JP6167846B2 - Parking assistance device - Google Patents

Description

  The present invention relates to a parking assistance device.

  2. Description of the Related Art Conventionally, a parking support device that supports a parking operation by calculating a parking path of a vehicle has been proposed. For example, the parking support system described in Patent Document 1 below sets an index that serves as a mark in an environment that is to be parked, and performs parking support by guiding the vehicle based on the distance and direction from the index.

JP 2008-87676 A

  In the parking assistance system described in Patent Document 1, there is a possibility that the position of the vehicle being guided may be displaced due to environmental conditions such as the presence of pebbles, the occurrence of crosswinds, and aging of the road surface shape. Some indicators may be missed. In that case, since it becomes impossible to detect the position of the vehicle accurately, there is a possibility that parking assistance cannot be performed appropriately.

  Then, an object of this invention is to provide the parking assistance apparatus which employ | adopts the path | route which can detect the position of a vehicle exactly and can perform parking assistance appropriately.

In order to achieve the above object, the parking support apparatus according to one aspect of the present invention performs parking support for guiding the host vehicle to a parking position using map information in which a marker different from the parking position is set in advance. In the parking support apparatus, a surrounding detection unit that detects a surrounding situation of the own vehicle and detects a marker, and a current position of the own vehicle based on a relative positional relationship between the marker detected by the surrounding detection unit and the own vehicle A position estimation unit for estimating the travel route, a travel route calculation unit for calculating a travel route from the current position estimated by the position estimation unit to the parking position, and a traveling direction of the host vehicle on the travel route calculated by the travel route calculation unit And a marker estimation unit that estimates the number of markers that can be detected by the periphery detection unit from the vehicle traveling on the travel route based on the marker detection range by the periphery detection unit; For movement route calculated by the movement route calculating unit, when the number of markers estimated by the marker estimator becomes a specified value or more, the parking car support part you employed as a path using the moving path to the parking assist, Is provided.

  According to the present invention, the marker is determined based on the number of markers that can be detected from the host vehicle on the calculated moving route, by determining whether or not to adopt the calculated moving route as a route used for parking assistance. Since it is easy to adopt a travel route that has a low possibility of losing sight of the vehicle, it is possible to appropriately perform parking support by employing a route that can accurately detect the position of the vehicle.

  Further, in the parking assistance device according to one aspect of the present invention, when it is detected that the host vehicle does not exist on the moving route adopted by the parking assistance unit based on the current position estimated by the position estimation unit, You may further provide the correction route calculation part which calculates the correction route for guiding the said own vehicle on the said movement route as a path | route used for parking assistance.

  In this case, even if it is detected that the host vehicle does not exist on the moving route by calculating the corrected route when it is detected that the own vehicle does not exist on the moving route, Can be guided on the moving route, and parking assistance can be appropriately performed.

  Further, in the parking assist device according to one aspect of the present invention, the marker estimation unit may perform the correction route based on the traveling direction of the host vehicle on the correction route calculated by the correction route calculation unit and the range in which the marker can be detected. A plurality of marker detection rates are calculated based on the number of markers that can be detected by the periphery detection unit from the vehicle traveling on the vehicle and a predetermined total number of markers. You may employ | adopt as a path | route used for parking assistance the correction path | route where the lowest value among the calculated detection rates of all the markers is larger than a predetermined threshold value.

  In this case, by adopting a correction route in which the lowest value of the marker detection rate based on the number of markers that can be detected from the host vehicle traveling on the correction route and the predetermined total number of markers is greater than a predetermined threshold, Since the correction route that may cause the marker to be lost because the detection rate of the marker is below a predetermined threshold is not adopted, the route that can accurately detect the position of the vehicle is adopted and parking assistance is appropriately performed. Can do.

  ADVANTAGE OF THE INVENTION According to this invention, the parking assistance apparatus which employ | adopts the path | route which can detect the position of a vehicle exactly and can perform parking assistance appropriately can be provided.

It is a block diagram which shows embodiment of the parking assistance apparatus which concerns on this invention. It is a figure which shows the front front of the own vehicle. It is the bird's-eye view which looked at the own vehicle from right above. It is the bird's-eye view which looked at the own vehicle from right above. It is the bird's-eye view which looked at the own vehicle from right above. It is a flowchart which shows the flow of a process of ECU of FIG. It is the bird's-eye view which looked at the own vehicle from right above. It is the bird's-eye view which looked at the own vehicle from right above. It is the bird's-eye view which looked at the own vehicle from right above.

