JP2001030936A - Vehicle operation control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enable the rapid and easy positioning to a final parking position in parking a vehicle in a garage or the like. SOLUTION: The vehicle operation control device comprises at least one of a steering wheel driving means 39 to steer front wheels 37 according to the operation angle of a vehicle steering wheel 21 and a reaction generating means 28 to change the steering reaction of the steering wheel 21, vehicle surrounding condition detecting means 51, 53 to detect at least one of an obstacle and a parking area, a vehicle position detecting means 55 to detect the position of the vehicle, a vehicle speed detecting means 47 to detect the vehicle speed, and a control means 45 to control at least one of the reaction generating means 28 by setting the operation reaction of the steering wheel 21 based on the position of the obstacle and the vehicle when the vehicle speed is smaller than the set value, and the steering wheel driving means 39 by setting the steering angle ratio of the front wheel steering angle with respect to the operation angle of the steering wheel 21 based on the position of the parking area and the vehicle.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle operation control device capable of controlling the operation of a vehicle by changing the steering angle ratio of the vehicle or the steering reaction force.

[0002]

2. Description of the Related Art Conventionally, as a device for changing a steering angle ratio of a vehicle, there is a device as shown in FIG. 16 described in Japanese Patent Application Laid-Open No. 9-58508. FIG. 16 is a graph showing the relationship between the vehicle speed and the steering angle ratio. In the extremely low speed region, the steering angle ratio is set to a maximum constant, and when the vehicle speed is equal to or higher than a predetermined vehicle speed T2 and equal to or lower than T1, the steering angle ratio is set to be constant. In the above description, the steering angle ratio is such that the lateral acceleration is constant. Here, the steering angle ratio is a gear ratio that determines the front wheel turning angle according to the steering operation angle of the vehicle.

On the other hand, Japanese Patent Application Laid-Open No. H10-316001 discloses an apparatus for controlling the response (yaw rate, etc.) of a vehicle to an operation using rear wheel steering, in which the response is made variable according to the distance to an obstacle. There is one shown in FIG. 17 described in the gazette. In this device, the left and right CCD cameras 1L, 1
The signal from R is subjected to stereo image processing by the image processing unit 3, the road obstacle recognition unit 5 recognizes the road shape and detects the obstacle, and the contact determination unit 7 predicts the possibility of contact between the obstacle and the vehicle. ing. The target yaw rate characteristic selection setting section 9 selects coefficients kg and kt for increasing the target yaw rate from the target yaw rate characteristic memory section 11 when there is a possibility of contact, and sets the target yaw rate to a reference value when there is no possibility of contact. Coefficient k
g and kt are selected and set in the target rear wheel steering angle calculation unit 13,
The target rear wheel steering angle calculation unit 13 calculates the target rear wheel steering angle using a model that is sensitive to steering and has a fast vehicle response based on these coefficients and the driving state, when there is a possibility of contact according to a setting formula. The rear wheel steering amount setting output unit 15 sets the rear wheel steering amount from the target rear wheel steering angle and the rear wheel steering angle, outputs the same to the motor driving unit 17 of the rear wheel steering unit, and drives the rear wheel steering motor 19. Things.

[0004]

In the extremely low speed range, the response of the vehicle to the steering angle is slow. Therefore, as shown in FIG. 16, the maneuverability of the vehicle is improved by increasing the steering angle ratio (gain). Can be. However, even in the extremely low speed range, the operation may be difficult if the steering angle ratio is high in all cases. For example, in the extremely low speed range of the garage entry operation, the approach operation area where the vehicle attitude is largely rotated first is operated near the maximum angle, so the higher the gain, the better the operability is, and finally the positioning of the vehicle at the intended position In the operation area, if the gain is high because the operation is minute, the response of the vehicle may be too good and the operation may be strained. Such a situation is the same when an obstacle or the like exists near the vehicle.

On the other hand, in the conventional example shown in FIG. 17, the response of the yaw rate can be changed in accordance with the distance of the obstacle, but the response of the vehicle is extremely slow in an extremely low speed region such as a garage. It is difficult to change the gain based on the vehicle motion value of the vehicle. Also, changing the gain while traveling in an extremely low speed range may make it difficult to understand the positioning of the vehicle.

An object of the present invention is to provide a vehicle operation control device capable of further improving the operability in a parking operation such as garage parking.

