JP2009078637A - Parking driving assistance device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To perform fine and certain warning when a vehicle is retreated and parked at a parking space, and to suitably perform parking operation by a driver. <P>SOLUTION: In a parking assistant control part 40, steering control at advancement is executed by a traveling track at advancement previously set from f a control starting position, a vehicle is stopped, a shift change is performed, steering control at retreating is executed by a traveling track at retreating previously set when retreated, and it is parked in the parking space. At retreating of the parking driving, a distance of one's own vehicle and an obstacle in which warning is performed from an informing control part 42 is variably set according to a position of the traveling track at retreating as a warning threshold, and the warning threshold is compared with the distance with the obstacle existing behind the one's own vehicle. Thereby, warning is performed when the obstacle approached into the warning threshold. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a parking driving support device for a vehicle that is parked close to a parking space on the side of the host vehicle, moved forward with a preset travel locus, and then retracted with a preset travel locus.

  Conventionally, parking operations such as parallel parking and parallel parking of vehicles require a steering operation with appropriate timing and steering amount after fully understanding the parking space and the vehicle sense, which is difficult even during driving operation. It was one of the things. For this reason, a technique for supporting parking driving has been proposed and put into practical use.

For example, in Japanese Patent Application Laid-Open No. 2003-246251, in a parking assistance device that assists a driver in a parking operation such as parallel parking or parallel parking, the position of an object existing in the vicinity of the vehicle is detected, If the distance to the object is within a predetermined threshold, a technique for giving an alarm to the driver is disclosed. In this technique, the larger the deviation from the driving operation necessary for parking, the larger the predetermined value when parking is supported. The threshold value is increased, and the smaller the deviation is, the smaller the predetermined threshold value is. On the other hand, when the object is separated from the vehicle, no alarm is given even if the distance to the object is within the predetermined threshold value.
JP 2003-246251 A

  When parking with the host vehicle retracted, particularly when a parked vehicle exists inside the turn of the host vehicle, the distance between the rear left and right ends of the host vehicle and the parked vehicle is extremely small. On the other hand, there is a relatively large space between the rear surface of the vehicle when the rear portion of the vehicle is moved into the parking space and the obstacle facing the rear surface. In such parking operation, as in the above-mentioned Patent Document 1, when a threshold value for warning is set by paying attention only to the deviation from the driving operation, the rear portion of the own vehicle is set on the parked vehicle existing inside the turning of the own vehicle. If the alarm threshold value is variably set based on the case where the left and right ends are close to each other, an appropriate alarm may not be performed even in a normal state. Conversely, if the alarm threshold is set without considering the case where the rear left and right ends of the host vehicle are close to the parked vehicle existing inside the turn of the host vehicle, an alarm will be issued if the vehicle approaches the parked vehicle existing inside the turn even a little. There is a possibility that it becomes an unusable device.

  The present invention has been made in view of the above circumstances, and when driving the vehicle backward and parking it in a parking space, it is possible to give a fine and precise alarm and to assist the driver in parking the vehicle appropriately. The object is to provide a device.

  In the present invention, the host vehicle is stopped so that the parking space is located on the side of the host vehicle, and the stop position is set as a control start position, the vehicle is moved forward along a preset travel locus, and then moved backward along the preset travel locus. In the parking driving support apparatus for a vehicle to be parked, obstacle distance detecting means for detecting distance information with respect to an obstacle existing behind the host vehicle using a pulse radar, and a traveling locus for storing at least a traveling locus during backward movement A storage means; a steering amount calculation means for calculating a steering amount based on the travel locus stored in the travel locus storage means; a support control means for performing parking drive support control based on the steering amount; An alarm threshold value setting means for variably setting the distance between the host vehicle and the obstacle to be performed as an alarm threshold value according to the position of the traveling locus at the time of reversing, and an alarm threshold value set by the alarm threshold value setting means It is characterized in that a warning control means for performing an alarm by comparing the distance between the obstacle present in the vehicle rear.

  According to the vehicle parking driving support device of the present invention, when the vehicle is moved backward and parked in the parking space, a fine and precise warning can be performed, and the driver can appropriately perform the parking operation. .

