JP4858236B2 - Parking support method and parking support device - Google Patents

Description

  The present invention relates to a parking assistance method and a parking assistance device.

  2. Description of the Related Art Conventionally, parking assist devices that display an image of the rear of a vehicle on a display are known. This device inputs image data from an in-vehicle camera attached to the rear end of the vehicle, and outputs a peripheral image based on the image data to a display provided near the driver's seat together with a guide line.

For example, Patent Document 1 describes a device that displays an overhead image around a vehicle based on image data input from an in-vehicle camera, and superimposes an expected course according to the steering angle at that time on the overhead image. . The driver adjusted the expected trajectory line to the parking frame and used it as a guide for steering.
JP 2004-114879 A

  However, when there is an obstacle around the vehicle, the vehicle and the obstacle may come into contact with each other when the vehicle is moved backward according to the predicted trajectory line displayed on the screen. In addition, when starting to move backward from the position far away from the target parking area toward the target parking area, a sufficient interval may not be maintained with other vehicles parked outside the turn in the final stage.

  The present invention has been made in view of the above problems, and an object of the present invention is to provide a parking support method and a parking support device capable of guiding a vehicle to a parking target area while avoiding an obstacle. .

  In order to solve the above problems, the invention according to claim 1 is a parking support method for displaying a guide indicator for guiding the vehicle to the target parking area on the display means, and a relative position between the own vehicle position and the target parking area. Based on the above, it calculates an outer turning trajectory toward the target parking area, determines whether there is an obstacle around the vehicle on the outer turning trajectory, and determines that an obstacle exists on the outer turning trajectory. In this case, a turnable position where the vehicle and the obstacle can turn without contact is calculated, and a straight guide indicator for guiding the vehicle from the current position of the vehicle to the turnable position is drawn on the display means. This is the gist.

  According to a second aspect of the present invention, in the parking assist device for displaying a guide indicator for guiding the vehicle to the target parking area on the display means, the target parking area is determined based on the relative position between the own vehicle position and the target parking area. Trajectory calculation means for calculating an outward turning trajectory heading, obstacle detection means for detecting obstacles around the vehicle, obstacle determination means for determining whether an obstacle exists on the outer turning trajectory, and the obstacle When the object determining means determines that there is an obstacle on the outer turning trajectory, it calculates a turnable position where the vehicle can turn without contact with the obstacle, and the turn is possible from the current position of the vehicle. The gist of the invention is that the apparatus includes straight guide index drawing means for drawing a straight guide index for guiding straight travel to a position on the display means.

  According to a third aspect of the present invention, in the parking assist device according to the second aspect, the vehicle further comprises a turning guide index drawing means for drawing a turning guide index for guiding the turning from the turnable position to the target parking area on the display means. This is the summary.

  According to a fourth aspect of the present invention, in the parking assist device according to the third aspect, the expected trajectory line drawing means for drawing the expected trajectory line of the vehicle on the display means based on the steering angle of the vehicle, When the predicted trajectory line and the straight travel guide index or the turning guide index match, the determination means for determining whether or not the expected trajectory line and the straight travel guide index or the turning guide index match, The gist of the present invention is that it further includes a guidance output unit that instructs to fix the steering.

According to a fifth aspect of the present invention, in the parking assist device according to any one of the second to fourth aspects, image data is input from a photographing device provided in the vehicle, and the surroundings of the vehicle are based on the image data. The gist further includes a bird's-eye view image drawing means for displaying a bird's-eye view image and a vehicle image indicating the current position of the vehicle, wherein the straight-ahead guide indicator drawing means draws the straight-ahead guide indicator on the overhead image. .
According to a sixth aspect of the present invention, in the parking assist method according to the first aspect, when it is determined that an obstacle exists on the outer turning trajectory, the outer turning set at the current position of the vehicle. The trajectory start position of the trajectory is shifted by a predetermined distance in the vehicle's backward rectilinear direction, and the outer trajectory is recalculated and the outer side is recalculated when turning toward the target parking area at each shifted start position. The gist is to determine whether or not the obstacle exists on the turning trajectory, and to calculate the turning start position of the outer turning trajectory determined that the obstacle does not exist as the turnable position.
A seventh aspect of the present invention is the parking assist device according to any one of the second to fifth aspects, wherein the straight-ahead guide index drawing means has an obstacle on the outer turning locus by the obstacle judgment means. When it is determined that the vehicle is present, the turning start position of the outer turning locus set at the current position of the vehicle is shifted by a predetermined distance in the backward rectilinear direction of the vehicle, and the target parking area is shifted for each shifted turning start position. The outer turning trajectory when turning toward the outer side is recalculated, and it is determined whether or not the obstacle exists on the outer turning trajectory that has been recalculated, and the outer turning trajectory determined that the obstacle does not exist The gist is to calculate the turning start position as the turnable position.

  According to the first aspect of the present invention, when an obstacle that may come into contact with the vehicle is detected in the vicinity of the vehicle, the vehicle goes straight to guide the vehicle to a turnable position where the vehicle can turn without contacting the obstacle. A guide index is displayed on the display means. For this reason, for example, even if the driver has not confirmed the obstacle, contact between the vehicle and the obstacle can be avoided by turning the vehicle straight and then turning.

  According to the second aspect of the present invention, when an obstacle that may come into contact with the vehicle is detected in the vicinity of the vehicle, the vehicle goes straight to guide the vehicle to a turnable position where the vehicle can turn without contacting the obstacle. A guide index is displayed on the display means. For this reason, for example, even if the driver has not confirmed the obstacle, contact between the vehicle and the obstacle can be avoided by turning the vehicle straight and then turning.

  According to the third aspect of the present invention, the turning guide indicator for guiding from the turnable position to the target parking area is displayed. For this reason, even if it is relatively difficult to turn to the target parking area by making the vehicle go straight to the turnable position, the steering operation performed by the driver can be supported by displaying the turn guide indicator.

  According to the fourth aspect of the present invention, guidance is output when the expected trajectory line matches the straight guide index or the turning guide index. For this reason, the steering operation performed by the driver can be supported.

According to the fifth aspect of the present invention, the straight-ahead guide index is drawn on the bird's-eye view image obtained by bird's-eye view of the surroundings of the vehicle. . Therefore, it is possible to display a screen that is easy for the driver to understand.
According to the sixth aspect of the present invention, as long as an obstacle exists on the outer turning locus, the outer turning locus is repeatedly calculated, and a position where the outer turning locus and the obstacle do not overlap is set as a turnable position. For this reason, the turnable position can be accurately calculated.
According to the seventh aspect of the present invention, as long as there is an obstacle on the outer turning trajectory, the rectilinear guide indicator can repeatedly calculate the outer turning trajectory and can turn at a position where the outer turning trajectory and the obstacle do not overlap. Position. For this reason, the turnable position can be accurately calculated.

