JP6747179B2 - Parking assistance method and parking assistance device - Google Patents

Description

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

2. Description of the Related Art Conventionally, as a parking assistance device that performs parallel parking including a turning operation, for example, one disclosed in Patent Document 1 is known. Patent Document 1 discloses that when a vehicle is parked in a target parking area, interference with obstacles existing around the parking area is avoided and a guidance route to the parking area is calculated.

Further, when the vehicle cannot be put into the parking area from the initial position by one turning operation, a plurality of turning operations are performed, that is, after the vehicle is moved backward, it is once moved forward and then moved backward again to move to the parking area. It is described that a guide route for entering a vehicle is calculated.

JP, 2010-202010, A

However, the conventional example disclosed in Patent Document 1 described above only considers the route when the vehicle is moved backward from the current stop position. Therefore, it is not possible to set the optimum turning position, and it is not possible to present an efficient route when the vehicle is parked in the parking area.

The present invention has been made to solve such a conventional problem, and an object thereof is to provide a parking system capable of presenting an efficient route when a vehicle is parked in a parking area. It is to provide a support method and a parking support device.

In order to achieve the above object, the present invention acquires current position information of a vehicle and surrounding environment information to set a passing target position, and sets a turning-back position for a reference position of the vehicle to pass the passing target position. .. Further, when the vehicle cannot reach the turning position, the auxiliary passing target position is set by moving the passing target position in the depth direction of the parking area. A route to the auxiliary passage target position is generated, and parking of the vehicle is assisted so that the vehicle travels along the route .

With the parking assistance method and the parking assistance device according to the present invention, it is possible to present an efficient route when the vehicle is parked in the parking area.

FIG. 1 is a block diagram showing the configuration of a parking assistance device according to an embodiment of the present invention. FIG. 2 is a block diagram showing a detailed configuration of the parking assistance device according to the embodiment of the present invention. FIG. 3 is an explanatory diagram showing a vehicle to be parked, roads around the vehicle, and a parking area. FIG. 4 is an explanatory diagram showing the turning position and the passage target position when the road width and the depth are wide. FIG. 5 is an explanatory diagram showing the auxiliary turning-back position and the auxiliary passage target position when the road width and depth are narrow. FIG. 6 is an explanatory diagram showing how the vehicle reaches the auxiliary turning position. FIG. 7 is an explanatory diagram showing how the left side portion of the vehicle interferes with an obstacle when the vehicle is moved backward toward the auxiliary passage target position. FIG. 8 is an explanatory diagram showing the auxiliary turning-back position and the manner in which the vehicle moves backward when the auxiliary passage target position is moved laterally. FIG. 9: is explanatory drawing which shows a mode that a vehicle retreats from a final turning position, and enters a parking area. FIG. 10 is a first partial diagram of the block diagram showing the processing procedure of the parking assistance apparatus according to the embodiment of the present invention. FIG. 11 is a second partial diagram of the block diagram showing the processing procedure of the parking assistance apparatus according to the embodiment of the present invention.

Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a block diagram showing the configurations of a parking assistance device and its peripheral devices according to an embodiment of the present invention. As shown in FIG. 1, a parking assistance device 100 according to the present embodiment includes a space recognition sensor 11 that recognizes a space around a vehicle, a sensor information processing unit 12 that processes detection data of the space recognition sensor 11, and a parking. And a parking assistance calculation unit 13 that performs an operation for assistance.

An input interface 14, a parking lot database 15, and a wheel speed sensor 16 are connected to the parking assistance calculation unit 13. The parking lot database 15 is provided in, for example, a parking lot facility, and stores data that specifies a parking lot such as a position and a size.

Further, the output of the parking assistance calculation unit 13 is connected to the vehicle control ECU 18 and the image processing unit 19. A wheel speed sensor 16 and a steering angle sensor 17 are connected to the vehicle control ECU 18. The vehicle control ECU 18 is connected to an actuator 20 that controls steering, vehicle speed, and the like. The image processor 19 is also connected to the display monitor 23.

The parking assistance calculation unit 13 can be configured as, for example, an integrated computer including a central processing unit (CPU) and storage means such as RAM, ROM, and hard disk.

