CN107792175B

CN107792175B - Auxiliary device for delivery

Info

Publication number: CN107792175B
Application number: CN201710502696.1A
Authority: CN
Inventors: 岩见浩
Original assignee: Honda Motor Co Ltd
Current assignee: Honda Motor Co Ltd
Priority date: 2016-08-31
Filing date: 2017-06-27
Publication date: 2020-05-26
Anticipated expiration: 2037-06-27
Also published as: JP6385991B2; CN107792175A; JP2018034653A

Abstract

The invention provides a delivery support device capable of properly ending support control. The delivery assistance device (12) is provided with an assistance control unit (60) and an assistance continuation determination unit (58), wherein the assistance control unit (60) performs assistance control for assisting the operation for delivering the vehicle (10) from the parking area, the assistance continuation determination unit (58) performs determination regarding continuation of the assistance control performed by the assistance control unit (60), and the assistance continuation determination unit (58) sets an assistance target range regarding a distance, an angle, and/or a vehicle speed with respect to the position of the vehicle at the start of the assistance control, performs determination for interrupting or ending the assistance control when the state of the vehicle (10) deviates from the assistance target range, and interrupts or ends the assistance control performed by the assistance control unit (60).

Description

Auxiliary device for delivery

Technical Field

The present invention relates to a delivery assistance device for assisting delivery of a vehicle.

Background

In the related art, a delivery assistance device for assisting delivery of a vehicle is known. For example, the following techniques have been developed: when a vehicle to be taken out (hereinafter referred to as a host vehicle) is out (exited) from a parking frame, a route of the host vehicle is displayed on a monitor, and driving assistance is performed by voice guidance.

Technical document 1 proposes a driving assistance device for a vehicle, which includes: when the vehicle moves to a predetermined position on the parking route, it is determined that the parking from the parking frame is completed, and the assistance is ended.

Documents of the prior art

Patent document

Patent document 1: japanese patent laid-open publication No. 4682936

Disclosure of Invention

However, in the device proposed in patent document 1, since the exit route is set based on the spatial information around the vehicle based on the information from the vehicle-mounted camera or the ultrasonic sensor, there are the following disadvantages. For example, there is a possibility that a predetermined position where the parking frame is determined to be out of position may not be appropriately set due to erroneous detection of an in-vehicle camera or an ultrasonic sensor. When the predetermined position cannot be set appropriately, the assist may be terminated when the assist (assist control) should be continued, or the driving assist may be continued when the assist should be terminated.

The present invention has been made to solve the above-described problems, and an object thereof is to provide a delivery assist device capable of appropriately ending assist control.

The present invention relates to a delivery assistance device including assistance control means for performing assistance control for delivering a vehicle from a parking area, and assistance continuation determination means for performing determination regarding continuation of the assistance control performed by the assistance control means, wherein the assistance continuation determination means sets an assistance target range related to a distance, an angle, and/or a vehicle speed based on a position of the vehicle at the start of the assistance control, and when the state of the vehicle deviates from the assistance target range, the assistance continuation determination means performs determination to interrupt or end the assistance control, and interrupts or ends the assistance control performed by the assistance control means.

In this way, the assist target range can be set based on the position of the vehicle at the start of the assist control without using the detection value of the front detection means or the rear detection means. Therefore, even if an unexpected vehicle state occurs due to erroneous detection by the front detection means and the rear detection means, the assist control can be forcibly interrupted or ended in accordance with the case where the host vehicle is out of the assist target range.

In the above-described configuration, the assistance continuation determination means of the departure assistance apparatus according to the present invention sets a range, which is predetermined with reference to an assistance start position, as the assistance target range, the assistance start position being a position of the vehicle at the time of starting the assistance control, and the assistance continuation determination means performs determination to interrupt or end the assistance control when the position of the vehicle deviates from the assistance target range after the assistance control is started.

When the assist control is interrupted or ended based on the cumulative distance the host vehicle has moved from the assist start position, the assist control may be ended before the host vehicle has completed leaving the garage when the host vehicle repeatedly moves in the front-rear direction. By setting the assist target range to a closed space on the plane coordinate system, the assist control can be interrupted or ended in accordance with the distance between the assist start position and the current position of the host vehicle. Accordingly, even when the host vehicle repeatedly moves in the front-rear direction, the assist control can be interrupted or ended immediately after the host vehicle has completed leaving the garage.

In the delivery assistance device according to the present invention, the assistance continuation determination means sets the assistance target range to: the length of the assistance target range in the vehicle length direction of the host vehicle is longer than the length of the assistance target range in the width direction of the host vehicle, and the assistance start position of the host vehicle is located on the opposite side of the storage exit direction of the host vehicle than the center in the width direction of the assistance target range.

Accordingly, the appropriate assist range can be set according to the shape of the host vehicle whose length in the vehicle length direction is longer than that in the vehicle width direction. In addition, the range of the assistance object on the exit direction side of the host vehicle can be set wider than the range of the assistance object on the opposite side to the exit direction of the host vehicle. Therefore, when the vehicle moves to the opposite side of the direction of departure from the assistance start position, it is possible to interrupt or end the assistance control earlier without making it possible to make the departure from the vehicle impossible. On the other hand, when the vehicle moves toward the delivery direction with respect to the assistance start position, the assistance control is continued, and thereby the possibility of delivery of the vehicle can be increased.

The delivery assistance device according to the present invention further includes a front detection unit that detects at least a front distance from the host vehicle to a front obstacle located in front of the host vehicle; the rear detection means detects at least a rear distance from the host vehicle to a rear obstacle located behind the host vehicle, and the assist continuation determination means enlarges the assist target range when the other obstacle different from the front obstacle detected at the start of the assist control is detected by the front detection means or when the other obstacle different from the rear obstacle detected at the start of the assist control is detected by the rear detection means.

Accordingly, the assist control can be terminated as early as possible when no other obstacle is detected. On the other hand, when another obstacle is detected, the assist control can be continued for the other obstacle.

In the delivery assistance device according to the present invention, the assist control means is a means for automatically performing at least one of a steering operation, a shift change operation, and a braking operation, and when the assistance continuation determination means determines that the assistance control is to be interrupted or ended, the assist control means converts all or a part of the operation automatically performed by the assist control means into an operation performed by the driver, or converts all or a part of the operation automatically performed by the assist control means into an operation performed by the driver, and the assist control means assists the operation of the driver.

When the state of the vehicle exceeds the range of the assistance target and it can be determined that the vehicle has been taken out of the garage, the assistance continuation determination means can interrupt or end the assistance control, and thereby the state can be switched to the manual operation by the driver.

According to the delivery assistance device of the present invention, the assistance start position is set as a reference to the assistance target range without using the detection values of the front detection means and the rear detection means, and therefore, the assistance control can be interrupted or ended regardless of erroneous detection by the front detection means and the rear detection means.

Drawings

Fig. 1 is a block diagram showing a configuration of a vehicle on which a delivery assistance device according to an embodiment of the present invention is mounted.

Fig. 2 is a schematic plan view showing an example of arrangement of the camera group and the sonar group in the host vehicle of fig. 1.

Fig. 3 is a schematic diagram showing a distance area from the front sonar of fig. 2.

Fig. 4 is a schematic diagram showing a series of operations of the host vehicle by the delivery assist control.

Fig. 5 is a state transition diagram of the ex-warehouse assist control mode.

Fig. 6 is a flowchart showing a flow of processing in the outbound assist control mode of the assist ECU.

Fig. 7 is a flowchart showing a flow of processing in the reverse mode of the assist ECU.

Fig. 8 is a flowchart showing a flow of processing in the forward mode of the assist ECU.

Fig. 9 is a flowchart showing a process flow of the assist continuation determination control by the assist ECU.

Fig. 10 is a diagram for explaining the delivery track in the forward mode.

Fig. 11 is a diagram for explaining setting of the primary restriction and the secondary restriction.

Fig. 12 is a diagram for explaining expansion of the primary restriction.

Fig. 13 is a diagram for explaining setting of the yaw angle limit.

Fig. 14A is a diagram showing a state of single-row tandem parking, and fig. 14B is a diagram showing a state of double-row tandem parking.

Description of the reference numerals

58: an assist continuation determination unit (assist continuation determination means); 60: an assist control unit (assist control means); 91. 92, 93, 94: a front sonar (front detection means); 95. 96, 97, 98: a rear sonar (rear detection mechanism); 101: other vehicles ahead (preceding obstacles); 102: other vehicles behind (rear obstacles); 106: other vehicles (other obstacles) ahead; 112, a first electrode; primary limit (auxiliary object range); 114: secondary limits (auxiliary object range); 116: yaw angle limitation (auxiliary object range); ps: the auxiliary start position.