Hereinafter, an embodiment embodying the present invention will be described with reference to FIGS. FIG. 1 is a block diagram illustrating the configuration of the parking assistance system 1.
As shown in FIG. 1, the parking assistance system 1 includes a parking assistance device 2 as a parking assistance device. The parking assistance device 2 has a microcomputer 10. The microcomputer 10 inputs a vehicle speed pulse from the vehicle speed sensor 30 and calculates a movement amount from the reference position. Further, the microcomputer 10 receives a shift position signal from the neutral start switch 31 and detects the current shift position of the vehicle C (see FIG. 2). Further, the microcomputer 10 inputs a steering sensor signal from the steering sensor 32 and detects the steering value of the vehicle C.

  The microcomputer 10 controls the camera 33 via the image input unit 11 and performs shooting whenever the shift position of the vehicle C is the reverse position and the vehicle C moves backward by the reverse distance ΔDM. As shown in FIG. 2, the camera 33 as the photographing device is attached to the rear end of the vehicle C in the present embodiment, and photographs the background behind the vehicle.

  Further, the parking assist device 2 includes an image processing unit 12, an overhead data storage unit 13, a trajectory calculation unit, an obstacle determination unit, a straight guide index drawing unit, a turning guide index drawing unit, and a guide line calculation unit 15 as a determination unit, An image composition unit 18 is provided as a bird's-eye view image drawing means. The image processing unit 12 is an ASIC for image processing or the like, and acquires the image data G from the image input unit 11. Further, the image data G taken from the camera viewpoint as shown in FIG. 3A is a bird's-eye view data obtained by looking down the road surface from the viewpoint set vertically above the road surface as shown in FIG. 3B. Convert to G1.

  As shown in FIG. 4, the image processing unit 12 writes the overhead view data G <b> 1 in an area corresponding to the current position of the vehicle C in the compositing memory area 13 a of the overhead view data storage unit 13. For example, when the vehicle C is at the position where the reverse shift position signal is input, that is, at the reverse start position A where the reverse starts, the image composition unit 18 corresponds to the initial position as shown in FIG. The overhead data G1a is written in the initial area Za. The initial area Za in the image coordinate system (x, y) corresponds to the imaging range of the reverse start position A in the road surface coordinate system (X, Y) (see FIG. 7) indicating the coordinates on the road surface around the vehicle. Yes. In the present embodiment, the position of the vehicle C is set at the center of the rear end of the vehicle.

  When image data G generated at a position further retracted from the reverse start position A is acquired, the image processing unit 12 performs overhead conversion of the image data G to generate overhead data G1b. Further, the vehicle position and direction at that time are acquired from the microcomputer 10 and the relative distance and relative angle with respect to the reverse start position A are calculated. Then, the initial area Za is translated by a relative distance and rotated by a relative angle to set the area Zb, and the overhead data G1b is written in the area Zb. As shown in FIG. 4A, when the overhead data G1a already written in the compositing memory area 13a overlaps with the latest overhead data G1b, the overlapping area is updated with the latest overhead data G1b. The image processing unit 12 performs such processing every time the image data G is acquired, and accumulates the overhead data G1 in the overhead data storage unit 13.

  As shown in FIG. 4B, when a predetermined number of overhead data G1 is written in the overhead data storage unit 13, the image composition unit 18 selects a predetermined area corresponding to the rear of the vehicle in the written overhead data G1. Extraction is performed to generate composition overhead data G2 (see FIG. 5). Further, the image processing unit 12 acquires the latest image data G (hereinafter referred to as current image data G3) via the image input unit 11, and converts the current image data G3 to a bird's eye view. Then, as shown in FIG. 5, the image composition unit 18 synthesizes the composition overhead view data G2 using the stored overhead view data G1 and the current image data G3 obtained by the overhead view conversion, and overlooks the periphery of the vehicle. Data G4 is generated. Then, the composite data G4 is output to the display 5 serving as a display unit attached to the vehicle interior, and a composite image 43 as an overhead image based on the composite data G4 is displayed on the screen of the display 5. A recorded overhead image 40 based on the synthesis overhead data G2 is displayed at the top of the synthesized image 43, and a current overhead image 41 based on the current image data G3 is displayed at the bottom. In the recorded bird's-eye view image 40, the vicinity of the rear of the vehicle that is a blind spot at the current camera position is displayed. Further, the current bird's-eye view image 41 displays the current vehicle rear periphery and is a continuous image with the recorded bird's-eye view image 40. The composite image 43 is an image obtained by bird's-eye view of the road surface around the vehicle and the white line 100 from the viewpoint set above the vehicle C in the vertical direction. In addition, the image composition unit 18 outputs the vehicle image data 18a to the position corresponding to the current position of the vehicle C in the composite data G4, displays the vehicle overhead image 44 as a vehicle image, and displays on the composite image 43. The position of the vehicle C is shown.

  In addition, the image processing unit 12 reads a predetermined area from each of the overhead view data G1 written in the overhead view data storage unit 13, and performs white line recognition processing. As shown in FIG. 6A, when the image composition unit 18 generates composite data G4 using the overhead data G1, the image processing unit 12 performs edge detection processing on the composite data G4. And as shown in FIG.6 (b), when a pair of parallel edge EG which divides each parking frame is detected, the target parking as a target parking area located in the direction along the advancing direction of the vehicle C The frame 101 is specified.

  Further, the image processing unit 12 outputs the coordinates of the target parking frame 101 and the coordinates of the own vehicle position to the guide line calculation unit 15. As shown in FIG. 7A, the guide line calculation unit 15 calculates a guide line T until reaching the target parking frame 101 based on the current position of the vehicle C and the coordinates of the target parking frame 101, and displays the display 5. To display. The guide line T is an auxiliary line that guides the vehicle C from the current position to the target parking frame 101, and has a turning guide line CT as a turning guide index and a target frame line FT as a target parking frame and a guide index. is doing. When the guide line T is displayed on the screen of the display 5, the driver turns the vehicle C along the turning guide line CT. Further, when the vehicle C reaches the target frame line FT, the steering is returned to the neutral point and is moved straight backward.

