JP6303453B2 - Parking assistance device - Google Patents

Description

  The present invention relates to a parking assistance device that notifies a driver of obstacles around a vehicle.

  For example, in the parking assist device disclosed in Patent Document 1, an overhead view of the host vehicle and its surroundings seen from above is synthesized by synthesizing images taken by a plurality of in-vehicle cameras that capture each area around the host vehicle. An image is generated and displayed on a display device. According to this configuration, the driver can easily confirm the situation of the host vehicle and its surroundings, that is, the relative position of the obstacle with respect to the host vehicle by viewing the overhead image displayed on the display device.

2007-183877

  However, in the parking assistance device disclosed in Patent Document 1, obstacles that exist within the shooting range of the camera can be displayed in the overhead view image, while obstacles that exist between the bottom of the vehicle and the road surface, that is, the vehicle body. Obstacles that have entered underneath cannot be displayed. Examples of the obstacle having a lower height than the bottom of the vehicle body (hereinafter referred to as a low obstacle) that may enter under the vehicle body include a ring stopper and a lock device installed in a parking space.

  Of course, when the host vehicle and the low obstacle are separated on the road surface plane and the low obstacle is captured by the vehicle-mounted camera, the low obstacle is displayed in the overhead view image. The relative position between the low obstacle and the host vehicle can be recognized.

  However, for example, when the host vehicle enters the parking space, the distance between the wheel stopper and the host vehicle becomes shorter, and the wheel stopper is eventually positioned below the vehicle body. If the hoop is located at the blind spot of the vehicle-mounted camera such as under the vehicle body, the hoop can not be displayed, so the driver cannot confirm the position of the hoop.

  And since the driver does not know the position of the wheel stopper, the car body may be displaced with respect to the wheel stopper at the time of completion of parking, or the wheel and wheel stopper may be at a point in front of the point that the driver expected. There is a risk that the passenger may come into contact and cause an unexpected shock to the passenger.

  The present invention has been made based on this circumstance, and the object of the present invention is to provide a parking space where the driver can recognize the relative position of the obstacle between the bottom of the vehicle body and the road surface with respect to the host vehicle. It is to provide a support device.

In order to achieve the object, the present invention provides an obstacle detection device (9) for detecting an obstacle present in the traveling direction of the host vehicle and a vehicle body bottom portion of the host vehicle based on the detection result of the obstacle detection device. Based on the relative position of the low obstacle, which is an obstacle having a low height, the relative position of the low obstacle specified by the actual relative position specifying unit (F2) that specifies the relative position of the low obstacle with respect to the host vehicle, In the image of the host vehicle and the periphery of the host vehicle viewed from above, the vehicle body of the host vehicle is transmitted, and among the wheels included in the host vehicle, at least the left and right wheels (T1, T2) and an image generation unit (F7) that generates a transparent overhead image indicating a relative position between the low obstacle and a display control unit (F8) that causes the display device (11) to display the transparent overhead image generated by the image generation unit. a), a steering angle sensor to get the steering angle ( ) And, with a picture generating unit, when the steering angle acquired by the steering angle sensor is not 0 °, while displaying the transmission overhead image that shows the entire vehicle, when the steering angle is 0 °, low It characterized you to view the transmitted overhead image obtained by enlarging a region including the wheel obstacle and low obstacle side.

  In the above configuration, the relative position confirmation image indicating the relative position between the wheel of the host vehicle and the low obstacle is displayed on the display device based on the relative position of the host vehicle and the low obstacle specified by the actual relative position specifying unit. indicate. In this relative position confirmation image, not the positional relationship between the vehicle body of the host vehicle and the low obstacle, but the positional relationship between the wheel of the host vehicle and the low obstacle is displayed.

  For this reason, even if the low obstacle has entered under the vehicle body, the driver can recognize the relative position of the low obstacle with respect to the host vehicle. For example, when detecting a clasp as a low obstacle, the driver can recognize the relative position of the clasp with respect to the host vehicle, and thus the vehicle body may be displaced with respect to the clasp when parking is completed. Can be reduced. Further, it is possible to reduce a possibility that an unexpected impact is given to the occupant when the wheel and the ring stop come into contact with each other at a point in front of the point expected by the driver.

1 is a block diagram illustrating an example of a schematic configuration of a parking assistance system 100A according to Embodiment 1. FIG. It is a figure for demonstrating the area | region which the periphery monitoring camera 8 image | photographs. It is a figure which shows an example of the attachment position of the rear camera 82 and the rear radar 92, and each detection area. It is a functional block diagram which shows an example of a structure of 1 A of parking assistance process parts. It is an example of the normal overhead image which the image generation part F7 produces | generates. It is an example of the transparent bird's-eye view image which image generation part F7 generates. It is a flowchart which shows an example of the flow of the reverse parking assistance process which 1A of parking assistance process parts implement. It is a flowchart which shows an example of the flow of the relative position display process which the display control part F8 implements. It is a block diagram which shows an example of the schematic structure of the parking assistance system 100B which concerns on Embodiment 2 and Embodiment 3. FIG. It is a functional block diagram which shows an example of a structure of the parking assistance process part 1B which concerns on Embodiment 2 and Embodiment 3. FIG. It is a flowchart which shows an example of the flow of the automatic parking assistance process which the parking assistance process part 1B implements. It is a figure for demonstrating the positional relationship and direction of a vehicle body of each wheel T1-4 and ring stop C1-2.

(Embodiment 1)
Hereinafter, an example of a first embodiment (also referred to as Embodiment 1) of the present invention will be described with reference to the drawings. FIG. 1 is a diagram illustrating an example of a schematic configuration of a parking assistance system 100A according to the present embodiment.

  The parking assistance system 100A is mounted on a vehicle, and as shown in FIG. 1, a parking assistance processing unit 1A, a GPS receiver 2, a steering angle sensor 3, a vehicle speed sensor 4, a wheel rotation angle sensor 5, a gyro sensor 6, and a shift. A position sensor 7, a peripheral monitoring camera 8, a distance measuring sensor 9, a speaker 10, and a display device 11 are provided. The parking assistance system 100A of this embodiment includes a front camera 81, a rear camera 82, a left camera 83, and a right camera 84 as the periphery monitoring camera 8. The distance measuring sensor 9 includes a front radar 91 and a rear radar 92.

  The parking assist processing unit 1A, the steering angle sensor 3, the vehicle speed sensor 4, the wheel rotation angle sensor 5, the gyro sensor 6, the shift position sensor 7, the speaker 10, the display device 11, the periphery monitoring camera 8, and the distance measuring sensor 9 These are connected to each other via a well-known in-vehicle network.

  The GPS receiver 2 receives GPS radio waves transmitted from satellites used in GPS (Global Positioning System), and acquires data (referred to as GPS data) indicating its current position. Of course, the GPS receiver 2 may include a GNSS receiver that acquires data indicating the current position by receiving radio waves from a satellite used in a GNSS (Global Navigation Satellite System).

  The steering angle sensor 3 is a sensor that detects a steering angle. For example, a rotational torque sensor that detects rotational torque generated when a user operates the steering can be used. The vehicle speed sensor 4 is a sensor that detects the traveling speed of the host vehicle, and outputs a vehicle speed pulse that represents the traveling speed. The vehicle speed sensor 4 may be realized using a wheel speed sensor or the like.