  DESCRIPTION OF EMBODIMENTS Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. In addition, in each figure, the same code | symbol is attached | subjected to the same or an equivalent part, and the overlapping description is abbreviate | omitted.

  As shown in FIG. 1, a parking assist device 1 according to the present embodiment is provided in a host vehicle and performs parking support that guides the host vehicle to a target parking position. In one embodiment, the parking assistance device 1 acquires map information (hereinafter referred to as parking lot map information) in which a marker different from the parking position is set in advance at the entrance of the parking lot, etc., and determines the movement route to the target parking position. Calculate one or more. Then, the parking assistance device 1 determines whether or not to adopt the calculated movement route based on the number of markers that can be detected from the movement route. And the parking assistance apparatus 1 implements parking assistance by guide | inducing the own vehicle along the movement path | route determined to employ | adopt. In addition, the parking assistance apparatus 1 can set a marker anew with respect to the acquired parking lot map information. Moreover, in the parking lot map information, a parking position where the host vehicle can be parked may be indicated in advance, or may be set after acquisition of the parking lot map information. The target parking position may be configured to be selectable by the driver from parking positions where the host vehicle can be parked, and may be already determined when the parking lot map information is acquired.

  Hereinafter, the structure of the parking assistance apparatus 1 is demonstrated. As shown in FIG. 1, the parking assist device 1 includes an ECU [Electronic Control Unit] 2 that controls the device in an integrated manner. The ECU 2 is an electronic control unit including a CPU [Central Processing Unit], a ROM [Read Only Memory], a RAM [Random Access Memory], and the like. In the ECU 2, an application program stored in the ROM is loaded into the RAM and executed by the CPU, whereby arithmetic processing related to travel control such as ACC [Adaptive Cruise Control] and brake assist is performed. The ECU 2 is connected to a communication unit 4, a GPS [Global Positioning System] receiving unit 5, a peripheral sensor 6, and a vehicle sensor 7. The ECU 2 is connected to a vehicle control unit 8 and an HMI [Human Machine Interface] 9.

  The communication unit 4 is a communication unit that performs wireless communication with, for example, a roadside transmitter / receiver installed at a parking lot entrance. The communication unit 4 acquires parking lot map information by wireless communication. The parking lot map information is, for example, map information indicating an arrangement state indicating an arrangement position of a parking space, an entry passage from the parking lot entrance to the parking available space, and a delivery passage from the parking available space to the parking lot exit. The parking space is set in advance in the parking lot map information as a position where the host vehicle can be parked, for example. The parking available space includes a target parking position where the host vehicle actually attempts to park. The communication unit 4 transmits the acquired parking lot map information to the ECU 2. In addition, the communication part 4 can also acquire separately the arrangement | positioning condition which shows the arrangement position of parking available space by wireless communication after acquisition of parking lot map information.

  The GPS receiving unit 5 detects the current position of the host vehicle by receiving GPS signals transmitted from a plurality of GPS satellites. The GPS receiver 5 transmits to the ECU 2 the vehicle position information regarding the detected current position of the vehicle.

  The surrounding sensor 6 is a sensor that detects the surrounding situation of the host vehicle. The peripheral sensor 6 includes various devices such as a millimeter wave radar and an external camera. The peripheral sensor 6 sequentially acquires the current location information used for estimating the current location of the host vehicle by sequentially recognizing the inside of the parking lot with an external camera. The peripheral sensor 6 sequentially acquires peripheral information by sequentially recognizing markers existing around the host vehicle C and other parked vehicles using a millimeter wave radar, an external camera, or the like. As shown in FIG. 2 showing the front side of the host vehicle C, the peripheral sensor 6 is installed at the approximate center in front of the host vehicle C. Then, as shown in FIG. 3 which shows an overhead view of the host vehicle C as viewed from directly above, the peripheral sensor 6 senses the area A of the fan-shaped range ahead of the traveling direction F of the host vehicle C, and the above-described current location information. And surrounding information can be acquired. Returning to FIG. 1, the peripheral sensor 6 transmits the acquired current location information and various types of peripheral information to the ECU 2. The peripheral sensor 6 functions as a peripheral detector described in the claims.

