JP2018034659A - Parking support device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To continue parking support without forcedly discontinuing the parking support indiscriminately when a vehicle passes through a turning position without turning during the parking support.SOLUTION: The parking support device in this embodiment includes: a route calculation section for calculating a movement route from a current vehicle position to a first parking target position; a movement control section for executing steering control on the basis of the movement route to guide a vehicle to the first target position; a display control section for displaying a turning position on a display section when the turning position is included in the movement route; and a passage detection section for detecting that the vehicle has passed through the turning position without turning. When the passage detection section detects that the vehicle has passed through the turning position without turning, the route calculation section calculates a new movement route from a current vehicle position to a second target position that is located near the first target position and reachable for the vehicle without turning, and the movement control section executes the steering control on the basis of the new movement route to guide the vehicle to the second target position.SELECTED DRAWING: Figure 5

Description

  Embodiments described herein relate generally to a parking assistance device.

  Conventionally, as a technique for assisting vehicle parking (for example, reverse parking), for example, there is a technique in which an accelerator and a brake are operated by a driver and steering control is automatically performed instead of a steering wheel operation. Further, in order to park in a place where the vehicle movement range is limited such as a parking lot, it is often necessary to switch back. When turning back is necessary for parking assistance, for example, the turning position is displayed in an overhead image displayed in the vehicle.

  However, even if the vehicle moves to the turn-back position, the driver may not notice the turn-back position or may intentionally stop the vehicle and continue to advance the vehicle even if the driver notices the turn-back position. In that case, in the prior art, when the vehicle passes through the turning position without turning back, for example, the parking assistance is forcibly stopped, and the driver is notified by display or voice that the parking support has been stopped.

International Publication No. 2010/098216

  However, even if the vehicle passes through the turn-back position without turning back during parking support, it may be possible to park without any problem at a position slightly deviated from the original planned parking position. Canceling is not sufficient in terms of usability. Therefore, improvement is desired.

  In order to solve the above-described problem, the parking assistance device according to the embodiment executes a steering control based on a route calculation unit that calculates a movement route from the current vehicle position to the first target position of parking, and the movement route. A movement control unit that guides the vehicle to the first target position, a display control unit that displays the switching position on a display unit when the moving path includes a switching position, and the vehicle And a passage detection unit that detects that the turning position has passed without turning back. When the passage detection unit detects that the vehicle has passed through the turning position without turning back, the route calculating unit does not turn back in the vicinity of the first target position from the current vehicle position. A new movement route to the reachable second target position is calculated, and the movement control unit executes steering control based on the new movement route to guide the vehicle to the second target position. . According to this configuration, for example, during parking assistance, when the vehicle passes through the turn-back position without turning back, the parking support is not forcibly stopped, but the first target is set based on the current vehicle position. Since a new movement route to the second target position that can be reached without turning back in the vicinity of the position is calculated, steering control is executed based on the new movement route, and the vehicle is guided to the second target position. , Improve usability.

  Further, the route calculation unit is configured such that the traveling direction of the vehicle when the vehicle reaches the second target position on the new movement route is the first target position on the first movement route. The new travel route may be calculated so as to be the same as the traveling direction of the vehicle when the vehicle arrives. According to this configuration, for example, even if the position in the left-right direction of the vehicle that has reached the second target position is slightly deviated from the first target position, the traveling direction of the vehicle is different from the originally planned traveling direction. Since it is the same, the uncomfortable feeling felt by the driver can be reduced.

  Further, after the passage detection unit detects that the vehicle has passed through the turning position without turning back, the display control unit may continue to display the turning position on the display unit. According to this configuration, for example, even after the vehicle passes through the turning position without turning back, it is possible to continue to indicate to the driver that the vehicle has passed the original turning position by continuing to display the turning position.

  The display control unit may display the second target position on the display unit. According to this configuration, for example, by displaying the second target position, the driver can recognize the new target position.

  In addition, after the vehicle reaches the second target position on the new movement route, the route calculation unit determines whether or not alignment that is a fine adjustment of the stop position is necessary based on the current vehicle position. If it is determined that it is necessary, the movement control unit calculates a movement path for the alignment, and the movement control unit executes steering control based on the movement path for the alignment to guide the vehicle. You may do it. According to this configuration, for example, after the vehicle reaches the second target position, the stop position of the vehicle can be finely adjusted by performing guidance for alignment of the vehicle.