[0007]

According to a first aspect of the present invention, there is provided at least a steering wheel driving means for turning a front wheel in accordance with a steering angle of a vehicle and a reaction force generating means for changing an operation reaction force of the steering. A vehicle surrounding state detecting means for detecting at least one of an obstacle around the vehicle or a partitioned parking area, a vehicle position detecting means for detecting a position of the vehicle, and a vehicle speed detection for detecting a vehicle speed of the vehicle Means, when the detected vehicle speed is lower than a set vehicle speed,
The steering reaction reaction force is set based on the detected obstacle and the vehicle position to control the reaction force generating means, or the steering operation is controlled based on the detected parking area and the vehicle position. Control means for setting at least a steering angle ratio of a front wheel steering angle to an angle to control the steering wheel driving means.

According to a second aspect of the present invention, in the vehicle operation control device according to the first aspect, the vehicle surrounding state detecting means detects a parking area surrounding three sides of a side surface and a rear surface of the vehicle, and the control means includes: Calculating a turning radius from the detected vehicle position to a final parking position in the parking area, setting the steering angle ratio to be lower in accordance with the increase in the turning radius, and performing the control. I do.

According to a third aspect of the present invention, in the vehicle operation control device according to the second aspect, when the turning radius is equal to or more than a set value, the control means controls the steering angle ratio in accordance with an increase in the turning radius. Is set so as to be lower, and the control is performed.

According to a fourth aspect of the present invention, there is provided the vehicle operation control device according to the third aspect, wherein the control means controls the turning radius when the vehicle proceeds to the final parking position at the turning radius without interfering with a parking area. The control is performed by setting the steering angle ratio so as to decrease in accordance with the increase of the steering angle.

According to a fifth aspect of the present invention, in the vehicle operation control device according to the second aspect, the control means makes the steering operation angle constant when the vehicle travels to the final parking position with the turning radius constant. The control is performed by setting the steering angle ratio as described above.

According to a sixth aspect of the present invention, there is provided the vehicle operation control device according to any one of the first to fifth aspects, further comprising illuminance detection means for detecting illuminance around the vehicle. When the illuminance is lower than a set value, the steering angle ratio is corrected according to the illuminance.

According to a seventh aspect of the present invention, there is provided the vehicle operation control device according to any one of the first to fifth aspects, further comprising a continuous running time detecting means for detecting a continuous running time of the vehicle, wherein the control means comprises: When the detected continuous running time is longer than a set value, the steering angle ratio is corrected according to the continuous running time.

According to an eighth aspect of the present invention, there is provided the vehicle operation control device according to the first aspect, wherein when the steering angle ratio is changed under the control of the steering angle ratio varying means, the detected parking area and the vehicle are controlled. Storage means for storing a position, and illuminance detection means for detecting the illuminance around the vehicle, wherein the control means,
When the detected illuminance is lower than a set value, the control is performed based on the steering angle ratio in the stored parking area and vehicle position.

According to a ninth aspect of the present invention, in the vehicle operation control device according to the first aspect, the control means reduces the operation reaction force in accordance with a decrease in the distance between the detected obstacle and the position of the vehicle. It is characterized in that the control is performed by setting to increase.

According to a tenth aspect of the present invention, there is provided the vehicle operation control apparatus according to the first to ninth aspects, further comprising a position detecting means for detecting a position change of a transmission of the vehicle,
The control means performs the control when the switching of the detected position is switching between a retreat position and another position.

[0017]

According to the first aspect of the invention, when the detected vehicle speed is lower than the set vehicle speed, the steering operation reaction force is set based on the detected obstacle and the position of the vehicle to control the reaction force generation means. Or at least one of controlling the steering wheel driving means by setting the steering angle ratio based on the detected parking area and the position of the vehicle. Therefore, it is possible to change the steering reaction force against the obstacle or change the steering angle ratio with respect to the parking area, so that the positioning operation of the vehicle can be easily performed in the extremely low speed area.

According to the invention of claim 2, in addition to the effect of the invention of claim 1, it is possible to set the steering angle ratio to decrease in accordance with the increase of the turning radius to the final parking position in the parking area,
When positioning the vehicle at the last parking position in the parking area,
The response of the vehicle to the steering operation can be slowed, and a delicate operation to the final parking position can be easily performed.

According to the third aspect of the present invention, in addition to the effect of the second aspect, when the turning radius is equal to or larger than the set value, the steering angle ratio can be set to decrease in accordance with the increase of the turning radius.
A delicate operation to the final parking position can be easily performed, and when the turning radius is smaller than a set value, the response of the vehicle to the steering operation can be sharpened, and a quick and delicate operation as a whole can be performed. Can be.