  The wheel rotation angle sensor 5 is a sensor that detects the rotation angle of the wheel, and may be realized by attaching a rotary encoder to the wheel, for example. In addition, the wheel rotation angle sensor 5 may calculate the rotation angle from the rotation speed of the wheel detected by the wheel speed sensor. In addition, what is necessary is just to obtain | require the rotation angle of a wheel by well-known methods, such as the method of Unexamined-Japanese-Patent No. 2013-108901 etc., for example. The gyro sensor 6 detects an angular velocity acting on the vehicle in the horizontal direction. The parking assistance processing unit 1A described later determines an azimuth angle that is the front-rear direction of the vehicle from the angular velocity detected by the gyro sensor 6.

  The shift position sensor 7 detects the shift position of the vehicle and outputs a signal corresponding to the detected shift position to the parking assist processing unit 1A. The shift position includes a parking position, a reverse position, a neutral position, and a drive position. The shift position sensor 7 outputs a parking signal when the shift position is at the parking position, a reverse signal when it is at the reverse position, a neutral signal when it is at the neutral position, and a drive signal when it is at the drive position.

  The speaker 10 converts the signal input from the parking assist processing unit 1A into sound (including simple sound) and outputs the sound. The display device 11 displays text and images based on the input from the parking assistance processing unit 1A, and notifies the user of various information. The display device 11 is arranged, for example, in the center of the instrument panel or in a combination meter provided in front of the driver's seat. The display device 11 is capable of full color display, for example, and can be configured using a liquid crystal display, an organic EL display, or the like.

  As shown in FIG. 2, each of the cameras 81 to 84 may be a CMOS camera, a CCD camera, or the like whose shooting range is set to a wide angle (for example, an angle of view of 185 °) by a wide angle lens, for example. The front camera 81 is provided, for example, in a front bumper or a front window so that the front area A81 is set as a photographing range on the road surface around the host vehicle. The rear camera 82 is provided, for example, in a rear bumper so that the rear area A82 of the road surface around the host vehicle is set as a shooting range. In the present embodiment, the rear camera 82 is installed on the rear bumper, but it may of course be installed on the upper part of the rear window.

  The left camera 83 is provided on a left side mirror or the like and photographs the left area A83. The right camera 84 is provided on a right side mirror or the like and photographs the right area A84 of the host vehicle. Images captured by the cameras 81 to 84 are output to the parking assist processing unit 1A.

  In addition, each camera 81-84 is not restricted to the structure installed so that all the azimuth | directions of the front-back and left-right of the own vehicle may become an imaging range. For example, it is good also as a structure installed so that only the front-back direction of the own vehicle may be set as an imaging range. That is, the front camera 81 and the rear camera 82 may be provided.

  Each of the front radar 91 and the rear radar 92 irradiates a predetermined range around the own vehicle with laser light, receives the reflected light, and determines the distance to the reflection point (that is, the object) and the direction in which the object exists. It is a well-known laser radar that detects. Each of the radars 91 to 92 irradiates the laser beam with a different pattern for each irradiation angle based on the drive signal input from the parking assist processing unit 1A, and the irradiated laser beam is reflected by the object and returned. A signal indicating the time required for coming (referred to as the round-trip flight time) is output to the parking assist processing unit 1A. Each of the radars 91 to 92 performs sweep irradiation at a constant period (for example, every 100 milliseconds).

  The front radar 91 may be installed on the front bumper or the upper part of the front window so as to sweep and irradiate laser light to a predetermined range in front of the host vehicle (this is a front detection area). In the present embodiment, as an example, the front radar 91 is installed at the center of the front bumper in the vehicle width direction so that its optical axis coincides with the front direction of the vehicle.

  In addition, the irradiation angle range in the horizontal direction of the front radar 91 is −18 ° to + 18 ° with respect to the optical axis, and the irradiation angle range in the vertical direction is −4 ° to + 4 ° with respect to the optical axis. The front detection area is defined by the angular range in which the laser beam is irradiated in each of the horizontal direction and the vertical direction and the installation position thereof.

  The rear radar 92 may be installed on the rear bumper or the upper part of the rear window so as to sweep and irradiate a laser beam to a predetermined range (this is a rear detection area) behind the host vehicle. In the present embodiment, as an example, the rear radar 92 is assumed to be installed at the center in the vehicle width direction of the rear bumper so that the optical axis thereof coincides with the rear direction of the vehicle.

  The irradiation angle range in the horizontal direction of the rear radar 92 is −18 ° to + 18 ° with respect to the optical axis, and the irradiation angle range in the vertical direction is −4 ° to + 4 ° with respect to the optical axis. The rear detection area is defined by the angle range in which the laser beam is irradiated in each of the horizontal direction and the vertical direction and the installation position of the rear radar 92.

  In the present embodiment, a configuration in which a laser radar (that is, the front radar 91 and the rear radar 92) is used as the distance measuring sensor 9 is shown, but the present invention is not necessarily limited thereto. The distance measuring sensor 9 corresponding to the front radar 91 and the rear radar 92 may be any sensor that can detect a shape such as a distance to an object existing in a predetermined range in the traveling direction of the host vehicle and a height and width of the detected object. Other than the laser radar may be used.

  For example, the distance measuring sensor 9 may be an ultrasonic sensor that uses sound waves as exploration waves, a millimeter wave radar that uses radio waves, or the like. Further, the distance measuring sensor 9 may be realized by applying a known technique for calculating the distance to the subject from the parallax of images captured by a plurality of cameras. The distance measuring sensor 9 corresponds to the obstacle detection device described in the claims.

  For example, when an ultrasonic sensor is used as the distance measuring sensor 9, the position and contour shape of the obstacle are obtained from a distance data series (point sequence) in which the distance to the obstacle is stored in time series by sequentially receiving reflected waves. May be detected.

  Here, an example of the attachment positions of the rear camera 82 and the rear radar 92 will be described. As described above, the rear camera 82 and the rear radar 92 are each installed at the center of the rear bumper in the vehicle width direction. For example, FIG. 3 shows an example in which the rear camera 82 is installed above the rear radar 92 in the center of the rear bumper in the vehicle width direction. FIG. 3 is a side view of the vicinity of the rear of the host vehicle viewed from the left side in the vehicle width direction. B92 in the figure indicates a rear detection area formed by the rear radar 92, and C82 indicates a shooting range (rear shooting range) of the rear camera 82 installed so as to capture the rear area A82. .

  Of course, these mounting positions and mounting postures are merely examples, and are not limited thereto. For example, the rear radar 92 may be attached in such an attachment posture that its optical axis forms a predetermined angle (for example, 5 °) downward from the horizontal plane. Note that, in the rear of the vehicle, the area other than the rear imaging range C82 is an area that cannot be captured by the rear camera 82 (so-called blind spot), and an area other than the rear detection area B92 is a blind spot for the rear radar 92.

  The parking assist processing unit 1A mainly includes a well-known microcomputer, and includes a CPU, a nonvolatile memory such as a ROM and an EEPROM, a volatile memory such as a RAM, an I / O, and a bus line for connecting these configurations ( All are not shown). The ROM stores programs for the parking assist processing unit 1A to perform various processes.

  The storage unit 1M included in the parking support processing unit 1A is a storage device capable of writing and deleting data, and is realized by the above-described flash memory or the like. Of course, the storage unit 1M may be provided outside the parking support processing unit 1A. The vehicle model information is stored in the storage unit 1M. The vehicle model information is information indicating the model number of the vehicle and the shape of the vehicle body, for example, from the road surface to the vehicle body bottom when the vehicle height, vehicle width, longitudinal length, air pressure, and diameter are specified values. Such as height. In addition, as vehicle model information, mounting positions with respect to the center of the host vehicle, such as each wheel, the GPS receiver 2, the cameras 81 to 84, and the radars 91 to 92, are also registered.