FIG. 1 is an exemplary perspective view illustrating a state in which a part of a passenger compartment of a vehicle according to an embodiment is seen through. FIG. 2 is an exemplary plan view (overhead view) of the vehicle according to the embodiment. Drawing 3 is a figure in the field of view from the vehicles back of an example of the dashboard of the vehicles of an embodiment. FIG. 4 is an exemplary block diagram of the configuration of the parking assistance system according to the embodiment. FIG. 5 is an exemplary block diagram of the configuration of the ECU of the parking assistance system according to the embodiment. FIG. 6 is a flowchart showing an outline process of the embodiment. Drawing 7 is an explanatory view at the time of applying the parking assistance system of an embodiment to parallel parking. Drawing 8 is an explanatory view at the time of applying the parking support system of an embodiment to parallel parking. FIG. 9 is a flowchart showing the parking assistance control process. FIG. 10 is a diagram illustrating a display example at the start of the parking assistance control process.

  Hereinafter, exemplary embodiments of the present invention are disclosed. The configuration of the embodiment shown below and the operations, results, and effects provided by the configuration are examples. The present invention can be realized by configurations other than those disclosed in the following embodiments, and at least one of various effects based on the basic configuration and derivative effects can be obtained. .

  The vehicle 1 of the present embodiment may be, for example, an automobile using an internal combustion engine (not shown) as a drive source, that is, an internal combustion engine automobile, or an automobile using an electric motor (not shown) as a drive source, that is, an electric vehicle or a fuel cell. It may be an automobile or the like, may be a hybrid automobile using both of them as drive sources, or may be an automobile equipped with other drive sources. Further, the vehicle 1 can be mounted with various transmissions, and various devices necessary for driving the internal combustion engine and the electric motor, such as systems and components, can be mounted. In addition, the method, number, layout, and the like of the device related to driving of the wheels 3 in the vehicle 1 can be variously set.

  FIG. 1 is an exemplary perspective view showing a state in which a part of a compartment 2a of a vehicle 1 of the embodiment is seen through. FIG. 2 is an exemplary plan view (overhead view) of the vehicle 1 of the embodiment. As illustrated in FIG. 1, the vehicle body 2 constitutes a passenger compartment 2 a in which a passenger (not shown) gets. In the passenger compartment 2a, a steering section 4, an acceleration operation section 5, a braking operation section 6, a speed change operation section 7 and the like are provided in a state facing the driver's seat 2b as an occupant.

  The steering unit 4 is, for example, a steering wheel (handle) that protrudes from the dashboard 24. The acceleration operation unit 5 is, for example, an accelerator pedal disposed under the driver's feet. The braking operation unit 6 is, for example, a brake pedal that is disposed under the driver's feet. The shift operation unit 7 is, for example, a shift lever that protrudes from the center console. The steering unit 4, the acceleration operation unit 5, the braking operation unit 6, the speed change operation unit 7 and the like are not limited to these.

  In addition, a display device 8 as a display output unit and a sound output device 9 as a sound output unit are provided in the passenger compartment 2a. The display device 8 is, for example, an LCD (Liquid Crystal Display), an OELD (Organic Electro-Luminescence Display), or the like. The audio output device 9 is, for example, a speaker. The display device 8 is covered with a transparent operation input unit 10 such as a touch panel. The occupant can visually recognize an image displayed on the display screen of the display device 8 via the operation input unit 10. In addition, the occupant can execute an operation input by touching, pushing, or moving the operation input unit 10 with a finger or the like at a position corresponding to the image displayed on the display screen of the display device 8. . The display device 8, the audio output device 9, the operation input unit 10, and the like are provided in, for example, the monitor device 11 disposed in the vehicle width direction of the dashboard 24, that is, in the center portion in the left-right direction. The monitor device 11 may have an operation input unit (not shown) such as a switch, a dial, a joystick, and a push button. In addition, a sound output device (not shown) may be provided at another position in the passenger compartment 2a different from the monitor device 11, and the sound is output from the sound output device 9 of the monitor device 11 and other sound output devices. You may make it output. Note that the monitor device 11 may be used also as a navigation system or an audio system, for example. Further, a display device 12 (see FIG. 3) different from the display device 8 is provided in the passenger compartment 2a.

  Drawing 3 is a figure in the field of view from the back of vehicles of an example of dashboard 24 of vehicles 1 of an embodiment. As illustrated in FIG. 3, for example, the display device 12 is provided in the instrument panel unit 25 of the dashboard 24, and between the speed display unit 25 a and the rotation speed display unit 25 b at the approximate center of the instrument panel unit 25. Is arranged. The screen size of the display device 12 is smaller than the size of the screen 8 a of the display device 8. The display device 12 displays an image mainly showing information related to parking assistance of the vehicle 1. The amount of information displayed on the display device 12 may be smaller than the amount of information displayed on the display device 8. The display device 12 is, for example, an LCD or an OELD. Information displayed on the display device 12 may be displayed on the display device 8.

