JP2014189097A - Parking support device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a parking support device that can support a driving operation of a driver appropriately, and improve convenience for a driving operation of the driver in forward parking.SOLUTION: In a parking support device including a peripheral information detection part for detecting a condition of the periphery of an own vehicle 1, a parkable position detection part for detecting a target parking space U1 where the own vehicle 1 can be parked based on the information detected by the peripheral information detection part, and a route calculation part for calculating a parking route for parking the own vehicle 1 in the target parking space U1 detected by the parkable position detection part, the route calculation part calculates a forward parking route K as a parking route for the own vehicle 1 to park by advancing to the target parking space U1.

Description

  The present invention relates to a parking assistance device.

  2. Description of the Related Art Conventionally, a parking assist device that displays a backward path of a host vehicle when the vehicle is parked on a monitor that captures and displays the surroundings of a vehicle such as an automobile with a camera is known (see, for example, Patent Document 1).

  In Patent Document 1, an imaging unit that captures the surroundings of the host vehicle, a display unit that creates and displays an overhead view image from an image captured by the imaging unit, and an occupant is in a parking position with respect to the overhead image displayed by the display unit. And an input means capable of designating an inaccessible area, and a calculation means for calculating a trajectory from the current position to the parking position to avoid the inaccessible area when the occupant specifies the parking position and the inaccessible area by the input means, There is described a parking assist device that superimposes and displays the trajectory calculated by the calculating means on the bird's-eye view image and calculates the trajectory (parking route) that minimizes the number of forward / backward switching. According to the invention described in Patent Document 1, quick parking is possible.

  By the way, for example, when backward-facing parking in which the host vehicle is retracted and parked with respect to the parking space is prohibited, or when the driver loads or unloads luggage in the trunk room, the host vehicle moves forward with respect to the parking space. There is a case where forward parking is performed.

JP 2008-44529 A

  However, in the conventional parking assistance device, although the calculation of the backward parking route is described, the calculation of the parking route for the forward parking is not described. Therefore, the driver's driving operation cannot be supported in the forward parking, and the convenience for the driver's driving operation may not be improved.

  Accordingly, the present invention has been made in view of the above-described circumstances, and is a parking assistance device that can appropriately assist a driver's driving operation in forward-facing parking and can improve convenience for the driver's driving operation. The issue is to provide

  In order to solve the above-described problem, the parking support device according to claim 1 of the present invention (for example, the parking support device 10 in the embodiment) is configured to determine the situation around the host vehicle (for example, the host vehicle 1 in the embodiment). Based on information detected by the surrounding information detecting unit (for example, the surrounding information detecting unit 20 in the embodiment) to be detected and the information detected by the surrounding information detecting unit (for example, a target in the embodiment) A parking position detection unit that detects the parking space U1) (for example, the parking position detection unit 33 in the embodiment) and the vehicle for parking the vehicle at the parking position detected by the parking position detection unit. In a parking support device comprising a route calculation unit that calculates a parking route (for example, the route calculation unit 35 in the embodiment), the route calculation unit includes the parking route As the vehicle is characterized in that the parking can forward parking path to park advances with respect to the position (e.g., forward parking path K, KA, KB in the embodiment) is calculated.

  According to the present invention, the route calculation unit calculates a forward parking route in which the host vehicle moves forward and parks with respect to the parking position as the parking route. For example, the calculated forward parking route can be visually recognized. Thus, by displaying on the display device, the driver can easily grasp the parking route in the forward parking of the host vehicle. Thus, when the driver wants to perform forward parking, the driver can be provided with a forward parking route, so that the driver's driving operation is appropriately supported in forward parking and the driver's driving operation is convenient. Can be improved.

  In the invention described in claim 2 of the present invention, the front vehicle has a front wheel as a steered wheel, and the forward-facing parking is performed by causing the front wheel that is the steered wheel to enter the parkable position first. It is a feature.

  ADVANTAGE OF THE INVENTION According to this invention, in the front-facing parking of the vehicle by which the front wheel was made into the steering wheel, while driving | operating a driver | operator appropriately, the convenience with respect to a driver | operator's driving operation can be improved.

  In the invention according to claim 3 of the present invention, the route calculation unit is configured such that the vehicle travels before the vehicle parks at the parking position (for example, the road D in the embodiment) (for example, When the width D1) in the embodiment and the minimum turning radius at the maximum steering angle of the host vehicle (for example, the minimum turning radius R1, R2 in the embodiment) satisfy a predetermined condition, the steering of the host vehicle is turned back. The forward parking route for performing the forward parking without being calculated is calculated.

  According to the present invention, when the road width and the minimum turning radius of the host vehicle satisfy predetermined conditions, the route calculation unit calculates a forward parking route for performing forward parking without turning back the steering wheel. For the user, the reversing operation becomes unnecessary. Therefore, it is possible to provide a forward-facing parking route that is simple in driving operation and that can reduce the load on the driver's driving operation and that does not require a turn-back operation.

  In the invention according to claim 4 of the present invention, the route calculation unit is configured to start from a parking start initial position (for example, a parking start initial coordinate P1 in the embodiment) that is a starting position of a parking operation to the parking available position. The forward parking path is calculated by sequentially calculating from the parking available position toward the parking start initial position.

  When calculating the forward parking route by sequentially calculating from the parking start initial position toward the parking available position, there is a possibility that the parking route that cannot finally reach the parking available position is repeatedly calculated wastefully. On the other hand, according to the present invention, the forward parking path is calculated by sequentially calculating from the parking possible position toward the parking start initial position, and the parking operation is performed from the state where the host vehicle is parked at the parking possible position. Since the forward-facing parking route is calculated by calculating backward the parking route of the host vehicle until the vehicle starts, it is possible to prevent the parking route that cannot finally reach the parking available position from being repeatedly calculated in vain. Accordingly, it is possible to quickly calculate a highly accurate forward parking route that can reduce the calculation load of the route calculation unit and avoid contact with objects around the host vehicle.