  The center of the host vehicle is, for example, a point where the distance from the front end of the vehicle to the rear end is equal on the center line of the vehicle equidistant from both sides of the host vehicle. Of course, in addition, the position of the rear wheel shaft at the center in the vehicle width direction may be the center, or the position where the GPS receiver 2 is installed may be the center. The storage unit 1M further stores a bird's-eye view image of the own vehicle, a vehicle body transmission image that is transmitted through the vehicle body displayed in the transparent bird's-eye view image described later, and other data for displaying various backgrounds. Yes.

  The parking assistance processing unit 1A has various functions based on various information input from the various sensor groups 2 to 7, the cameras 81 to 84, and the radars 91 to 92, and a program stored in the ROM. Realize. Here, the function with which parking assistance process part 1A is provided is demonstrated using FIG.

  As shown in FIG. 4, the parking support processing unit 1A includes a vehicle position detection unit F1, an obstacle detection unit F2, a wheel stop detection unit F3, a movement locus calculation unit F4, a relative position estimation unit F5, and a wheel diameter correction unit as functional blocks. F6, an image generation unit F7, a display control unit F8, and an audio control unit F9.

  The vehicle position detection unit F1 is based on signals input from the GPS receiver 2, the steering angle sensor 3, the vehicle speed sensor 4, the wheel rotation angle sensor 5, and the gyro sensor 6, and the current position (hereinafter referred to as the vehicle position) ) Is detected. The vehicle position is represented by latitude and longitude, for example. The position acquisition unit 11B acquires the vehicle position sequentially (for example, every 100 milliseconds).

  Since each sensor group used for detecting the vehicle position has an error with a different property, the sensor group is configured to be used while being complemented by a plurality of sensors. Of course, depending on the accuracy of each sensor, it may be constituted by a part of the above-described sensors.

  The obstacle detection unit F2 is based on the detection results of the front radar 91 and the rear radar 92, and the relative position and shape of the object (that is, the obstacle) existing in the front detection area and the rear detection area B92 with respect to the host vehicle. Is detected. Here, a more specific operation of the obstacle detection unit F2 will be described taking the case of the rear radar 92 as an example.

  The obstacle detection unit F2 reflects the reflection point of the laser beam reflected on the rear radar 92 from the irradiation angle of the laser beam irradiated by the rear radar 92 and the round-trip flight time of the laser beam corresponding to the irradiation angle. Identify relative position (distance and direction). And the relative position with respect to the own vehicle center of the said reflective point is specified from the attachment position and attachment attitude | position of the rear radar 92 in the own vehicle memorize | stored in the memory | storage part 1M.

  By performing such processing for all reflection points obtained by sweep irradiation, the relative positions of the reflection points (including not only obstacles but also the road surface) existing in the rear detection area can be determined. Identify. At this time, the obstacle detection unit F2 identifies the shape of the obstacle while separating the road surface and the obstacle from the continuity of adjacent reflection points and the like. The relative position of the obstacle may be represented by a plane coordinate system having the vehicle center as the origin, the vehicle longitudinal direction as the X axis, and the vehicle width direction as the Y axis. The relative position of the detected obstacle is stored in the storage unit 1M. In the above, the rear radar 92 is taken as an example, but the same applies to the front radar 91. The obstacle detection unit F2 corresponds to the actual relative position specifying unit described in the claims.

  The loop stop detection unit F3 detects the loop stop from the obstacles and the like among the obstacles around the host vehicle detected by the obstacle detection unit F2. For example, the loop stop detection unit F3 determines whether the obstacle particle has a ring based on whether the height of the obstacle is equal to or less than a predetermined threshold value Hth and whether the width of the obstacle is equal to or less than the predetermined threshold value Wth1. It is determined whether or not it is a clip.

  The loop stop detection unit F3 determines that an obstacle whose height is equal to or less than the threshold value Hth and whose width is equal to or less than Wth1 is a temporary ring clamp, and the obstacle determined to be the temporary ring clamp is an average ring clamp If two of the obstacles are lined up at an interval, it is determined that these two obstacles are ring-stopped.

  This is because there are many cases where the wheel stopper is installed as a set for the left wheel and the right wheel, and if there is only one obstacle determined to be a temporary wheel stopper, This is because there is a possibility of detecting a locking device or the like provided in a car park or the like. That is, by adopting a configuration for detecting a loop stop as in the present embodiment, it is possible to reduce the possibility that an obstacle with a low height, such as a locking device, is erroneously detected as a ring stop.

  Here, the average wheel-retaining interval indicates an average interval between the wheel-retaining for the left wheel and the wheel-retaining for the right wheel, and is designed as appropriate. For example, the average wheel ring interval may be a value obtained by subtracting a certain value (for example, 0.6 m) from the average vehicle width that is the average value of the vehicle widths of various vehicle types. Further, the average ring retaining interval is not a constant value, and may have a predetermined range. For example, the average ring retaining interval may be set to 0.3 to 1.0 m.

  In addition, when a white line indicating a parking frame (that is, a parking frame line) can be detected by performing image processing on the captured images of the cameras 81 to 84, an obstacle is looped using the information of the parking frame line. It may be determined whether or not. For example, when two obstacles that are determined to be temporary wheel stops in the area surrounded by the parking frame line are arranged at an average wheel stop interval, these two obstacles may be determined to be wheel stops. Good.

  The movement trajectory calculation unit F4 sequentially calculates the movement trajectory based on information such as a steering angle, a vehicle speed, a wheel rotation angle, and a traveling direction, which are sequentially obtained from various sensor groups. The movement trajectory indicates the distance moved and its direction. Since the sensor groups used for calculating these movement trajectories have errors of different properties, they may be used while being complemented by a plurality of sensors. Of course, depending on the accuracy of each sensor, it may be constituted by a part of the above-described sensors.

  In the present embodiment, as an example, the movement locus is calculated from the steering angle and the rotation angle of the wheel. Here, the rotation angle of the wheel indicates how much the wheel has rotated, and determines the movement distance. The moving distance can be obtained from the rotation angle of the wheel and the diameter of the wheel. Instead of the rotation angle, a travel distance calculated by integrating the vehicle speed may be used.

  The relative position estimation unit F5 moves the relative position of the obstacle detected by the obstacle detection unit F2 at a certain point (first point) before the movement with respect to the host vehicle at the point after the movement (second point). It is estimated from the movement locus from the first point to the second point calculated by the locus calculation unit F4.

  The difference between the relative position estimation unit F5 and the obstacle detection unit F2 is whether or not the detection results of the radars 91 to 92 are used after movement, that is, at the second point. More specifically, the obstacle detection unit F2 detects the actual relative position of the obstacle based on the detection results of the radars 91 to 92 at any of the first point and the second point. On the other hand, the relative position estimation unit F5 calculates the obstacle at the second point from the relative position detected by the obstacle detection unit F2 at the first point and the movement locus from the point calculated by the movement locus calculation unit F4. Estimate relative position.

  Of course, if the movement locus from the first point to the second point calculated by the movement locus calculation unit F4 matches the actual movement locus, the obstacle detection unit F2 detects the obstacle again at the second point. The relative position matches the relative position estimated by the relative position estimation unit F5. Hereinafter, the relative position of the obstacle detected by the obstacle detection unit F2 with respect to the host vehicle is referred to as an actual relative position, and the relative position of the obstacle with respect to the host vehicle estimated by the relative position estimation unit F5 is referred to as an estimated relative position. .

  The wheel diameter correcting unit F6 has the amount of change in the relative position of the vehicle with respect to the same obstacle detected by the obstacle detecting unit F2 at the first point and the second point, and the first calculated by the movement locus calculating unit F4. The set value of the diameter of the wheel attached to the host vehicle is corrected from the movement locus from the point to the second point.