  As illustrated in FIGS. 1 and 2, the vehicle 1 is, for example, a four-wheeled vehicle, and includes two left and right front wheels 3 </ b> F and two right and left rear wheels 3 </ b> R. These four wheels 3 are all configured to be steerable.

  FIG. 4 is an exemplary block diagram of a configuration of the parking assistance system 100 according to the embodiment. As illustrated in FIG. 4, the vehicle 1 includes a steering system 13 that steers at least two wheels 3. The steering system 13 includes an actuator 13a and a torque sensor 13b. The steering system 13 is electrically controlled by an ECU 14 (Electronic Control Unit) or the like to operate the actuator 13a. The steering system 13 is, for example, an electric power steering system or an SBW (Steer By Wire) system. The steering system 13 adds torque, that is, assist torque to the steering unit 4 by the actuator 13a to supplement the steering force, or steers the wheel 3 by the actuator 13a. In this case, the actuator 13a may steer one wheel 3 or may steer a plurality of wheels 3. Moreover, the torque sensor 13b detects the torque which a driver | operator gives to the steering part 4, for example.

  Further, as illustrated in FIG. 2, for example, four imaging units 15 a to 15 d are provided in the vehicle body 2 as the plurality of imaging units 15. The imaging unit 15 is a digital camera that incorporates an imaging element such as a charge coupled device (CCD) or a CMOS image sensor (CIS). The imaging unit 15 can output moving image data at a predetermined frame rate. The imaging unit 15 has a wide-angle lens or a fish-eye lens, respectively, and can capture a range of, for example, 140 ° to 190 ° in the horizontal direction. The optical axis of the imaging unit 15 is set obliquely downward. Therefore, the imaging unit 15 sequentially captures an external environment around the vehicle body 2 including a road surface on which the vehicle 1 is movable and an area in which the vehicle 1 can be parked, and outputs the captured image data.

  The imaging unit 15a is disposed, for example, at the rear end 2e of the vehicle body 2, and is provided on a wall portion below the rear trunk door 2h. The imaging unit 15b is disposed, for example, at the right end 2f of the vehicle body 2 and provided on the right door mirror 2g. The imaging unit 15c is disposed, for example, on the front side of the vehicle body 2, that is, on the front side end 2c in the vehicle front-rear direction, and is provided on a front bumper or the like. The imaging unit 15d is disposed, for example, on the left side of the vehicle body 2, that is, on the left end 2d in the vehicle width direction, and is provided on the door mirror 2g as a left protruding portion. The ECU 14 performs arithmetic processing and image processing based on the image data obtained by the plurality of imaging units 15, generates an image with a wider viewing angle, or creates a virtual overhead view image when the vehicle 1 is viewed from above. Can be generated.

  In addition, the ECU 14 identifies a lane marking (white line or the like) indicated on the road surface around the vehicle 1 from the image of the imaging unit 15 and detects (extracts) the parking lane indicated by the lane marking or the like.

  As illustrated in FIG. 2, the vehicle body 2 is provided with, for example, four distance measuring units 16 a to 16 d and eight distance measuring units 17 a to 17 h as the plurality of distance measuring units 16 and 17. Yes. The distance measuring units 16 and 17 are, for example, sonars (sonar sensors, ultrasonic detectors) that emit ultrasonic waves and capture their reflected waves. The ECU 14 can measure the presence or absence of an object such as an obstacle arranged around the vehicle 1 and the distance to the object based on the detection results of the distance measuring units 16 and 17. That is, the distance measuring units 16 and 17 are examples of a detecting unit that detects an object. The distance measuring unit 17 is used, for example, for detecting an object at a relatively short distance. The distance measuring unit 16 is used for detecting a relatively long distance object farther than the distance measuring unit 17, for example. Further, the distance measuring unit 17 is used, for example, for detecting an object in front of and behind the vehicle 1. The distance measuring unit 16 is used for detecting an object on the side of the vehicle 1.

  As illustrated in FIG. 4, in the parking support system 100, the ECU 14, the monitor device 11, the steering system 13, the distance measuring units 16 and 17, the brake system 18, the steering angle sensor 19, the accelerator sensor 20, A shift sensor 21, a wheel speed sensor 22, and the like are electrically connected via an in-vehicle network 23 as an electric communication line.

  The in-vehicle network 23 is configured as a CAN (Controller Area Network), for example. The ECU 14 can control the steering system 13, the brake system 18, and the like by sending a control signal through the in-vehicle network 23. Further, the ECU 14 detects the torque sensor 13b, the brake sensor 18b, the rudder angle sensor 19, the distance measuring unit 16, the distance measuring unit 17, the accelerator sensor 20, the shift sensor 21, the wheel speed sensor 22, and the like via the in-vehicle network 23. Results, operation signals from the operation input unit 10 and the like can be received.