Detailed Description

Hereinafter, a delivery support device according to the present invention will be described with reference to the accompanying drawings by referring to preferred embodiments.

[ Structure of the delivery assistance device 12 ]

(Structure of host vehicle 10)

Fig. 1 is a block diagram showing a configuration of a vehicle (hereinafter, referred to as a vehicle 10) on which a delivery assistance device 12 according to an embodiment of the present invention is mounted.

The delivery assistance device 12 is a device that assists the delivery of the host vehicle 10 by automatic operation by performing assistance control including delivery (PO) assistance control. The delivery assist device 12 is mainly used to assist the delivery of the vehicle when the train is parked. Here, the steering wheel 70 is automatically operated by the delivery assist device 12. The operation of the accelerator pedal, the brake pedal (both not shown), and the shift lever 32 is performed by the driver of the host vehicle 10.

The delivery assist device 12 includes a sensor group 14 that detects various physical quantities used for assist control, a navigation device 16, an ECU (electronic control device; hereinafter referred to as assist ECU18) that manages assist control, and an Electric Power Steering (EPS) unit (hereinafter referred to as EPS unit 20).

As shown in fig. 1, the sensor group 14 includes a camera group 22, a sonar group 24, wheel sensors 26, a vehicle speed sensor 28, and a shift position sensor 30.

The camera group 22 is configured by one or a plurality of cameras capable of capturing the periphery of the host vehicle 10, and sequentially outputs capture signals representing the peripheral images of the host vehicle 10. The sonar group 24 is configured by one or more sonars that can emit sound waves and receive reflected sound from another object, and sequentially outputs a detection signal relating to the distance Dis from the host vehicle 10.

The wheel sensors 26 are angle sensors or displacement sensors that detect the rotation angles of the left and right front wheels and/or the left and right rear wheels (both not shown), and output detection pulses of the number correlated with the travel distance of the host vehicle 10. The vehicle speed sensor 28 is a sensor that detects the speed of the host vehicle 10 (i.e., the vehicle speed), and is configured to be able to detect the vehicle speed from the amount of rotation of an intermediate shaft (not shown) of a transmission, for example.

The shift position sensor 30 outputs a detection signal indicating a shift position selected in accordance with an operation of a shift lever 32 (also referred to as a selector). The shift lever 32 is a device capable of selecting any one of 6 gears, "P" (parking position), "R" (reverse position), "N" (neutral position), "D" (forward position), "2" (2) (low position), or "L" (low position), for example.

The navigation device 16 detects the current position of the host vehicle 10 using a gps (global Positioning system) and guides a route to a destination to a passenger including a driver. The navigation device 16 is configured to: the system includes a touch-panel display 40, a speaker 42, and a storage device (not shown) in which a map information database is constructed. The navigation device 16 functions as an HMI (Human-Machine Interface) in the delivery support device 12.

The assist ECU18 includes an input/output unit 50, an arithmetic unit 52, and a storage unit 54 as hardware. The calculation unit 52 functions as a delivery trajectory setting unit 56, an assist continuation determination unit 58 (assist continuation determination means), an assist control unit 60 (assist control means), and an output control unit 62 by reading out and executing programs stored in the storage unit 54.

The EPS unit 20 is configured to: including a steering wheel 70, a steering column 71, a rudder angle sensor 72, a torque sensor 73, an EPS motor 74, a resolver 75, and an EPS-ECU 76.

The steering angle sensor 72 detects a steering angle (steering angle) θ of the steering wheel 70. The torque sensor 73 detects torque applied to the steering wheel 70. The EPS motor 74 gives a driving force or a reaction force to the steering column 71 connected to the steering wheel 70. The resolver 75 detects a rotation angle of the EPS motor 74.

The EPS-ECU76 is a device that controls the entire EPS unit 20, and includes an input/output unit, a calculation unit, and a storage unit (none of which are shown) as hardware, as in the assist ECU 18.

(specific construction of Camera group 22 and Sonar group 24)

Fig. 2 is a schematic plan view showing an example of arrangement of the camera group 22 and the sonar group 24 in the host vehicle 10 shown in fig. 1. For example, the camera group 22 includes 4 cameras, i.e., a front camera 81 located in front of the vehicle body 80, a rear camera 82 located behind the vehicle body 80, a right side camera 83 located at an outer lower portion of the driver side outer mirror, and a left side camera 84 located at an outer lower portion of the front passenger side outer mirror.

Sonar group 24 is composed of 4 front sonars located in front of vehicle body 80 and 4 rear sonars located behind vehicle body 80, wherein, 4 front sonars are front sonars (left angle) 91, front sonars (middle left side) 92, front sonars (middle right side) 93, front sonars (right angle) 94, and 4 rear sonars are rear sonars (left angle) 95, rear sonars (middle left side) 96, rear sonars (middle right side) 97, and rear sonars (right angle) 98.

A front sonar (center on the left) 92 and a front sonar (center on the right) 93 are provided: when vehicle body 80 is viewed from above, the positions are substantially bilaterally symmetric with respect to a center line that passes through the center of vehicle body 80 and extends in the vehicle length direction. The front sonars (intermediate) 92 and 93 are configured to: the sound waves can be emitted toward the front of the vehicle body 80 and can be received from the front of the vehicle body 80. A front sonar (left angle) 91 and a front sonar (right angle) 94 are provided: when vehicle body 80 is viewed from above, the positions are substantially bilaterally symmetric with respect to a center line that passes through the center of vehicle body 80 and extends in the vehicle length direction. Front sonar (left corner) 91 is disposed on the left outer side of front sonar (middle left) 92 when vehicle body 80 is viewed from above. The front sonar (left corner) 91 is configured to: the sound waves can be emitted to the front left of the vehicle body 80 and received from the front left of the vehicle body 80. When vehicle body 80 is viewed from above, front sonar (right angle) 94 is disposed on the right outer side of front sonar (center on the right) 93. The front sonar (right angle) 94 is configured to: the sound wave can be emitted to the front right of the vehicle body 80, and the sound wave from the front right of the vehicle body 80 can be received.

Rear sonar (center to left) 96 and rear sonar (center to right) 97 are provided: when vehicle body 80 is viewed from above, the positions are substantially bilaterally symmetric with respect to a center line that passes through the center of vehicle body 80 and extends in the vehicle length direction. Rear sonars (intermediate) 96 and 97 are configured to: the sound waves can be emitted toward the rear of the vehicle body 80, and the sound waves can be received from the rear of the vehicle body 80. Rear sonar (left corner) 95 and rear sonar (right corner) 98 are provided: when vehicle body 80 is viewed from above, the positions are substantially symmetrical to each other with respect to a center line in the vehicle length direction passing through the center of vehicle body 80. Rear sonar (left corner) 95 is disposed on the left outer side of rear sonar (center on the left) 96 when vehicle body 80 is viewed from above. Rear sonar (left corner) 95 is configured to: the sound waves can be emitted to the left rear of the vehicle body 80 and the sound waves from the left rear of the vehicle body 80 can be received. Rear sonar (right angle) 98 is disposed on the right outer side of rear sonar (center on the right) 97 when vehicle body 80 is viewed from above. The rear sonar (right angle) 98 is configured to: the sound wave can be emitted to the rear right of the vehicle body 80, and the sound wave from the rear right of the vehicle body 80 can be received.

Hereinafter, when the front sonar (left angle) 91, the front sonar (middle left angle) 92, the front sonar (middle right angle) 93, and the front sonar (right angle) 94 are not particularly distinguished, they are referred to as front sonars 91 to 94. In addition, when the rear sonar (left angle) 95, the rear sonar (middle left angle) 96, the rear sonar (middle right angle) 97, and the rear sonar (right angle) 98 are not particularly distinguished, they are referred to as rear sonars 95 to 98. Front sonars 91 to 94 correspond to the front detection means of the present invention, and rear sonars 95 to 98 correspond to the rear detection means of the present invention.

Note that the front sonars (corners) 91 and 94 are referred to when the front sonars (left corner) 91 and the front sonars (right corner) 94 are not particularly distinguished, and the front sonars (middle left) 92 and the front sonars (middle right) 93 are referred to when the front sonars (middle left) 92 and the front sonars (middle right) 93 are not particularly distinguished. When rear sonar (left angle) 95 and rear sonar (right angle) 98 are not particularly distinguished, rear sonars (corners) 95 and 98 are written, and when rear sonar (middle left) 96 and rear sonar (middle right) 97 are not particularly distinguished, rear sonars (middle) 96 and 97 are written.