  The obstacle used as a reference for calculating the amount of change in the relative position of the host vehicle may be any stationary object, for example, a ring stop or a ring stop existing on the back side (that is, the traveling direction side) of the parking space. Or a wall. Further, a known object tracking technique such as an active search method may be used as a method for identifying the reference obstacle detected at the first point from the obstacle detected at the second point.

  For example, it is assumed that the vehicle is moving from the first point to the second point in the process of retreating the host vehicle straight and entering the parking space. At this time, when the change amount of the relative position detected by the rear radar 92 is 0.5 m and the distance of the movement locus calculated by the movement locus calculation unit F4 is 0.6 m, the diameter of the wheel is Therefore, it is set larger than the actual value.

  When the host vehicle is moving straight ahead, the diameter of the wheel is determined from the amount of change in the relative position with respect to the wheel stop detected by the rear radar 92, that is, the moving distance and the rotation angle detected by the wheel rotation angle sensor 5. It can be calculated and corrected. Of course, even when the host vehicle is not moving straight, if the steering angle detected by the rudder angle sensor 3 is used, the change in the relative position with respect to the wheel stop detected by the rear radar 92 and the rotation angle of the wheel are used. The diameter can be calculated.

  In this way, by correcting the set value of the wheel diameter by the wheel diameter correcting unit F6, the accuracy of the moving track calculated by the moving track calculating unit F4 can be improved, so that the relative position estimating unit F5 is also more accurate. The relative position can be estimated well. In particular, since the calculation of the wheel diameter by the wheel diameter correcting unit F6 can be performed during traveling for parking, the actual wheel diameter can be used as it is in the parking assist process.

  The image generation unit F7 generates various images to be displayed on the display device 11 and outputs them to the display control unit F8. For example, the image generation unit F7 performs a compositing process from the images captured by the cameras 81 to 84 and the image of the host vehicle stored in the storage unit 1M, so that the host vehicle as illustrated in FIG. And the bird's-eye view image which looked at the periphery of the own vehicle from the top is generated.

  In addition, when the obstacle included in the image captured by the cameras 81 to 84 can be detected at least once by the front radar 91 or the rear radar 92, the overhead is detected using the actual relative position detected by the obstacle detection unit F2. What is necessary is just to correct | amend and display the relative position with respect to the own vehicle of the obstruction in an image. The identification of the obstacle included in the image may be performed by applying a known pattern recognition technique. The database for pattern recognition shall be constructed in the storage unit 1M.

  Further, as shown in FIG. 6, the image generation unit F7 transmits the vehicle body of the host vehicle in the overhead image, and the positions of the wheels T1 to T4 and the positions of the wheel stops C1 and C2 provided in the host vehicle are displayed. A transparent overhead image is generated. 6A is a transparent bird's-eye view image including the entire vehicle and the periphery of the host vehicle, as corresponding to FIG. 5, and FIG. 6B is a wheel on the side of the wheel ring C1-2, that is, the rear wheels T1-2. It is the figure which expanded the vicinity. Hereinafter, an overhead image that is not transmitted through the vehicle body of the host vehicle is referred to as a normal overhead image in order to be distinguished from a transmitted overhead image. The transparent overhead image is an example of the relative position confirmation image described in the claims.

  The image generation unit F7 knows the position of each wheel while transmitting the vehicle body of the host vehicle by superimposing the image of each wheel included in the host vehicle on the vehicle body transmission image stored in the storage unit 1M. An image can be generated.

  When displaying the wheel image, the angle formed by each wheel with the vehicle front-rear direction in the transmitted bird's-eye view image based on the steering angle input from the steering angle sensor 3 is actually the wheel relative to the vehicle front-rear direction. An image is generated so as to be equal to the angle formed by. By adopting such a configuration, the user can not only see the positional relationship between the wheels T1 to T4 and the ring stoppers C1 and C2 but also recognize the direction in which the host vehicle moves thereafter. I can do it.

  However, it is not necessary to display all the wheels T1 to T4 in the transparent bird's-eye view image, and only the wheels on the side close to the wheel clasps C1 and C2, that is, the wheels on the traveling direction side may be displayed. That is, as shown in FIG. 6B, when performing reverse parking, it is only necessary to display the rear wheels T1 and T2 and the wheel clamps C1 and C2 included in the host vehicle.

  Moreover, it is not necessary to display the periphery of the vehicle in all directions of the vehicle on the transmission overhead image. It is sufficient that at least the direction in which the loop clasps C1 and C2 are present, that is, the periphery of the host vehicle in the traveling direction of the vehicle (here, the rear region A82) is displayed. D shown in FIG. 6B represents the distance between the rear wheels T1 and T2 and the ring stoppers C1 and C2, and is simply referred to as a remaining distance D hereinafter.

  The remaining distance D is the distance from the rear side end of the left rear wheel T1 to the end of the ring back C1 on the left rear wheel T1 side and the right rear wheel T2 of the ring back C2 from the rear side end of the right rear wheel T2. Of the distances to the side end, the shorter value may be used. Of course, the remaining distance D may be an average value thereof. For example, the rear side end of the left rear wheel T1 may be a point closest to the wheel ring C1 on the same plane as the height of the wheel ring C1. The rear end of the right rear wheel T2 may be determined in the same manner.

  The display control unit F8 controls the image output to the display device 11. For example, the image output to the display device 11 is switched from the normal overhead image to the transparent overhead image. The operation of the display control unit F8 will be described later with reference to FIG. The voice control unit F9 generates voice data corresponding to the voice to be output from the speaker 10 and outputs the voice data to the speaker 10, thereby performing various voice guidance for the driver. Data that is the basis of audio data may be stored in the storage unit 1M.

  For example, when the remaining distance D between the wheels T1 and T2 and the wheels C1 and C2 is equal to or less than a predetermined threshold value Dth1, the voice control unit F9 immediately contacts the wheels C1 and T2 with the wheels T1 and C2. A warning sound for informing the effect is output. The warning sound may have a different configuration depending on the remaining distance D. For example, the smaller the remaining distance, the shorter the interval at which the warning sound sounds or the higher the frequency of the sound constituting the warning sound. Moreover, you may alert | report with an audio | voice instead of a warning sound.

  The threshold value Dth1 is a threshold value for determining whether or not to notify the driver that the wheels T1 and T2 are approaching the ring clasps C1 and C2, and may be a value designed as appropriate. The threshold value Dth1 may be a constant value such as 0.5 m or 0.3 m, or may be a variable determined according to the traveling speed of the vehicle. In the latter case, the threshold Dth1 is increased as the speed increases.

  Next, an example of a flow of processing (referred to as reverse parking support processing) for assisting the driving operation for the driver to park the vehicle by reversing the host vehicle will be described using the flowchart shown in FIG. This backward parking support process is performed by the parking support processing unit 1A. That is, the parking assistance processing unit 1A corresponds to the parking assistance device described in the claims.

  This flowchart may be started, for example, when the shift position becomes the reverse position, that is, when a reverse signal is input from the shift position sensor 7. In addition, you may start when the input operation which turns on the parking assistance start switch provided separately is performed by the user. Note that, along with the start of the backward parking support process, sweep irradiation by the rear radar 92 is started, and the obstacle detection unit F2 sequentially performs the obstacle detection process during the backward movement.

  First, in step S101, an overhead image display process is performed, and the process proceeds to step S103. In step S101, the display control unit F8 causes the display device 11 to display the normal overhead view image generated by the image generation unit F7. The display range of the normal bird's-eye image at this time is a preset range, for example, a range of 2 m left and right from the center of the own vehicle in the vehicle width direction, and a range of 3 m before and after the center of the own vehicle in the vehicle longitudinal direction. That's fine.