  The ECU 14 includes, for example, a CPU 14a (Central Processing Unit), a ROM 14b (Read Only Memory), a RAM 14c (Random Access Memory), a display control unit 14d, an audio control unit 14e, an SSD 14f (Solid State Drive, flash memory), and the like. Yes. For example, the CPU 14a performs image processing related to images displayed on the display devices 8 and 12, determination of a movement target position of the vehicle 1, calculation of a movement route of the vehicle 1, determination of presence / absence of interference with an object, vehicle 1 Various arithmetic processes and controls such as automatic steering control and cancellation of automatic steering control can be executed. The CPU 14a can read a program installed and stored in a non-volatile storage device such as the ROM 14b, and execute arithmetic processing according to the program. The RAM 14c temporarily stores various types of data used in computations by the CPU 14a. In addition, the display control unit 14 d mainly executes image processing using image data obtained by the imaging unit 15, synthesis of image data displayed on the display device 8, and the like among arithmetic processing in the ECU 14. In addition, the voice control unit 14 e mainly executes processing of voice data output from the voice output device 9 among the calculation processes in the ECU 14. The SSD 14f is a rewritable nonvolatile storage unit that can store data even when the ECU 14 is powered off. Note that the CPU 14a, ROM 14b, RAM 14c, and the like may be integrated in the same package. Further, the ECU 14 may be configured to use another logical operation processor, a logic circuit, or the like such as a DSP (Digital Signal Processor) instead of the CPU 14a. Further, an HDD (Hard Disk Drive) may be provided instead of the SSD 14f, and the SSD 14f and the HDD may be provided separately from the ECU 14.

  The brake system 18 includes, for example, an ABS (Anti-lock Brake System) that suppresses the locking of the brake, a skid prevention device (ESC: Electronic Stability Control) that suppresses the skidding of the vehicle 1 during cornering, and increases the braking force (brake Equipped with an electric brake system (for assisting) and BBW (Brake By Wire). The brake system 18 applies a braking force to the wheels 3 and thus to the vehicle 1 via the actuator 18a. The brake system 18 can execute various controls by detecting brake lock, idle rotation of the wheels 3, signs of skidding, and the like from the difference in rotation between the left and right wheels 3. The brake sensor 18b is a sensor that detects the position of the movable part of the braking operation unit 6, for example. The brake sensor 18 b can detect the position of a brake pedal as a movable part of the braking operation unit 6. The brake sensor 18b includes a displacement sensor.

  The steering angle sensor 19 is, for example, a sensor that detects the steering amount of the steering unit 4 such as a steering wheel. The rudder angle sensor 19 is configured using, for example, a hall element. The ECU 14 obtains the steering amount of the steering unit 4 by the driver, the steering amount of each wheel 3 during automatic steering, and the like from the steering angle sensor 19 and executes various controls. The rudder angle sensor 19 detects the rotation angle of the rotating part included in the steering unit 4. The rudder angle sensor 19 is an example of an angle sensor.

  The accelerator sensor 20 is, for example, a sensor that detects the position of the movable part of the acceleration operation unit 5. The accelerator sensor 20 can detect the position of an accelerator pedal as a movable part. The accelerator sensor 20 includes a displacement sensor.

  The shift sensor 21 is, for example, a sensor that detects the position of the movable part of the speed change operation unit 7. The shift sensor 21 can detect the position of a lever, arm, button, or the like as a movable part of the speed change operation unit 7. The shift sensor 21 may include a displacement sensor or may be configured as a switch.

  The wheel speed sensor 22 is a sensor that detects the amount of rotation of the wheel 3 and the number of rotations per unit time. The wheel speed sensor 22 outputs a wheel speed pulse number indicating the detected rotation speed as a sensor value. The wheel speed sensor 22 may be configured using, for example, a hall element. The ECU 14 calculates the amount of movement of the vehicle 1 based on the sensor value acquired from the wheel speed sensor 22 and executes various controls. Note that the wheel speed sensor 22 may be provided in the brake system 18. In that case, the ECU 14 acquires the detection result of the wheel speed sensor 22 via the brake system 18.

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

  In this embodiment, ECU14 implement | achieves at least one part of the function as a parking assistance apparatus, when hardware and software (control program) cooperate. FIG. 5 is an exemplary block diagram of a configuration of the ECU 14 of the parking assistance system 100 according to the embodiment. As shown in FIG. 5, the ECU 14 includes a detection unit 141, an operation reception unit 142, a target position determination unit 143, a route calculation unit 144, a movement control unit 145, a passage detection unit 146, an output information determination unit 147, and a storage unit 148. Function. During parking assistance, the driver operates the accelerator (acceleration operation unit 5), the brake (braking operation unit 6), and the shift lever (transmission operation unit 7), and the steering control replaces the operation of the steering wheel (steering unit 4). Is performed by the ECU 14. In the following, the display control unit 14d (FIG. 4) will also be described.