  The vehicle sensor 7 is a sensor that detects the behavior of the host vehicle C. The vehicle sensor 7 includes a vehicle speed sensor, a brake sensor, an acceleration sensor, a steering sensor, an accelerator sensor, and the like. The vehicle sensor 7 acquires own vehicle behavior information related to the behavior of the own vehicle C using various sensors. The host vehicle behavior information includes host vehicle speed change information related to the speed change of the host vehicle C. The vehicle sensor 7 transmits the acquired own vehicle behavior information to the ECU 2.

  The vehicle control unit 8 is a control unit that performs traveling control of the host vehicle C. The vehicle control unit 8 includes various actuators such as a throttle valve actuator, a brake actuator, and a steering actuator. The vehicle control unit 8 drives the various actuators in accordance with the parking assistance signal from the ECU 2 and performs traveling control of the host vehicle C.

  The HMI 9 is a facility that provides information to the driver of the host vehicle C. The HMI 9 includes a speaker that outputs audio information and a monitor that outputs video information. The HMI 9 provides the driver with various types of information used for traveling the host vehicle C in response to a parking assistance signal from the ECU 2.

  The ECU 2 includes a position estimation unit 11, a movement route calculation unit 12, a marker estimation unit 13, a parking support unit 14, and a correction route calculation unit 15.

  The position estimating unit 11 is transmitted from the parking lot map information transmitted from the communication unit 4, the own vehicle position information transmitted from the GPS receiving unit 5, various information transmitted from the peripheral sensor 6, and the vehicle sensor 7. The current position of the host vehicle is estimated based on the host vehicle behavior information. More specifically, the position estimation unit 11 first determines, based on the received information, both sides of the entrance passage from the parking lot entrance to the parking space, around the parking space, and from the parking space to the parking lot exit. A plurality of markers are set at equal intervals on a map including both sides of the exit passage. Each marker has an ID that can be uniquely identified. The marker may be virtually set on the map. Further, an object that can be a mark in a parking lot such as a color cone (registered trademark) may be set as a virtual marker.

  And the position estimation part 11 detects the marker which can be detected from the present position of the own vehicle based on the various information transmitted from the periphery sensor 6. FIG. Then, the position estimation unit 11 sequentially estimates the current position of the host vehicle based on the relative positional relationship between the host vehicle and one or a plurality of markers detected around the host vehicle and changes thereof. For example, in the position estimation unit 11, the current position of the host vehicle is a position near the parking lot entrance transmitted from the peripheral sensor 6 and a position where a marker set in the vicinity of the parking lot entrance in the parking lot map information can be detected. Based on this information, it is estimated that the current position of the host vehicle is near the parking lot entrance. The position estimation unit 11 functions as a periphery detection unit and a position estimation unit described in the claims.

  The movement route calculation unit 12 calculates one or more movement routes from the current position estimated by the position estimation unit 11 to a predetermined parking position using a vehicle model. The calculation of the movement route by the vehicle model is to calculate the movement route using a virtual vehicle in which the characteristics of the own vehicle such as the size of the vehicle body and the tire of the own vehicle are taken into consideration. The predetermined parking position is a position of a parking space where no other vehicle is parked. The predetermined parking position is transmitted from the parking sensor map information transmitted from the communication unit 4, own vehicle position information transmitted from the GPS receiving unit 5, various information transmitted from the peripheral sensor 6, and the vehicle sensor 7. Based on the own vehicle behavior information, it is determined by the movement route calculation unit 12.

  The marker estimation unit 13 estimates the number of markers that can actually be detected from the host vehicle at each point on the movement route for each of the plurality of movement routes calculated by the movement route calculation unit 12. For each of the travel routes calculated by the travel route calculation unit 12, the marker estimation unit 13 is based on the traveling direction of the host vehicle traveling along the travel route and a detection area that is a range in which the marker can be detected from the current position. The above estimation process is performed. For example, as shown in FIG. 5 showing an overhead view of the host vehicle C viewed from directly above, the number of markers that can be actually detected from the current position of the host vehicle C existing on the movement route R is four. Presumed.