Fig. 3 is a schematic diagram showing a distance area to front sonars (intermediate positions) 92 and 93. Here, front sonars (intermediate sonar) 92 and 93 are exemplified, and the same applies to other sonars 91, 94 to 98.

The assist ECU18 (the calculation unit 52) performs detection processing by dividing the distance Dis to the front sonars (intermediate positions) 92 and 93 into 3 distance regions. A distance region satisfying 0 < Dis ≦ D2 is defined as "detectable region". The distance area satisfying Dis > D2 is defined as an "undetectable area". The "detectable area" is further divided into 2 distance areas. Specifically, a distance region satisfying 0 < Dis ≦ D1 (< D2) is defined as a "Near region". A distance region satisfying D1 < Dis ≦ D2 is defined as a "Far (Far) region".

When the front sonar (middle) detects another object in the "near area", the assist ECU18 (the calculation unit 52) determines that the detection result is "near". When the front sonars (intermediate) 92 and 93 detect another object in the "distant area", the assist ECU18 (the calculation unit 52) determines that the detection result is "distant". When other objects are detected in the "undetectable area" (or when other objects cannot be detected), the front sonars (intermediate) 92 and 93 determine that the detection result is "undetected" (or the assist ECU18 (arithmetic unit 52)).

[ operation of the delivery assistance device 12 ]

(outline of Exit Assist control)

The delivery support device 12 according to the present embodiment is configured as described above. The departure support apparatus 12 shifts to a "departure support control mode" described later in fig. 5 in accordance with an input operation performed by the driver via the navigation apparatus 16 (fig. 1), and starts the departure support control of the host vehicle 10. While the delivery assistance control is being executed, the navigation device 16 performs guidance output (hereinafter, simply referred to as guidance) relating to the delivery assistance. Specifically, in accordance with the output control by the output control unit 62, the touch panel display 40 outputs visual information (screen) related to the delivery assistance, and the speaker 42 outputs voice information related to the delivery assistance.

Fig. 4 is a schematic diagram showing a series of operations of the host vehicle 10 based on the delivery assist control. Here, the following is assumed: in the tandem parking space 100, another vehicle 101 ahead (a front obstacle), the host vehicle 10, and another vehicle 102 behind (a rear obstacle) are parked in a row.

In act 1, the assist ECU18 supplies the navigation device 16 with an output signal for performing a backward operation (a travel start instruction) of the host vehicle 10. The driver operates the shift lever 32 for changing the shift position from "P" to "R" in accordance with the guidance provided by the navigation device 16, and then operates the brake pedal to be released. The assist ECU18 performs automatic steering such that the steering angle θ of the steering wheel 70 becomes the neutral steering angle θ o (═ 0 degrees). Accordingly, the host vehicle 10 moves straight rearward by the action of the creep force. When the detection result of the rear sonars 95-98 is "near", the assist ECU18 supplies an output signal for performing a stop operation (stop instruction) of the vehicle 10 to the navigation device 16. The driver operates the brake pedal in accordance with the guidance provided by the navigation device 16.

In act 2, the assist ECU18 supplies the navigation device 16 with an output signal for performing a forward movement operation (a travel start instruction) of the host vehicle 10. The driver operates the shift lever 32 for changing the shift position from "R" to "D" in accordance with the guidance provided by the navigation device 16, and then operates the brake pedal to be released. The assist ECU18 performs automatic steering so that the steering angle θ of the steering wheel 70 becomes the target steering angle θ tar (clockwise). Accordingly, the vehicle 10 moves forward while turning to the right. When at least 1 of the detection results of the front sonars 91 to 94 is "close", the assist ECU18 supplies the navigation device 16 with an output signal for performing a stop operation (stop instruction) of the vehicle 10. The driver operates the brake pedal in accordance with the guidance provided by the navigation device 16.

In act 3, the assist ECU18 supplies the navigation device 16 with an output signal for performing a backward operation (a travel start instruction) of the host vehicle 10. The driver operates the shift lever 32 for changing the shift position from "D" to "R" in accordance with the guidance provided by the navigation device 16, and then operates the brake pedal to be released. The assist ECU18 performs automatic steering so that the steering angle θ of the steering wheel 70 becomes the target steering angle θ tar (counterclockwise). Accordingly, the host vehicle 10 moves rearward while turning leftward. When the detection result of the rear sonars 95-98 is "near", the assist ECU18 supplies an output signal for performing a stop operation (stop instruction) of the vehicle 10 to the navigation device 16. The driver operates the brake pedal in accordance with the guidance provided by the navigation device 16.

In act 4, the assist ECU18 supplies the navigation device 16 with an output signal for performing a forward movement operation (a travel start instruction) of the host vehicle 10. The driver operates the shift lever 32 for changing the shift position from "R" to "D" in accordance with the guidance provided by the navigation device 16, and then operates the brake pedal to be released. The assist ECU18 performs automatic steering so that the steering angle θ of the steering wheel 70 becomes the target steering angle θ tar (clockwise). Accordingly, the vehicle 10 moves forward while turning to the right. When the detection result of the front sonars (intermediate) 92 and 93 is "undetected", and the detection result of the front sonars (corner portions) 91 and 94 is not "near" (is "far" or "undetected"), the assist ECU18 determines that the warehouse-out is possible.

In act 5, the driver receives the notification from the navigation device 16 (the end of the outbound support), and recognizes that the driver has handed over to himself or herself. The driver leaves the tandem parking space 100 by depressing the accelerator pedal. This completes the delivery operation of the vehicle 10.

(State transition diagram)

Fig. 5 is a state transition diagram of the "ex-warehouse assist control mode". The "outbound assist control mode" is constituted by 5 modes of "forward mode", "reverse mode", "primary limit enlargement processing mode", "neutral steering angle control mode", and "assist end notification mode".

With the occurrence of an event (event) of the "ex-warehouse assist control mode", the mode is switched to either the "forward mode" or the "reverse mode". Normally, when the "outbound assist control mode" event occurs, the assist ECU18 supplies an output signal to the navigation device 16 to cause the navigation device 16 to perform guidance for changing the gear to "R". When the shift lever 32 is operated by the driver to shift the shift position to "R", the shift mode is switched to the "reverse mode". However, for example, when the detection result of 1 or more of the rear sonars 95 to 98 is "near", the assist ECU18 supplies an output signal to the navigation device 16 so that the navigation device 16 performs guidance for changing the gear to "D". When the driver operates the shift lever 32, the shift position is changed to "D" and the "forward mode" is switched.

When the gear is changed from "R" to "D" in the "reverse mode", the mode is switched from the "reverse mode" to the "forward mode".

When the gear is changed from "D" to "R" in the "forward mode", the mode is changed from the "forward mode" to the "reverse mode".

When the determination of "the termination of the" outbound support control mode "(determination of" ex-garage "is established) in the" forward mode ", the control mode is switched to the" neutral control angle control mode ". The "ex-warehouse possible" determination is established, for example, when the detection result of front sonars (intermediate) 92 and 93 is "undetected", and the detection result of front sonars (corner) 91 and 94 is not "near" (is "far" or "undetected").

In the "reverse mode" or the "forward mode", when any one of the primary limit exceeding determination, the secondary limit exceeding determination, the yaw angle limit exceeding determination, and the vehicle speed limit exceeding determination is established, the control mode is switched to the "neutral steering angle control mode". The primary limit excess determination, the secondary limit excess determination, the yaw angle limit excess determination, and the vehicle speed limit excess determination will be described in detail later.

In the "reverse mode" or the "forward mode", when the primary restriction expansion determination is established, the mode is switched to the "primary restriction expansion processing mode". The first restriction enlargement determination will be described later.

When the primary limit expansion processing is ended in the primary limit expansion processing mode, the state is switched to a state before the switch to the primary limit expansion processing mode in the reverse mode or the forward mode. The primary restriction expansion process will be described in detail later.

When the neutral control angle control end determination is established in the neutral control mode, the control device transitions to the assist end notification mode. The neutral steering angle control termination determination is established when the steering angle θ of the steering wheel 70 is at the neutral position (the steering angle of the front wheels is at the neutral position).