  The detection unit 141 detects other vehicles, obstacles such as pillars, frame lines such as parking lot lines, and the like. The operation reception unit 142 acquires an operation signal generated by an operation input from the operation unit 14g. Here, the operation unit 14g includes, for example, a push button or a switch, and outputs an operation signal.

  The target position determination unit 143 determines the movement target position (the first target position for parking) of the vehicle 1 based on the detection result of the detection unit 141 and the like. The route calculation unit 144 calculates a movement route from the current vehicle position (the position of the vehicle 1) to the first target position. The movement path may include a turn-back position. Here, the calculation of the movement route is a concept including an operation of preparing a plurality of candidate movement routes in advance and selecting an optimum one from them. The same applies to the case where the route calculation unit 144 described later calculates a new movement route from the current vehicle position to the second target position. The movement control unit 145 performs steering control based on the movement route and guides the vehicle 1 to the first target position.

  The display control unit 14 d performs various displays on the display device 8 and the display device 12. For example, the display control unit 14 d displays an overhead image of the surrounding environment including the vehicle 1 on the display device 8. The display control unit 14d displays the switching position on the display device 8 when, for example, the parking path includes a switching position during the parking assistance. In addition, the display control unit 14 d displays the first target position on the display device 8.

  The passage detection unit 146 detects that the vehicle 1 has passed through the turn-back position without turning back by comparing the current vehicle position and the turn-back position during parking assistance.

  In addition, when the moving route includes a turn-back position, even if the vehicle 1 passes through the turn-back position without turning back, the vehicle 1 may be parked without any problem at a position slightly deviated from the originally planned parking position. Therefore, when the passage detection unit 146 detects that the vehicle 1 has passed through the turning position without turning back, the route calculating unit 144 can reach the current vehicle position without turning back in the vicinity of the first target position. A new movement route to the second target position is calculated. Thereafter, the movement control unit 145 performs steering control based on the new movement route to guide the vehicle 1 to the second target position.

  In addition, the route calculation unit 144 is configured such that the traveling direction of the vehicle 1 when the vehicle 1 reaches the second target position on the new movement route is when the vehicle 1 reaches the first target position on the first movement route. A new movement route is calculated so as to be the same as the traveling direction of the vehicle 1.

  In addition, after the passage detection unit 146 detects that the vehicle 1 has passed through the turning position without turning back, the display control unit 14d continues to display the turning position on the display device 8.

  In addition, after the vehicle 1 reaches the second target position on the new movement route, the route calculation unit 144 determines whether or not the vehicle 1 needs to be aligned (fine adjustment of the stop position) based on the current vehicle position. If it is determined that it is necessary, a movement route for alignment is calculated. Thereafter, the movement control unit 145 guides the vehicle 1 by executing steering control based on the movement path for alignment.

  The output information determination unit 147 determines information output by the display devices 8 and 12, the audio output device 9, the output mode of the information, and the like. The storage unit 148 stores data used in calculation by the ECU 14 and data calculated by calculation in the ECU 14.

  Next, the operation of the embodiment will be described. FIG. 6 is a flowchart showing an outline process of the embodiment. First, the detection part 141 detects a parking possible area | region (step S11). For example, when there is an area where the vehicle 1 can be parked between two obstacles (such as other vehicles), the detection unit 141 determines that there is a parking area. In addition, for example, the detection unit 141 detects a parking area that is partitioned by a white line or the like provided on a traveling surface such as the ground or a road surface based on the imaging data output by the imaging unit 15.

  Next, the operation reception unit 142 determines whether or not an instruction to shift to the parking support mode has been made via the operation unit 14g (step S12). If it is determined in step S12 that an instruction to shift to the parking support mode has not yet been made via the operation unit 14g (step S12; No), the standby state is set.

  In the determination in step S12, when an instruction to shift to the parking support mode is given via the operation unit 14g (step S12; Yes), the target position determination unit 143 determines the movement target position of the vehicle 1 (the first parking position). Are determined (step S13).

  Next, the route calculation unit 144 calculates a movement route to the first target position of the vehicle 1 (step S14). Next, ECU14 transfers to parking assistance control (step S15). After step S15, the process ends.

  Before explaining the details of the processing of step S15, in order to facilitate understanding of the processing of step S15, the parking support system 100 of the embodiment is applied to each of parallel parking and parallel parking using FIGS. The operation of the vehicle 1 in this case will be described.