  Moreover, the parking assistance apparatus 2 is provided with the obstacle detection part 16 as an obstacle detection means. The obstacle detection unit 16 inputs an obstacle detection signal from the obstacle detection sensor 34 provided in the vehicle C. In the present embodiment, the obstacle detection sensor 34 is an ultrasonic sensor, and is provided at the four corners of the vehicle C as shown in FIG.

  The obstacle detection unit 16 determines the presence or absence of an obstacle around the vehicle based on the obstacle detection signal input from the obstacle detection sensor 34. If an obstacle is present, the relative direction of the obstacle with respect to the vehicle C is determined. And determine the relative distance.

  When the obstacle detection unit 16 detects the obstacle and specifies the position of the obstacle, the guide line calculation unit 15 determines whether or not the obstacle exists on the outer turning locus of the vehicle C. For example, as shown in FIG. 7A, when the vehicle C turns to the right while moving backward, the left front end LC of the vehicle C passes through the outermost side. Therefore, when there is an obstacle outside the turn of the vehicle C, the probability that the left front end LC of the vehicle C contacts the obstacle OB is high. Therefore, the guide line calculation unit 15 calculates the trajectory of the left front end LC at the time of turning as an outer turning trajectory line OCM, and compares the coordinates of the outer turning trajectory line OCM with the coordinates of the obstacle OB. Then, it is determined whether or not the obstacle OB exists on the outer turning locus line OCM. When the vehicle C turns to the left while moving backward, the outer turning trajectory line OCM at the right front end is calculated, and it is determined whether or not an obstacle OB exists on the outer turning trajectory line OCM.

  When it is determined that an obstacle OB exists on the outer turning locus line OCM of the left front end LC of the vehicle C as shown in FIG. 7A, the guide line calculation unit 15 A straight guide line ST as a straight guide index constituting the guide line T is drawn. Specifically, the guide line calculation unit 15 shifts the turning start position of the vehicle C by a predetermined distance in the rectilinear direction of the vehicle C, and calculates the outer turning trajectory line OCM when turning from the shifted turning start position. . Then, it is determined whether or not the outer turning trajectory line OCM overlaps the position of the obstacle OB, and the turning start position when the outer turning trajectory line OCM and the position of the obstacle OB do not overlap (hereinafter referred to as a turnable position). Is identified. When the turnable position is specified, the guide line calculation unit 15 calculates a formula of the straight guideline ST for moving the vehicle C straight backward from the current position of the vehicle C to the specified turnable position.

  Furthermore, the guide line calculation unit 15 calculates the formula of the turning guide line CT of the rear wheel that turns from the turnable position to the target parking frame 101. Then, the straight traveling guide line ST and the turning guide line CT are output to the screen of the display 5 via the image composition unit 18.

  Further, the expected trajectory calculation unit 19 acquires the steering value of the vehicle C from the steering sensor 32, and calculates an expected trajectory line as an expected trajectory line drawing unit for each rear wheel of the vehicle C based on the steering value. When the predicted trajectory line is calculated, the coordinates of the expected trajectory line are output to the image composition unit 18, and the image composition unit 18 superimposes the expected trajectory line on the guide line T described above.

  Moreover, the parking assistance apparatus 2 is provided with the audio | voice output part 17 as a guidance output part. The voice output unit 17 outputs a guidance voice for parking assistance from the speaker 6 based on the guide line calculation unit 15.

  Next, the processing procedure of this embodiment will be described with reference to FIGS. As shown in FIG. 8, the parking assistance apparatus 2 waits for an input of a start trigger according to the parking assistance program (step S1). In the present embodiment, the start trigger is an input signal generated by starting an ignition module (not shown). When a start trigger is input, system activation management processing (step S2), data storage processing (step S3), composition processing (step S4), guide line calculation processing (step S5), obstacle contact determination processing (step S6), guide Line drawing processing (step S7), predicted trajectory line drawing processing (step S8), and course check processing (step S9) are performed.

  Next, the system activation management process will be described with reference to FIG. First, the microcomputer 10 inputs a shift position signal from the neutral start switch 31 (step S2-1), and determines whether or not the current shift position is reverse based on the shift position signal (step S2-2). ). If it is determined that the shift position is the reverse position (YES in step S2-2), the position of vehicle C at that time is set to reverse start position A, and the process proceeds to step S2-3.

  In step S2-3, it is determined whether or not the system activation flag stored in the microcomputer 10 is OFF. The system activation flag is a flag indicating whether or not the parking assistance mode is activated. When the microcomputer 10 determines that the system activation flag is ON (NO in step S2-3), the microcomputer 10 proceeds to the next data accumulation process (step S3).

  On the other hand, immediately after the shift position is reversed, since the system activation flag is OFF in the initial state (YES in step S2-3), the microcomputer 10 sets the system activation flag to ON (step S2-4). . At this time, since the vehicle C is at the reverse start position A, the reverse distance ΔDM and the cumulative reverse distance ΔL stored in the microcomputer 10 are initialized to “0” (step S2-5). The backward distance ΔDM is a parameter for measuring the timing of recording the image data G, and is reset every time the overhead data G1 is written in the overhead data storage unit 13. The cumulative reverse distance ΔL is a parameter obtained by accumulating the distance that the vehicle C has moved backward from the reverse start position A. When the backward distance ΔDM and the cumulative backward distance ΔL are initialized, the microcomputer 10 controls the camera 33 via the image input unit 11 and inputs the image data G taken at the backward start position A (step S2-6). . The image processing unit 12 performs overhead conversion on the image data G and generates overhead data G1 (step S2-7).

  When the bird's-eye view conversion is performed on the image data G photographed at the backward start position A, the image processing unit 12 writes the overhead view data G1 in the area Za corresponding to the backward start position A in the overhead view data storage unit 13 (step S2-8). ). In addition, when the overhead view data G1 is written in the overhead view data storage unit 13, a data number counter that counts the number of written overhead view data G1 is incremented. When the bird's-eye view data G1 is thus written, the process proceeds to the next data storage process.

As shown in FIG. 10, in the data accumulation process, the microcomputer 10 inputs a vehicle signal (step S3-1). Here, the microcomputer 10 inputs at least vehicle speed pulses from the vehicle speed sensor 30 and counts the number of pulses. Then, based on the counted number of accumulated pulses, a movement amount Δd is calculated (step S3-2). The movement amount Δd is a parameter for calculating the backward distance ΔDM, and is initialized when the backward distance ΔDM is updated.