According to a fourth aspect of the present invention, in addition to the effect of the third aspect, when the vehicle travels to the final parking position with a turning radius equal to or greater than a predetermined value without interfering with the parking area, the steering angle is increased in accordance with the turning radius. Control can be performed by setting the ratio to be low. Therefore, a delicate operation can be easily performed when the vehicle advances to the final parking position without interfering with the parking area, and when the turning radius interferes with the parking area, no delicate operation is required yet. Is determined, the steering angle ratio is relatively high, and a quick and delicate operation can be performed as a whole.

According to the fifth aspect of the invention, in addition to the effect of the second aspect of the invention, the steering angle ratio can be set so that the steering operation angle becomes constant when proceeding to the final parking position with the turning radius constant. Thus, the vehicle can be easily positioned at the final parking position with a constant turning radius.

According to the sixth aspect of the invention, in addition to the effect of any one of the first to fifth aspects, when the detected illuminance is lower than the set value, the steering angle ratio can be corrected according to the illuminance, Even when the surroundings are dark at night or the like, a delicate operation can be easily performed, and the vehicle can be easily positioned at the final parking position.

According to a seventh aspect of the present invention, in addition to the effect of any one of the first to fifth aspects, when the detected continuous running time is longer than a set value, the steering angle ratio is corrected according to the continuous running time. Even if the driver has a high degree of fatigue and a reduced attention after traveling for a long time, it is possible to easily perform a delicate operation and easily position the vehicle at the final parking position.

According to the invention of claim 8, in addition to the effect of the invention of claim 1, when the detected illuminance is lower than the set value, the control can be performed based on the stored steering area ratio in the parking area and the vehicle position, Even when it is difficult to confirm the parking area at night or the like, a delicate operation can be easily performed, and the vehicle can be easily positioned at the final parking position.

According to the ninth aspect of the present invention, in addition to the effect of the first aspect of the present invention, the operation reaction force can be increased in accordance with the decrease in the distance between the detected obstacle and the position of the vehicle, and the vehicle can be moved with respect to the obstacle. And the vehicle can be easily positioned.

According to a tenth aspect of the present invention, in addition to the effect of any one of the first to ninth aspects, when the switching of the detected position of the transmission of the vehicle is switching between the reverse position and another position. At least one of changing the steering reaction force and / or changing the steering angle ratio, and easily and delicately positioning the vehicle with respect to at least one of an obstacle around the vehicle and a partitioned parking area. The operation can be performed more reliably.

[0027]

(First Embodiment) FIG. 1 is a schematic block diagram according to a first embodiment of the present invention. In FIG. 1, a steering 21 of a vehicle has a steering shaft including an upper steering shaft 23 and a lower steering shaft 25, and the upper steering shaft 23 is connected to the steering 21.

The upper steering shaft 23 includes:
The reaction force generation means 28 is interlocked, and the reaction force generation means 2
8, the operation reaction force of the steering 21 can be changed. That is, the reaction force generating means 2
8 is constituted by, for example, an electric motor, the gear 29 on the reaction force generating means 28 side and the upper steering shaft 23
And the gear 31 on the side. Therefore, the reaction force generating means 28 can generate a reaction force on the upper steering shaft 23 via the gears 29 and 31, and can change the operation reaction force of the steering 21.

The upper steering shaft 23 has
A steering angle detection sensor 33 is provided. In the vicinity of the steering wheel 21, a display means 35 is provided on the instrument. The display means 35 displays a change in the steering angle ratio (steering gain) of the steering angle of the front wheel 37 to the operation angle of the steering 21.

The lower steering shaft 25 is interlocked with a steering gear 27. The lower steering shaft 25 is driven by steering wheel driving means 39. The steering wheel driving means 39 is constituted by, for example, an electric motor, and the gear 41 on the steering wheel driving means 39 side is connected to the gear 4 on the lower steering shaft 25 side.
3 is engaged. Accordingly, when the lower steering shaft 25 is rotated via the gears 41 and 43 by the driving of the steering wheel driving means 39, the left and right front wheels 37 are steered via the steering gear 27.

The reaction force generating means 27 and the steering wheel driving means 3
Reference numeral 9 is controlled by the control means 45. That is, when the detected vehicle speed is lower than the set vehicle speed, the operation reaction force of the steering 21 is set based on the detected obstacle and the position of the vehicle to control the reaction force generation means 27, and The steering angle ratio of the steering angle of the front wheels 37 to the operation angle of the steering wheel 21 is set based on the parking area and the position of the vehicle, and the steering wheel driving means 39 is controlled.

Therefore, the control means 45 includes a vehicle speed detecting means 47, an AT shift range detecting means 49, an obstacle detecting means 51, an image detecting means 53, and a vehicle position detecting means 55.
From the computer. Further, a detection signal of the steering angle detecting means 33 is also input.