The space recognition sensor 11 is a sensor for detecting an obstacle existing around the vehicle, and for example, a laser range finder (LRF) can be used. The LRF irradiates an object with an infrared laser and measures the distance to the object by the intensity of the reflected light. By measuring the LRF, the distance to the object can be acquired as point cloud information, and the point cloud information is output to the sensor information processing unit 12. As another example of the space recognition sensor 11, it is also possible to use a clearance sonar that uses ultrasonic waves or a stereo camera having a pair of cameras.

Then, the parking assistance calculation unit 13 uses the various types of input information and the like to calculate the target parking position and posture, set the target travel route, and transmit the target route information to the vehicle control ECU 18. The vehicle control ECU 18 drives each actuator 20 for driving/braking and steering the vehicle.

FIG. 2 is a block diagram showing the detailed configurations of the sensor information processing unit 12 and the parking assistance calculation unit 13. As shown in FIG. 2, the sensor information processing unit 12 includes a traveling road boundary estimation unit 21 and a travelable range estimation unit 22.

The track boundary estimation unit 21 acquires surrounding environment information based on the point cloud information output from the space recognition sensor 11. Specifically, the road boundary that is the boundary between the area where the vehicle can travel and the area where the vehicle cannot travel is specified. The travelable range estimation unit 22 also specifies the travelable range. Furthermore, based on the point cloud information, a parking space existing around the vehicle is specified.

For example, as shown in FIG. 3, when an occupant of a vehicle V1 parked on a road R1 parks the vehicle V1 in parallel in a parking area R2 facing the road R1, a traveling road boundary L1 of the vehicle V1, L2 is detected. The road boundary L1 in the road width direction can be acquired by measuring the road width H1. Further, the road boundary L2 in the depth direction of the road can be acquired by measuring the depth distance H2. It is possible to recognize that the vehicle V1 cannot move across the road boundary L1 in the width direction of the road and cannot move over the road boundary L2 in the vehicle depth direction. Further, the space of the parking area R2 and the direction of the parking area (eg, orthogonal to the road R1) are recognized.

The road boundary L1 in the road width direction can be obtained from the arrangement of the parked vehicles detected by the distance measuring sensor, or can be obtained from the white line information included in the image captured by the vehicle-mounted camera. Further, as the running path boundary L2 in the depth direction, it is possible to use the detection result by the distance measuring sensor or the obstacle information by the camera. When there is no object in the depth direction, the distance is infinity. In that case, a sufficiently large threshold value is set and the value is set as the depth direction distance.

Further, the parking frame width H4 of the parking region R2, the depth direction distance H3, and the orientation of the parking frame with respect to the road are recognized. The parking frame width H4 can be acquired from the distance between the parked vehicles obtained by the distance measuring sensor, or can be acquired based on the width of the white line of the parking section acquired by the vehicle-mounted camera. The depth distance of the parking frame is effectively measured by a distance measuring sensor. The direction of the parking frame may be acquired from the arrangement of the parked vehicles, or the direction of the parking section may be used. Further, these travelable ranges may be acquired as prior information from a database such as a map.

The parking assist calculation unit 13 illustrated in FIG. 2 includes a parking position identification unit 32, an initial position detection unit 33, a switching determination unit 31, a switching guidance control unit 34, a multiple switching guidance control unit 35, and a control command calculation. The unit 42 is provided.

[Parking position specifying unit 32]
The parking position specifying unit 32 specifies the parking position and the parking posture of the vehicle V1 based on the information given by the sensor information processing unit 12 and the information inputted by the input interface 14 (FIG. 1). ..

For example, information about the space recognition sensor 11, the parking lot database 15, and the like is used to detect a white line indicating the parking region R2, another vehicle parked, a wall, and the like to detect a parking space. Further, a passing target position when the vehicle V1 described later enters the parking area R2 is set. As shown in FIG. 3, when there is a parking area R2 facing the road R1 and the vehicle V1 is parked in the parking area R2, the center line CL of the parking area R2, and the center line CL and the road R1. The angle formed by (the right angle in the case of FIG. 3) is specified.

It is also possible to acquire the information from the infrastructure equipment that provides information on the vacant parking space and specify the parking position and the parking posture. Further, an image taken by the vehicle-mounted camera may be displayed, and the parking position and the parking posture may be specified based on the position and direction designated by the driver of the vehicle in this image.