  Further, the amount of movement Δd is added to the backward distance ΔDM and the cumulative backward distance ΔL initialized in step S2-5 to update the backward distance ΔDM and the cumulative backward distance ΔL (step S3-3). When the cumulative backward distance ΔL is updated, the movement amount Δd is initialized to “0” (step S3-4). Then, it is determined whether or not the backward distance ΔDM is equal to or greater than the image recording distance D1 (step S3-5). For example, the image recording distance D1 is a value such as 100 mm, but other distances may be used. If it is determined that the backward distance ΔDM is less than the image recording distance D1 (100 mm) (NO in step S3-5), the process proceeds to an expected trajectory line drawing process (step S8).

  On the other hand, if it is determined in step S3-5 that the backward distance ΔDM is equal to or greater than the image recording distance D1 (100 mm) (YES in step S3-5), the image processing unit 12 controls the camera 33 via the image input unit 11. Then, the image data G taken at the position moved from the reverse start position A is input again (step S3-6). Then, similarly to step S2-7, the image data G is overhead-converted (step S3-7), and the generated overhead data G1 is written in the overhead data storage unit 13 (step S3-8). When the overhead data G1 is written, the above-described data number counter is incremented. For example, when two overhead data G1 are written, the counter value of the data number counter is “2”. The image processing unit 12 initializes the backward distance ΔDM to “0” (step S3-9).

  Then, the image processing unit 12 determines whether or not a predetermined number of overhead data G1 is stored in the overhead data storage unit 13 based on the data number counter stored in the microcomputer 10 (step S3-10). The predetermined number is set to 10 sheets, for example. For example, in a state where two overhead data G1 are written in the overhead data storage unit 13, the image processing unit 12 determines that a predetermined number of overhead data G1 has not been accumulated (NO in step S3-10), and the prediction Proceed to the trace line drawing process (step S8).

  On the other hand, when 10 or more pieces of the overhead data G1 are accumulated and the image processing unit 12 determines that a predetermined number of the overhead data G1 is stored in the overhead data storage unit 13 (YES in step S3-10), it is stored in the microcomputer 10. The displayed flag is turned on (step S3-11), and the process proceeds to the next synthesis process (step S4). The displayable flag is a flag indicating whether or not the synthesized data G4 using the overhead view data G1 can be synthesized.

  Next, the synthesis process will be described with reference to FIG. First, the image composition unit 18 extracts a predetermined region based on the current position and the current steering angle of the vehicle C from the composition memory region 13a in which each overhead view data G1 is written (step S4-1). In the present embodiment, the bird's-eye view data G1 of the region corresponding to the current rear portion of the vehicle and its periphery is extracted from the written region in the image coordinate system, and the composition bird's-eye view data G2 is generated.

  Further, the image composition unit 18 rotationally converts the composition overhead view data G2 according to the current steering angle (step S4-2). Further, the image processing unit 12 inputs the current image data G3 (step S4-3), and performs the overhead conversion of the current image data G3. The image composition unit 18 synthesizes the composition overhead view data G2 and the current image data G3 subjected to the overhead view transformation to generate composite data G4 shown in FIG. 5 (step S4-4). Then, the image composition unit 18 outputs the composite data G4 to the display 5 (step S4-5), and displays the composite image 43 shown in FIG. 5 on the screen.

Further, as shown in FIG. 5, the image composition unit 18 displays a vehicle overhead image 44 based on the vehicle image data 18 a at a predetermined position on the composite image 43. When the composite image 43 and the vehicle overhead image 44 are displayed, a guide line calculation process is performed (step S5).

  Next, the guide line calculation process will be described with reference to FIG. The image processing unit 12 performs white line recognition based on the synthesized data G4 generated by the synthesis process (step S3) (step 5-1). At this time, the image processing unit 12 performs edge detection or the like on the composite data G4 as described above, and recognizes a pair of parallel white lines marked on the road surface and partitioning each parking frame. When a plurality of sets of white lines, that is, a plurality of parking frames are detected, the target parking frame 101 is specified along the backward direction of the vehicle C.

  When the target parking frame 101 is detected, the guide line calculation unit 15 calculates the center line LNc of the target parking frame 101 as shown in FIG. 17 (step S5-2). At this time, the guide line calculation unit 15 calculates the expression of each white line in the screen coordinate system (x, y), and calculates the expression of the center line LNc.

  Furthermore, the guide line calculation unit 15 calculates vehicle width extension lines LN1 and LN2 with the center line LNc as the center (step S5-3). At this time, the guide line calculation unit 15 reads the value of the vehicle width stored in advance, and sets the vehicle width extension lines LN1 and LN2 parallel to the center line LNc at a position half the vehicle width from the center line LNc. . Further, the guide line calculation unit 15 calculates the intersection PX of the vehicle width extension lines LW and LN on the outside of the turn based on the current position of the vehicle C and the steering value (step S5-4). First, based on the current position of the vehicle C and the vehicle width, the equations of the pair of left and right vehicle width extension lines LW1 and LW2 are calculated. And intersection PX of each vehicle width extension line LW and LN which hits the turning outside among each vehicle width extension line LW and LN is calculated | required. That is, as shown in FIG. 17, when the vehicle C turns to the left, an intersection PX2 between the right vehicle width extension line LW2 and the right vehicle width extension line LN2 is calculated. When the vehicle C turns to the right, an intersection PX1 between the left vehicle width extension line LW1 and the left vehicle width extension line LN1 is calculated.

  Further, the guide line calculation unit 15 calculates the relative length DL between the intersection point PX and the rear wheel axle position PS obtained in step S5-4 (step S5-5). When the right intersection point PX2 is calculated as shown in FIG. 17, the relative length DL2 between the intersection point PX2 and the rear wheel axle position PS2 indicating the right rear wheel position is calculated. The rear wheel axle position PS2 is the intersection of the rear wheel axle extension line LX and the right vehicle width extension line LW2. Further, when the vehicle C turns to the right, a relative length DL1 (not shown) between the left intersection PX1 and the rear wheel axle position PS1 indicating the left rear wheel position is calculated.

  Furthermore, the guide line calculation unit 15 calculates a reference point PE that is on the vehicle width extension line LN of the target parking frame 101 and is separated from the intersection PX by the relative length DL (step S5-6). As shown in FIG. 17, when turning left, a reference point PE2 on the right vehicle width extension line LN2 and separated from the intersection PX2 by the relative length DL2 is calculated. On the other hand, when the vehicle C turns to the right, a reference point PE1 that is separated from the intersection PX1 by a relative length DL1 is calculated.