The vehicle speed detecting means 47 detects the vehicle speed of the vehicle, and detects the vehicle speed by a signal of a speedometer, for example.

The AT shift range detecting means 49 constitutes a position detecting means for detecting switching of the position of the transmission of the vehicle, and includes the current shift range (PRN) of the automatic transmission (AT).
D. ) Is detected. If the transmission is manual, the shift lever is set
The speed, the second speed, the third speed, the fourth speed, and the like are detected.

The obstacle detecting means 51 detects an obstacle around the vehicle, and constitutes a vehicle surrounding state detecting means. The image detecting means 53 detects a partitioned parking area around the vehicle, and constitutes a vehicle surrounding state detecting means.

The vehicle position detecting means 55 detects the current position and angle of the vehicle based on the wheel speed and the steering angle.

FIGS. 2A and 2B schematically show the obstacle detecting means 51 and the image detecting means 53. FIG. 2A is a schematic plan view of a vehicle showing the arrangement, and FIG. 2B shows an image.

As shown in FIG. 2A, the obstacle detecting means 51 includes front, rear, left and right corner sonars 51a, 51b, 5b.
1c and 51d, and a track sonar 51e at the rear center in total of 5 units.

The image detecting means 53 comprises left and right CCD cameras 53a and 53b. CCD camera 53
The image of a is shown in FIG. In FIG. 2B,
A parking area 57 defined by white lines 55a, 55b, 55c is shown. That is, the image detecting means 53
Detects a parking area 57 surrounding three sides of the side and rear of the vehicle.

FIG. 3 is a schematic plan view showing the relationship between the vehicle and the parking area, showing an image when the gain is changed.
In the normal garage for parking the vehicle in the parking area 57, the vehicle generally approaches the parking area 57 through a locus L1 around the center of the vehicle to C1 at a substantially right angle and once turns radius R1.
To retreat to C2 and change the posture greatly to C2. Then, advance to C3 with the turning radius R2 to adjust the posture, and turn the turning radius R again.
Fine adjustment is performed while moving backward at 3, and an operation of moving to the final parking position C4 and stopping at that position is performed. Note that C
1 to C4 are based on the vehicle center point in the present embodiment.

In the present embodiment, when the vehicle advances to the final parking position C4 at the turning radius R3, the steering gain is changed so that fine position adjustment is easily performed by the steering operation.

First, the image detection means 53 attached to the left and right of the vehicle captures an image of the parking area 57 when passing in front of the parking area 57 at the time of approach, and recognizes the shape of the parking area 57.

FIG. 4 shows a running pattern when fine adjustment is performed. First, the final parking position C4 is estimated from the shape of the parking area 57. The final parking position C4 is a position where the rear surface of the vehicle is separated from the rear end of the parking area 57 by a certain distance Lb, and the vehicle center line CL is located on the center line of the parking area 57 on the left and right. At this time, the control unit 45 calculates a turning radius R3 connecting the current vehicle position, that is, the detected vehicle position C3 and the final parking position C4.

When the vehicle travels from the detected vehicle position C3 to the final parking position C4, the vehicle has a square trajectory as a right front trajectory OP1, a right rear trajectory OP2, and a left front trajectory OP.
3. The left rear trajectory OP4 is calculated by the control means 45.

Further, when the detected vehicle speed is lower than the set vehicle speed, the control means 45 controls the AT shift range detecting means 49.
The position of the transmission of the vehicle detected as described above is switched between the reverse position and another position, that is, switched to the reverse position, so that each of the square tracks OP1 to OP4 travels without interfering with the parking area 57 and has a turning radius. When R3 is equal to or larger than the set value, the steering angle ratio is set to be reduced in accordance with the increase in the turning radius R3, and the steering wheel driving means 3 is set.
9 is controlled.

FIG. 5 shows the relationship between the vehicle speed V and the steering gain (steering angle ratio). Basically, the characteristic is such that the maximum value Gh is constant when the vehicle speed is equal to or lower than V1, and the gain gradually decreases in accordance with the vehicle speed when the vehicle speed is higher than V1.

When the above condition is satisfied at the set vehicle speed V1 or less, the steering gain variable mode is set.
(Gl or more and Gh or less). In the variable steering gain mode, the gain is changed in accordance with an increase in the turning radius R. Here, the turning radius R is equal to or more than Ra and Rb.
In the following, the change characteristic of the steering gain is such that the operation angle of the steering wheel 21 is always 45 ° and the turning radius R is constant.
The characteristics are constant. Therefore, the final parking position C4
The positioning operation can be performed at a constant operation angle, so that the operation is easy to understand, and the larger the turning radius R, the lower the steering gain, so that fine adjustment is easy.