In the "assist end notification mode", when the end determination of the pull-out assist control is established, the event of the "pull-out assist control mode" is ended. The determination of the end of the garage exit assist control is established when the driver indicates that the end of the garage exit assist control is known by, for example, touching a button on the touch-panel display 40.

(Exit auxiliary control flow)

Fig. 6 is a flowchart showing a process flow of the pull-out assist control ("pull-out assist control mode") performed by the assist control unit 60 of the assist ECU 18.

In step S1, the assist control unit 60 checks the direction of delivery. When the delivery assist control is started, the output control unit 62 displays a button for selecting which direction to deliver the product to the left or right on the touch panel display 40. The driver selects the direction of the garage by touching a button of the touch-screen display 40.

In step S2, the assist control unit 60 determines whether or not the detection results of 1 or more of the rear sonars 95 to 98 are "near". When the detection results of 1 or more of rear sonars 95 to 98 are "near", the assist control unit 60 advances the process to step S6. If the detection results of all the rear sonars 95 to 98 are not "near", the assist control unit 60 advances the process to step S3. In the outbound assistance control, basically, the "reverse mode" is started, but when an obstacle is approaching the rear of the host vehicle 10, the "forward mode" is started as an exception.

In step S3, the assist control unit 60 outputs a control signal for guiding the driver to operate the shift position of the shift lever 32 to "R" to the navigation device 16.

In step S4, the assist control unit 60 determines whether or not the shift position sensor 30 detects the shift position "R". When the shift position sensor 30 detects the shift position "R", the assist control unit 60 advances the process to step S5. When the shift position sensor 30 does not detect the shift position "R", the assist control unit 60 returns the process to step S3.

In step S5, the assist control unit 60 performs the reverse mode processing. The reverse mode processing will be described later using fig. 7.

In step S6, the assist control unit 60 outputs a control signal for guiding the driver to operate the shift position of the shift lever 32 to "D" to the navigation device 16.

In step S7, the assist control unit 60 determines whether or not the shift position sensor 30 detects the shift position "D". When the shift position sensor 30 detects the shift position "D", the assist control unit 60 advances the process to step S8. When the shift position sensor 30 does not detect the shift position "D", the assist control unit 60 returns the process to step S6.

In step S8, the assist control unit 60 performs the forward mode processing. The forward mode processing will be described in detail later using fig. 8.

In step S9, the assist control unit 60 determines whether or not it is determined as "ex-warehouse possible" in the forward mode processing. If it is determined that the travel mode process is "ex-warehouse possible", the assist control unit 60 advances the process to step S10. If it is not determined that the "ex-warehouse is possible" in the forward mode processing, the assist control unit 60 returns the processing to step S3.

In step S10, the assist control unit 60 performs a neutral steering angle control mode process. The assist controller 60 supplies a control signal instructing to change the steering angle θ of the steering wheel 70 to the neutral position (the position where the steering angle of the front wheels is neutral) to the EPS-ECU 76.

In step S11, the assist control unit 60 performs the assist end notification mode process. The assist control unit 60 outputs a control signal for guidance for guiding the driver to the effect that the garage exit assist control is completed, to the navigation device 16. The assist control unit 60 outputs a control signal for displaying a button indicating that the driver has finished the garage assist control on the touch panel display 40 to the navigation device 16. When the driver touches this button, the assist control unit 60 ends the "delivery assist control mode".

Fig. 7 is a flowchart showing a process flow in the "reverse mode" of the assist control unit 60.

In step S20, the assist control unit 60 sets the target steering angle θ tar. When the "reverse mode" at this time is the first process of the "reverse mode", the target steering angle θ tar is set to the neutral steering angle θ o. When the current "reverse mode" is not the first "reverse mode" process, the target steering angle θ tar is set to the control maximum steering angle θ max. Due to the configuration of the steering mechanism, the control maximum rudder angle θ max is set to: a value slightly smaller than the limit steering angle θ lim of the steering wheel 70 when the front wheels are steered to the maximum (for example, corresponding to 95% of the limit steering angle θ lim). By setting the target steering angle θ tar to the control maximum steering angle θ max, it is possible to suppress operating noise of the steering mechanism that is likely to occur when the steering angle θ of the steering wheel 70 is near the limit steering angle θ lim. In addition, a margin (margin) for over travel in the automatic steering control of the steering wheel 70 by the EPS unit 20 can be reserved. The first "reverse mode" processing means that neither the "reverse mode" processing nor the "forward mode" processing has been performed after the start of the delivery assistance control but before the first "reverse mode" processing.

In step S21, the assist control unit 60 supplies the EPS unit 20 with an output signal for performing automatic steering so that the steering angle θ of the steering wheel 70 becomes the target steering angle θ tar. In the case where the right garage exit direction is selected in step S1, the EPS unit 20 steers the steering wheel 70 in the counterclockwise direction. In the case where the left garage exit direction is selected in step S1, the EPS unit 20 steers the steering wheel 70 in the clockwise direction.

In step S22, the assist control unit 60 outputs a control signal for guiding the driver to release the brake pedal and to move the vehicle backward to the navigation device 16.

In step S23, the assist control unit 60 determines whether or not (the detection result of) 1 or more of the rear sonars 95 to 98 are "close". When the detection results of 1 or more of rear sonars 95 to 98 are "near", the assist control unit 60 advances the process to step S24. If all (detection results of) the rear sonars 95 to 98 are not "close", the assist control unit 60 returns the process to step S22.

In step S24, the assist control unit 60 outputs a control signal for guiding the driver to press the brake pedal and stop the vehicle to the navigation device 16.

In step S25, the assist control unit 60 determines whether the host vehicle 10 has stopped. When the host vehicle 10 has stopped, the assist control unit 60 ends the reverse mode processing. When the host vehicle 10 is not stopped, the assist control unit 60 returns the process to step S24.

Fig. 8 is a flowchart showing a process flow in the "forward mode" of the assist control unit 60.

In step S30, the assist control unit 60 sets the target steering angle θ tar. The target rudder angle θ tar is set to the control maximum rudder angle θ max.

In step S31, the assist control unit 60 supplies the EPS unit 20 with an output signal for performing automatic steering so that the steering angle θ of the steering wheel 70 becomes the target steering angle θ tar. In the case where the right direction is selected as the garage exit direction in step S1, the EPS unit 20 steers the steering wheel 70 in the clockwise direction. In the case where the left garage exit direction is selected in step S1, the EPS unit 20 steers the steering wheel 70 in the counterclockwise direction.

In step S32, the assist control unit 60 outputs a control signal for guiding the driver to move the vehicle forward by releasing the brake pedal to the navigation device 16.

In step S33, the assist control unit 60 determines whether or not the detection results of 1 or more of the front sonars 91 to 94 are "near". When the detection results of 1 or more of the front sonars 91 to 94 are "near", the assist control unit 60 advances the process to step S34. If the detection results of all the front sonars 91 to 94 are not "near", the assist control unit 60 advances the process to step S36.

In step S34, the assist control unit 60 outputs a control signal for guiding the driver to press the brake pedal and stop the vehicle to the navigation device 16.

In step S35, the assist control unit 60 determines whether the host vehicle 10 has stopped. When the host vehicle 10 has stopped, the assist control unit 60 ends the forward mode processing. When the host vehicle 10 is not stopped, the assist control unit 60 returns the process to step S34.

In step S36, it is determined whether or not the following state is present: the detection results of the front sonars (intermediate) 92 and 93 are "undetected", and the detection results of the front sonars (corner portions) 91 and 94 are not "near". When the detection result of the front sonars (intermediate) 92 and 93 is "undetected" and the detection result of the front sonars (corner portions) 91 and 94 is not "close", the assist control unit 60 advances the process to step S37. When the detection result of front sonars (middle) 92 and 93 is not "undetected" or the detection result of front sonars (corner portions) 91 and 94 is "close", the assist control unit 60 returns the process to step S32.

In step S37, the assist control unit 60 determines that "ex-warehouse" is possible. Then, the assist control unit 60 ends the "forward mode".

(auxiliary continuation judgment control flow)

Fig. 9 is a flowchart showing a process flow of the assist continuation determination control performed by the assist continuation determination unit 58. The assist continuation determination control is processed in parallel with the delivery assist control performed by the assist control unit 60. In the assistance continuation determination control, the situation of the host vehicle 10 is monitored, and the outbound assistance control is forcibly ended in accordance with the situation of the host vehicle 10. For example, when it can be determined that the vehicle 10 is in a situation in which the delivery has been completed but the delivery assist control is not completed, the delivery assist control is forcibly terminated by the assist continuation determination control.