  Further, the guide line calculation unit 15 calculates an expression of the expected arrival position LE that passes through the reference point PE and is orthogonal to the vehicle width extension line LN in the target parking frame 101 (step S5-7). The predicted arrival position LE indicates the rear wheel axle position when the vehicle body is parallel to the white line 100 when the vehicle C turns from the current position to the target parking frame 101.

When the predicted arrival position LE is calculated, the predicted trajectory calculation unit 19 calculates the coordinates of the turning center point CN that is the intersection of the predicted arrival position LE and the rear wheel axle extension line LX (step S5-8). When the turning center point CN is calculated, the outer turning radius FR is calculated based on the coordinates of the turning center point CN and the coordinates of the intersection point PF outside the turning (step S5-9). At this time, first, the guide line calculation unit 15 out of the vehicle width extension lines LW at the current position,
An intersection point PF with the front end extension line LF indicating the position of the front end of the vehicle is calculated. As shown in FIG. 17, when the vehicle C turns to the left, an intersection point PF2 between the right vehicle width extension line LW2 and the front end extension line LF is obtained, and the coordinates of the intersection point PF2 are determined with respect to the right front end RC of the vehicle C. Use coordinates. Then, the relative distance between the intersection point PF2 and the turning center point CN is calculated, and this relative distance is set as the outer turning radius FR.

  Further, the guide line calculation unit 15 calculates the outer turning trajectory line OCM (step S5-10). Specifically, an arc equation of the outer turning radius FR with the turning center point CN as the center and the intersection point PF as the starting point is calculated. As shown in FIG. 17, when the vehicle C turns to the left, the intersection PF2 is set as the starting point. In FIG. 17, the end point of the outer turning trajectory line OCM is set near the rear end of the vehicle, but may be the predicted arrival position LE.

  When the outer turning locus line OCM is calculated, the guide line calculation unit 15 calculates the turning locus of the rear wheel (step S5-11). At this time, the guide line calculation unit 15 calculates the turning radii BR1 and BR2 of each rear wheel. For example, as shown in FIG. 17, the relative distance between the rear wheel axle position PS1 indicating the position of the inner left rear wheel and the turning center point CN is defined as an inner turning radius BR1. Further, a relative distance between the rear wheel axle position PS2 indicating the position of the outer right rear wheel and the turning center point CN is defined as an outer turning radius BR2. Then, an equation of a circle having a turning radius BR1 centered on the turning center point CN is calculated, and an arc having a starting point at the rear wheel axle position PS1 and an end point at the predicted arrival position LE is set on the inner turning guide line. CT. In addition, a circle equation having a turning radius BR2 with the turning center point CN as the center is calculated, and an outer turning guide line of an arc having a starting point at the rear wheel axle position PS2 and an end point at the predicted arrival position LE is calculated. CT. If the target parking frame 101 can be reached without turning, the equation for the turning guide line CT is not calculated.

  When the guide line calculation process ends, the guide line calculation unit 15 performs an obstacle contact determination process (step S6). This obstacle contact determination process will be described with reference to FIG. First, an obstacle around the vehicle is detected by the obstacle detector 16 (step S6-1). The guide line calculation unit 15 acquires an obstacle detection result from the obstacle detection unit 16, and determines whether or not the obstacle OB exists around the vehicle (step S6-2). If it is determined that there is no obstacle OB (NO in step S6-2), the process proceeds to guide line drawing processing (step S7).

  When the obstacle OB around the vehicle is detected (YES in step S6-2), the guide line calculation unit 15 determines whether or not the obstacle OB exists on the outer turning locus line OCM (step S6). -3). Since the coordinates of the obstacle are represented by a relative position with respect to the vehicle coordinate system (X, Y) or the vehicle C, for example, the guide line calculation unit 15 sets the coordinates of the obstacle on the screen coordinate system (x, y). To determine whether or not the coordinates of the obstacle OB and the coordinates of the outer turning trajectory line OCM overlap.

  As shown in FIG. 17, if it is determined that an obstacle OB exists on the outer turning locus line OCM (YES in step S6-3), a predetermined distance is set to the coordinates of the intersection points PF1, PF2 and the rear wheel axle positions PS1, PS2. Add (step S6-4). That is, among the coordinates (x, y) of the intersection points PF1, PF2 and the rear wheel axle positions PS1, PS2, a predetermined value Δy is added to the y coordinate corresponding to the backward rectilinear direction of the vehicle C to obtain the intersection points PF1, PF2 and the rear The wheel axle positions PS1 and PS2 are moved backward in the direction of the arrow y. The predetermined value Δy is set to a distance of 10 cm to 20 cm in the road surface coordinate system, for example, but may be another distance.

  Further, the guide line calculation unit 15 inputs a predetermined value Δy to the variable OFST stored in a storage unit (not shown) (step S6-5). The variable OFST is a variable indicating the length of the straight guide line ST described above.

When the variable OFST is set, the process returns to step S5-5 of the guide line calculation process (step S5), and the outer turning locus line OCM is calculated again. That is, since the coordinates of the intersection points PF1, PF2 and the rear wheel axle positions PS1, PS2 are changed, the expression of the outer turning locus line OCM is changed,
It moves in the direction of the arrow y by a predetermined value Δy.

  When the outer turning locus line OCM and the turning guide line CT are recalculated as described above (step S5-5 to step S5-11), the obstacle contact determination process is performed again (step S6). Then, the predetermined value Δy is added to the variable OFST until the outer turning trajectory line OCM and the coordinates of the obstacle OB do not overlap.

  When the outer turn trajectory line OCM and the coordinates of the obstacle OB do not overlap (NO in step S6-3) and the turnable position where the obstacle OB can be turned without contacting the vehicle front end is specified, the guide line is drawn. Processing is performed (step S7).

  Next, the guide line drawing process will be described with reference to FIG. The guide line calculation unit 15 calculates the equation of the straight guide line ST, and the image composition unit 18 draws the straight guide line ST within the image display range RS of the display 5 (step S7-1). At this time, as shown in FIG. 18, the guide line calculation unit 15 calculates the expression of the straight guide line ST having the length indicated by the variable OFST based on the input value of the variable OFST. The image composition unit 18 outputs the rectilinear guide line ST along the y-axis direction based on the formula of the rectilinear guide line ST calculated by the guide line calculation unit 15. As a result, as shown in FIG. 19A, a pair of straight guide lines ST is drawn on the composite image 43. The straight traveling guide line ST has a current rear wheel axle position as a starting point and a position at which straight traveling is finished, that is, the above-described turnable position. When the value of the variable OFST is “0”, the straight target trajectory line is not drawn.