  In step S103, a loop stop detection process is performed. In this loop detection process, the loop detection unit F3 detects the loops C1-2 from the obstacle detected by the obstacle detection unit F2 as described above. In step S103, when the loop clasps C1-2 are detected in the rear detection area B92, step S105 is YES, and the process proceeds to step S107. On the other hand, when the loop clasps C1 and C2 are not detected in the rear detection area B92, step S105 is NO and this flow is finished.

  Depending on the direction of the host vehicle at the reverse start point, the laser beam of the rear radar 92 may not reach the back side of the space to be parked (this is the parking space). For example, when a driver moves his / her vehicle backward and parks in a parking space existing on the right side of the host vehicle, the driver moves forward while turning the steering to the left near the parking space, and the vehicle body makes a predetermined angle with respect to the parking space. As you stop. Then, the host vehicle is moved into the parking space by reversing while operating the steering.

  In such a case, immediately after the start of retreat, the rear detection area B92 may be disengaged from the end of the parking space in the traveling direction. In addition, the advancing direction of the vehicle when reversing and parking is the rear of the vehicle, and the advancing direction side end of the parking space refers to an end on the back side when viewed from the passage in the parking space. In addition, it may be assumed that the laser beam is blocked by another vehicle parked adjacent to the parking space.

  In view of the above, the determination process in step S105 may be performed when the steering angle converges within a predetermined threshold from the time-series data of the steering angle input from the steering angle sensor 3.

  In step S107, a relative position display process is performed, and the process proceeds to step S109. In this relative position display process, the image generation unit displays an image in which the display control unit F8 can recognize the relative position between the host vehicle and the ring brackets C1 and C2 according to the relative position between the host vehicle and the ring brackets C1 and C2. The image is generated in F7, and the generated image is displayed on the display device 11. This relative position display process will be separately described with reference to FIG.

  In step S109, as the host vehicle moves, the movement trajectory calculation unit F4 calculates a movement trajectory, and the relative position estimation unit F5 estimates the estimated relative position. As the vehicle retreats, it is assumed that the clasps C1 and C2 enter the blind spot of the rear radar 92. While the clasps C1 and C2 can be detected by the rear radar 92, the clasp detected by the obstacle detection unit F2 is used. The estimated relative position may be corrected with the actual relative positions of C1 and C2.

  In step S111, it is determined whether the remaining distance D is equal to or less than the threshold value Dth1. If the remaining distance D is equal to or less than the threshold value Dth1, step S111 is YES, and the process proceeds to step S113. If the remaining distance D is calculated on the basis of the relative positions of the loop stops C1-2 determined by the obstacle detection unit F2 or the relative position estimation unit F5 and the vehicle model information stored in the storage unit 1M. Good.

  If the remaining distance D is greater than the threshold value Dth1, step S111 is NO, the process returns to step S107, and steps S107 to S111 are repeated. In addition, what is necessary is just to set the space | interval which calculates a movement locus | trajectory by step S109, for example for every 100 ms.

  In step S113, a process of notifying the driver that the wheels T1 and T2 are approaching the ring stoppers C1 and C2, that is, the remaining distance D is less than the threshold value Dth1, is performed (notification process). The process moves to step S115. In the notification process of step S113, the voice control unit F9 may be implemented by outputting a warning sound from the speaker 10, and the wheels T1-2 are close to the wheel ring C1-2 in the display device 11. The driver may be notified by displaying information indicating the above. In addition, the driver may be notified by vibrating the steering.

  In step S115, it is determined whether or not the host vehicle is parked. Whether or not the host vehicle is parked is determined, for example, when the parking signal is input from the shift position sensor 7 to the parking assist processing unit 1A. Further, when the traveling speed is greater than 0, it is determined that the vehicle is not parked. If it is determined that the host vehicle is parked, step S115 is YES and the process moves to step S117. On the other hand, when it determines with the own vehicle not being parked, step S115 becomes NO and returns to step S107.

  In step S117, the relative position display process by the display control unit F8 is canceled. And the power supply of the parking assistance process part 1A is interrupted | blocked, and this flow is complete | finished.

  Next, an example of the flow of the relative position display process performed by the display control unit F8 will be described using the flowchart shown in FIG. This flowchart is executed when the process proceeds to step S107 in the backward parking support process shown in FIG.

  First, in step S201, it is determined whether or not the loop stoppers C1 and C2 are detected by the rear radar 92. When the loop stoppers C1 and C2 are detected by the rear radar 92, step S201 is YES and the process proceeds to step S203. On the other hand, when the loop stoppers C1 and C2 enter the blind spot of the rear radar 92 as the host vehicle moves backward, step S201 is NO and the process proceeds to step S205.

  In step S203, the remaining distance D is calculated based on the actual relative positions of the loop stops C1-2 detected by the obstacle detection unit F2 and the vehicle model information stored in the storage unit 1M, and the process proceeds to step S207. . In step S205, the remaining distance D is calculated based on the estimated relative position of the loop stops C1-2 estimated by the relative position estimation unit F5 and the vehicle model information stored in the storage unit 1M, and the process proceeds to step S207. .

  In step S207, from at least one of the remaining distance D and the estimated relative position, whether or not the ring clasp C1-2 is positioned below the vehicle body, that is, in the normal overhead image, the ring clasp C1-2 and the vehicle body are It is determined whether or not they overlap. If it is determined that the loop clasps C1 and C2 are located below the vehicle body, step S207 is YES and the process proceeds to step S209. On the other hand, if it is determined that the ring clasps C1 and C2 are not located below the vehicle body, step S207 is NO and the process proceeds to step S211.

  In step S209, as shown in FIG. 6, this flow is performed by displaying a transparent overhead image in which the relative position of the left rear wheel T1 and the right rear wheel T2 and the wheel clamps C1 and C2 is displayed. finish.

  In the transmitted overhead image, the positions of the left rear wheel T1 and the right rear wheel T2 need only be displayed, and the vehicle body of the host vehicle may not be completely transmitted. For example, a translucent vehicle body may be displayed. Further, the outline of the vehicle body may be displayed by a line or the like. According to such a configuration, the driver can recognize the relative position between the obstacle other than the ring clasps C1 and C2 and the vehicle body.

  Further, based on the steering angle input from the rudder angle sensor 3, the recommendation calculated from the trajectory on which the host vehicle travels when the steering angle is maintained and the relative position between the current host vehicle and the wheel clamps C <b> 1 and 2. A traveling trajectory or the like may be displayed superimposed on the transparent overhead image.

  Furthermore, the image showing the loop stoppers C1 and C2 in the transparent bird's-eye view image is configured to use the images of the actual loop stoppers C1 and C2 taken by the rear camera 82 during the backward movement. Images of the loop stops C1 and C2 taken by the rear camera 82 during the backward movement may be stored in the storage unit 1M. Of course, the image showing the ring clasps C1 and C2 in the transparent overhead view image may be a figure or the like that represents the ring clasp stored in the storage unit 1M in advance.

  Further, the road surface image displayed under the transmitted vehicle body may also be an actual road surface image taken by the rear camera 82 during retreat. According to such a configuration, since an object (for example, a cardboard or the like) that cannot be detected by the rear radar 92 is also displayed, the positional relationship between the rear wheels T1 and T2 and those objects that are not detected by the rear radar 92 is determined. Can be recognized by the user.