  In the invention according to claim 5 of the present invention, the route calculation unit intersects with an object (for example, another vehicle T2 in the embodiment) at a position separated from the parking available position to the rear of the host vehicle. Calculating the forward parking path for performing the forward parking without turning back the steering of the own vehicle when the trajectory of the forward parking path at the maximum steering angle of the own vehicle can be drawn without It is characterized by.

  According to the present invention, the route calculation unit can draw the trajectory of the forward parking route at the maximum steering angle of the host vehicle without crossing the object at a position separated from the parking possible position behind the host vehicle. In this case, since the forward parking route for performing forward parking without turning the steering wheel is calculated, the driver does not need to perform the turning operation. Therefore, it is possible to provide a forward-facing parking route that is simple in driving operation and that can reduce the load on the driver's driving operation and that does not require a turn-back operation.

  In the invention according to claim 6 of the present invention, when the route calculation unit draws a locus of the forward-facing parking route at the maximum steering angle of the host vehicle from the parking available position, Calculating the forward parking path with a position before the rear part comes into contact with an object (for example, another vehicle T2 in the embodiment) as a turn-back position (for example, a turn-back coordinate P2 in the embodiment) where the steering of the host vehicle is turned back. It is a feature.

  According to the present invention, the forward parking path is calculated using the position before the rear part of the host vehicle comes into contact with the object as the turn-back position where the steering of the host vehicle is turned back. The parking route can be calculated.

  Further, the invention according to claim 7 of the present invention is characterized in that the route calculation unit starts the calculation so that the forward parking route can be calculated before the host vehicle starts a parking operation. .

  According to the present invention, since the calculation is started so that the forward parking path can be calculated before the host vehicle starts the parking operation, the forward parking path can be obtained in advance before the host vehicle starts the parking operation. . As a result, when the driver starts the parking operation of the host vehicle, a forward-facing parking route can be quickly provided, so that the convenience for the driver's driving operation is further improved and the host vehicle is smoothly guided to a parking position. Can

  In the invention according to claim 8 of the present invention, the route calculation unit is configured to obtain a vehicle model (e.g., vehicle shape data J according to the embodiment) corresponding to the host vehicle (e.g., vehicle shape data J in the embodiment). The forward parking path is calculated by using the vehicle model 1A) in the embodiment, and the front part of the vehicle model (for example, the front part F in the embodiment) is obtained when the vehicle model is viewed from above. It is characterized by being formed in a semicircular shape.

  According to the present invention, since the front part of the vehicle model corresponding to the own vehicle is formed in a semicircular shape, the vehicle model is compared with the vehicle model faithfully reproducing the vehicle shape data corresponding to the own vehicle. Can reduce the amount of data in the front. Therefore, the calculation load of the route calculation unit when calculating the forward parking route can be reduced.

  The invention according to claim 9 of the present invention is characterized in that the diameter of the front portion of the vehicle model formed in a semicircular shape and the width of the vehicle model are respectively larger than the width of the vehicle shape data. It is said.

  According to the present invention, the diameter of the front part of the vehicle model formed in the semicircular shape and the width of the vehicle model are larger than the width of the vehicle shape data, respectively. Can be formed. As a result, the amount of data in the front part of the vehicle model can be reduced, and the forward parking path can be calculated with a margin with respect to objects around the host vehicle, so that contact with objects can be reliably avoided. An accurate forward parking route can be calculated quickly.

  According to the present invention, the route calculation unit calculates a forward parking route in which the host vehicle moves forward and parks with respect to the parking position as the parking route. For example, the calculated forward parking route can be visually recognized. Thus, by displaying on the display device, the driver can easily grasp the parking route in the forward parking of the host vehicle. Thus, when the driver wants to perform forward parking, the driver can be provided with a forward parking route, so that the driver's driving operation is appropriately supported in forward parking and the driver's driving operation is convenient. Can be improved.

It is a system configuration figure of the parking assistance device concerning an embodiment. It is a top view of the own vehicle carrying the parking assistance apparatus which concerns on embodiment. It is a schematic explanatory drawing at the time of parking of the own vehicle. It is explanatory drawing of a vehicle model. It is explanatory drawing which shows an example of a process of a route calculation part. It is a flowchart of a forward parking route creation process. It is explanatory drawing of a forward-facing parking path | route when switching is unnecessary. It is explanatory drawing when a plurality of forward-facing parking routes which do not need to be turned back are created. It is explanatory drawing of a forward-facing parking path | route when switching is required. It is explanatory drawing when a plurality of forward-facing parking routes that need to be turned back are created.

Hereinafter, the parking assistance device according to the embodiment will be described with reference to the drawings.
FIG. 1 is a system configuration diagram of a parking assistance device 10 according to the embodiment.
FIG. 2 is a plan view of the host vehicle 1 equipped with the parking assist device 10 according to the embodiment.
As shown in FIG. 1, the parking assist device 10 according to the present embodiment includes a shift position sensor 4, a steering angle sensor 5, an electric power steering unit 7, a surrounding information detection unit 20, and an image data processing unit 31. , A control device 30 including a parking position detection unit 33 and a route calculation unit 35, and a navigation system 40. As shown in FIG. 2, the parking assist device 10 is mounted on the host vehicle 1. Below, the detail of each component which comprises the parking assistance apparatus 10 is demonstrated. Note that the directions such as front, rear, left and right in the following description are the same as those in the host vehicle 1 shown in FIG. 2 unless otherwise specified. The host vehicle 1 is, for example, a passenger car or the like whose front wheels are steered wheels.

As shown in FIG. 1, the shift position sensor 4 detects the shift position of the transmission of the host vehicle 1 (see FIG. 2), and is mainly used to detect forward and backward movements based on the shift position. Is done.
The steering angle sensor 5 detects the current steering angle of the host vehicle 1.
The electric power steering unit 7 includes an EPS (Electric Power Steering: EPS) actuator 7a and an EPS control unit 7b. The EPS actuator 7a is driven in response to the steering operation of the host vehicle 1 to generate a steering torque to assist the driver in steering. The EPS control unit 7b calculates, for example, a steering torque required for causing the host vehicle 1 to travel along a parking path to be described later, and drives the EPS actuator 7a.