  Next, the image composition unit 18 draws the turning guide line CT for the rear wheel (step S7-2). At this time, the image composition unit 18 obtains the turning guide line CT when the outer turning trajectory line OCM and the coordinates of the obstacle OB do not overlap from the guide line calculation unit 15, and displays the turning guide line CT on the display 5. Output to. At this time, drawing is performed by changing at least one of the color, thickness, and line type of the turning guide line CT to at least one of the color, thickness, and line type of the straight guide line ST. As a result, a pair of turning guide lines CT is drawn on the composite image 43 as shown in FIG.

  Further, the image composition unit 18 draws the target frame line FT (step S7-3). At this time, for example, the image composition unit 18 acquires the coordinates of the predicted arrival position LE and the center line LNc of the target parking frame 101 from the guide line calculation unit 15, and based on the vehicle width and the vehicle length stored in advance. A target frame line FT indicating 101 is drawn.

  When the guide line calculation process is completed, an expected trajectory line calculation process is performed. This expected trajectory line calculation process will be described with reference to FIG. First, the predicted trajectory calculation unit 19 acquires a steering value from the steering sensor 32 (step S8-1). Further, it is determined whether or not the steering value is “0”, that is, whether or not the driver has turned off the steering (step S8-2).

  If it is determined that the steering value is “0” (YES in step S8-2), the predicted trajectory calculation unit 19 draws a straight predicted trajectory line on the composite image 43 (step S8-3). On the other hand, if it is determined that the steering value is not “0” (NO in step S8-2), as shown in FIG. 20, the predicted trajectory calculation unit 19 calculates the expected trajectory lines LG1 and LG2 based on the steering value ( Step S8-4). At this time, the predicted trajectory calculation unit 19 calculates a turning center based on the steering value, and calculates arcuate predicted trajectory lines LG1 and LG2 using the relative distance between the turning center and each rear wheel as a radius.

  Further, the predicted trajectory calculation unit 19 calculates intersections LE1 and LE2 between the predicted trajectory lines LG1 and LG2 and the predicted arrival position LE (step S8-5), and the expected trajectory from the rear wheel axle position PS to the predicted arrival position LE. The expressions of the lines LG1 and LG2 are output to the image composition unit 18. Further, the image composition unit 18 draws the expected trajectory lines LG1 and LG2 (step S8-6). As a result, as shown in FIG. 19A, predicted trajectory lines LG1 and LG2 based on the current steering angle are displayed on the composite image 43 together with the straight traveling guide line ST and the turning guide line CT.

  Thus, when the vehicle C starts to move backward, as shown in FIG. 19A, a parking assistance screen 50 having a composite image 43, a vehicle overhead image 44, each guide line ST, CT, and an expected trajectory line LG is displayed. Is done. For this reason, even if there is an obstacle OB in the blind spot of the driver or the obstacle OB is not displayed in the composite image 43, the driver can instruct the driver to go straight to the rear of the vehicle C by the straight guide line ST. .

  When the driver visually recognizes the parking assistance screen 50 as shown in FIG. 19A, the driver makes the steering a neutral point according to the straight traveling guide line ST. Then, until the rear wheel axle of the vehicle C reaches the end of the rectilinear guide line ST, that is, the turnable position E, the vehicle C moves rearward (direction corresponding to the y direction of the screen coordinate system).

  When the predicted trajectory line drawing process is completed, the route check process is performed by the guide line calculation unit 15 (step S8). This course check process will be described with reference to FIG. The guide line calculation unit 15 determines whether or not the variable OFST is “0” (step S9-1).

  When it is determined in step S9-1 that the variable OFST is not “0” (NO in step S9-1), that is, when the straight guide line ST is drawn on the parking assistance screen 50, the predicted trajectory line LG and the straight guide It is determined whether or not the line ST matches (step S9-2).

  When the driver sets the steering as a neutral point and the predicted trajectory line LG extends straight rearward of the vehicle, the guide line calculation unit 15 determines that the predicted trajectory line LG and the straight travel guide line ST coincide (step S9). -2). Further, for example, a guidance voice for instructing fixing of the steering angle such as “Please fix the steering wheel and back” is output (step S9-3). If the expected trajectory line LG and the straight-ahead guide line ST do not match (NO in step S9-2), the process proceeds to step S10 to determine whether or not an end trigger is input. The end trigger is an off signal from the ignition module.

  On the other hand, when the variable OFST is “0” in step S9-1, that is, when the straight guide line ST is not drawn on the parking assistance screen 50 (YES in step S9-1), the guide line calculation unit 15 It is determined whether or not the expected trajectory line LG is coincident with the turning guide line CT (step S9-4).

  If the expected trajectory line LG and the turning guide line CT coincide (YES in step S9-4), a guidance voice is output (step S9-3). At this time, the voice output unit 17 outputs a guidance voice for instructing the fixation of the steering such as “Please fix the steering wheel and back” from the speaker 6.

  When the course check process is completed, it is determined whether or not there is an end trigger (step S10). If no end trigger is input (NO in step S10), the process returns to the data accumulation process (step S3), and the above process (step Repeat steps S3 to S9).

  Then, when the driver advances the vehicle C straight according to, for example, the straight advance guide line ST on the parking assistance screen 50 shown in FIG. 19A, the vehicle C approaches the turnable position. Each time (Step S6) is repeated, the input value of the variable OFST decreases. That is, since the length of the straight guide line ST drawn on the parking assistance screen 50 is gradually shortened, it appears to the driver that the straight guide line ST is erased as the vehicle C approaches the turnable position.

  When the vehicle C reaches the turnable position, only the turning guide line CT and the target frame line FT are drawn as the guide line T on the parking assistance screen 50 as shown in FIG. In addition, when there is no obstacle OB to avoid around the vehicle, the parking assistance screen 50 without the straight guide line ST is displayed.

  When the parking assistance screen 50 shown in FIG. 19B is displayed on the display 5, the driver turns the steering until the predicted trajectory line LG and the turning guide line CT coincide. When the expected trajectory line LG and the turning guide line CT coincide with each other, a guidance voice such as “Please fix the handle and back” is output from the speaker 6.