More specifically, the change characteristic of the steering gain in this region is as follows. The relationship between the turning radius Ra at a basic gain equal to or lower than the vehicle speed V1 and the turning angle of the front wheel 37 (= steering angle × steering gain Gh) is shown. When the angle = f (Ra), the steering gain G at the turning radius R equal to or larger than Ra and equal to or smaller than Rb is given by G = Gh × f (R) / f (Ra).

Here, Rb is the turning radius position where G = Gl in this equation. Also, as described above, the turning radius Rb
In the above description, the steering gain is set to Gl constant.

Next, a case where the operation reaction force is changed depending on the distance to the obstacle will be described. In addition to the steering gain, it is effective to control the operation reaction force in order to improve the stability of the operation, that is, to make it easier to keep the steering wheel 21 constant and to prevent extra operation such as overshoot. it is conceivable that. The reaction force can also be used to present information on the state of the vehicle to the driver.

First, the detection of an obstacle is shown in FIG.
That is, the points detected by the obstacle detection means 51a to 51e are defined as Ba1, Ba2, Ba3, and Ba4, and these points Ba1 to Ba4 are geometrically connected to form an estimated obstacle range Bae. At this time, when an obstacle is not detected as in the diagonally left front of the vehicle in FIG. 7, the farthest point in the measurable range is set as the detection point Ba0.

When the steering gain is changed as described above, the gain is changed before the operation of the steering wheel 21 is started, and the gain is kept constant after the start of the operation. Shall be allowed.

FIG. 8 shows the outline. That is,
The control means 45 calculates a predicted trajectory DL of the vehicle angle CC when the vehicle advances from the current steering angle of the front wheels 37 as it is. Then, the distance LB to the intersection of the trajectory DL and the estimated obstacle range Bae is calculated. That is, the control unit 45 controls the reaction force generation unit 27 by setting so as to increase the operation reaction force of the steering 21 in accordance with the decrease in the distance between the detected obstacle and the position of the vehicle.

As shown in FIG. 9, the operation reaction force is changed in inverse proportion to the distance LB to the obstacle, has a maximum value Fh and a minimum value Fl, and has a maximum value F when the distance LB is less than LB1.
h is constant, and is equal to or smaller than LB2, that is, the normal operation reaction force Fl.

Next, a description will be given based on the flowchart of FIG.

First, in step S1, 0 <vehicle speed <
It is determined whether or not the detected vehicle speed is V1, and whether or not the detected vehicle speed is lower than the set vehicle speed is determined. If the detected vehicle speed is lower than the set vehicle speed, it is determined in step S2 whether or not the moment when the range has been switched from another position range to R, and the switching of the detected transmission of the vehicle is performed between the reverse position and the other positions. It is determined whether or not the switching between the positions is performed.

If it is determined that the position has been switched to the retreat position R, image data near the traveling direction is binarized in step S3, and the presence or absence of a garage is determined from the size and shape of the white line. That is, the garage, that is, the parking area 57 is determined based on the image shown in FIG.

In step S4, the presence or absence of the parking area 57 is determined by determining whether or not there is a garage. If there is a parking area 57, a target vehicle position is calculated from the garage shape in step S5. That is, as shown in FIG. 3, the final parking position C4 in the parking area 57 is calculated.

In step S6, a turning radius R from the current vehicle position to the target vehicle position is calculated. That is, as shown in FIG. 4, in a situation where fine adjustment is required, the turning radius R3 from the detected current vehicle position C3 to the final parking position C4 is calculated.

Next, in step S7, it is determined whether or not the predicted track and the garage shape intersect. That is, as shown in FIG.
Is determined, and if not, a determination is made in step S8 as to whether the turning radius R is equal to or greater than a predetermined value. That is, if the turning radius R3 is greater than Ra, the display means 35 is displayed in step S9, and a mode for changing the gain is entered. Display means 35
The driver can easily determine whether or not the mode for changing the gain has been entered, and the following fine adjustment can be easily performed.

In step S10, a steering gain is calculated from the turning radius R. This calculation is performed based on FIG. In step S11, the steering angle is multiplied by the calculated steering gain to drive and control the steering wheel driving means 39.