  In addition, the marker estimation unit 13 has a predetermined number of markers estimated to be detectable by the position estimation unit 11 at each of a plurality of points on the correction path calculated by the correction path calculation unit 15 described later. Based on the total number of markers, a marker detection rate described later can be calculated at each point. The marker estimation unit 13 calculates a marker detection rate, which will be described later, based on the traveling direction of the host vehicle and a detection area that is a range in which the marker can be detected. For example, as shown in FIG. 4 showing an overhead view of the host vehicle C as viewed from directly above, it is estimated that the number of markers that can actually be detected from a displacement correction position P described later is three. The total number of markers determined in advance may be, for example, the total number of markers set for a parking lot where the host vehicle is to park, or the total number of markers detectable from the current position of the host vehicle. Good. The marker detection rate is obtained, for example, by dividing the number of markers detectable by the position estimation unit 11 by a predetermined total number of markers. Usually, since the marker detection rate at each point of each correction path is different at each point, the marker detection rate at each correction path has a minimum value and a maximum value.

  Based on the number of markers estimated by the marker estimation unit 13, the parking support unit 14 determines whether or not to adopt the movement route as a route used for parking support for the movement route calculated by the movement route calculation unit 12. decide. For example, the parking support unit 14 can employ a travel route in which the number of markers estimated by the marker estimation unit 13 is equal to or greater than a specified number as a route used for parking support. The specified number is stored in advance in the parking support unit 14, but can be changed by a driver or the like. And the parking assistance part 14 implements parking assistance based on the movement path | route determined to employ | adopt and the correction path | route determined to employ | adopt by the below-mentioned correction path | route calculation part 15. FIG.

  In addition, the parking assistance part 14 implements parking assistance by transmitting the parking assistance signal for carrying out driving control of the own vehicle along a movement path | route and a correction path | route to the vehicle control part 8 or HMI9. Parking assistance includes ACC, brake assist, turning of the vehicle C by an actuator such as a motor, accompanying acceleration / deceleration, and provision of information to the driver. For example, as shown in FIG. 5 that shows an overhead view of the host vehicle C as viewed from directly above, the position estimation unit 11 uses the relative position relationship between the marker M in the area A and the host vehicle C described above. When the current location of the host vehicle C is specified, the parking support unit 14 has parked other vehicles in the parking frames T1 to T7 as parking positions along the movement route R calculated by the movement route calculation unit 12. Parking support is performed by controlling the movement of the own vehicle C to a position where there is not.

  The correction route calculation unit 15 transmits the parking lot map information transmitted from the communication unit 4, the own vehicle position information transmitted from the GPS reception unit 5, various information transmitted from the peripheral sensor 6, and the vehicle sensor 7. The own vehicle does not exist on the moving route adopted by the parking support unit 14 based on the obtained own vehicle behavior information and the current position estimated by the position estimation unit 11 and a deviation as an error occurs. When this is detected, it is possible to calculate one or a plurality of correction routes for guiding the host vehicle on the movement route using the vehicle model. For example, as shown in FIG. 4 showing an overhead view of the host vehicle C viewed from directly above, when it is detected that the host vehicle C does not exist on the moving route R and a deviation as an error occurs. The corrected route calculation unit 15 calculates the corrected routes S1 and S2 for guiding the host vehicle C on the moving route as the routes used for parking assistance.

  And the correction path | route calculation part 15 determines whether each one or some calculated correction path | routes are employ | adopted based on the detection rate of the marker estimated by the marker estimation part 13 regarding each correction path | route. For example, the correction path calculation unit 15 employs a correction path in which the minimum value of the detection rates of all markers calculated by the marker estimation unit 13 is greater than a predetermined threshold for each correction path. The predetermined threshold value is stored in advance in the correction route calculation unit 15, but can be changed by a driver or the like.

  Further, the corrected route calculation unit 15 relates to the distance between a plurality of points on the movement route calculated by the movement route calculation unit 12 and a plurality of corresponding points on each correction route calculated by the correction route calculation unit 15. It is possible to calculate the total value of all the error parameters as parameters. The error parameter related to the distance may be a numerical value indicating the distance between a plurality of points on the movement route and a plurality of corresponding points on each correction route, for example. And the correction path | route calculation part 15 can employ | adopt the correction path | route where the total value of the error parameter in all the points becomes the minimum. Here, the plurality of points on the movement route calculated by the movement route calculation unit 12 are points for equally dividing the movement route into a predetermined number, and are calculated by the correction route calculation unit 15. The corresponding points on the corrected route are points for equally dividing the corrected route into the predetermined number.

