By adopting such a configuration, the ECU 14 can generate a route to the target parking position O with higher accuracy.

  As mentioned above, although embodiment of this invention was illustrated, the said embodiment and modification are examples to the last, Comprising: It is not intending limiting the range of invention. The above-described embodiments and modifications can be implemented in various other forms, and various omissions, replacements, combinations, and changes can be made without departing from the scope of the invention. In addition, the configuration and shape of each embodiment and each modification may be partially exchanged.

  DESCRIPTION OF SYMBOLS 1 ... Vehicle, 2e ... Rear end part, 14 ... ECU, 15, 15a-15d ... Imaging part, 16, 17 ... Distance measuring part, 50 ... Parking area, 51, 51a, 51b ... White line, 60, 60a-60d ... Virtual obstacle, 70 ... width, 71 ... depth, 90a, 90b, 91a, 91b ... margin, 100 ... vehicle control system, 140 ... parking support unit, 141 ... acquisition unit, 142 ... accepting unit, 143 ... detection unit, 144 Determining unit, 145 ... generating unit, 146 ... processing control unit, 147 ... movement control unit, A ... central axis, C, C1-C3 ... center of rear wheel axis, M ... marker, O ... target parking position.

Claims (6)

A detection unit for detecting a parking area of the vehicle;
A determination unit for determining whether or not the detected length in the width direction of the parking area is less than a predetermined length;
When it is determined that the length in the width direction is less than the predetermined length, the parking area is a narrow parking area, and the first parking assist process is performed to park the vehicle in the narrow parking area. And when the length in the width direction is determined to be equal to or greater than the predetermined length, the parking area is a parking area wider than the narrow parking area, and the vehicle is parked in the parking area. A parking support unit that executes the parking support process of
A parking assistance device comprising: The parking support unit
A generation unit that generates a movement route for parking the vehicle in the parking area;
When the first retreating of the vehicle from the start of the first parking support process is performed on the movement route during the execution of the first parking support process, the generation unit performs the front-rear direction of the vehicle and the parking area. An angle formed with the depth direction of the vehicle is smaller than the angle formed at the initial reverse start position, at least a part of the vehicle body is positioned outside the parking area, and the vehicle is positioned relative to the initial reverse start position. The movement path is generated so that the vehicle stops at a position close to the parking area and the center of the rear axle of the vehicle crosses a line extending from the target parking position in the parking area to the depth direction of the parking area. During the execution of the second parking support, when the vehicle retreats for the first time from the start of the second parking support process on the moving route, the entire body of the vehicle is within the parking area. In the position to enter Both to generate the movement path so as to stop,
The parking assistance device according to claim 1. The parking support unit is configured such that the center of the rear wheel shaft of the vehicle is located in the parking area after the vehicle starts moving based on the generated movement route during execution of the first parking support process. When the planned end point of the movement route is the target parking position and the angle formed by the depth direction of the parking area and the depth direction of the vehicle is equal to or less than a predetermined angle, the movement route is regenerated. And prohibiting the regeneration of the travel route during the execution of the second parking support process,
The parking assistance device according to claim 1 or 2. The generation unit generates the movement route based on a condition that a distance between the vehicle and the obstacle is equal to or more than a first distance during the execution of the first parking support process.
The first distance is shorter than a second distance that is a lower limit of a distance between the vehicle and the obstacle in the moving route generated during the execution of the second parking support process.
The parking assistance device according to claim 2. The detection unit detects the length in the width direction from a captured image captured by the imaging device.
The parking assistance device according to any one of claims 1 to 4. The parking support unit
A generation unit that generates a movement route for parking the vehicle in the parking area;
When the first advancement of the vehicle from the start of the first parking support process is performed on the movement path during the execution of the first parking support process, the generation unit is configured so that the front-rear direction of the vehicle and the parking area An angle formed with the depth direction of the vehicle is smaller than the angle formed at the start position of the initial advance, at least a part of the vehicle body of the vehicle is positioned outside the parking area, and the vehicle is positioned at the start position of the initial advance. The movement path is generated so that the vehicle stops at a position close to the parking area and where the center of the front axle of the vehicle crosses a line extending from the target parking position in the parking area to the depth direction of the parking area. During the execution of the second parking support, when the vehicle moves forward for the first time from the start of the second parking support process on the moving route, the entire body of the vehicle is within the parking area. In the position to enter Both to generate the movement path so as to stop,
The parking assistance device according to claim 1.

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