Therefore, when fine adjustment for finally positioning the vehicle at the final parking position C4 as shown in FIG. 4 is necessary, the fine adjustment can be easily performed by slowing the reaction of the vehicle to the operation of the steering wheel 21. Can be made. Moreover,
This last positioning operation makes the operation angle of the steering wheel 21 constant, so that the operation is extremely easy to understand and fine adjustment is facilitated.

In step S12, the obstacle position in each part is calculated by the obstacle detecting means. That is, as shown in FIG. 7, the detection points Ba1 to Ba4 and Ba0 are calculated. In step S13, the obstacle position of each part is linked, and an obstacle range is estimated. That is, the estimated obstacle range Bae in FIG. 7 is estimated.

In step S14, a locus of the vehicle angle in the traveling direction is calculated from the steering angle and the steering gain. That is, the predicted trajectory DL is calculated as shown in FIG.

In step S15, the intersection between the obstacle range and the predicted trajectory is calculated, and the trajectory distance between the current position and the intersection is calculated. That is, the distance LB to the obstacle in FIG. 8 is calculated.

In step S16, an operation reaction force is calculated from the trajectory distance. That is, the distance LB calculated as shown in FIG.
The operation reaction force is calculated from FIG.

In step S17, the control means 45 causes the reaction force generation means 2 to generate the calculated operation reaction force.
7 is controlled. As a result, when entering the garage or the like, the closer the vehicle is to the obstacle, the greater the reaction force of the steering 21 is, and the occupant can easily be notified of the approach to the obstacle. Therefore, the occupant can more easily perform positioning to the final parking position by knowing the presence of the obstacle.

On the other hand, in the judgments of steps S1 to S8, step S1NO, step S2NO, step S4NO, step S7YES, step S8N
If it is determined as O and it is determined that the vehicle is not finally in a state of performing fine adjustment, the process proceeds to step S18, and FIG.
From step S19, a steering gain for the vehicle speed is calculated.
The steering wheel drive means 39 is drive-controlled with the target value being the angle obtained by multiplying the steering angle by the steering gain.

As a result, in the situation where the vehicle reaches C1 to C3 in FIG. 3 as described above, the operation of the vehicle is made sensitive to the operation of the steering wheel 21. Can be performed.

In the above embodiment, the imaged parking area is used as the information used when the steering gain is changed. However, as in the case where the reaction force is changed, the obstacle detecting means 5 is used.
It is also possible to change the steering gain while watching the distance with respect to the estimated obstacle range Bae detected in step 1.

(Second Embodiment) FIGS. 11 to 15 show a second embodiment of the present invention. In FIGS. 11 to 15, components corresponding to those in the first embodiment are denoted by the same reference numerals, and the description thereof will not be repeated.

In the second embodiment, the steering angle ratio, that is, the steering gain is corrected based on the illuminance around the vehicle or the continuous running time. That is, in the first embodiment, the shape of the parking area is estimated from the camera image. However, if the parking area is dark, for example, at night, the parking area may not be accurately estimated. In addition, since it is difficult for the driver to obtain the visibility information directly at night, it is expected that the driver will drive carefully. For this reason, when the surrounding illuminance is low and it is difficult to grasp the surroundings, it is considered that it is better to reduce the steering gain and reduce the reaction of the vehicle.

That is, when the illuminance is low, the steering gain is corrected according to the illuminance, or the vehicle position and the vehicle are substantially the same as those in the case where the positioning operation was previously performed in the predetermined parking area by using a function such as navigation. When it is determined that the angle is the angle, the steering gain is determined using the turning radius previously stored.

Further, as a factor that makes driving operation difficult,
Since the driver may be fatigued, a function to correct the steering gain in this case was also added. Here, continuous running time is used as a representative value of driver fatigue.

FIG. 11 is a schematic block diagram of the whole. In this embodiment, a vehicle angle detecting means 61 and an illuminance detecting means 63 are added to the block diagram of FIG. Vehicle position detecting means 55 and vehicle angle detecting means 6
Numeral 1 is for detecting the position and angle of the vehicle, and is detected by using functions generally known as navigation functions such as GPS, gyro sensor, and map matching.

By the way, these detected values are not strictly accurate. For example, when the vehicle goes out of the parking area and returns, it can be expected that there is an error within a range of several meters at the vehicle position.

For example, when it is not possible to accurately estimate the parking area at night or the like, it is best to determine the steering gain from the current vehicle position and the last parking position in the parking area where the parking area could be normally estimated previously. Although it is conceivable, due to the error of the vehicle position estimation, as shown in FIG.
And the final parking position C4 may not be in an accurate positional relationship.