In step S40, the assist continuation determination unit 58 determines whether or not the assist control unit 60 has started the pull-out assist control. When the delivery assist control has been started in the assist control unit 60, the assist continuation determination unit 58 advances the process to step S41. When the delivery assist is not started by the assist control unit 60, the assist continuation determination unit 58 ends the assist continuation determination process.

In step S41, a primary limit, a secondary limit, a yaw angle limit, and a vehicle speed limit are set. The primary limit, the secondary limit, the yaw angle limit, and the vehicle speed limit are set as ranges for determining whether to continue or end the garage exit assist control. The primary restriction and the secondary restriction are set to predetermined ranges with reference to the position of the host vehicle 10 at the start of the outbound assistance control. The yaw angle limit is set to a predetermined angle with respect to the vehicle length direction of the host vehicle 10 at the start of the outbound assistance control. The primary limit, the secondary limit, and the yaw angle limit are described in detail later.

The vehicle speed limit is set to a vehicle speed at which it can be determined that the garage of the host vehicle 10 is completed. The vehicle speed limit is set to a variation width (range) of the vehicle speed based on the vehicle speed of the host vehicle 10 at the start of the garage-out assist. Since the vehicle speed of the host vehicle 10 at the time of starting the garage-out assist is normally zero, the vehicle speed limit is set to a range (assist range) from a negative vehicle speed (the magnitude of the vehicle speed at the time of backing up) to a positive vehicle speed (the magnitude of the vehicle speed at the time of advancing).

When the host vehicle 10 is taken out from the tandem parking state, it is necessary to repeat the forward movement, the backward movement, and the stop of the host vehicle 10 in a limited space. Therefore, when the host vehicle 10 is being taken out from the tandem parking state, the magnitude of the vehicle speed of the host vehicle 10 is relatively small. Therefore, if the magnitude of the vehicle speed of the host vehicle 10 is sufficiently large, it can be determined that the host vehicle 10 has been taken out from the tandem parking state.

In addition, in the parking assist control for parking the host vehicle 10, an upper limit vehicle speed for ending the parking assist control may be set. However, the reason why the vehicle speed limit set in the present embodiment and the upper limit vehicle speed set in the parking assist control are set is completely different. In the parking assist control, a parking trajectory is set until the host vehicle 10 completes parking. In the parking assist control, the host vehicle 10 is automatically steered so as to follow the parking trajectory. However, if the vehicle speed of the host vehicle 10 is too high, the host vehicle 10 cannot follow the parking trajectory. Therefore, an upper limit value is set for the vehicle speed of the host vehicle 10 during the parking assist control, and when the vehicle speed of the host vehicle 10 exceeds the upper limit value, the parking assist control is terminated.

In step S42, the assist continuation determination unit 58 determines whether or not another obstacle is detected by the front sonars 91 to 94. When other obstacles are detected by front sonars 91 to 94, the assist continuation determination unit 58 advances the process to step S43. When no other obstacle is detected by front sonars 91 to 94, assist continuation determination unit 58 advances the process to step S44. The determination as to whether or not another obstacle is detected by the front sonars 91 to 94 will be described later in detail.

In step S43, the assist continuation determination unit 58 performs the restriction expansion process once. The primary restriction expansion processing is processing for expanding the range of the primary restriction set in step S41. The primary restriction expansion process will be described in detail later.

In step S44, the assist continuation determination unit 58 determines whether or not the position of the host vehicle 10 has exceeded a limit once. When the position of the host vehicle 10 has exceeded the primary limit, the assist continuation determination unit 58 advances the process to step S48. When the position of the host vehicle 10 does not exceed the one-time limit, the assistance continuation determination unit 58 advances the process to step S45.

In step S45, the assist continuation determination unit 58 determines whether or not the vehicle length direction of the host vehicle 10 exceeds the yaw angle limit. When the vehicle length direction of the host vehicle 10 has exceeded the yaw angle limit, the assistance continuation determination unit 58 advances the process to step S48. When the vehicle length direction of the host vehicle 10 does not exceed the yaw angle limit, the assistance continuation determination unit 58 advances the process to step S46.

In step S46, the assist continuation determination unit 58 determines whether or not the vehicle speed of the host vehicle 10 has exceeded the vehicle speed limit. When the vehicle speed of the host vehicle 10 has exceeded the vehicle speed limit, the assist continuation determination unit 58 advances the process to step S48. When the vehicle speed of the host vehicle 10 does not exceed the vehicle speed limit, the assist continuation determination unit 58 advances the process to step S47.

In step S47, the assist continuation determination unit 58 determines whether or not the position of the host vehicle 10 has exceeded the secondary restriction. When the position of the host vehicle 10 exceeds the secondary limit, the assist continuation determination unit 58 advances the process to step S48. When the position of the host vehicle 10 does not exceed the secondary limit, the assistance continuation determination unit 58 ends the assistance continuation determination control.

In step S48, the assist continuation determination unit 58 intervenes in the delivery assist control performed by the assist control unit 60, and ends the delivery assist control.

In step S49, the assist continuation determination unit 58 performs the assist end notification mode process. The assistance continuation determination unit 58 outputs a control signal for guidance for guiding the driver to the effect that the garage exit assistance control is ended, to the navigation device 16. The assist control unit 60 outputs a control signal for displaying a button indicating that the driver has finished the garage assist control on the touch panel display 40 to the navigation device 16. When the driver touches this button, the assistance continuation determination unit 58 ends the assistance continuation determination control.

(setting of delivery track T)

Fig. 10 is a diagram for explaining the delivery track T in the forward mode. Fig. 10 shows a state in which the host vehicle 10 is going to be taken out of a tandem parking space 100, in which another vehicle 101 ahead is parked in front of the host vehicle 10 while being parked and another vehicle 102 behind is parked. Next, the setting of the delivery track T in the forward mode will be described.

The outbound path setting unit 56 sets an outbound coordinate system 110 set with the position of the vehicle 10 at the start of the outbound support control as the origin O. The ex-warehouse coordinate system 110 is a plane coordinate system set on a plane parallel to the road surface. The X-axis of the outbound coordinate system 110 is an axis parallel to the vehicle width direction of the host vehicle 10, and the right direction is the positive direction toward the front of the host vehicle 10. The Y-axis of the outbound coordinate system 110 is an axis parallel to the vehicle length direction of the host vehicle 10, and the front of the host vehicle 10 is defined as the positive direction.

The position of the host vehicle 10 is set to: and a point located at the center of the right and left rear wheels on a straight line connecting the axles of the right and left rear wheels. The position of the host vehicle 10 at the time of starting the outbound assistance control is set as the assistance start position Ps. The assist start position Ps coincides with the origin O of the ex-warehouse coordinate system 110. The current position of the host vehicle 10 is taken as the current position Pc. The vehicle 10 when the vehicle 10 is stopped and switched from the reverse mode to the forward mode in the outbound assistance control is set as the intermediate position Pm. The intermediate position Pm is updated every time the forward mode and the reverse mode are switched.

The assist ECU18 continuously detects the distance between the host vehicle 10 and the other vehicle 101 ahead (hereinafter referred to as the front distance Df) by the front sonars 91 to 94 during the outbound assist control. The front distance Df represents a distance between the Y-axis positive-direction end of the host vehicle 10 and the Y-axis negative-direction end of the other vehicle 101 ahead in the Y-axis direction. The assist ECU18 continuously detects the distance between the host vehicle 10 and the other vehicle 102 behind (hereinafter referred to as the rear distance Db) by the rear sonars 95 to 98 during the outbound assist control. The rear distance Db indicates a distance between the Y-axis negative direction side end portion of the host vehicle 10 and the Y-axis positive direction side end portion of the other vehicle 102 behind in the Y-axis direction.

The delivery track setting unit 56 sets the delivery track T starting from the intermediate position Pm when switching from the reverse mode to the forward mode. The delivery track setting unit 56 sets the following tracks as the delivery tracks T: when the host vehicle 10 is located at the intermediate position Pm, the trajectory through which the host vehicle 10 may pass in a state where the steering angle θ of the steering wheel 70 is set to the target steering angle θ tar. When the delivery trajectory setting unit 56 initially sets the delivery trajectory T after the delivery assist control is started, it sets the delivery trajectory T starting from the assist start position Ps.

The current position Pc of the host vehicle 10 may be detected by the GPS, or may be obtained by using the steering angle θ and the travel distance of the steering wheel 70 from the intermediate position Pm (or the assist start position Ps).