同様に、修正経路算出部１５は、修正経路Ｓ２に関して、ズレ修正位置ＰとポイントＰ０との距離とズレ修正位置Ｐ２１とポイントＰ２との距離との合計値ＳＵＭ２を算出する。そして、修正経路算出部１５は、合計値ＳＵＭ１と合計値ＳＵＭ２の中で最小となる合計値（ここでは合計値ＳＵＭ１）の修正経路（ここでは修正経路Ｓ１）を採用する。 For example, as shown in FIG. 4 that shows an overhead view of the host vehicle C viewed from directly above, at the time when it is detected that the host vehicle C does not exist on the movement route R and a deviation as an error occurs. It is assumed that correction paths S1 and S2 are calculated as correction paths from the displacement correction position P. Hereinafter, description will be made assuming that the predetermined number is two. The correction route S1 has a start point as a displacement correction position P, is in contact with the movement route R at a point P12 on the movement route R, and this point P12 is an end point of the correction route S1. The correction route S2 has a start point as a displacement correction position P, is in contact with the movement route R at a point P22 on the movement route R, and this point P22 is an end point of the correction route S2. On the correction path S1, in addition to the point P12, a misalignment correction position P11 (a point for dividing into the above-mentioned equal parts) is set as the midpoint of the correction path S1, and other than the point P22 on the correction path S2. Is set to the misalignment correction position P21 (the point for dividing into the above-mentioned equal parts), which is the midpoint of the correction path S2. On the movement route R, a point P0 closest to the displacement correction position P (ie, corresponding to the displacement correction position P) and a point P1 closest to the displacement correction position P11 (ie, corresponding to the displacement correction position P11) The point P2 closest to the deviation correction position P21 (that is, corresponding to the deviation correction position P21) is set. The correction path calculation unit 15 calculates a total value SUM1 of the distance between the shift correction position P and the point P0 and the distance between the shift correction position P11 and the point P1 with respect to the correction path S1. The error parameter D indicating the distance between the deviation correction position (example: deviation correction position P) and the point (example: point P0) is calculated by the following equation (1). Here, n is a number obtained by subtracting 1 from the above-mentioned predetermined number (the number of combinations of displacement correction positions and points), x _i and y _i are the x-coordinate and y-coordinate of the above-mentioned point, and x _Now and y _now are the x-coordinate and y-coordinate of the corresponding misalignment correction position.

Similarly, the correction route calculation unit 15 calculates a total value SUM2 of the distance between the displacement correction position P and the point P0 and the distance between the displacement correction position P21 and the point P2 with respect to the correction route S2. Then, the correction route calculation unit 15 employs a correction route (here, the correction route S1) of the total value (here, the total value SUM1) that is the smallest of the total value SUM1 and the total value SUM2.

  Next, the process flow of the ECU 2 described above will be described with reference to the drawings.

  As shown in FIG. 6, in the ECU 2, first, the position estimation unit 11 estimates the current position of the host vehicle, and the movement route calculation unit 12 calculates a plurality of movement routes from the current position to the parking position. The route calculation unit 15 detects this when the vehicle does not exist on the moving route and a deviation as an error occurs (step S01). Then, the corrected route calculation unit 15 calculates one or a plurality of corrected routes for guiding the host vehicle on the moving route (step S03).

  Next, the marker estimation unit 13 estimates the number of markers that can actually be detected from the own vehicle on the corrected route for each of the corrected routes, and detects the detectable markers at each of a plurality of points on the corrected route. Based on the number and the predetermined total number of markers, the marker detection rate is calculated (step S05). Here, the correction path calculation unit 15 determines whether or not the minimum value of the marker detection rate is equal to or less than a predetermined threshold for each correction path (step S07). If there is a correction route whose minimum marker detection rate is less than or equal to a predetermined threshold, the correction route is discarded and not adopted (step S09).