  When the vehicle C is moved backward according to the turning guide line CT, the turning guide line CT becomes shorter as the vehicle C moves backward, and as shown in FIG. 19C, the rear wheel axis coincides with the upper end FT1 of the target frame line FT. The vehicle body becomes parallel to the white line 100. At this time, the driver returns the steering to the neutral point again, sets the steering value to “0”, and moves the vehicle C straight backward. Thereby, the vehicle C is parked in the target parking frame 101.

  When the driver switches the shift position from reverse to another position, the neutral start switch 31 outputs a shift position signal indicating the position to the microcomputer 10. In the system activation management process (S2), the microcomputer 10 determines whether or not the system activation flag is OFF (step S2-9). If the system activation flag is not OFF (NO in step S2-9), each variable is reset (step S2-10), the system activation flag is turned OFF (step S2-11), and an end trigger is input. wait. If it is determined that the end trigger is input (YES in step S10), the parking support process is ended.

According to the above embodiment, the following effects can be obtained.
(1) In the above-described embodiment, when the vehicle C moves backward toward the target parking frame 101 and the obstacle OB exists on the outer turning trajectory line OCM of the vehicle C, the vehicle C travels straight from the current position to the turnable position. A guide line ST is drawn on the parking assistance screen 50. Further, a turning guide line CT for guiding turning from the turnable position to the target parking frame 101 is also displayed on the parking assistance screen. For this reason, even when the driver neglects to check the obstacle, when there is an obstacle OB in the driver's blind spot, or when the obstacle OB is not displayed in the composite image 43, the vehicle C is made to go straight according to the straight guide line ST. Thus, the vehicle C can be turned toward the target parking frame 101 after avoiding contact between the vehicle C and the obstacle OB.

  (2) In the above embodiment, not only the straight guide line ST but also a turning guide line CT for guiding from the turnable position to the target parking frame 101 is displayed. For this reason, it is possible to assist the steering operation after the vehicle C goes straight backward to the turnable position.

(3) In the above embodiment, the parking assistance screen 50 displays the expected trajectory line LG based on the steering of the vehicle C. Further, when the predicted trajectory line LG matches the straight traveling guide line ST or the turning guide line CT, the parking assistance device 2 outputs a guidance voice for guiding the maintenance of the steering angle at that time from the speaker 6. . For this reason, when turning the steering wheel
Since the timing coincident with the straight traveling guide line ST or the turning guide line CT is known, the steering operation can be facilitated.

  (4) In the above embodiment, the straight guide line ST and the turning guide line CT are drawn on the composite image 43 based on the image data G captured by the camera 33. For this reason, when the white line 100 is displayed in the composite image 43, it becomes easy to grasp the relative position between the white line 100 and each guide line T. Therefore, it is possible to display a screen that is easy for the driver to understand.

  (5) In the above embodiment, when the obstacle OB exists on the outer turning trajectory line OCM, the guide line calculation unit 15 sets the intersection points PF1, PF2 and the rear wheel axle positions PS1, PS2 to the predetermined value Δy in the straight forward direction. The outer turning locus line OCM is calculated based on the shifted intersection points PF1 and PF2 and the rear wheel axle positions PS1 and PS2. Therefore, as long as the obstacle OB exists on the outer turning locus line OCM, the outer turning locus line OCM is repeatedly calculated, and the position where the outer turning locus line OCM and the obstacle OB do not overlap is set as a turnable position. The turnable position can be calculated accurately.

In addition, you may change this embodiment as follows.
In the above embodiment, the obstacle detection sensor 34 is an ultrasonic sensor, but other sensors such as a laser radar and a millimeter wave radar may be used. Moreover, although the obstacle detection sensors 34 are provided at the four corners of the vehicle C, they may be provided at other positions. The camera 33 is attached to the rear end of the vehicle C. However, the camera 33 may be attached to other positions as long as it can capture the rear side of the vehicle, such as the side of the vehicle.

  -In above-mentioned embodiment, although the camera 33 was attached to the vehicle rear end, you may attach to a vehicle front part. In this case, when the vehicle C moves forward and enters the target parking frame 101, the parking assistance screen 50 can be displayed using the camera 33 attached to the front part.

  In the above embodiment, the trajectory through which the front end corner of the vehicle C passes is the outer turning trajectory line OCM, but the trajectory of the front wheel that is on the outer side of the turning (right front wheel in FIG. 17) may be the outer turning trajectory line OCM.

In the above embodiment, the target frame line FT indicating the target parking frame 101 is drawn, but the index of the target parking frame 101 may be omitted.
In the above embodiment, the white line is recognized using the composite data G4 and the target parking frame 101 is specified. However, the driver inputs the target parking frame 101 on the touch panel display 5. Also good.

  In the above embodiment, the composite image 43 is generated using the overhead data G1 stored in the overhead data storage unit 13, but the composite image 43 may be displayed using only the current image data G3. .

  In the above embodiment, the center of the rear wheel shaft of the vehicle C is set as the vehicle position, and the straight traveling guide line ST and the turning guide line CT are drawn starting from the rear wheel axle position PS. You may make it draw as.

  In the above embodiment, the outer turning trajectory line OCM may be drawn on the parking assistance screen 50. In this way, when the obstacle OB is displayed in the composite image 43, the vehicle C and the obstacle OB may come into contact with each other when the obstacle OB and the outer turning trajectory line OCM overlap. I can understand that. For this reason, the role of the straight guide line ST becomes easier to understand.

  In the above embodiment, the parking support screen 50 is displayed on the display 5. However, the parking support screen 50 may be displayed on other display means such as a screen provided in the passenger compartment and displaying a projection image of the projector. Good.

  In the above embodiment, the guidance voice is output when the expected trajectory line LG matches the straight guide line ST or the turning guide line CT. However, a guidance display indicating the match is output to the display 5. You may make it do.

  In the above embodiment, it is determined whether or not the obstacle OB exists on the outer turning trajectory line OCM, but it is determined whether or not the obstacle OB exists on the inner turning trajectory line. Also good. That is, as shown in FIG. 17, when the vehicle C turns to the left, the left rear end of the vehicle C passes through the innermost side. Therefore, the trajectory of the left rear end or the left rear wheel of the vehicle C may be calculated by the guide line calculation unit 15 and it may be determined whether or not the obstacle OB exists on the inner turning trajectory.

  In the above-described embodiment, each guide line T is drawn on the composite image 43 based on the image data G captured by the camera 33, but the image captured by the camera 33 may not be used. In this case, the image composition unit 18 generates drawing data indicating the position of the target parking frame 101 using drawing data stored in advance, and draws each guide line on the image based on the drawing data. Good.