The setting of the delivery track T in the forward mode is described above, and the same applies to the setting of the delivery track T in the reverse mode.

(setting of Primary Limit 112 and Secondary Limit 114)

Fig. 11 is a diagram for explaining setting of primary limit 112 and secondary limit 114. Fig. 11 shows the following states: the host vehicle 10 is going to exit from the tandem parking space 100 where another vehicle 101 ahead is parked in front of the host vehicle 10 and another vehicle 102 behind is parked. In fig. 11, since a curbstone (curbstone)104 is present on the left side toward the front of the host vehicle 10, the host vehicle 10 intends to leave the garage to the right side. Next, the setting of primary limit 112 and secondary limit 114 will be described.

The assist continuation determination unit 58 sets the primary restriction 112 and the secondary restriction 114 when the delivery assist control is started. The primary limit 112 and the secondary limit 114 are rectangular regions set on the outbound coordinate system 110 with reference to the position of the host vehicle 10 at the start of the outbound support control. The primary limit 112 and the secondary limit 114 are set as closed regions including the assist start position Ps on the outbound coordinate system 110. In the outbound support control, when the current position Pc of the host vehicle 10 deviates from the primary limit 112 or the secondary limit 114, the outbound support control is terminated. The assistance continuation determination unit 58 may set the area of the primary restriction 112 to be variable in accordance with the detection results of the sonars 91 to 98 when the retrieval assistance control is started, and the like. On the other hand, the assistance continuation determination unit 58 fixedly sets the area of the secondary restriction 114 regardless of the detection results of the sonars 91 to 98 at the time of starting the retrieval assistance control, and the like.

The assist continuation determination unit 58 sets the Y-axis positive direction side end of the primary restriction 112 at a position that is farther away from the Y-axis positive direction side end of the host vehicle 10 by a distance Lf 1. The value of the distance Lf1 is set to: the minimum turning radius Rfmin at which the host vehicle 10 is moving forward is added to a margin value.

The assistance continuation determination unit 58 sets the Y-axis negative direction side end portion of the primary restriction 112 at a position that is farther away from the Y-axis negative direction side end portion of the host vehicle 10 by the distance Lb1 toward the Y-axis negative direction side. The value of the distance Lb1 is set to: the minimum turning radius Rrmin the backward movement of the host vehicle 10 is added with a margin.

The assist continuation determination unit 58 sets the X-axis positive direction end of the primary restriction 112 at a position that is farther toward the X-axis positive direction side by a distance Wr1 than the X-axis positive direction end of the host vehicle 10. The value of the distance Wr1 can be set as appropriate. For example, the distance Wr1 may be set to a value obtained by adding a margin to a half of the entire width of the host vehicle 10. Accordingly, when the current position Pc of the host vehicle 10 is out of the X-axis positive direction side end portion of the primary limit 112, it can be determined that the overlap of the host vehicle 10 with the other vehicle 101 ahead and the other vehicle 102 behind in the X-axis direction has been eliminated. Therefore, the host vehicle 10 can be taken out from the garage with the steering angle θ of the steering wheel 70 being neutral. The value of the distance Wr1 may be set to a value smaller than a length value of half the entire vehicle width of the host vehicle 10. In this case, the value of the distance Wr1 may be set in accordance with the minimum turning radius Rrmin of the host vehicle 10.

The assistance continuation determination unit 58 sets the X-axis negative direction end of the primary restriction 112 at a position that is farther to the X-axis negative direction side than the X-axis negative direction end of the host vehicle 10 by the distance Wl 1. The value of the distance Wl1 may be appropriately set within a range smaller than that of the distance Wr 1. The value of the distance Wl1 may be set as: for example, when the current position Pc of the host vehicle 10 deviates from the X-axis negative direction side end portion of the primary limit 112, it can be determined as a value at which the host vehicle 10 moves to the opposite side of the outbound direction due to some trouble occurring in the outbound assisting device 12. The assist start position Ps of the host vehicle 10 is located on the X-axis negative direction side (opposite side to the delivery direction) with respect to the center of the primary restriction 112 in the X-axis direction.

The assist continuation determination unit 58 sets the Y-axis positive direction side end of the secondary restriction 114 at a position that is farther away from the Y-axis positive direction side end of the host vehicle 10 by a distance Lf 2. The value of the distance Lf2 may be set as appropriate within a range equal to or greater than the value of the distance Lf 1.

The assistance continuation determination unit 58 sets the Y-axis negative direction side end portion of the secondary restriction 114 at a position that is farther away from the Y-axis negative direction side end portion of the host vehicle 10 by the distance Lb2 toward the Y-axis negative direction side. The value of the distance Lb2 may be set as appropriate within a range equal to or greater than the value of the distance Lb 1.

The assist continuation determination unit 58 sets the X-axis positive direction end of the secondary restriction 114 at a position that is farther toward the X-axis positive direction side by a distance Wr2 than the X-axis positive direction end of the host vehicle 10. The value of the distance Wr2 may be set as appropriate within a range equal to or greater than the value of the distance Wr 1. The assist start position Ps of the host vehicle 10 is located on the X-axis negative direction side (opposite side to the direction of delivery) with respect to the center of the secondary restriction 114 in the X-axis direction.

The assistance continuation determination unit 58 sets the X-axis negative direction end of the secondary restriction 114 at a position that is farther to the X-axis negative direction side than the X-axis negative direction end of the host vehicle 10 by the distance Wl 2. The value of the distance Wl2 may be set appropriately within a range of the value of the distance Wl1 or more.

(expansion of the Primary Limit 112)

The primary limit 112 is set to: when the position of the host vehicle 10 exceeds the primary limit 112 in single-row tandem parking in which the train of the parked vehicle is one row, it can be determined that the host vehicle 10 has actually left the garage. However, there are the following cases: in a double-row tandem parking in which the train of the parked vehicles is two rows, even if the position of the host vehicle 10 exceeds the one-time limit 112, it cannot be determined that the host vehicle 10 has actually been taken out. Fig. 12 is a diagram for explaining expansion of the primary restriction 112. Fig. 12 shows a case where the host vehicle 10 is taken out from the double-row tandem parking state.

When the other vehicle 106 ahead is detected after the start of the garage exit assist control, the front sonars 91 to 94 expand the primary limit 112 set when the garage exit assist control is started, the other vehicle 106 ahead being an obstacle different from the other vehicle 101 ahead recognized when the garage exit assist control is started.

The expansion of the primary limit 112 is expanded from a range shown by a broken line to a range shown by a solid line in fig. 12, for example. The range of expansion of the primary limit 112 is at most the range of the secondary limit 114. When the host vehicle 10 is alidated from the double-row parking state, even when the current position Pc of the host vehicle 10 is out of the range of the primary restriction 112 before enlargement indicated by the broken line, the alidate assist control can be continued when the current position Pc of the host vehicle 10 is within the range of the primary restriction 112 after enlargement indicated by the solid line.

The determination that the front sonars 91 to 94 recognize the obstacle (other vehicle 106 ahead) different from the obstacle (other vehicle 101 ahead) recognized when the garage exit assist control is started is performed as follows.

[1] The detection result of front sonars (intermediate) 92 and 93 at the time of starting the retrieval assistance control is "far" or "near". [2] When the outbound support control is started, the detection results of the front sonars (intermediate) 92 and 93 become "undetected". [3] Thereafter, the detection results of the front sonars (intermediate) 92 and 93 become "far" or "near" again. When all the conditions [1] to [3] described above are satisfied, it is determined that the front sonars 91 to 94 recognize an obstacle (other vehicle 106 ahead) different from the obstacle (other vehicle 101 ahead) recognized when the garage exit assist control is started.

Determination that there is an obstacle (other vehicle 106 ahead) different from the obstacle (other vehicle 101 ahead) recognized when the departure support control is started is recognized by front sonars 91 to 94 will be described using the example of fig. 12.

When the departure support control is started, another vehicle 101 in front is present in front of the host vehicle 10. Therefore, front sonars (intermediate) 92 and 93 receive reflected waves (acoustic waves) from other vehicle 101 in front, and the detection result of front sonars (intermediate) 92 and 93 is "near" or "far".

After the departure support control is started, the host vehicle 10 is inclined with respect to the Y-axis direction (the vehicle length direction at the time of starting the departure support control) in fig. 12, and the other vehicle 101 in front is not present in front of the host vehicle 10. Therefore, the detection results of the front sonars (intermediate) 92 and 93 are "undetected".