  On the other hand, when there is a correction path having a minimum marker detection rate greater than a predetermined threshold, the correction path calculation unit 15 calculates the total value of error parameters at all points for each of the remaining correction paths ( Step S11). Next, the correction path calculation unit 15 employs a correction path that minimizes the total value of error parameters at all points (step S13). And the parking assistance part 14 implements parking assistance by controlling the own vehicle C along the movement route determined to be adopted and the correction route decided to be adopted by the correction route calculation unit 15. (Step S15). Then, a series of processing ends.

  Then, the effect of the parking assistance apparatus 1 mentioned above is demonstrated.

  For example, as shown in FIG. 4 which shows an overhead view of the host vehicle C as viewed from directly above, the host vehicle C exists on the moving route R due to sudden disturbance such as generation of strong winds, gusts, or pebbles. Suppose that a deviation as an error is detected. Here, a diagram showing an overhead view of the host vehicle D as viewed from directly above when line trace control is performed to travel a route that has been corrected in consideration of only the deviation without considering the number of detectable markers. As shown in FIG. 7, when the host vehicle D is oriented in a direction that should not be directed at the position, the marker M is not included in the area A as the marker detection range, and the detectable marker M is lost. (Or the detection accuracy of the marker M may be lowered).

  Here, when the above-described line trace control is further performed, the marker M is not included in the area A as the marker detection range, as shown in FIG. 8 showing an overhead view when the host vehicle D is viewed from directly above. The possible marker M is lost. Even if the movement route R2 to the parking position is calculated again in this state, the state where there is no detectable marker M continues, and the detection accuracy of the position where the host vehicle D is present may be further lowered. is there. Moreover, when the other vehicle in which the parking assistance similar to the own vehicle D is performed exists in the same parking lot, there exists a possibility that the own vehicle D and another vehicle may contact.

  Further, as shown in FIG. 9 showing an overhead view of the host vehicle C viewed from directly above, the host vehicle C is controlled to move along the moving path R in the parking frame T3 without considering the number of detectable markers. Even if it is made, the actual travel route is that the host vehicle C travels on the route W1 in which the travel route R is shifted in the front-rear direction (Y-axis direction in FIG. 9) with respect to the travel direction, or the travel route R is the travel direction. On the other hand, there is a possibility that the vehicle C may travel on a route W2 that is shifted in the left-right direction (X-axis direction in FIG. 9).

  On the other hand, according to the parking assistance device 1 according to the present embodiment, the calculated movement route R is parked based on the number of markers M that can be detected from the own vehicle C on the calculated movement route R. By determining whether or not to adopt as a route to be used for the vehicle, it is easy to adopt a movement route R that is less likely to miss the marker depending on the position of the host vehicle C, and thus the movement that can accurately detect the position of the host vehicle C By using the route R, parking assistance can be appropriately performed. As a result, avoiding places with high land prices such as in front of the station, in a low-cost parking lot away from places with high land prices, it is easy to carry out finely packed parking that allows many vehicles to be parked safely without touching them. Become.

  Moreover, in the parking assistance apparatus 1 according to the present embodiment, since it is not necessary to actually install many features as markers as the surroundings of the own vehicle C, it is low cost without incurring management costs and maintenance costs, The detection accuracy of the vehicle presence position can be increased. Moreover, since it is not necessary to actually install the protrusion as a marker around the host vehicle C, it is possible to improve the detection accuracy of the vehicle presence position without contacting the protrusion. Furthermore, although a sensor that can accurately detect a wide range is usually expensive, the parking assist device 1 according to the present embodiment does not require such a sensor, and therefore, the detection accuracy of the vehicle location can be reduced at a low cost. Can be increased.

  Moreover, according to this parking assistance apparatus 1, when it is detected that the own vehicle C does not exist on the moving route R, the own vehicle C may not exist on the moving route by calculating the correction route S1. Even if it is detected, the host vehicle C can be guided on the moving route R using the corrected route, and parking assistance can be appropriately performed.

  Further, according to the parking assist device 1, the lowest value of the marker detection rate based on the number of markers detectable from the host vehicle C traveling on the correction route and the predetermined total number of markers is lower than the predetermined threshold. By adopting a large correction route, a correction route that may cause the marker to be missed because the marker detection rate is equal to or lower than a predetermined threshold value is not adopted, and thus a route that can accurately detect the position of the host vehicle C. Can be used to support parking properly.