  In the above embodiment, each guide line T is displayed on the composite image 43 overlooking the periphery of the vehicle. However, on the monitor screen based on the composite image viewed from the normal camera viewpoint or the current image data G3, A straight guide line ST and a turning guide line CT for avoiding the object OB may be displayed. Even in this case, it is possible to enter the target parking frame 101 after avoiding contact with the obstacle OB.

  In the above embodiment, not only the straight guide line ST but also the turning guide line CT is drawn, but only the straight guide line ST may be drawn on the parking assistance screen 50. Even in this way, the vehicle C can be guided to the turnable position.

In the above embodiment, the turnable position may be indicated by a straight line parallel to the x-axis direction (or the rear axle of the vehicle C).
In the above embodiment, the guide index for guiding the vehicle C to the target parking frame 101 is drawn with a straight line or a curve, but may be represented with other shapes. For example, a region surrounded by each straight guide line ST may be a predetermined color, and the straight traveling path to the turnable position may be shown in a belt shape.

The block diagram of the parking assistance system of this embodiment. The top view of the vehicle which shows the attachment position of a camera and a sensor. (A) is image data, (b) is explanatory drawing of overhead data. (A) is a reverse start position, (b) is explanatory drawing explaining the write-in processing of the overhead view data acquired in the reverse position. Explanatory drawing of a synthesized image. (A) is the synthetic data which image | photographed the white line, (b) is explanatory drawing of the state which recognized the white line. (A) is a state where the outer turning trajectory and the obstacle overlap, and (b) is an explanatory diagram of the state where the outer turning trajectory line and the obstacle do not overlap. The flowchart of the process sequence of this embodiment. The flowchart of a system starting management process. The flowchart of a data storage process. The flowchart of a synthetic | combination process. The flowchart of a guide line calculation process. The flowchart of an obstacle contact judgment process. The flowchart of a guide line drawing process. The flowchart of an expected locus line calculation process. The flowchart of a course check process. Explanatory drawing of a guide line calculating process. Explanatory drawing of the guide line calculating process in the case of drawing a straight guide line. (A) is a screen on which the straight guide line is displayed, (b) is a screen from which the straight guide line is deleted, and (c) is a screen from which the turning guide line is deleted. Explanatory drawing of an estimated locus line drawing process.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Parking assistance system, 2 ... Parking assistance apparatus, 5 ... Display as display means, 15 ... Trajectory calculation means, obstruction judgment means, rectilinear guide index drawing means, turning guide index drawing means, and guide line calculation as determination means 16 is an obstacle detection unit as an obstacle detection unit, 17 is an audio output unit as a guidance output unit, 18 is an image synthesis unit as an overhead image drawing unit, and 19 is an expected locus line as an expected locus line drawing unit. Arithmetic unit 33: Camera as photographing device 43: Composite image as overhead image 44: Vehicle overhead image as vehicle image 101: Target parking frame as target parking area C: Vehicle CT: Guide indicator Turning guide index as a turning guide index, E ... Turnable position, FT ... Target parking frame and target frame as a guide index, G ... Image data, LG, LG1, LG2 Predicted locus line, ST ... guide mark, the rectilinear guide lines as straight guide mark, G ... image data, OB ... obstacle, OCM ... outer pivot trajectory.

Claims (7)

In the parking support method for displaying a guide indicator for guiding the vehicle to the target parking area on the display means,
Based on the relative position between the vehicle position and the target parking area, calculate an outer turning trajectory toward the target parking area, determine whether an obstacle exists on the outer turning trajectory,
When it is determined that there is an obstacle on the outer turning trajectory, a turnable position where the vehicle can turn without contact with the obstacle is calculated, and the vehicle travels straight from the current position of the vehicle to the turnable position. A parking assist method, wherein a straight guide indicator for guiding the vehicle is drawn on the display means. In the parking assistance device that displays on the display means a guide index for guiding the vehicle to the target parking area,
A trajectory calculating means for calculating an outer turning trajectory toward the target parking area based on a relative position between the vehicle position and the target parking area;
Obstacle detection means for detecting obstacles around the vehicle;
Obstacle determination means for determining whether an obstacle exists on the outer turning trajectory;
When the obstacle determining means determines that there is an obstacle on the outer turning trajectory, it calculates a turnable position where the vehicle can turn without contact with the obstacle, and calculates the position from the current position of the vehicle. A parking assist device, comprising: a straight travel guide index drawing means for drawing a straight travel guide index for guiding straight travel to a turnable position on the display means. In the parking assistance device according to claim 2,
A parking assistance device, further comprising a turning guide index drawing means for drawing a turning guide index for guiding from the turnable position to the target parking area on the display means. In the parking assistance device according to claim 3,
An expected trajectory line drawing means for drawing an expected trajectory line of the vehicle on the display means based on a steering angle of the vehicle;
Determining means for determining whether the expected trajectory line and the straight-ahead guide index or the turning guide index match;
A parking assist device, further comprising: a guidance output unit that instructs to fix a steering wheel when the predicted trajectory line coincides with the straight guide index or the turning guide index. In the parking assistance device according to any one of claims 2 to 4,
It further comprises an overhead image drawing means for inputting image data from a photographing device provided in the vehicle and displaying an overhead image around the vehicle based on the image data and a vehicle image indicating the current position of the vehicle,
The parking assistance device, wherein the straight travel guide index drawing means draws the straight travel guide index on the overhead image.   In the parking assistance method according to claim 1,
  When it is determined that there is an obstacle on the outer turning trajectory, the turning start position of the outer turning trajectory set at the current position of the vehicle is shifted by a predetermined distance in the straight receding direction of the vehicle. Recalculate the outer turning trajectory when turning toward the target parking area for each turning start position, determine whether the obstacle exists on the outer turning trajectory recalculated, and A parking assistance method, wherein a turning start position of an outer turning trajectory that is determined not to exist is calculated as the turnable position.   In the parking assistance device according to any one of claims 2 to 5,
  The straight-ahead guide index drawing means determines the turning start position of the outer turning trajectory set at the current position of the vehicle when the obstacle judging means determines that an obstacle exists on the outer turning trajectory. The vehicle is deviated by a predetermined distance in the straight receding direction of the vehicle, the outer turning trajectory is recalculated when turning toward the target parking area at each shifted turning start position, and the obstacle is placed on the recalculated outer turning trajectory. A parking assistance device, characterized by determining whether or not an object is present, and calculating a turning start position of an outer turning trajectory determined that the obstacle is not present as the turnable position.

Images