Thereafter, the host vehicle 10 is further inclined with respect to the Y-axis direction of fig. 12, and the other vehicle 106 in front is positioned in front of the host vehicle 10. Therefore, the front sonars (intermediate) 92 and 93 receive reflected waves (acoustic waves) from the other vehicle 106 in front, and the detection result of the front sonars (intermediate) 92 and 93 becomes "near" or "far".

Therefore, when all the conditions [1] to [3] described above are satisfied, it can be determined that the front sonars 91 to 94 detect the other vehicle 106 ahead after the start of the garage exit assist control, and the other vehicle 106 ahead is an obstacle different from the other vehicle 101 ahead recognized when the garage exit assist control is started.

(setting of yaw Angle Limit 116)

Fig. 13 is a diagram for explaining setting of the yaw angle limit 116. Next, the setting of the yaw angle limit 116 will be described.

The assist continuation determination unit 58 sets the yaw angle limit 116 when the garage exit assist control is started. The yaw angle limit 116 is set to have an angle within a predetermined range toward the delivery direction with respect to the Y-axis direction of the delivery coordinate system 110. For example, the yaw angle limit 116 may be set to: the range of 90[ deg ] relative to the Y-axis direction. If the host vehicle 10 is substantially perpendicular to the column direction of the tandem parking substantially parallel to the Y-axis direction, it can be determined that the host vehicle 10 can be taken out from the garage with the steering angle θ of the steering wheel 70 being neutral.

[ Effect based on the delivery assistance device 12 ]

In the parking assist control for assisting the parking of the host vehicle in the parking space, the parking assist control may be ended when it is determined that the host vehicle is within the area of the parking space. Therefore, the vehicle target position used for determining the end of the control in the parking assist control is clear. On the other hand, in the delivery assistance control for assisting the delivery of the vehicle from the parking lot, the target position of the vehicle for determining the end of the control is unclear as compared with the parking assistance control. This is because the host vehicle target position for determining the end of the control in the parking assist control is determined by the relative positional relationship between the host vehicle and the parking space or between the host vehicle and another vehicle (obstacle).

Conventionally, in order to specify a target position of a host vehicle for which the outbound support control is ended, the following method has been proposed. [1] When the sonar detects that the distance to the obstacle is equal to or greater than the predetermined distance, the outbound support control is terminated. [2] When it is detected by the in-vehicle camera that the host vehicle has exited from the area of the parking space, the garage exit assist control is ended. [3] When the retreat distance is equal to or more than the predetermined distance, the delivery assist control is ended. If the retreat distance is long, the distance that can be advanced can be secured, and therefore it is determined that the warehouse-out is possible. [4] When the travel distance is equal to or longer than the predetermined distance, the delivery assist control is terminated. Since the distance that can be advanced is sufficient, it is determined that the ex-warehouse is completed.

Each of the above methods is a method of ending the delivery assist control when the detection value of the sensor exceeds a predetermined value. However, each method has the following problems. [1] When a strong wind is blowing in the forward sonar or during heavy rain, the sonar may erroneously detect that an obstacle is approaching even in a state where no obstacle is present near the sonar. When dirt or attachments are present on the exterior surface of the sonar, erroneous detection may occur similarly. Therefore, the following may occur: although the ex-warehouse is completed, the ex-warehouse assist control cannot be ended. [2] There are the following situations: even if the host vehicle has exited from the area of the parking space, the driver continues to need the outbound assistance control because there is an obstacle close to the host vehicle. Fig. 14A is a diagram showing a state in which the train of tandem parking is one-train (single-row tandem parking). Fig. 14B is a diagram showing a state in which the train of tandem parking is two-row (double-row tandem parking). In the single-row tandem parking shown in fig. 14A, it is possible to appropriately end the garage exit assist control by detecting that the host vehicle 10 has exited from the area of the tandem parking space 100. On the other hand, in the double-row tandem parking shown in fig. 14B, even if it is detected that the host vehicle 10 has exited from the area of the tandem parking space 100, it is continuously necessary to perform the garage exit assistance control with respect to the train adjacent to the tandem parking space 100 of the host vehicle 10. [3] In the delivery assistance control, when the vehicle repeats forward and backward movements, the backward distance becomes longer. Therefore, the following may occur: although the possible travel distance has not been sufficiently secured in practice, the delivery assist control is terminated. [4] In the delivery assistance control, the forward distance increases when the host vehicle repeatedly moves forward and backward. Therefore, the following may occur: although the distance that can be actually advanced is not sufficient and the ex-warehouse is not completed, the ex-warehouse auxiliary control is ended.

Therefore, in the delivery assistance device 12 of the present embodiment, the assistance continuation determination unit 58 sets the primary limit 112, the secondary limit 114, the yaw angle limit 116, and the vehicle speed limit, which are determined by the assistance start position Ps of the host vehicle 10. The primary limit 112, the secondary limit 114, the yaw angle limit 116, and the vehicle speed limit can be set without considering the relative position of the host vehicle 10 and another vehicle (obstacle). Therefore, even if an unexpected vehicle state occurs due to erroneous detection by a sensor that detects the relative position between the host vehicle 10 and another vehicle (obstacle), the outbound assistance control can be forcibly terminated in response to the host vehicle 10 deviating from the assistance target range.

The primary limit 112 and the secondary limit 114 are set as the assist ranges relating to the distance based on the position of the host vehicle 10 at the start of the outbound assist control. When there is a sufficient distance between the position of the host vehicle 10 when the outbound support control is started and the position of the host vehicle 10 after the outbound support control is started, it can be determined that the host vehicle 10 has completed the outbound.

The yaw angle limit 116 is set to an assist range relating to an angle based on the vehicle length direction of the host vehicle 10 at the start of the outbound assist control. When the vehicle length direction of the host vehicle 10 after the start of the outbound assistance control has a sufficient angle with respect to the vehicle length direction of the host vehicle 10 at the time of the start of the outbound assistance control, it can be determined that the host vehicle 10 can travel as it is and be outbound.

The vehicle speed limit is set to an assist range relating to the vehicle speed based on the vehicle speed of the host vehicle 10 at the start of the garage-out assist control. When the magnitude of the vehicle speed of the host vehicle 10 after the start of the outbound assistance control is sufficiently larger than the magnitude of the vehicle speed of the host vehicle 10 at the time of the start of the outbound assistance control, it can be determined that no obstacle exists around the host vehicle 10 and the host vehicle 10 has completed the outbound.

When the steering wheel 70 is automatically operated by the assist control unit 60 even after the host vehicle 10 is taken out of the garage, the vehicle is in the category of automatic driving beyond the category of the departure assist, and the vehicle is excessively assisted as the departure assist control. When the state of the host vehicle 10 exceeds the primary limit 112, the secondary limit 114, the yaw angle limit 116, and the vehicle speed limit and it can be determined that the garage exit of the host vehicle 10 is completed, the garage exit assistance control is terminated by the assistance continuation determination unit 58, and the steering of the steering wheel 70 can be switched from the automatic steering to the manual operation by the driver.

In the delivery assistance device 12 according to the present embodiment, the assistance continuation determination unit 58 sets the primary restrictions 112 and the secondary restrictions 114 as closed regions including the assistance start position Ps of the host vehicle 10. The threshold values (the primary limit 112 and the secondary limit 114) for ending the outbound assistance control can be set based on the relative distance of movement from the assistance start position Ps, not based on the cumulative distance of movement of the host vehicle 10 from the assistance start position Ps. Therefore, the departure of the host vehicle 10 can be appropriately determined regardless of the movement path of the host vehicle 10 in the departure support control.

In the delivery assistance device 12 according to the present embodiment, the assistance continuation determination unit 58 sets the length of the primary restriction 112 and the secondary restriction 114 in the vehicle length direction of the host vehicle 10 to be longer than the length in the vehicle width direction. Therefore, an appropriate assist range can be set according to the shape of the vehicle whose length in the vehicle length direction is larger than that in the vehicle width direction.

In the delivery assistance device 12 according to the present embodiment, the assistance continuation determination unit 58 sets the primary limit 112 and the secondary limit 114 to: the assist start position Ps of the host vehicle 10 is located on the X-axis negative direction side (opposite side to the direction of delivery) with respect to the centers of the

secondary restrictions

112 and 114 in the X-axis direction. The delivery assistance object range on the delivery direction side of the host vehicle 10 can be set wider than the delivery assistance object range on the opposite side to the delivery direction of the host vehicle 10. Therefore, when the assistance start position Ps of the host vehicle 10 with respect to the host vehicle 10 moves to the opposite side of the outbound direction, the outbound assistance control can be terminated early, making the outbound impossible. On the other hand, when the host vehicle 10 moves in the direction of leaving the garage with respect to the assistance start position Ps of the host vehicle 10, the possibility of leaving the garage of the host vehicle 10 can be increased by continuing the leaving assistance control.