  In step S211, a normal bird's-eye view image is displayed so that the relative position between the wheel clasps C1 and C2 and the host vehicle can be seen, and this flow ends. For example, the scale of the normal bird's-eye view image is changed to a scale at which the loop stops C1 and 2 are displayed, or the position of the host vehicle in the normal bird's-eye view image is shifted from the center of the image so that the loop stops C1 and 2 are displayed. (For example, refer to FIG. 5). Note that the loop clasps C1 and C2 in the normal bird's-eye view image may be highlighted and displayed in a predetermined display format, for example, surrounded by a square mark.

  In the configuration as described above, when at least the wheel clasps C1 and C2 are located under the vehicle body, a transparent overhead image showing the relative positions of the wheel clasps C1 and H2 hidden under the vehicle body and the rear wheels T1 and T2 is displayed. indicate. Therefore, according to such a configuration, the driver can recognize how far the rear wheels T1 to T2 and the ring stoppers C1 to C2 are further apart by looking at the transparent overhead view image.

  Then, by performing a braking operation according to the remaining distance D, the rear wheels T1 and T2 and the ring stoppers C1 and C2 can be vigorously brought into contact with each other, thereby reducing the risk of giving an impact to the occupant.

  Further, the driver recognizes the relative positions of the wheel clasps C1 and C2 and the rear wheels T1 and T2, and performs the steering operation according to the relative position, so that the rear wheels T1 and T2 are connected to the wheel clasps C1 and C2. This can reduce the risk of parking on either the left side or the right side.

  In the above description, the support process when the host vehicle is parked backward is described as an example, but the same applies to the case where the vehicle is parked while moving forward. In this case, instead of the rear wheels T1 and T2, the rear camera 82, the rear radar 92, and the like described in the reverse parking support process, the front wheels T3 to T4, the front camera 81, the front radar 91, and the like may be used.

  Moreover, in this embodiment, it was set as the structure which shows the relative position of the ring stop C1-2 hidden under the vehicle body and the rear wheels T1-2 by displaying a transparent overhead view image, but it is not restricted to this. For example, the remaining distance between the rear wheel T1 and the ring stop C1 may be shown in a side view of the host vehicle viewed from the left side of the vehicle. However, in this case, it is not possible to display information on obstacles other than the wheel clasp C1 existing on the side of the vehicle and the distance between the right rear wheel T2 and the wheel clasp C2. Therefore, the aspect which displays the relative position of the ring stop C1-2 and rear-wheel T1-2 by a transparent overhead view image like this embodiment is more preferable.

  In the above, the obstacles on the road surface functioning as a ring stopper have been exemplified as the ring stoppers C1 and C2 that are a pair of the left wheel and the right wheel, but the present invention is not limited thereto. The ring stop may be any one that has a function of defining a reverse limit position (advance limit position in the case of forward parking) in the parking space. That is, there may be only one for a single wheel, or a block. Alternatively, the left wheel ring clasp C1 and the right wheel ring clasp C2 may be continuously integrated.

  Furthermore, not only the ring stop, but also a lock device that is provided on the road surface of the pay parking lot and manages entry / exit of the parked vehicle by a lock plate or the like may be displayed on the transparent overhead image. According to such a configuration, since the user can recognize the relative position between the wheel and the locking device, the operation of the accelerator pedal, the brake pedal, and the like can be performed at a more appropriate timing. The detection of the locking device may be realized by applying a well-known pattern recognition technique in the same manner as the loop stopper detection unit F3.

  In addition, when a relatively small obstacle such as an empty can left on the road surface can be detected by the radars 91 to 92, the relative position may be displayed on the transmitted overhead image. With such a configuration, the user can drive the vehicle so as not to step on garbage such as empty cans with wheels. Obstacles whose height is shorter than the bottom of the vehicle, such as a ring stopper, a lock device, and an empty can, correspond to the low obstacle described in the claims. In addition, it is preferable to display a movable object such as an empty can separately from other stationary obstacles (such as a ring stop). For example, a movable object is displayed so as to be less noticeable than a stationary object. Whether the object is a stationary object may be determined by pattern matching between the shape of the detected obstacle and the shape of the obstacle registered in advance as a stationary object.

  In the present embodiment, when it is determined in step S207 in FIG. 8 that the loop clasps C1 and C2 are located below the vehicle body, the image to be output to the display device 11 is switched from the normal overhead image to the transparent overhead image. However, it is not limited to this. A transparent overhead image may be displayed from the beginning (S101). Further, as described above, a transmission overhead image may be displayed when a low obstacle detected by the distance measuring sensor 9, a locking device, an empty can, or the like is positioned below the vehicle body.

  Further, in step S209, when the steering angle is not 0 °, the transmitted overhead image is displayed so as to include the driving wheels (here, the front wheels). In addition, a transparent overhead image may be displayed in which the vicinity of the wheel on the ring-fastening side is enlarged. For example, when the steering angle is not 0 °, a transparent overhead view image showing the whole image is displayed as shown in FIG. 6A, and when the steering angle is 0 °, (B ) To display a transparent overhead image as shown in FIG. This is because when the steering angle is 0 °, the vehicle simply retreats straight, and there is a high possibility that the vehicle is in the stage of adjusting the distance between the rear wheel and the wheel stopper.

  In the present embodiment, the normal overhead image and the transparent overhead image are generated using the images taken by the cameras 81 to 84, but the present invention is not limited thereto. For example, in the transparent bird's-eye view image, it is only necessary to display the relative positions of the wheels T1 to T4 of the host vehicle and an obstacle such as a ring stopper that is entering under the host vehicle. That is, a normal overhead image and a transparent overhead image may be generated using data stored in the storage unit 1M.

(Modification 1)
In the first embodiment described above, the rear radar 92 is installed on the rear bumper or the like of the vehicle. Therefore, the underside of the vehicle body becomes a blind spot of the rear radar 92. For this reason, although the relative position of the ring stoppers C1 and C2 and the rear wheels T1 and T2 is determined based on the estimated relative position estimated by the relative position estimation unit F5, the present invention is not limited thereto.

  For example, in the space between the bottom of the vehicle body and the road surface, the rear radar 92, sonar, so as to include the area from the rear end of the rear wheels T1-2 to the rear end of the vehicle as the rear detection area B92. An infrared laser, a camera, etc. may be installed. And from the detection results of these devices, the relative positions of the rear wheels T1 and T2 and the ring stoppers C1 and C2 may be acquired. Of course, the same applies to the front wheels T3 to T4. According to such a configuration, the relative position directly detected by various sensors can be used as the relative position between an obstacle such as a ring stop and the wheel provided in the host vehicle, instead of the estimated position.

(Embodiment 2)
Next, a second embodiment (referred to as a second embodiment) of the present invention will be described with reference to the drawings. For convenience, members having the same functions as those shown in the drawings used in the description of the first embodiment are given the same reference numerals, and descriptions thereof are omitted. Further, when only a part of the configuration is described, the first embodiment described above can be applied to the other parts of the configuration.

  In addition to the configuration of the parking support system 100A of the first embodiment, the parking support system 100B in the second embodiment includes a steering control unit 12, a drive control unit 13, and a braking control unit 14, as shown in FIG. In addition to the functional blocks F1 to F9 of the parking support processing unit 1A of the first embodiment, the parking support processing unit 1B includes a travel control unit F10 as shown in FIG. The steering control unit 12, the drive control unit 13, the braking control unit 14, and the parking support processing unit 1B are connected to each other via a known in-vehicle network so as to be able to communicate with each other.

  The steering control unit 12 controls an electric motor provided between the steering and the pinion gear in order to control the steering direction of the host vehicle. The drive control unit 13 controls a power engine mounted on the host vehicle in order to control the acceleration of the host vehicle. For example, the drive control unit 13 controls the operation of an injector and an igniter (both not shown), and operates the fuel injection amount to the engine and the engine ignition interval to control the engine speed. The braking control unit 14 controls a brake actuator in order to control braking of the host vehicle.