The ambient information detection unit 20 is provided to detect the situation around the host vehicle 1 (see FIG. 2), and includes, for example, a multi-view camera unit 25 and a millimeter wave radar 27. .
As shown in FIG. 2, the multi-view camera unit 25 includes, for example, a front camera 21 having a surrounding area in front of the host vehicle 1 as an imaging area, and a rear camera 22 having a surrounding area in the rear of the host vehicle 1 as an imaging area. And a left-side camera 23 having an imaging area in the surrounding area on the left side of the host vehicle 1 and a right-side camera 24 having an imaging area in the surrounding area on the right side of the host vehicle 1. Each of the cameras 21 to 24 is a camera provided with an image sensor such as a CCD (Charge-Coupled Device) or a CMOS (Complementary Metal Oxide Semiconductor, complementary metal oxide semiconductor).

  As shown in FIG. 1, the multi-view camera unit 25 performs predetermined image processing such as filtering and binarization processing on the images obtained by the imaging of the cameras 21 to 24 to form a two-dimensional array. Data consisting of pixels is generated and output to the control device 30. Each image data obtained by the imaging of each camera 21 to 24 is synthesized by an image data processing unit 31 provided in the control device 30. As a result, image data (hereinafter referred to as “overhead image data”) that has undergone viewpoint conversion so as to overlook the host vehicle 1 (see FIG. 2) is obtained, and the overhead image data is transmitted via the control device 30 to the navigation system. 40 and displayed on the display 43.

  As shown in FIG. 2, for example, a total of four millimeter wave radars 27 are arranged on the left and right side portions in the front portion of the host vehicle 1 and the left and right side portions in the rear portion. The millimeter wave radar 27 is, for example, a beam scan type radar, and a detection region set on the left and right sides of the own vehicle 1 is divided into a plurality of regions in an angular direction, and each region is scanned so as to scan. While transmitting a wave transmission signal, each transmission signal is reflected by an object outside the host vehicle 1 and is received and output to the control device 30.

As shown in FIG. 1, the navigation system 40 displays the current position of the host vehicle 1 (see FIG. 2) or searches the route from the current position to the destination to guide the host vehicle 1 (see FIG. 2). The navigation control unit 41 and the display 43 are mainly provided. As shown in FIG. 2, the navigation system 40 is accommodated in an instrument panel (not shown) of the host vehicle 1, for example.
The navigation control unit 41 mainly includes a current position detection unit (not shown), a map data storage unit, and a navigation processing unit.
The current position detection unit receives a positioning signal such as a GPS (Global Positioning System) signal using an artificial satellite, and detects the current position of the host vehicle 1.
The map data storage unit is configured by recording map data on a computer-readable storage medium such as a magnetic disk device such as a hard disk device or an optical disk device such as a CD-ROM or DVD-ROM. As the map data, for example, road data such as road and intersection positions and shapes, building data such as building positions and shapes, and parking lot data such as parking positions and shapes are stored.
The navigation processing unit searches for the travel route of the host vehicle 1 based on the current position detected by the current position detection unit, the destination input to the navigation system 40, and the map data read from the map data storage unit. To do.

  The display 43 is a liquid crystal display having a touch panel function, for example, and is installed in an instrument panel (not shown) of the host vehicle 1 so that the driver can visually recognize it. On the display 43, an image based on the map data of the navigation control unit 41, overhead image data of the host vehicle 1 output from the control device 30, a parking route for parking the host vehicle 1 output from the control device 30, etc. Is displayed. Further, for example, an operation button is displayed on the display 43, and the system of the parking assistance device 10 can be turned on and off by the driver touching the operation button.

As shown in FIG. 1, the control device 30 includes an image data processing unit 31, a parking position detection unit 33, and a route calculation unit 35, and the shift position sensor 4 and the steering angle described above. The sensor 5, the electric power steering unit 7, the surrounding information detection unit 20, and the navigation system 40 are connected. By connecting the surrounding information detection unit 20, the control device 30 has the imaging data around the host vehicle 1 (see FIG. 2) obtained by the multi-view camera unit 25 and the own detected by the millimeter wave radar 27. A detection result of information around the host vehicle 1 such as an object around the vehicle 1 is input. In addition, the control device 30 outputs a detection result of information around the host vehicle 1 to the navigation system 40 and displays it on the display 43.
The image data processing unit 31 synthesizes images obtained by the imaging of the cameras 21 to 24 and generates overhead image data obtained by performing viewpoint conversion so that the own vehicle 1 is overhead.

FIG. 3 is a schematic explanatory diagram when the host vehicle 1 is parked.
The parking position detection unit 33 is based on information about the surroundings of the host vehicle 1 (see FIG. 2) detected by the surrounding information detection unit 20, and a target parking space U1 in which the host vehicle 1 can be parked (see FIG. 3, claim). Equivalent to “parking possible position”.).
Specifically, as shown in FIG. 3, for example, a white line W is detected based on the overhead view image data obtained by the multi-view camera unit 25 (see FIG. 1), and the target parking defined by the white line W is detected. A space U1 is detected. Further, based on the bird's-eye view image data obtained by the multi-view camera unit 25 (see FIG. 1), the host vehicle 1 is parked in a parking space adjacent to the target parking space U1 or the target parking space U1. The other vehicle T2 or the like parked in the parking space opposite to the target parking space U1 across the road D that passes through when entering is detected. The width D1 of the road D is equal to the width of the area where the vehicle 1 can enter when the host vehicle 1 enters the target parking space U1. Therefore, hereinafter, the width D1 of the road D is referred to as a vehicle accessible area width D1.