[Initial position detector 33]
The initial position detection unit 33, based on the wheel speed data output from the wheel speed sensor 16 and GPS information obtained from a navigation device (not shown), the current position information of the vehicle, that is, the initial position and attitude of the vehicle. To detect. In the present embodiment, as shown in FIG. 3, the midpoint between the two rear wheels of the vehicle V1 (so-called axle center) is the reference position Q1. Hereinafter, the "vehicle position" means the reference position Q1, and the "vehicle attitude" means the angle between the longitudinal axis of the vehicle and the traveling direction of the road R1 or the center line of the parking area R2. Shall be shown.

For example, as shown in FIG. 3, when the initial position of the vehicle V1 is p1 (indicated as V1(p1) in the drawing), the initial position detection unit 33 determines that the initial position of the vehicle V1 is p1. And that the posture (arrow y1 in the figure) faces the traveling direction of the road R1. Further, when the position of the vehicle V1 is p2 (indicated as V1(p2) in the drawing), the position of the vehicle V1 is p2, and the posture is toward the center line CL of the parking area R2. To detect that

[Switchback determination unit 31]
The turning-back determination unit 31 determines the number of times of turning-back required when parking the vehicle V1 from the initial position p1 to the parking position in the parking area R2. In addition, "turning back" shown in the present embodiment means that the vehicle V1 is once moved forward from the initial position p1 and stopped, and then is moved backward toward the parking region R2. Therefore, as shown in FIG. 4, in the operation of moving the vehicle V1 at the initial position p1 forward and then turning back at the position p2 to put the vehicle V1 in the parking region R2, the number of times of turning back is one.

Hereinafter, the processing of the switchback determination unit 31 will be described. For example, as shown in FIG. 4, when there is a vehicle V1 facing the traveling direction of the road R1 at the initial position p1 and the vehicle V1 is to be put in the parking area R2, the reference position Q1 set for the vehicle V1 and The turning position and the posture are set based on the passing target position Q2 set at the center of the end of the parking area R2. Specifically, if the reference position Q1 can pass the passage target position Q2 in a desired posture, the vehicle V1 can be parked at a predetermined position in the parking area R2. Then, a position at which the reference position Q1 can reach the passage target position Q2 in a desired posture is set as a "cutback position".

In the present embodiment, a plurality of turning positions q1 to q5 and the attitude of the vehicle V1 at each turning position q1 to q5 are set. That is, if the reference position Q1 of the vehicle V1 moves to any of the turning positions q1 to q5 and the posture (indicated by an arrow in the drawing) at each of the turning positions q1 to q5 can be secured, the vehicle V1 is moved from this position. By moving backward, the vehicle V1 can be put in the parking position of the parking region R2 in a desired posture. In such a case, the number of times of switching back is determined to be one. In addition, in the present embodiment, as an example, the case where five turning-back positions q1 to q5 are set is shown, but the turning-back positions are not limited to five.

On the other hand, the reference position Q1 of the vehicle V1 cannot secure the above-described turning positions q1 to q5 and the posture at that position because the road width H1 is narrow and the depth distance H2 is short (see FIG. 3). There is. For example, in the example shown in FIG. 5, the reference position Q1 of the vehicle V1 cannot be adjusted to any of the turning positions q1 to q5. This is because the track boundary L1 exists. In such a case, it is determined that the switching operation needs to be performed a plurality of times. Then, the switching back determining unit 31 outputs a determination signal that determines whether the switching back operation is performed once or a plurality of times to the switching back guidance control unit 34 and the switching back guidance control unit 35.

[Cutback guidance control unit 34]
The turning-back guidance control unit 34 includes a turning-back position setting unit 36 and a turning-back path generation unit 37. The turning-back position setting unit 36 sets a turning-back position and a posture that is a starting point when the vehicle V1 is moved backward to enter the parking region R2 when the turning-back determination unit 31 determines that the number of times of turning-back is one. That is, as shown in FIG. 4 described above, the turning positions q1 to q5 and the attitudes at the respective positions are set so that the reference position Q1 of the vehicle V1 can pass the passing target position Q2 set in the parking area R2.

The return route generation unit 37 sets the route x1 when the vehicle V1 moves backward. For example, the vehicle V1 interferes (contacts, collides) with an obstacle by aligning the reference position Q1 of the vehicle V1 with the turning position q2, setting the posture at this position, and retracting the vehicle V1 along the route x1. Instead, it becomes possible to park at the parking position in the parking area R2. The switching position and orientation set by the switching position setting unit 36 and the information on the path x1 are output to the control command calculation unit 42.