In the delivery assistance device 12 of the present embodiment, the primary restriction 112 is expanded when the assistance continuation determination unit 58 detects another obstacle different from another vehicle (obstacle) detected by the front sonars 91 to 94 at the time of starting the delivery assistance control in the delivery assistance control. In many cases, the train for tandem parking is one row, but there are cases where two or more rows are used. If the range of the primary limit 112 is set to be expanded from the start of the outbound support control, the outbound support control may not be ended even though the outbound of the host vehicle 10 is completed. By enlarging the primary limit 112 when another obstacle is detected in the outbound assistance control, the outbound assistance control can be ended early when another obstacle is not detected. Further, by continuing the garage exit assist control when another obstacle is detected, it is possible to more appropriately perform the garage exit assist for the driver.

[ supplement ]

The present invention is not limited to the above-described embodiments, and it goes without saying that modifications can be made freely without departing from the scope of the present invention.

In the present embodiment, the automatic operation is described as an example, but various driving modes in which an automatic operation and a manual operation of an accelerator pedal (not shown), a brake pedal (not shown), and the shift lever 32 are combined may be adopted.

In the present embodiment, the steering wheel 70 is automatically operated, but the present invention is not limited thereto. In the case of steer-by-wire in which the steering wheel 70 and the steered wheels are not mechanically connected, the steering amount of the steered wheels may be automatically controlled without rotating the steering wheel 70. Alternatively, the following may be used: the wheels themselves are not steered, and the vehicle 10 is turned by providing a speed difference between the rotational speed of the turning inner wheel and the rotational speed of the turning outer wheel.

In the present embodiment, sonars 91 to 98 are used as means for detecting the front distance Df or the rear distance Db, but the present invention is not limited to this configuration. Instead of sonar 91 to 98, for example, a range radar may be used, and a stereo camera may be used.

In the present embodiment, the outbound assistance control is ended when the current position Pc of the host vehicle 10 is out of the range of the primary restriction 112 or the secondary restriction 114, but the present invention is not limited to this processing. For example, it may be: when the current position Pc of the host vehicle 10 deviates from the end portion of the primary limit 112 on the opposite side to the delivery direction, the delivery assist control is interrupted, and the delivery assist control is restarted with the host vehicle 10 being parked again by performing the parking assist control.

In the present embodiment, the primary restriction 112 and the secondary restriction 114 are set as rectangular regions, but the shapes of the primary restriction 112 and the secondary restriction 114 are not limited to rectangles. For example, the primary limit 112 and the secondary limit 114 may be circular shapes centered on the assistance start position Ps of the host vehicle 10.

In the present embodiment, the primary and

secondary restrictions

112 and 114 are set by specifying the distance in the X-axis direction and the distance in the Y-axis direction with respect to the assistance start position Ps of the host vehicle 10, but the setting of the primary and

secondary restrictions

112 and 114 is not limited to this method. For example, the primary restriction 112 and the secondary restriction 114 may be set by either a distance in the X-axis direction or a distance in the Y-axis direction from the assist start position Ps that defines the host vehicle 10.

In the present embodiment, the primary restriction 112 and the secondary restriction 114 are set as regions on the outbound coordinate system 110, but the primary restriction 112 and the secondary restriction 114 are not limited to the regions on the outbound coordinate system 110. For example, a threshold value may be set for the movement distance in the X-axis direction or the Y-axis direction of the host vehicle 10.

In the present embodiment, it is determined whether or not an obstacle different from the obstacle detected by front sonars 91 to 94 at the start of the outbound assistance is detected after the outbound assistance is started, based on the change in the detection result of front sonars (intermediate) 92 and 93 from the start of the outbound assistance, but the present invention is not limited to this. For example, the determination may be performed based on a difference in waveform of reflected waves from the obstacle. When a stereo camera is used instead of the front sonars 91 to 94, it is also possible to determine whether or not the obstacle recognized when the outbound assistance is started matches the obstacle recognized after the outbound assistance is started, using the image of the obstacle acquired when the outbound assistance is started and the image of the obstacle acquired after the outbound assistance is started.

In the present embodiment, the situation where the place where the host vehicle 10 is parking is double-row tandem parking is determined based on the detection results of the front sonars 91 to 94, but the situation where the place where the host vehicle 10 is parking is double-row tandem parking may be determined based on the detection results of the rear sonars 95 to 98.

In the present embodiment, the assistance continuation determination unit 58 ends the garage exit assistance control by the assistance control unit 60 when the state of the host vehicle 10 exceeds the primary limit, exceeds the secondary limit, exceeds the yaw angle limit, or exceeds the vehicle speed limit. For example, when the steering wheel 70 is operated, the shift range is changed, and the brake pedal is operated automatically during the delivery assist control by the assist control unit 60, all the operations may be converted into manual operations by the driver or some of the operations may be converted into manual operations by the driver after the delivery assist control is interrupted or ended. Further, the operation assistance automatically performed in the delivery assistance control may be an operation performed by the driver after the delivery assistance control is interrupted or ended.

Claims

1. An auxiliary device for delivery of a warehouse, which is characterized in that,

has an auxiliary control mechanism, an auxiliary continuous judging mechanism, a front detection mechanism and a rear detection mechanism, wherein,

the assist control means performs assist control of an operation for bringing the host vehicle out of the parking area;

the assist continuation determination means makes a determination regarding continuation of the assist control performed by the assist control means;

the front detection means detects at least a front distance from the host vehicle to a front obstacle located in front of the host vehicle;

the rear detection means detects at least a rear distance from the host vehicle to a rear obstacle located behind the host vehicle,

wherein the assistance continuation determination means sets an assistance target range relating to a distance, an angle, and/or a vehicle speed based on a position of the vehicle at the time of starting the assistance control, and when the state of the vehicle deviates from the assistance target range, the assistance continuation determination means performs determination to interrupt or end the assistance control and interrupts or ends the assistance control by the assistance control means,

the assist continuation determination means enlarges the assist target range when the other obstacle different from the front obstacle detected at the start of the assist control is detected by the front detection means or when the other obstacle different from the rear obstacle detected at the start of the assist control is detected by the rear detection means.

2. The outbound aiding device according to claim 1,

the assist control means is a means for automatically performing at least one of a steering operation, a shift change operation, and a braking operation,

when it is determined by the assist continuation determination mechanism that the assist control is to be interrupted or ended,

all or a part of the operation automatically performed by the assist control means is converted into an operation performed by the driver, or,

all or a part of the operation automatically performed by the assist control means is converted into an operation performed by the driver, and the operation of the driver is assisted by the assist control means.

3. An auxiliary device for delivery of a warehouse, which is characterized in that,

has an assist control means and an assist continuation determination means, wherein,

the assist continuation determination means makes a determination regarding continuation of the assist control performed by the assist control means,

the assistance continuation determination means sets, as the assistance target range, a range predetermined with reference to an assistance start position as a position of the vehicle at the start of the assistance control, and determines that the assistance control is to be interrupted or ended when the position of the vehicle deviates from the assistance target range after the assistance control is started,

the assist continuation determination means sets the assist target range to:

the length of the auxiliary target range in the vehicle length direction of the host vehicle is longer than the length of the auxiliary target range in the width direction of the host vehicle, and

the assistance start position of the host vehicle is located on an opposite side of a direction of exit of the host vehicle than a center in a width direction of the assistance target range.

4. The outbound aiding device according to claim 3,

the assist control means assists and controls an operation for causing the host vehicle that has performed tandem parking to exit to the left or right with respect to the host vehicle from the parking area.

5. The outbound aiding device according to claim 4,

6. An auxiliary device for delivery of a warehouse, which is characterized in that,

the assist control means performs assist control of an operation for bringing the host vehicle out of the parking area,

the assistance continuation determination means sets an assistance target range relating to an angle based on the position of the vehicle at the start of the assistance control, and when the state of the vehicle deviates from the assistance target range, the assistance continuation determination means performs determination to interrupt or end the assistance control and interrupts or ends the assistance control by the assistance control means.

7. The outbound aiding device according to claim 6,