Therefore, before proceeding with the vehicle while making fine adjustments to the final parking position C4, the current vehicle position C3 'and the vehicle angle α2 at the time when the vehicle position C was previously normally estimated can be obtained.
3. If it is determined that the steering angle is substantially close to the vehicle angle α1, the steering gain is set based on the predicted turning radius R3.

FIG. 13 shows the change in the coefficient for correcting the steering gain according to the illuminance.
It is a correction coefficient to be applied to the steering gain calculated in the embodiment. When the illuminance is equal to or higher than Lu2, it is regarded as daytime and is constant at 1.0, and when it is Lu1 or lower, it is regarded as nighttime and the correction coefficient Klu1 is constant and the steering gain is corrected.

FIG. 16 shows that the continuous running time is a constant value Tc1.
In the above case, it is assumed that the driver's fatigue is accumulated, and the gain correction coefficient is lowered, and when Tc2 or more, the gain correction coefficient is set to a constant value of Ktc2.

FIG. 15 shows a flowchart in this embodiment. Steps S2 and S2 in FIG.
During step 3, step S21 is added as shown in FIG. 15, and steps S22, S23, and S24 are added accordingly.

In order to correct the steering gain, step S25 is added between steps S8 and S9 in FIG. 10 as shown in FIG. 15, and between step S10 and step S11 as shown in FIG. Steps S26 and S27 are added.

That is, in the flowchart of FIG. 15, when the illuminance is equal to or less than the predetermined value in step S21 and the detected illuminance is lower than the set value, the current vehicle position is approximated in step S22 to the stored past vehicle position. A determination is made as to whether or not there is.

That is, as shown in FIG. 12, it is determined whether or not the current vehicle position C3 'is close to the previous vehicle position C3.
At 23, it is determined whether the current vehicle angle is within a certain value of the past vehicle angle. That is, in FIG. 12, it is determined whether or not the difference between the current vehicle angle α2 and the previous vehicle angle α1 is within a predetermined value. If it is determined that the difference is within the predetermined value, the past turning radius is displayed in step S24. Turn radius. That is, the steering gain is calculated in step S10 using the turning radius R3 obtained when the fine adjustment was made in the past as the current turning radius.

The vehicle position, vehicle angle, and turning radius when the vehicle was previously positioned at the last parking position are stored in step S25.

Next, in step S26, a gain correction coefficient corresponding to the illuminance is calculated, multiplied by the steering gain, and the steering gain is corrected. As a result, the steering gain can be set according to the illuminance, and positioning to the final parking position can be more easily performed even when it is difficult to obtain view information at night or the like.

Next, in step S27, a gain correction coefficient corresponding to the continuous running time is calculated, multiplied by the steering gain, and the steering gain is corrected. As a result, even if the driver is tired after traveling for a long time, positioning to the final parking position can be easily performed by lowering the steering gain.

In each of the above embodiments, both the steering wheel driving means and the reaction force generating means are controlled to change the steering angle ratio and the operation reaction force, but only one of them is controlled. It is also possible to configure such that one of the operation reaction force and the steering angle ratio is changed.

[Brief description of the drawings]

FIG. 1 is a schematic block diagram according to a first embodiment of the present invention.

FIGS. 2A and 2B are schematic plan views showing a relationship between an obstacle detecting unit and the like and a vehicle, and FIG. 2B is a detection image by an image detecting unit;

FIG. 3 is a schematic plan view showing a positioning operation in a parking area according to the first embodiment.

FIG. 4 is a schematic plan view showing a final positioning operation to a parking area according to the first embodiment.

FIG. 5 is a graph showing a relationship between a vehicle speed and a steering gain according to the first embodiment.

FIG. 6 is a graph showing a relationship between a turning radius and a steering gain according to the first embodiment.

FIG. 7 is a schematic plan view showing an estimated obstacle range according to the first embodiment.

FIG. 8 is a schematic plan view showing a distance from an obstacle according to the first embodiment.

FIG. 9 is a graph showing a relationship between a distance to an obstacle and an operation reaction force according to the first embodiment.

FIG. 10 is a flowchart according to the first embodiment.

FIG. 11 is a schematic block diagram according to a second embodiment of the present invention.

FIG. 12 is a schematic plan view showing a final positioning operation according to the second embodiment.

FIG. 13 is a graph showing a relationship between illuminance and a gain correction coefficient according to the second embodiment.

FIG. 14 is a graph showing a relationship between a continuous running time and a gain correction coefficient according to the second embodiment.

FIG. 15 is a flowchart according to the second embodiment.

FIG. 16 is a graph showing a relationship between a vehicle speed and a steering angle ratio according to a conventional example.

FIG. 17 is a block diagram according to another conventional example.