  In addition, embodiment mentioned above demonstrated embodiment of the parking assistance apparatus which concerns on this invention, and the parking assistance apparatus which concerns on this invention is not limited to what was described in this embodiment. The parking assistance device according to the present invention may be modified from the parking assistance device according to the embodiment or applied to other devices without changing the gist described in each claim.

  For example, in the above-described embodiment, as shown in FIG. 3, the surrounding sensor 6 senses the current area information and the surrounding information by sensing the area A of the fan-shaped range ahead of the traveling direction F of the host vehicle C. However, the surrounding sensor may be configured to sense the current location information and surrounding information by sensing an area in a range in all directions including front, rear, left and right of the host vehicle C.

  In the above-described embodiment, the communication unit 4 is configured to perform wireless communication with, for example, a roadside transmitter / receiver installed at a parking lot entrance. However, the communication unit 4 is connected to other vehicles around the host vehicle. It is good also as a structure set as the communication unit which performs communication between vehicles.

  In the above-described embodiment, whether or not a route is adopted is determined based on the number of detectable markers. However, whether or not a route can be adopted is determined based on a quantity such as the detected amount of a detectable marker. May be.

  In the above-described embodiment, the parking support unit 14 can adopt a movement route in which the number of markers estimated by the marker estimation unit 13 is equal to or greater than a specified number. However, the marker estimation unit 13 A plurality of marker detection rates may be calculated for the travel route, and the parking support unit 14 may employ a travel route in which the minimum marker detection rate estimated by the marker estimation unit 13 is greater than a predetermined threshold.

  ADVANTAGE OF THE INVENTION According to this invention, the parking assistance apparatus which employ | adopts the path | route which can detect the position of a vehicle exactly and can perform parking assistance appropriately can be provided.

  DESCRIPTION OF SYMBOLS 1 ... Parking assistance apparatus, 4 ... Communication part, 5 ... GPS receiving part, 6 ... Perimeter sensor, 7 ... Vehicle sensor, 8 ... Vehicle control part, 9 ... HMI, 11 ... Position estimation part, 12 ... Movement route calculation part, DESCRIPTION OF SYMBOLS 13 ... Marker estimation part, 14 ... Parking assistance part, 15 ... Correction route calculation part, A ... Area, C, D ... Own vehicle, F ... Traveling direction, M ... Marker, P, P11, P21 ... Deviation correction position, P0 , P1, P2, P12, P22 ... points, R, R2 ... movement route, S1, S2 ... correction route, T1 to T7 ... parking frame, W1, W2 ... route.

Claims (3)

In the parking support device for performing parking support for guiding the host vehicle to the parking position using map information in which a marker different from the parking position is set in advance,
A surrounding detection unit that detects the surrounding situation of the host vehicle and detects the marker;
A position estimation unit that estimates a current position of the host vehicle based on a relative positional relationship between the marker detected by the periphery detection unit and the host vehicle;
A movement route calculation unit for calculating a movement route from the current position to the parking position estimated by the position estimation unit;
Based on the travel direction of the host vehicle on the travel route calculated by the travel route calculation unit and the marker detection range by the periphery detection unit, the periphery detection unit can detect the vehicle traveling along the travel route. A marker estimation unit for estimating the number of such markers,
For the moving path calculated by the movement route calculating unit, when the number of the markers estimated by said marker estimator becomes a specified value or more, stationed you employed as a path using the moving path in the parking assist A parking assistance device comprising a vehicle assistance unit.   Based on the current position estimated by the position estimating unit, when it is detected that the own vehicle does not exist on the moving route adopted by the parking support unit, the own vehicle is placed on the moving route. The parking support device according to claim 1, further comprising a correction route calculation unit that calculates a correction route for guiding the vehicle as a route used for the parking support. The marker estimation unit, based on a traveling direction of the host vehicle on the correction route calculated by the correction route calculation unit and a range in which the marker can be detected, from the host vehicle traveling on the correction route to the surroundings Calculating a plurality of detection rates of the marker based on the number of markers detectable by the detection unit and a predetermined total number of the markers;
The correction route calculation unit employs, as the route used for the parking assistance, a correction route in which the lowest value among the detection rates of all the markers calculated by the marker estimation unit is greater than a predetermined threshold with respect to the correction route. The parking assistance device according to claim 2.

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