  As shown in FIG. 1, the route calculation unit 35 creates a parking route for parking the host vehicle 1 (see FIG. 3) in the target parking space U <b> 1 (see FIG. 3) detected by the parking position detection unit 33. Calculated. As shown in FIG. 3, the route calculation unit 35 (see FIG. 1) calculates a forward parking route K in which the host vehicle 1 moves forward and parks with respect to the target parking space U1 as a parking route. Here, the point P1 in FIG. 3 corresponds to the coordinates of the front end of the host vehicle 1 at the initial parking start position, which is the starting position of the parking operation (hereinafter referred to as “initial parking start coordinates P1”). P2 corresponds to the coordinates of the front end portion of the host vehicle 1 at the turn-back position where the steering is turned back (hereinafter referred to as “turn-back coordinate P2”), and the point P3 is the front end portion of the host vehicle 1 at the start of the straight traveling operation. The point P4 corresponds to the coordinates (hereinafter referred to as “parking completion coordinates P4”), and the point P4 corresponds to the coordinates of the front end portion of the host vehicle 1 when the forward parking is completed (hereinafter referred to as “parking completion coordinates P4”). It corresponds.

FIG. 4 is an explanatory diagram of the vehicle model 1A.
As shown in FIG. 4, the route calculation unit 35 (see FIG. 1) calculates a forward parking route K (see FIG. 3) by using the vehicle model 1A.
The vehicle model 1A used for calculating the forward parking path K (see FIG. 3) is obtained based on the vehicle shape data J corresponding to the host vehicle 1. In the vehicle model 1A of the present embodiment, when the vehicle model 1A is viewed from above, the front part F of the vehicle shape data J is formed in a simplified semicircular shape, and the side part and the rear part are linear. Is formed. Further, the diameter of the front portion F of the vehicle model 1A formed in a semicircular shape and the width of the vehicle model 1A are formed to be equal to each other, and are respectively larger than the width of the vehicle shape data J. Further, the rear end of the vehicle model 1A is located behind the rear end of the vehicle shape data J. Thus, the vehicle model 1 </ b> A is simplified more than the vehicle shape data J corresponding to the host vehicle 1 and is slightly larger than the vehicle shape data J. As a result, the amount of data can be reduced and a margin is provided for objects around the host vehicle 1 as compared with the case where a vehicle model faithfully reproducing the vehicle shape data J corresponding to the host vehicle 1 is used. The forward-facing parking route K can be calculated in the state. Note that the diameter of the front portion F of the vehicle model 1A, the width of the vehicle model 1A, and the like are appropriately set according to the vehicle type and the like.

FIG. 5 is an explanatory diagram illustrating an example of processing of the route calculation unit 35.
The route calculation unit 35 uses the vehicle model 1A described above to park the host vehicle 1 in the target parking space U1 (see FIG. 3) detected by the parking position detection unit 33 (see FIG. 1). A forward parking path K (see FIG. 3) is calculated.
As shown in FIG. 5, the route calculation unit 35, for example, the GPS signal and map data in the navigation system 40 (see FIG. 1), the overhead image data of the multi-view camera unit 25 (see FIG. 1), the millimeter wave radar 27. Based on the reflected signal of FIG. 1 (see FIG. 1), the coordinates and total length of the target parking space U1, another vehicle parked adjacently (for example, another vehicle T1 in FIG. 3), and another vehicle parked oppositely. Each data (for example, other vehicle T2 in FIG. 3) is acquired. Then, the forward parking route K is calculated by calculating each of these data.

  Here, the route calculation unit 35 sets the forward parking route K (see FIG. 3) from the parking start initial coordinate P1 that is the starting position of the parking operation to the parking completion coordinate P4 in the target parking space U1 in the target parking space U1. It calculates by calculating in order toward the parking start initial coordinate P1 from the completion coordinate P4. That is, the forward parking path K is calculated by calculating backward the parking path of the own vehicle 1 from the parking completion coordinate P4 of the target parking space U1 to the parking start initial coordinate P1 at which the parking operation starts.

FIG. 6 is a flowchart of a forward parking route creation process.
Next, a forward parking route creation process will be described using the flowchart shown in FIG. In addition, please refer to FIG. 1 to FIG. 5 for the reference numerals of components and the like in the following description.
The flowchart shown in FIG. 6 shows, for example, the processing contents that are started when the host vehicle 1 is stopped on the road D and the driver turns on the system of the parking support apparatus 10.

  First, in step S1, parking completion coordinates P4 that are coordinates at the time of completion of parking of the host vehicle 1 are acquired. The parking completion coordinate P4 is acquired based on, for example, the GPS signal and map data in the navigation system 40, the overhead image data of the multi-view camera unit 25, the reflection signal of the millimeter wave radar 27, and the like. The acquisition of the parking completion coordinate P4 may be performed before the host vehicle 1 starts the parking operation, for example, when traveling on the road D. Moreover, since the parking completion coordinate P4 should just be in the prescription | regulation range preset with this system with respect to the target parking space U1, it is not limited to one place.

  FIG. 7 is an explanatory diagram of the forward-facing parking route KA when switching is unnecessary. 7 represents a movement locus of the front end portion of the vehicle model 1A, the locus L2 represents a movement locus of an intermediate position between the left and right rear wheels of the vehicle model 1A, and the locus L3 represents the left front end portion of the vehicle model 1A. It represents the movement trajectory. Moreover, the circular arc by the dashed-two dotted line in FIG. 7 represents the minimum turning radius R1 of the vehicle model 1A. Here, the minimum turning radius R1 is a contact with a front wheel (the left front wheel in the present embodiment) disposed outside the front wheels of the host vehicle 1 when the host vehicle 1 turns at the maximum steering angle. The radius drawn by the center of the ground.