  FIG. 7 is an explanatory diagram when the parking support system 100 of the embodiment is applied to parallel parking, and is a screen example displayed on the display device 8. As shown in FIG. 7A, here, a case where the vehicle 1 is parked in parallel between the vehicle C1 and the vehicle C2 by reverse parking with parking assistance is taken as an example. The square frame F1 is a turning position. The square frame F2 is the first target position for parking.

  As described above, during parking assistance, steering control instead of the operation of the steering wheel (steering unit 4) is performed by the ECU 14, but the accelerator (acceleration operating unit 5), the brake (braking operation unit 6), the shift lever (shifting operation unit). The operation of 7) is performed by the driver.

  And even if the vehicle 1 moves to the turn-back position, the driver does not notice the turn-back position (square frame F1) or intentionally stops the vehicle 1 even if he / she notices the turn-back position (the square frame F1). It is assumed that the vehicle 1 has passed through the turning position (square frame F1) without turning back ((b) → (c) → (d) in FIG. 7). In that case, in the prior art, the parking support is forcibly canceled and the driver is notified of the cancellation by display or voice.

  On the other hand, in the parking assistance system 100 of the embodiment, even when the vehicle 1 passes through the turning position without turning back (FIG. 7D), there is no possibility that the vehicle 1 will subsequently collide with the vehicles C1 and C2. If the predetermined condition is satisfied, the parking support is not forcibly stopped, but the second position that can be reached without turning back from the current vehicle position in the vicinity of the first target position (square frame F2). A new movement route to the target position (square frame F21) is calculated, steering control is executed based on the new movement route, and the vehicle 1 is guided to the second target position (square frame F21). Therefore, the driver continues the operation of the accelerator (acceleration operation unit 5), the brake (braking operation unit 6), etc. even after the vehicle 1 passes through the turning position without turning back. The vehicle can be stopped at the target position (square frame F21) ((d) → (e) → (f) in FIG. 7).

  Since it was initially determined that turning is necessary, there is a high possibility that the vehicle 1 cannot be stopped at the center in the left-right direction of the first target position (square frame F2) without turning. In FIG. 7F, the vehicle 1 is in the first target position (square frame F2), but is slightly left (width W1 <width W2). However, at this time, by making the traveling direction of the vehicle 1 the same as the originally planned traveling direction (the same direction as the traveling direction of the vehicles C1 and C2), the uncomfortable feeling felt by the driver can be reduced.

  In this way, in parallel parking, even when the vehicle 1 passes through the turning position without turning back, the parking assistance is continued, and the natural trajectory (movement route) and the parking posture with less discomfort (the traveling direction of the vehicle 1). ) Can be realized. In addition, it is possible to avoid a driver's dissatisfaction, disappointment, and the like due to forcibly stopping parking assistance.

  FIG. 8 is an explanatory diagram when the parking support system 100 of the embodiment is applied to parallel parking, and is a screen example displayed on the display device 8. As shown in FIG. 8A, here, a case where the vehicle 1 is parked in parallel between the vehicle C1 and the vehicle C2 by reverse parking with parking assistance is taken as an example. The square frame F3 is a turning position. The square frame F4 is the first target position for parking.

  First, it is assumed that the vehicle 1 has moved to the turning-back position ((a) → (b) → (c) in FIG. 8). However, there is a case where it is not necessary to switch back the vehicle 1 at the time of FIG. For example, this is the case where the vehicle C2 has moved backward (in addition, the case where the vehicle C2 has left or the position of the vehicle C2 has been erroneously detected may be used). Even in such a case, the driver does not stop the vehicle 1 (does not perform an operation for turning back), continues the traveling of the vehicle 1, and the vehicle 1 passes through the turning-back position (square frame F3) without turning back. ((D) of FIG. 8). In that case, in the prior art, the parking support is forcibly canceled and the driver is notified of the cancellation by display or voice.

  On the other hand, in the parking assistance system 100 of the embodiment, even when the vehicle 1 passes through the turning position without turning back (FIG. 8D), there is no possibility that the vehicle 1 will collide with the vehicle C2 after that. If the condition is satisfied, the parking support is not forcibly stopped, but the second target that can be reached from the current vehicle position near the first target position (square frame F4) without turning back. A new movement route to the position (square frame F41) is calculated, steering control is executed based on the new movement route, and the vehicle 1 is guided to the second target position (square frame F41). Therefore, the driver continues the operation of the accelerator (acceleration operation unit 5), the brake (braking operation unit 6), etc. even after the vehicle 1 passes through the turning position without turning back. The vehicle can be stopped at the target position (square frame F41) ((d) → (e) → (f) in FIG. 8).