[Return guide control unit 35 multiple times]
The multiple-turn-back guidance control unit 35 includes an auxiliary passage target position setting unit 38, an auxiliary return position setting unit 39, an auxiliary return route generation unit 43, a final parking position setting unit 40, and a final return position setting unit 41. ing.

The auxiliary passage target position setting unit 38 sets the auxiliary passage target position when the switching back determination unit 31 determines that the number of times of switching back is a plurality of times.

As shown in FIG. 5, when the road width H1 is narrow and the road depth distance H2 is short, one of the turning positions q1 to q5 shown in FIG. 4 is adjusted to the reference position Q1 of the vehicle V1, and It is not possible to match the posture in position. For example, when trying to match the reference position Q1 of the vehicle V1 with the turning position q2 shown in FIG. 5, the front of the vehicle V1 exceeds L1. That is, the reference position Q1 cannot be adjusted to the turning-back position q2 due to interference with surrounding obstacles. In such a case, the passing target position Q2 is moved in the depth direction of the parking region R2 by a predetermined distance, and this is set as the auxiliary passing target position Q2-1. As will be described later in detail, as shown in FIG. 8, the auxiliary passage target position Q2-1 is moved in the lateral direction to set a new auxiliary passage target position Q2-2.

The auxiliary turning-back position setting unit 39 sets the auxiliary turning-back positions corresponding to the auxiliary passing target positions Q2-1 and Q2-2. In the case of the auxiliary passage target position Q2-1, the auxiliary turning-back positions q1a to q5a are set. That is, as in the case of the turning-back positions q1 to q5 described above, the turning-back positions q1a to q5a for the reference position Q1 of the vehicle V1 to pass through the auxiliary passage target position Q2-1 and the attitudes at the respective positions are set.

The auxiliary turning-back path generating unit 43 generates a path from the auxiliary turning-back position to the auxiliary target position. For example, a route from the auxiliary turning positions q1a to q5a to the auxiliary passage target position Q2-1 is generated.

The final parking position setting unit 40 sets the position where the vehicle V1 finally parks in the parking area R2. The final cutback position setting unit 41 sets a final cutback position when a plurality of cutback positions are acquired.

Then, the auxiliary passing target position set by the auxiliary passing target position setting unit 38, the auxiliary turning position set by the auxiliary turning position setting unit 39, the final parking position set by the final parking position setting unit 40, and the final turning position. Each piece of information on the final turning position set by the setting unit 41 is output to the control command calculation unit 42.

The control command calculation unit 42 controls the vehicle based on the vehicle speed information acquired from the wheel speed sensor 16, the information output from the turning-back guidance control unit 34, and the information output from the multiple-turning guidance control unit 35. Is output to the vehicle control ECU 18.

[Explanation of flow chart]
Next, the processing procedure of the parking assistance device 100 according to the present embodiment configured as described above will be described with reference to the flowcharts shown in FIGS. First, in step S11 of FIG. 10, the sensor information processing unit 12 acquires the spatial recognition information detected by the spatial recognition sensor 11. In this processing, for example, distance measurement data detected by LRF or point cloud information is acquired.

In step S12, the travelable range estimation unit 22 estimates the traveling road boundary of the road R1 based on the space recognition information. As a result, for example, the road boundary L1 in the road width direction and the road boundary L2 in the road depth direction can be recognized as shown in FIG.

In step S13, the travelable range estimation unit 22 specifies the parkingable range. For example, when there are a plurality of parking areas on the side of the road R1 and a vacant parking area exists, this parking area is estimated as the parking available range.

In step S14, the parking position specifying unit 32 specifies the target parking position. In this process, in order to specify a space for parking the vehicle V1, for example, an input operation by an occupant from the input interface 14 or an empty parking area existing closest to the vehicle V1 is specified as a target parking position. To do.

In step S15, the initial position detector 33 acquires the wheel speed information detected by the wheel speed sensor 16. Further, in step S16, the number N of times of switching back is set to "1". In step S17, the initial position detection unit 33 identifies the initial position of the vehicle V1 based on the wheel speed information. As described above, the initial position indicates the position of the reference position Q1 when the vehicle V1 performs the operation of putting the vehicle in the desired parking area. In the example shown in FIG. 3, it is the initial position p1.