In step S3, a comparison is made between the vehicle approachable area width D1 and the minimum turning radius R1 at the maximum steering angle of the host vehicle 1 to determine whether the vehicle approachable area width D1 is equal to or greater than the minimum turning radius. Processing is performed (see FIG. 7).
Here, in step S3, the vehicle entryable area width D1 and the minimum turning radius R1 are compared when the vehicle enters the target parking space U1 when the vehicle entryable area width D1 is equal to or larger than the minimum turning radius R1. This is because there is a possibility that the forward parking route KA that does not need to be turned back can be calculated even though the width D1 of the road D passing through the vehicle (ie, the vehicle accessible area width D1) is sufficiently wide.
If “YES” in the step S3 (when the vehicle accessible area width D1 ≧ the minimum turning radius R1), the process proceeds to a step S5.

  In step S5, the turning radius center when the vehicle model 1A is turned to the maximum steering angle is calculated, and the turning radius center is provisionally determined. Specifically, as shown in FIG. 7, first, the vehicle model 1A is moved backward by a predetermined distance from the parking completion coordinates P4. Subsequently, the arc center of the locus L3 of the left front end of the vehicle model 1A obtained when the steering is turned to the right to obtain the maximum rudder angle (in this embodiment, coincides with the center OA of the minimum turning radius R1, hereinafter “turning radius”). The center of rotation OA and the straight movement start coordinate P3 are provisionally determined. At this time, the straight movement start coordinate P3 only needs to be within a specified range preset by the system with respect to the target parking space U1. Therefore, the turning radius center OA and the straight movement start coordinate P3 are not limited to one place, and the turning radius center OA and the straight movement start coordinate P3 may be temporarily determined by repeating step S7 a plurality of times. When the turning radius center OA and the straight movement start coordinate P3 are provisionally determined, the process proceeds to step S7.

  In step S7, a movement trajectory of the vehicle model 1A is provisionally created. Specifically, as shown in FIG. 7, the vehicle model 1 </ b> A is moved backward until the front-rear direction of the vehicle model 1 </ b> A matches the extending direction of the road D, and the parking start initial coordinate P <b> 1 is provisionally determined. The front end portion of the vehicle model 1A moves in the order of the parking completion coordinate P4, the straight movement start coordinate P3, and the parking start initial coordinate P1, and the locus L1 of the front end portion of the vehicle model 1A and the intermediate position of the rear wheel intermediate position of the vehicle model 1A. A trajectory L2 and a trajectory L3 of the left front end of the vehicle model 1A are temporarily created. At this time, the locus L3 of the left front end of the vehicle model 1A draws an arc Q1 along the minimum turning radius R1. When the trajectories L1 to L3 of the vehicle model 1A are temporarily created, the process proceeds to step S9.

In step S9, a second determination process is performed to determine whether or not the moving locus of the front portion of the vehicle model 1A intersects with another object. Specifically, as shown in FIG. 7, the trajectory L1 of the front end portion of the temporarily created vehicle model 1A and the trajectory L3 of the left front end portion of the vehicle model 1A intersect with another vehicle T1 parked adjacently. It is determined whether or not.
If “NO” in step S9 (when the trajectories L1 and L3 of the vehicle model 1A do not intersect with the other vehicle T1), there is no possibility that the vehicle model 1A contacts the other vehicle T1 when moving. Proceed to step S11.

In step S11, when the vehicle model 1A moves, the parking start initial coordinates P1 that have been provisionally determined that each of the trajectories L1 to L3 may not come into contact with another object (in the present embodiment, the other vehicle T1). This is decided. At this time, the parking start initial coordinate P <b> 1 may be within the specified range preset in the system with respect to the road D. Therefore, the parking start initial coordinates P1 are not limited to one place, and a plurality of the coordinates can be determined.
In step S13, the tentatively determined straight movement start coordinate P3 is finally determined, and a forward parking route KA that does not need to be turned back is determined from the parking start initial coordinate P1, the straight movement start coordinate P3, and the parking completion coordinate P4 (FIG. 7). Note that the forward parking path KA that does not need to be turned back coincides with the locus L1 of the front end portion of the vehicle model 1A that has been determined.

FIG. 8 is an explanatory diagram when a plurality of forward-facing parking routes KA that do not need to be turned back are created.
Here, as described above, the parking start initial coordinate P1, the straight traveling operation start coordinate P3, and the parking completion coordinate P4 are not limited to one place, and a plurality of them can be determined. Therefore, by repeating step S5 to step S13 a plurality of times, as shown in FIG. 8, a plurality of forward parking routes KA that do not need to be turned back can be created.

  When the forward parking route KA that does not need to be turned back is determined in step S13, the flowchart of the parking route creation process ends. Thus, in the flow from step S5 to step S13, the forward parking route KA that does not require the steering to be turned back is determined.

On the other hand, when “YES” is determined in the step S9 (when the loci L1 and L3 of the vehicle model 1A intersect with the other vehicle T1), when the vehicle model 1A moves rearward, There is a risk of contact. Therefore, there is a possibility that the forward parking route KA that does not require turning back of the steering wheel cannot be determined.
Further, if “NO” in step S3 (when vehicle entry possible region width D1 <minimum turning radius R1), the width D1 of road D that passes when entering target parking space U1 (ie, vehicle entry) The possible area width D1) cannot be said to be sufficiently wide, and the vehicle model 1A may come into contact with the other vehicle T1 when entering the target parking space U1. Therefore, there is a possibility that the forward parking route KA that does not require turning back of the steering wheel cannot be determined.
Therefore, if “YES” in the step S9 and “NO” in the step S3, the process proceeds to the flow after the step S15, and the forward parking route K when the steering must be turned back is calculated.

  FIG. 9 is an explanatory diagram of a forward parking route KB that needs to be turned back. 9 represents the movement locus of the front end of the vehicle model 1A, the locus L2 represents the movement locus of the intermediate position of the left and right rear wheels of the vehicle model 1A, and the locus L3 represents the left front end of the vehicle model 1A. The locus L4 represents the movement locus of the right front end portion of the vehicle model 1A, the locus L5 represents the movement locus of the left rear end portion of the vehicle model 1A, and the locus L6 represents the right rear end portion of the vehicle model 1A. It represents the movement trajectory. Also, the two-dot chain lines along the arc Q1 of the locus L3 and the arc Q2 of the locus L4 in FIG. 9 represent the minimum turning radius R1 of the vehicle model 1A, respectively. Further, FIG. 9 shows a case where the vehicle approachable area width D1 is narrower than the minimum turning radius R1.