[Explanation of symbols]

Reference Signs List 21 steering 28 reaction force generating means 37 front wheel 39 steering wheel driving means 45 control means 47 vehicle speed detecting means 49 AT shift range detecting means (position detecting means) 51 obstacle detecting means (vehicle surrounding state detecting means) 53 image detecting means (around the vehicle) State detecting means) 55 vehicle position detecting means 57 parking area 61 vehicle angle detecting means 63 illuminance detecting means C3 detected vehicle position C4 final parking position R3 final parking position

──────────────────────────────────────────────────の Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) B62D 101: 00 113: 00 137: 00 F term (Reference) 3D032 CC20 DA03 DA22 DA23 DA24 DA32 DA76 DA87 DA88 DA96 DA99 DB03 DB07 DC08 DC09 DC33 DC34 DD02 DD06 EA01 EB05 EB12 EC22 EC29 GG01 3D033 CA11 CA13 CA17 CA21 CA33 3D034 CA03 CC09 CD04 CD10 CD13 CD20 CE06 CE13 CE14 5H301 AA03 AA10 BB20 CC03 CC06 CC08 DD01 GG09 GG14 GG12 HGG GG10 GG12 GG12 GG12 GG12 GG12 GG12 JJ01

Claims (10)

[Claims] At least one of steering wheel driving means for turning a front wheel according to an operation angle of a steering of a vehicle and reaction force generating means for changing an operation reaction force of the steering, and an obstacle or section around the vehicle. Vehicle surrounding state detecting means for detecting at least one of the parked areas, vehicle position detecting means for detecting the position of the vehicle, vehicle speed detecting means for detecting the vehicle speed of the vehicle, and the detected vehicle speed being greater than a set vehicle speed. When it is low, the steering reaction reaction force is set based on the detected obstacle and vehicle position to control the reaction force generation means, or the detected parking area and vehicle position are detected based on the detected parking region and vehicle position. Control means for setting at least one of a steering angle ratio of a front wheel steering angle to a steering operation angle and controlling the steering wheel driving means. Control device. 2. The vehicle operation control device according to claim 1, wherein the vehicle surrounding state detection unit detects a parking area surrounding three sides of a side surface and a rear surface of the vehicle, and the control unit detects the parking area. A vehicle operation control device for calculating a turning radius from a vehicle position to a final parking position in the parking area, setting the steering angle ratio to be lower in accordance with an increase in the turning radius, and performing the control. . 3. The vehicle operation control device according to claim 2, wherein the control unit sets the steering angle ratio to decrease according to an increase in the turning radius when the turning radius is equal to or greater than a set value. A vehicle operation control device for performing the control. 4. The vehicle operation control device according to claim 3, wherein the control means responds to an increase in the turning radius when the vehicle proceeds to the final parking position at the turning radius without interfering with a parking area. A vehicle operation control device, wherein the control is performed by setting the steering angle ratio to be low. 5. The vehicle operation control device according to claim 2, wherein the control unit is configured to control the steering angle so that an operation angle of the steering becomes constant when the vehicle goes to a final parking position with the turning radius being constant. A vehicle operation control device, wherein the control is performed by setting a ratio. 6. The vehicle operation control device according to claim 1, further comprising: an illuminance detection unit configured to detect illuminance around the vehicle, wherein the control unit sets the detected illuminance to a set value. A vehicle operating control device that corrects the steering angle ratio in accordance with the illuminance when the steering angle ratio is lower than the threshold value. 7. The vehicle operation control device according to claim 1, further comprising a continuous running time detecting unit that detects a continuous running time of the vehicle, wherein the control unit detects the continuous running time. When the running time is longer than a set value, the steering angle ratio is corrected according to the continuous running time. 8. The vehicle operation control device according to claim 1, wherein when the steering angle ratio is changed under the control of the control means, the steering angle ratio and the detected parking area and vehicle position are changed. Storage means for storing, and illuminance detection means for detecting illuminance around the vehicle, wherein the control means, when the detected illuminance is lower than a set value, the stored steering area and steering angle in the vehicle position A vehicle operation control device that performs the control according to a ratio. 9. The vehicle operation control device according to claim 1, wherein the control means is configured to increase the operation reaction force in accordance with a decrease in a distance between the detected obstacle and a position of the vehicle. A vehicle operation control device for performing the above-described control. 10. The vehicle operation control device according to claim 1, further comprising: a position detection unit configured to detect a position change of a transmission of the vehicle, wherein the control unit determines whether the detected position is changed. A vehicle operation control device that performs the control when switching between a reverse position and another position.