In step S18, the turning-back determination unit 31 sets the passing target position in the parking area R2. For example, as shown in FIG. 4, the passage target position Q2 is set at the center of the end of the entrance of the parking area R2.

In step S19, the turning-back determination unit 31 sets the turning-back position and the posture. In this process, as shown in FIG. 4, since the reference position Q1 of the vehicle V1 passes the passing target position Q2, the turning-back positions q1 to q5 that the vehicle V1 turns back are set. It should be noted that although five switching positions are set in the present embodiment, the present invention is not limited to this.

In step S20, the turning-back determining unit 31 sets a route from the reference position Q1 when the vehicle V1 is at the initial position p1 to each of the turning-back positions q1 to q5.

In step S21, the turning-back determining unit 31 determines whether the vehicle V1 can reach each of the turning-back positions q1 to q5 set in step S32. In the example shown in FIG. 5, when attempting to move the vehicle V1 stopped at the initial position p1 to the turning-back position q2, the right front of the vehicle V1 crosses the road boundary L1 and interferes with an obstacle and is determined to be unreachable. To do.

When it is determined that any of the return positions can be reached (YES in step S21), the return determination unit 31 can put the vehicle V1 into the parking position of the parking region R2 with one return. Judgment is made and a switching route is generated.

In step S22, the turning-back position setting unit 36 recognizes the turning-back position (any one of q1 to q5) and the posture at this position. Furthermore, the return route generation unit 37 generates a route from the initial position p1 of the vehicle V1 to the parking position of the parking region R2 via the return position. The information on the turning position and the route is output to the control command calculation unit 42.

In step S23, the control command calculation unit 42 calculates the vehicle control target value based on the information on the turning position and the turning route, and controls the vehicle V1 in step S24. As a result, it is possible to drive the vehicle V1 along the route generated in the process of step S22 and park the vehicle V1 at the parking position in the parking area R2.

On the other hand, if it is determined that the vehicle cannot be reached (NO in step S21), in step S25 of FIG. 11, the auxiliary passage target position setting unit 38 moves the passage target position in the depth direction. Then, in step S26, the auxiliary passage target position is set. Specifically, as shown in FIG. 5, the passing target position Q2 set in the parking area R2 is moved by a predetermined distance in the depth direction of the parking area R2, and this position is set as the auxiliary passing target position Q2-1. ..

In step S27, the auxiliary turning position setting unit 39 searches for an auxiliary turning position for the reference position Q1 of the vehicle V1 to pass the auxiliary passing target position Q2-1. For example, as shown in FIG. 5 described above, the auxiliary turning-back positions q1a to q5a and the postures at these positions are set with respect to the auxiliary passage target position Q2-1.

In step S28, the auxiliary switching route generation unit 43 generates an auxiliary switching route. That is, a route is generated until the reference point Q1 of the vehicle V1 at the initial position p1 reaches the auxiliary turning positions q1a to q5a. By changing the target at the time of moving the vehicle V1 backwards from the passing target position Q2 to the auxiliary passing target position Q2-1 (by moving in the depth direction), the auxiliary turning positions q1a to q5a are set in advance. The vehicle moves to the inside of the road from the turning positions q1 to q5. Therefore, the possibility that the reference position Q1 of the vehicle V1 can reach any of the auxiliary turning positions q1a to q5a increases.

In step S29, it is determined whether the vehicle V1 can reach at least one of the auxiliary turning positions q1a to q5a. If it cannot be reached (NO in step S29), the auxiliary passage target position is further moved in the depth direction by a predetermined distance in step S37. Specifically, the auxiliary passage target position Q2-1 shown in FIG. 5 is further moved in the depth direction, and a process of setting the moved position as a new auxiliary passage target position is executed.

In step S38, the auxiliary passage target position setting unit 38 determines whether the auxiliary passage target position can be moved in the depth direction of the parking region R2. Specifically, when the auxiliary passage target position reaches the end of the parking area R2 on the depth side, it cannot be moved any further in the depth direction, and thus it is determined that the auxiliary passage target position cannot be moved. In this case (NO in step S38), in step S39, the auxiliary cutback route generation unit 43 determines that parking is not possible, and ends this processing.