  And the steering control part 12, the drive control part 13, and the braking control part 14 implement various control based on the instruction | command input from the traveling control part F10 with which the parking assistance process part 1B is provided. In other words, the travel control unit F10 included in the parking support processing unit 1B can control the speed and the moving direction of the host vehicle by outputting various commands to the control units 12-14.

  In the above configuration, the operation of the travel control unit F10 during the reverse parking support process will be described.

  The traveling control unit F10 sequentially acquires the remaining distance D obtained from the actual relative position or the estimated relative position. Then, when a driving operation by the driver who wants to further reverse is detected at the point where the remaining distance D becomes the predetermined threshold value Dth2, a process for suppressing further reverse is performed (reverse suppression process). To do.

  For example, the traveling control unit F10 outputs a command for reducing the engine speed to the drive control unit 13 to reduce the driving force of the host vehicle. In addition, the traveling control unit F10 may increase the braking force by outputting a command to apply a brake to the braking control unit 14. You may implement combining the instruction | command to these drive control parts 13 and the brake control parts 14. FIG. In other words, in the reverse suppression process, the traveling speed of the host vehicle is reduced by instructing to reduce the driving force or increase the braking force.

  The threshold value Dth2 is a threshold value for determining whether or not to stop the host vehicle, and may be set to 3 cm or 5 cm, for example. Alternatively, a plurality of threshold values may be set so that the braking force gradually increases as the remaining distance D decreases. According to such a configuration, it is possible to reduce a risk that the wheel on the side of the ring retaining C1-2, that is, the rear wheel T1-2, gets over the wheel retaining C1-2.

  Of course, the operation during the backward parking assist process has been described above, but the same control process can be applied even during forward parking.

(Embodiment 3)
Next, a third embodiment (referred to as a third embodiment) of the present invention will be described with reference to the drawings. The configuration of the parking assistance system in the third embodiment is the same as that in the second embodiment, and members having the same functions as those shown in the drawings used in the description of the second embodiment are given the same reference numerals. To explain.

  The main difference between the present embodiment and the second embodiment is that the vehicle support is not performed by the driver but by the parking support processing unit 1B for parking the host vehicle in accordance with the wheel loops C1 and C2, so that the host vehicle It is a point to run automatically.

  Hereinafter, the automatic parking assistance process which this parking assistance process part 1B implements is demonstrated using FIG. Here, as in the first embodiment, an example in which the vehicle is moved backward and parked in the parking space will be described. However, the present invention can also be applied to a case where the vehicle is moved forward and parked.

  The flowchart shown in FIG. 11 is started when the shift position becomes the reverse position or when an input operation for turning on a separately provided parking support start switch is performed by the driver. The trigger for starting the automatic parking assistance process may be designed as appropriate.

  First, in step S301, a loop stop detection process is performed as in step S103 shown in FIG. And when the loop stops C1-2 are detected in the back detection area B92, step S303 becomes YES and moves to step S305. On the other hand, when the loop clasps C1 and C2 are not detected in the rear detection area B92, step S303 is NO and this flow is finished.

  In step S305, the actual relative position detected by the obstacle detection unit F2 or the estimated relative position estimated by the relative position estimation unit F5 is acquired, and the process proceeds to step S306. When both the actual relative position and the estimated relative position can be used, that is, when the loop stoppers C1 and C2 can be detected by the rear radar 92, the actual relative position may be used with priority. In step S306, as in step S107 of FIG. 7, a relative position display process is performed, and the process proceeds to step S307.

  In step S307, the positional relationship between the left rear wheel T1, the right rear wheel T2, the left wheel ring C1, and the right wheel ring C2 is calculated from the relative position between the host vehicle and the wheel rings C1-2 acquired in the previous step S305. To do. Then, the distance D1 between the left rear wheel T1 and the left wheel ring C1 (this is the left remaining distance) D1, and the distance between the right rear wheel T2 and the right wheel ring C2 (this is the right remaining distance) D2 , Respectively.

  The left side remaining distance D1 may be, for example, the distance between the end portion of the left side wheel T1 and the center point of the left side wheel stop C1. The center point of the ring fastener C1 is the midpoint of the long side on the vehicle side end surface of the left wheel bracket C1. Moreover, what is necessary is just to let the right side remaining distance D2 be the distance of the ring-fastening side edge part of the right side wheel T2, and the center point of the right side wheel stop C2, for example. The center point of the right wheel ring C2 is the midpoint of the long side on the vehicle side end surface of the right wheel ring C2.

  Here, using FIG. 12, the left remaining distance D1, the right remaining distance D2, and the wheel for each of the positional relationship patterns of the left rear wheel T1, the right rear wheel T2, the left wheel ring C1, and the right wheel ring C2. The direction of the vehicle body with respect to the clasps C1 and C2 will be described. FIG. 12 shows various positional patterns of the left rear wheel T1, the right rear wheel T2, the left wheel ring C1, and the right wheel ring C2.

  FIG. 12A shows a state in which the vehicle body is straight with respect to the ring clasps C1 and 2, and the center of the host vehicle is not shifted to the left or right with respect to the ring clasps C1 and C2. Yes. Here, the state in which the center of the host vehicle is not shifted to the left or right with respect to the wheel clamps C1 and C2 means that the center line L of the vehicle equidistant from both side surfaces of the host vehicle is the left wheel clamp C1. And the perpendicular bisector H of the center point of the right wheel ring clamp C2.

  When the vehicle body is tilted to the left side with respect to the ring clasps C1 and C2, as shown in FIG. 12B, the left side remaining distance D1 is shorter than the right side remaining distance D2. Further, when the vehicle body is tilted to the right with respect to the ring clasps C1 and C2, as shown in FIG. 12C, the left remaining distance D1 is longer than the right remaining distance D2. Therefore, the direction of the vehicle body relative to the wheel clasps C1 and C2 can be determined by comparing the left remaining distance D1 and the right remaining distance D2.

  In addition, even if the vehicle body is straight with respect to the ring clasps C1 and C2, if the center line L of the host vehicle is shifted to the right from the vertical bisector H, the vehicle body C1 to C2 Indicates that the center of the vehicle is shifted to the right. In addition, even if the vehicle body is straight with respect to the ring stoppers C1 and C2, if the center line L of the host vehicle is shifted to the left from the vertical bisector H, the wheel stops C1 and C2 Indicates that the center of the vehicle is shifted to the left. Therefore, from the positional relationship between the center line L of the host vehicle and the vertical bisector H, it can be determined whether the vehicle is shifted to the left or right side.

  Based on the above, returning to FIG. 11 again, the explanation of the automatic parking assistance process will be continued. In step S307, it is determined whether or not the left remaining distance D1 and the right remaining distance D2 match. If it is determined that the left side remaining distance D1 and the right side remaining distance D2 match, step S307 is YES, and the process proceeds to step S315. On the other hand, when it is determined that the left side remaining distance D1 and the right side remaining distance D2 do not match, step S307 is NO and the process proceeds to step S309.

  In step S309, it is determined whether the left remaining distance D1 is smaller than the right remaining distance D2. When the left side remaining distance D1 is smaller than the right side remaining distance D2, step S309 becomes YES and moves to step S311. On the other hand, when the left side remaining distance D1 is larger than the right side remaining distance D2, step S309 becomes NO and moves to step S313.