In step S15, the straight movement start coordinate P3 is moved backward.
In step S17, the turning radius center OA and the straight movement start coordinate P3 when the vehicle model 1A is turned to the maximum steering angle are calculated and provisionally determined.
In step S19, the vehicle model 1A is retracted while turning off the steering of the vehicle model 1A to obtain the maximum rudder angle, and a movement locus of the vehicle model 1A is temporarily created. Thereby, the locus L3 of the left front end of the vehicle model 1A draws an arc Q1 along the minimum turning radius R1 (see FIG. 9).

  In step S21, a second determination process is performed to determine whether or not the moving locus of the front portion of the vehicle model 1A intersects with another object. Specifically, as shown in FIG. 9, the locomotive L1 at the front end of the vehicle model 1A and the loci L3 at the left front end of the vehicle model 1A are parked in a parking space adjacent to the target parking space U1. It is determined whether or not the vehicle intersects with another vehicle (for example, another vehicle T1 in FIG. 9).

If “YES” in step S21 (when the loci L1 and L3 of the vehicle model 1A intersect with the other vehicle T1), the vehicle model 1A may come into contact with the other vehicle T1 when moving. Further, the process returns to S15 in order to move the rectilinear movement start coordinate P3 backward. Then, Step S17 and Step S19 are performed, the vehicle model 1A is moved backward to temporarily create a movement trajectory of the vehicle model 1A, and then the second determination process is performed again in Step S21.
On the other hand, if “NO” in step S21 (when the loci L1 and L3 of the vehicle model 1A do not intersect with the other vehicle T1), the front of the vehicle model 1A when the vehicle model 1A moves. Since there is no possibility that the vehicle will come into contact with the other vehicle T1, the process proceeds to step S23.

  In step S23, the trajectory L1 and L3, which are the movement trajectories of the front part of the vehicle model 1A, is determined not to come into contact with the other vehicle T1, and the linear motion start coordinate P3 temporarily determined is determined.

  In step S25, a third determination process is performed to determine whether or not the rear movement locus of the vehicle model 1A intersects with another object. Specifically, as shown in FIG. 9, the vehicle model 1A is moved backward from the determined straight-ahead movement start coordinate P3 while turning the vehicle model 1A to the maximum steering angle while turning the vehicle model 1A. Temporarily create a trajectory. Next, of the movement locus of the vehicle model 1A, the locus L5 of the left rear end portion of the vehicle model 1A and the locus L6 of the right rear end portion of the vehicle model 1A are opposite to the target parking space U1 across the road D. It is determined whether or not the vehicle intersects with another vehicle parked in the parking space (for example, another vehicle T2 in FIG. 9).

  Here, when “NO” is determined in the step S25 (when the loci L5 and L6 of the vehicle model 1A do not intersect the other vehicle T2), the vehicle model 1A can be moved backward without contacting the other vehicle T2. it can. For this reason, the route calculation unit 35 determines “NO” in Step S3 (the vehicle approachable region width D1 <the minimum turning radius R1), but does not require a turn-back parking route KA (see FIG. 7). Can be calculated. Accordingly, if “NO” in the step S25, the process proceeds to a step S43, the vehicle model 1A is moved backward, and the parking start initial coordinate P1 is set. Then, it progresses to step S13 and the forward-facing parking path KA (refer FIG. 7) which does not need a return is determined. When the forward parking route KA that does not need to be turned back is determined in step S13, the flowchart of the parking route creation process ends. At this time, a plurality of forward parking paths KA (see FIG. 7) that do not need to be turned back may be calculated by repeating the third determination process in step S25 and step S43 a plurality of times.

On the other hand, if “YES” in the step S25 (when the loci L5 and L6 of the vehicle model 1A intersect the other vehicle T2), the process proceeds to a step S27.
In step S27, assuming that the vehicle model 1A cannot be moved backward, a turn-back coordinate P2 of the host vehicle 1 during forward parking is temporarily determined. Note that the cut-off coordinates P2 are not limited to one place because the cut-off coordinates P2 need only be within a specified range preset by the system with respect to the road D.
In step S29, the turning radius center OB is temporarily determined when the steering of the vehicle model 1A is turned to the left from the turn-back coordinate P2 to the maximum steering angle.

  In step S31, a movement locus of the vehicle model 1A is temporarily created. Specifically, as shown in FIG. 9, when the vehicle model 1A is moved forward with the steering angle turned to the left from the turn-back coordinate P2 with the turning angle center OB being temporarily determined as the center, the maximum steering angle is maintained. The trajectories L1 to L6 of the obtained vehicle model 1A are temporarily created.

In step S33, a fourth determination process is performed to determine whether or not the movement locus of the front portion of the vehicle model 1A intersects with another object. Specifically, as shown in FIG. 9, the trajectory L1 of the front end portion of the temporarily created vehicle model 1A and the trajectory L4 of the right front end portion of the vehicle model 1A intersect with another vehicle T1 parked adjacently. It is determined whether or not.
If “YES” in the step S33 (when the trajectories L1 and L4 of the vehicle model 1A intersect the other vehicle T1), it can be said that there is a possibility that the vehicle model 1A may come into contact with the other vehicle T1. . Therefore, it is determined that two or more turn-back processes are necessary because the host vehicle 1 cannot be parked forward in the target parking space U1 by one turn-back (step S35), and the flowchart of the parking route creation process ends.