On the other hand, if it is determined that the user can move (YES in step S38), the process returns to step S26. That is, the process of searching the auxiliary turning-back position based on the auxiliary passing target position that has moved further in the depth direction and determining whether the vehicle V1 can reach this auxiliary turning-back position is repeated.

Further, as shown in FIG. 6, when the reference position Q1 reaches the turning-back position q2a, that is, when the vehicle V1 moves to the position p4, when the vehicle V1 does not exceed the road boundary L1 in the region Y1. , It is determined that the process can be reached in step S29. When it is determined that the vehicle can be reached, in step S30, the auxiliary switching route generation unit 43 determines whether the left side portion of the vehicle V1 interferes with the obstacle. That is, as shown in FIG. 6, when the vehicle V1 can reach at least one of the auxiliary turning positions q1a to q5a, the vehicle V1 is moved backward from this position to set the reference position Q1. It becomes possible to match the auxiliary passage target position Q2-1. However, moving the auxiliary passage target position Q2-1 in the depth direction of the parking area R2 may cause the left side portion of the vehicle V1 to interfere with the obstacle in the area a1 at the position p5, as shown in FIG. Occurs.

If the vehicle V1 does not interfere with the obstacle (NO in step S30), the vehicle V1 can be placed in the parking area R2 without interfering with the obstacle, and thus the process proceeds to step S22 shown in FIG. On the other hand, if it interferes with the obstacle (YES in step S30), the auxiliary passage target position setting unit 38 laterally moves the auxiliary passage target position Q2-1 in step S31. That is, as shown in FIG. 8, the position moved to the right side in the parking area R2 (outward direction of rotation of the vehicle V1) by a predetermined distance is set as a new auxiliary passage target position Q2-2.

In step S32, the switching number N is incremented. That is, “N=N+1”. In step S33, it is determined whether or not the number of repetitions N is the upper limit number "4". Since "N=4" is not initially set (NO in step S33), the auxiliary cutback route generation unit 43 generates an auxiliary cutback route for the auxiliary passage target position Q2-2 in step S34. Specifically, the switching paths for the auxiliary switching positions q1b to q5b shown in FIG. 8 are newly set. Since the newly set auxiliary turning-back positions q1b to q5b are positions obtained by moving q1a to q5a in parallel to the right side in the drawing, the reference position Q1 of the vehicle V1 is one of the auxiliary turning-back positions q1b to q5b. Can be moved to any posture.

In step S35, the auxiliary turning route generation unit 43 searches for a position immediately before the right rear portion of the vehicle interferes with the obstacle. That is, by moving the auxiliary passage target position to the right, it is possible to prevent the left side portion of the vehicle V1 from interfering with the area a1 as shown in FIG. On the other hand, the right rear part of the vehicle V1 interferes with the area a2. The vehicle position immediately before this interference position is searched as the forward movement start position (p7). Then, in step S36, the forward movement start position (p7) is set to the initial position of the new vehicle. Then, the process is returned to step S17 in FIG. That is, a new initial position (current position) is set, and the same processing as above is performed based on the positional relationship between this initial position and the passage target position Q1.

After that, in the process of step S21, it is determined that the vehicle V1 can reach the new turning position (YES in step S21), and it is determined that the vehicle V1 can be parked at the parking position of the parking region R2. The final parking position setting unit 40 sets the parking position in the parking area R2. Further, the final turning position setting unit 41 sets the auxiliary turning position and the posture at this time. Then, the final parking position information and the auxiliary turning-back position information are output to the control command calculation unit 42. For example, as shown in FIG. 9, the vehicle V1 can move forward from the position p7 to the position p8, further move backward to pass the position p3, and be parked at the parking position in the parking region R2.

On the other hand, if the auxiliary passage target position is laterally moved and parking is not possible and the number N of times of turning back is “N=4”, it is determined that parking is impossible in step S40, and this processing ends. To do. That is, when the vehicle V1 cannot be put into the parking area R2 even if the vehicle is turned back three times (when N=4), it is determined that parking is impossible.
In this way, it is possible to search for a return route from the current position of the vehicle V1 into the parking area R2 and assist parking.