  In step S311, a command is issued to the steering control unit 12 to turn the steering to the left by a predetermined angle, and the drive control unit 13 is moved backward by a predetermined distance. Here, the predetermined angle instructed to the steering control unit 12 is a constant value such as 10 °, for example, but may be a value determined according to the remaining left distance D1 or the like. The predetermined distance instructed to the drive control unit 13 is a constant distance such as 10 cm, but may be a value determined according to the remaining left side distance D1. When step S311 is completed, the process returns to step S305. In addition, the track | truck which the own vehicle drive | works in step S311 and S313, S319, S321, S323 mentioned later corresponds to the running track as described in a claim.

  In step S313, a command is issued to the steering control unit 12 to turn the steering to the right by a predetermined angle, and the drive control unit 13 is moved backward by a predetermined distance. Here, the predetermined angle instructed to the steering control unit 12 and the predetermined distance instructed to the drive control unit 13 are the same as those described above in step S311. When step S313 is completed, the process returns to step S305.

  In step S315, it is determined whether the center line L of the host vehicle is deviated from the vertical bisector H. If the center line L of the host vehicle is deviated from the vertical bisector H, step S315 becomes YES and the process moves to step S317. On the other hand, if the center line L of the host vehicle is not deviated from the vertical bisector H, step S315 is NO and the process proceeds to step S323. Note that the vertical bisector H and the center line L of the host vehicle may be calculated in the plane coordinate system representing the relative position, and the above-described determination may be performed.

  In step S317, it is determined whether or not the center line L of the host vehicle is shifted to the right with respect to the vertical bisector H. If the center line L of the host vehicle is shifted to the right with respect to the vertical bisector H, step S317 becomes YES and the process moves to step S319. On the other hand, if the center line L of the host vehicle is shifted to the left with respect to the vertical bisector H, step S317 is NO and the process proceeds to step S321.

  In step S319, as in step S311, a command is issued to the steering control unit 12 to turn the steering to the left by a predetermined angle, and the drive control unit 13 is moved backward by a predetermined distance. In step S321, as in step S313, a command is issued to the steering control unit 12 to turn the steering to the right by a predetermined angle, and the drive control unit 13 is moved backward by a predetermined distance. When the processes in steps S319 and S321 are completed, the process returns to step S305.

  In step S323, while maintaining the steering in neutral, the drive control unit 13 is moved backward by a predetermined distance, and the process proceeds to step S325. The predetermined distance here is a distance at which the remaining distance D becomes a predetermined threshold value Dth2.

  In step S325, it is determined whether or not the remaining distance D is equal to or less than the threshold value Dth2. If the remaining distance D is less than or equal to the threshold value Dth2, step S325 becomes YES and the process moves to step S327. On the other hand, when the remaining distance D is larger than the threshold value Dth2, step S325 becomes NO and returns to step S305.

  In step S327, a parking process is implemented and this flow is complete | finished. In the parking process, for example, the shift position is moved from the reverse position to the parking position, and the ignition power supply is shut off.

  According to the above configuration, the relative positions of the wheels T1 and T2 and the ring stoppers C1 and C2 are sequentially displayed on the display device 11 even in the process of performing the automatic parking support process. Therefore, the driver can recognize the relative positions of the wheels T1 and T2 and the clasps C1 and C2 by looking at the display device 11, and accordingly determines whether or not the brake pedal should be stepped on. I can do it.

100A / 100B parking support system, 1A / 1B parking support processing unit, 8 perimeter monitoring camera, 9 ranging sensor (obstacle detection device), F1 vehicle position detection unit, F2 obstacle detection unit (actual relative position specifying unit), F3 wheel stop detection unit, F4 movement trajectory calculation unit, F5 relative position estimation unit, F6 wheel diameter correction unit, F7 image generation unit, F8 display control unit, F9 voice control unit, F10 travel control unit

Claims (7)

An obstacle detection device (9) for detecting an obstacle present in the traveling direction of the host vehicle;
Based on the detection result of the obstacle detection device, an actual relative position specifying unit (F2) for specifying the relative position of the low obstacle, which is an obstacle lower than the bottom of the vehicle body of the own vehicle, with respect to the own vehicle. When,
Based on the relative position of the low obstacle specified by the actual relative position specifying unit , in the image of the host vehicle and the periphery of the host vehicle viewed from above, the vehicle body of the host vehicle is transmitted, Image generation for generating a transparent bird's-eye view image showing the relative positions of at least the left and right wheels (T1, T2) provided on the traveling direction side of the own vehicle and the low obstacles among the wheels provided in the own vehicle Part (F7),
A display control unit (F8) that causes the display device (11) to display the transparent overhead view image generated by the image generation unit;
A steering angle sensor (3) for obtaining a steering angle ,
When the steering angle acquired by the rudder angle sensor is not 0 °, the image generation unit displays the transparent overhead view image showing the entire vehicle, while the steering angle is 0 °, parking assist apparatus according to claim you to view the transmission overhead image obtained by enlarging a region including the said wheel between the low obstacle the low obstacle side. In claim 1,
A movement trajectory calculation unit (F4) that sequentially calculates the movement trajectory of the host vehicle from the traveling direction and the movement distance of the host vehicle;
A relative position estimation unit (F5) for estimating a relative position of the low obstacle from the relative position specified by the actual relative position specification unit and the movement track calculated by the movement track calculation unit;
When the obstacle cannot be detected by the obstacle detection device as the host vehicle moves, the image generation unit is configured to transmit the overhead view image based on the relative position estimated by the relative position estimation unit. A parking assistance device characterized by generating Oite to claim 2,
The actual relative position specifying unit specifies the relative position of the obstacle existing in the traveling direction of the host vehicle with respect to the host vehicle based on the detection result of the obstacle detection device,
The movement trajectory calculation unit calculates the movement distance from a set value of the diameter of the wheel and a rotation angle of the wheel,
The parking assist device further includes:
The relative position of the obstacle specified by the actual relative position specifying unit at the first point on the travel route of the host vehicle, and the actual relative position specifying at the second point where the host vehicle further moves from the first point. The vehicle is attached to the host vehicle from the amount of change from the relative position of the obstacle specified by the unit and the movement locus from the first point to the second point calculated by the movement locus calculation unit. A parking assistance device comprising: a wheel diameter correction unit (F6) that corrects a set value of the wheel diameter. In claim 2 or 3 ,
Based on the relative position specified by the actual relative position specifying unit or the relative position estimated by the relative position estimating unit using the relative position specified by the actual relative position specifying unit, the traveling direction side of the host vehicle A parking assistance device comprising: a voice control unit (F9) that voice-guides a relative position between the wheel provided in the vehicle and the obstacle to a driver. In any one of Claims 1-4 ,
The image generation unit generates a normal overhead image that does not allow the vehicle body of the host vehicle to pass through in an overhead view when the host vehicle and the periphery of the host vehicle are viewed from above.
The display control unit
Based on the relative position specified by the actual relative position specifying unit at least once, it is determined whether or not the low obstacle is located under the vehicle body,
When it is determined that the low obstacle is not located under the vehicle body, the normal overhead view image is displayed, whereas when it is determined that the low obstacle is located under the vehicle body, the transmission is performed. A parking assistance device that displays an overhead image. In any one of Claim 1 to 5 ,
A travel control unit (F10) for controlling the travel of the host vehicle;
The low obstacle is a ring stop installed in a parking space,
The travel control unit performs a process of reducing the travel speed of the host vehicle when a distance between the wheel provided on the traveling direction side of the host vehicle and the ring stop is equal to or less than a predetermined threshold. A parking assistance device characterized by being implemented. In claim 6 ,
The parking control device, wherein the travel control unit automatically causes the host vehicle to travel along a travel path calculated based on the relative position specified by the actual relative position specifying unit at least once.

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