On the other hand, when “NO” is determined in step S33 (when the loci L1 and L4 of the vehicle model 1A do not intersect with the other vehicle T1), the target vehicle 1 is targeted by turning back the steering at the turn-back coordinate P2. It is determined that forward parking can be performed in the parking space U1, and the process proceeds to step S37.
Next, in step S37, the cut-back coordinate P2 provisionally determined in step S27 is finally determined.
Next, in step S39, the vehicle model 1A is advanced until the front and rear direction of the vehicle model 1A coincides with the extending direction of the road D, and the parking start initial coordinate P1 is finally determined.
Next, in step S41, a forward-facing parking route that needs to be turned back by calculating so that the front end of the vehicle model 1A moves in the order of the parking completion coordinate P4, the rectilinear motion start coordinate P3, the turn-back coordinate P2, and the parking start initial coordinate P1. KB is determined (see FIG. 9).

FIG. 10 is an explanatory diagram when a plurality of movement trajectories of the vehicle model 1A are created.
Here, as described above, the parking start initial coordinate P1, the turn-back coordinate P2, the rectilinear motion start coordinate P3, and the parking completion coordinate P4 are not limited to one place, and a plurality of temporary determinations may be made. Therefore, by performing the flow after step S15 a plurality of times, a plurality of forward-facing parking routes KB that require the vehicle model 1A to be turned back can be temporarily created as shown in FIG.
When the forward-facing parking route KB that needs to be turned back is determined, the flowchart of the parking route creation process ends.

  According to the present embodiment, the route calculation unit 35 calculates the forward parking route K in which the host vehicle 1 moves forward and parks with respect to the target parking space U1 as the parking route. By displaying the parking route K on the display 43 so as to be visible, the driver can easily grasp the forward parking route K of the host vehicle 1. As described above, when the driver wants to perform forward parking, the driver can be provided with the forward parking route K, so that the driver's driving operation is appropriately supported in the forward parking and the driver's driving operation can be prevented. Convenience can be improved.

  Further, in forward-facing parking of the host vehicle 1 in which the front wheels are steered wheels, it is possible to appropriately support the driver's driving operation and to improve the convenience for the driver's driving operation.

In addition, the route calculation unit 35 determines that the width D1 of the road D (the vehicle accessible area width D1) and the minimum turning radius R1 of the host vehicle 1 are
Vehicle accessible area width D1 ≧ minimum turning radius R1
When the above condition is satisfied, the forward parking route KA for performing the forward parking without calculating the steering is calculated, so that the driver does not need to perform the switching operation. Therefore, it is possible to provide a forward-facing parking route KA that is simple in driving operation and can reduce a load on the driving operation of the driver and does not require a turn-back operation.

  Further, when the forward parking path K is calculated in order from the parking start initial coordinate P1 toward the parking completion coordinate P4 of the target parking space U1, the parking completion coordinate P4 of the target parking space U1 cannot be finally reached. The parking route may also be repeatedly calculated in vain. On the other hand, according to the present embodiment, the forward parking path K is calculated by sequentially calculating from the parking completion coordinates P4 of the target parking space U1 toward the parking start initial coordinates P1, and the host vehicle 1 Since the forward-facing parking route K is calculated by calculating backward the parking route of the host vehicle 1 from the state of parking in the target parking space U1 until the parking operation is started, the parking route that cannot finally reach the target parking space U1 is useless. It is possible to prevent repeated calculations. Therefore, it is possible to quickly calculate a highly accurate forward-facing parking route K that can reduce the calculation load of the route calculation unit 35 and can avoid contact with other vehicles T1, T2, and the like around the host vehicle 1.

  In addition, the route calculation unit 35 draws the locus of the forward parking route K at the maximum steering angle of the host vehicle 1 without crossing the other vehicle T2 at a position separated from the target parking space U1 behind the host vehicle 1. If it is possible, the forward parking route KA for performing forward parking without calculating the steering is calculated, so that the driver does not need to perform the turning operation. Therefore, it is possible to provide a forward-facing parking route KA that is simple in driving operation and can reduce a load on the driving operation of the driver and does not require a turn-back operation.

  Further, since the forward parking path KB is calculated with the position before the rear portion of the host vehicle 1 comes into contact with the other vehicle T2 as a turn-back coordinate P2 for switching back the steering of the host vehicle 1, the rear portion of the host vehicle 1 comes into contact with the other vehicle T2. The forward-facing parking route KB that can avoid the above can be calculated.

  Further, since the calculation is started so that the forward parking route K can be calculated before the own vehicle 1 starts the parking operation, the forward parking route K can be obtained in advance before the own vehicle 1 starts the parking operation. . Thereby, when the driver starts the parking operation of the host vehicle 1, the forward parking path K can be quickly provided, so that the convenience for the driver's driving operation is further improved, and the host vehicle 1 is smoothly moved to the target parking space. You can lead to U1.

  Further, since the front part F of the vehicle model 1A corresponding to the host vehicle 1 is formed in a semicircular shape, the vehicle model 1A is compared with the vehicle model faithfully reproducing the vehicle shape data J corresponding to the host vehicle 1. The data amount of the front part F of the model 1A can be reduced. Therefore, it is possible to reduce the calculation load of the route calculation unit 35 when calculating the forward parking route K.

  Further, since the diameter of the front portion F of the vehicle model 1A formed in a semicircular shape and the width of the vehicle model 1A are respectively larger than the width of the vehicle shape data J, the vehicle model that is slightly larger than the vehicle shape data J. 1A can be formed. As a result, the amount of data in the front portion F of the vehicle model 1A can be reduced, and the forward parking path K can be calculated with a margin with respect to objects around the host vehicle 1, so that contact with the object is ensured. It is possible to quickly calculate the highly accurate forward-facing parking route K that can be avoided.

  The technical scope of the present invention is not limited to the above embodiment, and various modifications can be made without departing from the spirit of the present invention.

  In the embodiment, the forward parking path K is superimposed on the overhead image data obtained by the multi-view camera unit 25 and displayed. However, the forward parking path K is displayed on the image data obtained by the front camera 21 and the rear camera 22. You may superimpose and display.

  In the embodiment, for example, a touch panel is used as the display 43, and the system of the parking assistance device 10 can be turned on and off by touching an operation button displayed on the display 43 by the driver. However, the present invention is not limited to this. For example, the system of the parking assist device 10 may be turned on and off by turning the steering wheel, or parking assistance may be performed by operating switches provided on the joystick, the steering wheel, etc. of the navigation system 40. The system of the apparatus 10 may be configured to be turned on and off.