  In addition, it is preferable to perform parking assistance so that the parking posture of the vehicle 1 becomes the same as the vehicles C1 and C2. Moreover, you may perform guidance of the vehicle 1 by parking assistance so that the vehicle 1 may move a little forward after the state of FIG.8 (f).

  In this way, even in the case of parallel parking, even when the vehicle 1 passes through the turning position without turning back, the parking support can be continued and a parking posture with less discomfort can be realized. In addition, it is possible to avoid a driver's dissatisfaction, disappointment, and the like due to forcibly stopping parking assistance.

  Next, details of the processing in step S15 in FIG. 6 will be described with reference to FIG. FIG. 9 is a flowchart showing the process of step S15 (parking support control process).

  First, the movement control unit 145 starts an automatic steering mode in which automatic steering is performed in order to control each part of the vehicle 1 so that the vehicle 1 moves to the first target position along the movement path (step S21). .

  As described above, during parking assistance, steering control instead of the operation of the steering wheel (steering unit 4) is performed by the ECU 14, but the accelerator (acceleration operating unit 5), the brake (braking operation unit 6), the shift lever (shifting operation unit). The operation of 7) is performed by the driver.

  Next, the movement control unit 145 detects the own vehicle position (step S22). Specifically, the detection of the vehicle position by the ECU 14 is, for example, a movement amount from the initial position based on the steering amount of the steering unit 4 detected by the steering angle sensor 19 and the vehicle speed detected by the wheel speed sensor 22. A certain distance and direction are calculated and detected.

  Next, the display control unit 14d performs various displays on the display device 8 and the display device 12 (step S23). Here, FIG. 10 is a diagram illustrating a display example at the start of the parking support control process. In the display screen of the display device 12, the display area 121 displays that effect when parking assistance is activated.

  In the display area 122, various information related to parking assistance is displayed. In the display area 123, “stop” is displayed at the target position when it is scheduled to move to the target position without turning back, and “ “Return” is displayed. In the display area 124, a guide for the distance to the target position or the turn-back position is displayed by shifting from the fully lit state to the unlit state step by step.

  In addition, in the display area 125, the instruction content to the driver is displayed. Further, in the display area 126, when an obstacle is located within a predetermined distance range around the vehicle 1 by the distance measuring units 16 and 17, the direction in which the obstacle is located is displayed.

  In the case of FIG. 10, the parking assistance is activated, the automatic steering mode is set, and the distance to the turning-back position is still nearly 100%, and the accelerator (acceleration operation unit 5) and the shift lever ( The instruction content to perform reverse by the speed change operation unit 7) is displayed.

  Returning to FIG. 9, next, the movement control unit 145 determines whether or not the vehicle position has reached the first target position (step S24). If Yes, the process proceeds to step S34. Advances to step S25.

  In step S25, the movement control unit 145 determines whether or not the vehicle 1 has passed through the turning position without turning back. If yes, the process proceeds to step S26, and if no, the process returns to step S22. In step S25, specifically, it is preferable to make a determination based on the condition that the vehicle 1 has traveled a predetermined distance after passing through the return position without being turned back, or whether a predetermined time has passed. .

  In step S26, the movement control unit 145 determines whether it is necessary to stop the parking support control. If Yes, the process proceeds to step S27. If No, the process proceeds to step S28. When parking support control needs to be canceled, for example, when parallel parking, if vehicle 1 passes through the turning position without turning back and proceeds as it is, it may collide with another vehicle (the vehicle next to the target position). This is the case.

  In step S27, the ECU 14 notifies the driver that the parking assistance is to be stopped by display or voice, and proceeds to step S34. In step S27, for example, the display control unit 14d displays on the display device 12 that parking assistance is to be stopped.

  In step S28, the route calculation unit 144 performs route recalculation, that is, a new travel route to the second target position of the vehicle 1 (a target position that can be reached without being turned back in the vicinity of the first target position). Is calculated (step S28). Next, the movement control unit 145 detects the vehicle position (step S29). Next, the display control unit 14d performs various displays on the display device 8 and the display device 12 (step S30). Next, the movement control unit 145 determines whether or not the vehicle position has reached the second target position (step S31). If Yes, the process proceeds to step S32, and if No, the process returns to step S29.

  In step S32, the route calculation unit 144 determines whether or not the vehicle 1 needs to be aligned (fine adjustment of the stop position) based on the current vehicle position. If yes, the process proceeds to step S33. In this case, the process proceeds to step S34. The case where the alignment of the vehicle 1 is necessary is, for example, the case where the parking position of the vehicle 1 is shifted in the left-right direction during parallel parking (FIG. 7F), or the parking position of the vehicle 1 is the front-rear direction during parallel parking. (Fig. 8 (f)). In addition, when alignment of the vehicle 1 is required, it is not limited to these, For example, the case where the parking position of the vehicle 1 has shifted | deviated in the left-right direction at the time of parallel parking may be sufficient.