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
1 to 11 show a first embodiment of the present invention, FIG. 1 is a schematic configuration diagram of a vehicle equipped with a parking driving support device, FIG. 2 is a flowchart of a parking driving support program, and FIG. 3 is a forward control routine. 4 is a flowchart of a reverse control routine, FIG. 5 is a flowchart of an alarm threshold setting routine, FIG. 6 is an explanatory diagram of a parking driving support switch, FIG. 7 is an explanatory diagram of parallel parking and a target steering angle, and FIG. FIG. 9 is an explanatory diagram showing an example of an alarm threshold value in parallel parking, FIG. 10 is an explanatory diagram showing an example of an alarm threshold value in parallel parking, and FIG. [FIG. 6] It is explanatory drawing which shows an example of the alarm threshold value in the case of different parallel parking.

  In FIG. 1, reference numeral 1 denotes a vehicle (hereinafter abbreviated as “vehicle”) on which a parking driving support device is mounted, and the driving force of the engine 1 of the vehicle 1 passes through a torque converter 3 and a transmission device 4 and is output to the transmission. It is transmitted from the shaft 5 to a transfer device 6 having a variable transmission capacity constituted by a hydraulic multi-plate clutch or the like.

  The driving force transmitted to the transfer device 6 is input to the rear wheel final reduction device 10 via the rear drive shaft 7, the propeller shaft 8, and the drive pinion shaft 9, while the front wheel final reduction device is provided via the front drive shaft 11. 12 is transmitted.

  The driving force input to the rear wheel final reduction gear 10 is transmitted to the left rear wheel 14rl through the rear wheel left axle shaft 13rl, and is transmitted to the right rear wheel 14rr through the rear wheel right axle shaft 13rr. The driving force input to the front wheel final reduction gear 12 is transmitted to the left front wheel 14fl through the front wheel left axle shaft 13fl, and is transmitted to the right front wheel 14fr through the front wheel right axle shaft 13fr.

  On the other hand, reference numeral 20 denotes a front wheel steering device for a vehicle. The front wheel steering device 20 has a steering shaft 22 extending from a steering wheel 21, and the front end of the steering shaft 22 has universal joints 23a and 23a and a joint shaft. It is connected to a pinion shaft 25 protruding from the steering gear box 24 through a joint portion 23 comprising 23b.

  A tie rod 26fl extends from the steering gear box 24 toward the left front wheel 14fl, while a tie rod 26fr extends toward the right front wheel 14fr.

  The tie rod ends of the tie rods 26fl and 26fr are connected to axle housings 28fl and 28fr that rotatably support the wheels 14fl and 14fr on the respective sides via knuckle arms 27fl and 27fr.

  A front wheel rudder angle correction mechanism 29 for correcting the front wheel rudder angle is interposed in the middle of the steering shaft 22, and the steering shaft 22 has a shaft portion extending upward from the front wheel rudder angle correction mechanism 29. A shaft portion extending downward from the front wheel steering angle correction mechanism 29 is configured as a lower shaft 22L.

  The structure of the front wheel steering angle correction mechanism 29 will be described below. A pair of sun gears 30U, 30L are fixed on the same rotational axis at the lower end of the upper shaft 22U and the upper end of the lower shaft 22L, and a plurality of (for example, three) sun gears 30U, 30L are provided. ) Are respectively meshed with planetary gears 32U and 32L fixed to the disposed pinion shaft 31.

  The pair of sun gears 30U and 30L are both housed inside a carrier 33 that rotatably supports the pinion shaft 31, and a drive fixed to an output shaft 34a of the electric motor 34 is provided on the outer periphery of the upper end of the carrier 33. A driven gear 36 that meshes with the gear 35 is provided.

  The electric motor 34 is driven by the steering drive control unit 41, and the steering drive control unit 41 rotates the electric motor 34 based on a signal corresponding to the steering angle correction amount input from the parking support control unit 40. It is configured.