In addition, in the above process, it is desirable to determine whether or not it is reachable in the order of q1, q2, q3, q4, and q5. When there are a plurality of turning positions or a plurality of auxiliary turning positions with respect to one passing target position or one auxiliary passing target position, the traveling direction of the vehicle and the central axis direction of the parking area are Select the turning position or the auxiliary turning position that makes a larger angle. That is, the angle between the depth direction of the parking area R2 and the traveling direction of the vehicle V1 is searched for from a direction close to 90 degrees. As a result, the calculation load can be reduced.

In this way, in the parking assistance device 100 according to the present embodiment, the passing target position Q2 is set in the parking area R2, and the turning positions q1 to q5 for allowing the reference position Q1 of the vehicle V1 to pass the passing target position Q2. Also, set the posture at each position. Then, it is determined whether the reference position Q1 of the vehicle V1 can reach any of the turning positions q1 to q5. If the vehicle can be reached, the vehicle V1 can be put into the parking area R2 with one turn. If it cannot be reached, the auxiliary passing target position Q2-1 is set by moving the passing target position Q2 in the depth direction of the parking area R2 by a predetermined distance. Then, the parking of the vehicle V1 is supported based on the auxiliary passing target position Q2-1. Therefore, it is possible to easily set the turning route for inserting the vehicle V1 into the parking area R2, and the parking operation can be performed without stress even when the width of the road connecting to the parking area R2 is narrow. Further, when it is used in an autonomous vehicle, autonomous parking can be easily performed.

Further, the auxiliary turning-back positions q1a to q5a are set for the auxiliary passing target position Q2-1, and the parking of the vehicle V1 is supported based on the auxiliary turning-back positions q1a to q5a. Therefore, the vehicle V1 can be parked at the parking position in the parking region R2 with a small number of times of turning back.

Furthermore, when the reference position Q1 of the vehicle V1 can reach any of the auxiliary turning positions q1a to q5a and the posture at each position can be secured, the inside of the turning of the vehicle V1 (for example, the left side portion) is an obstacle. To determine if it interferes with. Then, in case of interference, the auxiliary passage target position Q2-1 is moved in the width direction (lateral direction) of the parking area to set a new auxiliary passage target position Q2-2, and further, the auxiliary turning-back positions q1b to q5b. To set. As a result, when the interference between the inside of the turning of the vehicle V1 and the obstacle is avoided, the position immediately before the region of the outside of the turning of the vehicle V1 that interferes with the obstacle is set as the new current position. By doing so, a route for parking the vehicle V1 at the parking position in the parking region R2 can be set with the minimum number of times of turning, and the time required for parking can be shortened.

Further, since the final auxiliary turning position and the turning route can be set and notified to the occupant of the vehicle V1 and the like, it becomes possible for the occupant to recognize the final turning position and the route.

Further, if it is determined that the vehicle V1 cannot be parked at the parking position in the parking region R2 even if the number of times of turning back is set to a threshold number of times and the number of times of turning back is performed by this threshold number of times (for example, three times) Since parking is disabled, it is possible to notify the occupant that he/she will head to another parking area without performing an unnecessary switching operation.

Further, when a plurality of turning-back positions or auxiliary turning-back positions are set, one having a larger angle between the traveling direction of the vehicle V1 and the central axis of the parking area R2 is selected. Implementation can be avoided and the calculation load can be reduced.

The parking assistance device 100 of the present invention provides parking assistance so that the vehicle reaches the target position along the route calculated by the parking assistance calculation unit 13. For example, with respect to the above-described basic configuration, the operation of the vehicle V1 such as a figure that clearly shows the current position of the vehicle, a frame figure that shows the target position and the turning position, and information that indicates the steering wheel angle at the initial position and the turning position. If the configuration is such that a support information display unit that displays various support information useful for the driver to perform a driving operation during parking is added, the driver's driving operation can be assisted.

As the display monitor 23 that displays the support information, a navigation liquid crystal display or the like generally provided in the vehicle can be used. Further, if a speaker installed in the vehicle is used to provide voice guidance for guiding the steering direction or the like so that the vehicle moves along the route, more detailed parking assistance can be provided.

A joystick, an operation switch, a touch panel, or the like can be used as the input operation device in the input interface 14.

Although the parking assistance method and the parking assistance device of the present invention have been described above based on the illustrated embodiment, the present invention is not limited to this, and the configuration of each part is an arbitrary configuration having the same function. Can be replaced with one.