  Further, along the obtained forward parking path K, the driver may perform the forward parking of the own vehicle 1 by steering the steering, or the EPS actuator 7a of the electric power steering unit 7 and the EPS control. The forward parking of the host vehicle 1 may be performed by automatically steering with the unit 7b.

  In addition, the front part F of the vehicle model 1A corresponding to the host vehicle 1 is formed in a semicircular shape, but for example, the front part of the vehicle model is formed in a straight line and is rectangular when the vehicle model is viewed from above. You may form so that it may become a shape.

  In the embodiment, the multi-view camera unit 25 and the millimeter wave radar 27 are described as examples of the components constituting the ambient information detection unit 20, but the components configuring the ambient information detection unit 20 are not limited to these. For example, an ultrasonic sensor, an infrared laser scanner, or the like may be adopted as a component constituting the ambient information detection unit 20 instead of the millimeter wave radar 27. Further, the navigation system 40 may be adopted as a component constituting the surrounding information detection unit 20 and the surrounding information of the host vehicle 1 may be detected based on the GPS signal, map data, and the like of the navigation system 40.

  In the embodiment, the space defined by the white line W is described as an example of the target parking space U1, but the present invention is applied even if the target parking space U1 is not defined by the white line W. Can do.

  Further, in the embodiment, the width D1 of the road D is set as the width of the area that can be entered when the own vehicle 1 enters the vehicle toward the target parking space U1 (vehicle entry possible area width D1). The separation distance between the other vehicle T1 and the other vehicle T2 in FIG. 3 detected by the unit 20 may be set as the vehicle accessible area width.

  In the embodiment, the forward parking path K from the parking start initial coordinate P1 that is the starting position of the parking operation to the parking completion coordinate P4 in the target parking space U1 is changed from the parking completion coordinate P4 in the target parking space U1 to the parking start initial coordinate. It was calculated by calculating in reverse order toward P1. On the other hand, the forward parking path K from the parking start initial coordinate P1 which is the starting position of the parking operation to the parking completion coordinate P4 in the target parking space U1 is calculated in order in the traveling direction of the host vehicle without performing back calculation. You may calculate by.

  The route calculation unit 35 obtains each data of the coordinates and the total length of the target parking space U1, the other vehicle T1 parked adjacently, and the other vehicle T2 parked oppositely, and calculates these data. Thus, the forward parking route K was calculated. On the other hand, for example, a plurality of forward parking routes K are mapped in advance to a table, and the route calculation unit 35 is opposed to the coordinates and the total length of the target parking space U1, another vehicle T1 that is parked adjacently. While calculating each data of the other vehicle T2 parked, the optimal forward parking route K in the map may be selected from the calculated value of each data.

  In addition, it is possible to appropriately replace the components in the above-described embodiments with known components without departing from the spirit of the present invention.

1 Own vehicle
1A Vehicle model 20 Ambient information detection unit 33 Parking position detection unit 35 Route calculation unit D Road D1 Width F Front J Vehicle shape data K, KA, KB Forward parking path P1 Initial parking start coordinates (parking start initial position)
P2 Cutback coordinates (cutback position)
U1 target parking space (parking available position)
R1 Minimum turning radius T2 Other vehicle (object)

Claims (9)

A surrounding information detector that detects the situation around the vehicle;
Based on the information detected by the surrounding information detection unit, a parking position detection unit that detects a parking position where the host vehicle can be parked,
A route calculation unit that calculates a parking route for parking the host vehicle at the parking position detected by the parking position detection unit;
In the parking assistance device provided with
The said route calculation part calculates the forward-facing parking path | route which the said own vehicle advances and parks with respect to the said parking possible position as said parking path | route, The parking assistance apparatus characterized by the above-mentioned. The parking assistance device according to claim 1,
In the vehicle, the front wheels are steered wheels,
In the forward parking, the front wheel which is the steered wheel is caused to enter the parking available position first. The parking assistance device according to claim 1 or 2,
The route calculation unit, when the width of the road that travels before the host vehicle parks at the parking position and the minimum turning radius at the maximum steering angle of the host vehicle satisfy a predetermined condition, A parking assist device that calculates the forward parking path for performing the forward parking without turning back the steering of the vehicle. The parking assistance device according to claim 1 or 2,
The route calculation unit calculates the forward-facing parking route from a parking start initial position, which is a start position of a parking operation, to the parking available position by sequentially calculating from the parking available position toward the parking start initial position. A parking assistance device characterized by that. The parking assistance device according to claim 4,
The route calculation unit was able to draw a trajectory of the forward parking route at the maximum steering angle of the host vehicle without crossing an object at a position separated from the parking possible position behind the host vehicle. In this case, the parking assist apparatus calculates the forward parking path for performing the forward parking without turning back the steering of the host vehicle. The parking assistance device according to claim 4,
The route calculation unit is configured to determine a position before the rear part of the host vehicle comes into contact with an object when the locus of the forward parking path at the maximum steering angle of the host vehicle is drawn from the parking available position. The parking assist device, wherein the forward-facing parking route is calculated as a turning-back position where the steering is turned back. The parking assist device according to any one of claims 1 to 6,
The said route calculation part starts a calculation so that the said forward parking route can be calculated before the said own vehicle starts parking operation | movement, The parking assistance apparatus characterized by the above-mentioned. The parking assist device according to any one of claims 1 to 7,
The route calculation unit calculates the forward parking route by using a vehicle model obtained based on vehicle shape data corresponding to the host vehicle,
The parking assist device according to claim 1, wherein a front portion of the vehicle model is formed in a semicircular shape when the vehicle model is viewed from above. The parking support device according to claim 8,
A parking assist device, wherein a diameter of a front portion of the vehicle model formed in a semicircular shape and a width of the vehicle model are respectively larger than a width of the vehicle shape data.

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