  In step S33, the ECU 14 performs alignment control. In the alignment control, for example, the route calculation unit 144 calculates a movement route for alignment, and the movement control unit 145 performs steering control based on the movement route for alignment to guide the vehicle 1.

  In step S34, the ECU 14 cancels the automatic steering mode, causes the display control unit 14d to display the end of the parking support process on the display device 12, and ends the parking support process.

  As described above, according to the embodiment, when the vehicle 1 passes through the turning-back position without turning back during the parking assistance, the parking assistance is not forcibly stopped uniformly, but from the current vehicle position. Then, a new movement route to the second target position that can be reached without turning back in the vicinity of the first target position is calculated, steering control is executed based on the new movement route, and the vehicle 1 is moved to the second target position. Since it is guided to the target position, usability is improved.

  In addition, even if the left-right position of the vehicle 1 that has reached the second target position is slightly deviated from the target position, the traveling direction of the vehicle 1 is the same as the originally planned traveling direction. Can reduce the sense of incongruity.

  In addition, even after the vehicle 1 passes through the turn-back position without turning back, it is possible to continue to indicate to the driver that the vehicle has passed the original turn-back position by continuously displaying the turn-back position.

  Further, by displaying the second target position, the driver can recognize the new target position.

  Further, after the vehicle 1 reaches the second target position, the stop position of the vehicle 1 can be finely adjusted by performing guidance for alignment of the vehicle 1.

  Although the embodiment of the present invention has been described, this embodiment is presented as an example and is not intended to limit the scope of the invention. The novel embodiment can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the scope of the invention. This embodiment and its modifications are included in the scope and gist of the invention, and are included in the invention described in the claims and the equivalents thereof.

  For example, the present invention can be applied not only when parking between two vehicles at the time of parallel parking, but also when parking in a parking section indicated by a white line without an adjacent vehicle.

  Further, in the flowchart of FIG. 9, during the process of Yes in step S25, No in step S26,..., Step S34, that is, the vehicle on the new movement route after the vehicle 1 passes through the turning position without turning back. Until the automatic steering mode is canceled after the guidance of 1 is canceled, the vehicle 1 may continue to be notified by the switching position display or sound that the vehicle 1 has passed the original switching position, or such Notification may be stopped halfway.

  DESCRIPTION OF SYMBOLS 1 ... Vehicle, 4 ... Steering part, 5 ... Acceleration operation part, 6 ... Braking operation part, 7 ... Shift operation part, 8 ... Display apparatus, 12 ... Display apparatus, 13 ... Steering system, 14 ... ECU, 14d ... Display control , 100 ... Parking support system, 141 ... Detection unit, 142 ... Operation reception unit, 143 ... Target position determination unit, 144 ... Route calculation unit, 145 ... Movement control unit, 146 ... Pass detection unit, 147 ... Output information determination unit .

Claims (5)

A route calculation unit that calculates a movement route from the current vehicle position to the first target position of parking;
A movement control unit for performing steering control based on the movement path and guiding the vehicle to the first target position;
A display control unit for displaying the switching position on a display unit when a switching position is included in the movement path;
A passage detector for detecting that the vehicle has passed through the turning position without turning back,
When the passage detection unit detects that the vehicle has passed through the turning position without turning back, the route calculation unit can be reached from the current vehicle position in the vicinity of the first target position without turning back. A new movement route to the second target position, and the movement control unit executes steering control based on the new movement route to guide the vehicle to the second target position. Support device.   The route calculation unit is configured such that when the vehicle reaches the second target position on the new movement route, the traveling direction of the vehicle reaches the first target position on the first movement route. The parking assistance device according to claim 1, wherein the new movement route is calculated so as to be the same as the traveling direction of the vehicle at the time. After detecting by the passage detection unit that the vehicle has passed the turning position without turning back,
The parking support device according to claim 1, wherein the display control unit continues to display the switching position on the display unit.   The parking support device according to any one of claims 1 to 3, wherein the display control unit displays the second target position on the display unit. After the vehicle reaches the second target position on the new travel route,
The route calculation unit determines whether or not alignment that is a fine adjustment of the stop position is necessary based on the current vehicle position, and if it is determined to be necessary, calculates a movement route for the alignment,
The parking assistance device according to any one of claims 1 to 4, wherein the movement control unit performs steering control based on a movement path for the alignment to guide the vehicle.

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