For example, if the vehicle control ECU 18 is configured to have a function of automatically controlling the steering of the vehicle V1 so that the vehicle V1 moves along the route obtained by the parking assist calculation unit 13, the automatic steering control allows It is possible to reduce the operation load on the driver during the parking operation. Furthermore, if a braking/driving control unit for controlling braking and driving of the vehicle is added, the vehicle V1 can be fully automatically moved along the route and parked at the target position, which imposes a burden on the driver. Can be further reduced.

11 Space Recognition Sensor 12 Sensor Information Processing Unit 13 Parking Assist Calculation Unit 14 Input Interface 15 Parking Lot Database 16 Wheel Speed Sensor 17 Steering Angle Sensor 18 Vehicle Control ECU
19 Image processing unit 20 Actuator 21 Runway boundary estimation unit 22 Travelable range estimation unit 23 Display monitor 31 Switching judgment unit 32 Parking position specifying unit 33 Initial position detection unit 34 Switching guidance control unit 35 Multiple switching guidance control unit 36 Switching return position setting Part 37 Turn-back route generation unit 38 Auxiliary passage target position setting unit 39 Auxiliary turn-over position setting unit 40 Final parking position setting unit 41 Final turn-over position setting unit 42 Control command calculation unit 43 Auxiliary turn-over route generation unit 100 Parking assistance device H1 Road width H2 Depth distance H3 Depth direction distance H4 Parking frame width L1 Track boundary L2 Track boundary

Claims (7)

A parking assistance method for assisting an operation of moving a vehicle backward to park in a parking area,
Acquiring current position information of the vehicle and surrounding environment information, and setting a passing target position of the reference position set in the vehicle in the parking area,
Based on the current position information of the vehicle, the reference position to set the turning position for passing the passing target position,
Based on the surrounding environment information, when the vehicle cannot reach the turning position, the auxiliary passing target position is set by moving the passing target position in the depth direction of the parking area,
A parking assistance method comprising: generating a route to the auxiliary passage target position and assisting the parking of the vehicle so as to travel along the route . The parking assist according to claim 1, wherein the reference position searches for an auxiliary turning position for passing the auxiliary passing target position, and assists parking of the vehicle based on the searched auxiliary turning position. Method. When it is determined that the vehicle can reach the auxiliary turning position based on the surrounding environment information,
When moving the reference position toward the auxiliary passage target position, a process of determining whether or not the inside of the turning of the vehicle interferes with an obstacle, the auxiliary passage target position is parked if it is determined to interfere. Repeat the process of moving in the width direction of the area,
When the auxiliary passage target position that is determined not to interfere with the obstacle on the inside of the turning of the vehicle is searched, when the reference position is reached to the auxiliary passage target position, the outside of the turning of the vehicle is an obstacle. The parking assist method according to claim 2, wherein the position immediately before the interference is set as a new current position, and the parking of the vehicle is assisted based on the positional relationship between the current position and the passage target position. .. When an auxiliary turning-back position where a vehicle can be parked in the parking area is searched, the turning-back position is set to the final turning-back position, and the turning-back path from the final turning-back position to the parking area is finally turned-back. It sets as a route, The parking assistance method of Claim 3 characterized by the above-mentioned. After the setting of the auxiliary turning-back position is repeated a predetermined number of times, if the vehicle further interferes with the obstacle, it is determined that the vehicle cannot be parked in the parking area. The parking assistance method described in 4. When there are a plurality of turning positions or a plurality of auxiliary turning positions with respect to one passing target position or one auxiliary passing target position, the traveling direction of the vehicle and the central axis direction of the parking area The parking assist method according to any one of claims 1 to 5, wherein a turning position having a larger angle to be formed or an auxiliary turning position is selected. A parking assist device for assisting an operation of moving a vehicle backward to park in a parking area,
The current position information of the vehicle and the surrounding environment information are acquired, and the passing target position of the reference position set for the vehicle is set in the parking area, and the reference position is set based on the initial position information of the vehicle. A turning-back position setting unit for setting a turning-back position for passing the passing target position,
Based on the surrounding environment information, when the vehicle cannot reach the turning position, an auxiliary passage target position setting unit that sets an auxiliary passage target position obtained by moving the passage target position in the depth direction of the parking area, Have
A parking assistance device , which generates a route to the auxiliary passage target position and assists the parking of the vehicle so as to travel along the route .

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