  The parking support control unit 40 includes a pulse radar device 51 as an obstacle distance detecting means, a parking driving support switch (parking support mode selection switch 52a, parking support start switch 52b) 52, and four-wheel wheel speed sensors 53fl, 53fr, 53rl. 53rr, a steering angle sensor 54, and an inhibitor switch 55 are connected, and the distance to an obstacle existing behind the host vehicle, the selected parking assistance mode, the parking assistance control start signal, the actual front steering angle, each wheel The signals of wheel speed and shift lever position of 14fl, 14fr, 14rl, 14rr are input.

  For example, the pulse radar device 51 transmits a pulse-modulated transmission pulse wave from a transmission antenna 51R provided on the back side of the bumper at the rear of the vehicle, and receives a reception pulse wave reflected from the object by a reception antenna 51L provided on the back side of the bumper. Thus, the distance to the object is calculated. The pulse radar device 51 transmits the transmission pulse wave because the round-trip distance to the object is obtained by integrating the speed of light in the time from when the transmission pulse wave is transmitted until the reflected wave from the object is received. Then, the time until the reflected wave from the object is received is measured, and the distance to the object is calculated.

  As shown in FIG. 6, for example, the parking driving support switch 52 includes a parking support mode selection switch 52a and a parking support start switch 52b.

  In the present embodiment, the parking assistance mode selection switch 52a is configured to be able to select any one mode from three modes of parallel parking to the left side, parallel parking to the right side, and parallel parking. Note that parallel parking may be provided separately for left side parallel parking and right side parallel parking.

  Further, as shown in FIG. 7A or FIG. 8A, the parking support start switch 52b can be used as much as possible in the parking space to be parked so that the driver position is located substantially in the center of the parking space. It is provided on the premise that the vehicle is stopped at a position where the side faces are close to each other, and is turned on by the driver with this stop position as a control start position. When this parking support start switch 52b is turned on, parking operation described later is performed. Parking driving assistance by the assistance program is executed.

  The parking assistance control unit 40 starts parking assistance when the parking assistance mode selection switch 52a is turned on (the parking assistance mode is selected) according to a parking driving assistance program described later based on each input signal described above. When the switch 52b is turned on, the steering control at the time of forward movement is executed by the traveling locus at the time of advance set from the control start position, the vehicle is stopped, the shift change is performed, and the vehicle is moved backward. The steering control at the time of reverse is executed based on the preset traveling locus at the time of reverse, and the vehicle is parked in the parking space. When reversing the parking operation, the distance between the host vehicle and the obstacle causing the alarm from the notification control unit 42 serving as an alarm means is set as an alarm threshold, and is variably set according to the position of the traveling locus during the reverse. The threshold is compared with the distance between the obstacle behind the host vehicle and an alarm is issued when the obstacle approaches within the alarm threshold.

  The parking support control unit 40 provides a stop instruction, forward / reverse instruction, and warning to the driver by signal output to the notification control unit 42. Display by 42a and voice guidance from the speaker 42b are performed, and an alarm to the driver is performed by an alarm display by the monitor 42a and an alarm sound from the speaker 42b.

  As described above, the parking assist control unit 40 is configured to have functions as a travel locus storage unit, a steering amount calculation unit, a support control unit, an alarm threshold setting unit, and an alarm control unit.

  Next, the parking driving support program executed by the parking support control unit 40 will be described with reference to the flowchart of FIG. This program is a program that is repeatedly executed when the vehicle is stopped. First, in step (hereinafter abbreviated as “S”) 101, it is determined whether or not the parking assistance mode selection switch 52a is turned on. . If the result of this determination is that the parking assistance mode selection switch 52a is OFF, the program exits as it is.

  When the parking assistance mode selection switch 52a is turned on, the process proceeds to S102, and it is determined whether or not the parking assistance start switch 52b is turned on within a certain time (for example, 2 minutes). If the parking assistance start switch 52b is turned on within a predetermined time, the process proceeds to S103 and a forward instruction is given.

  This forward instruction is performed, for example, by outputting a signal to the notification control unit 42 and issuing a guide display on the monitor 42a or voice guidance from the speaker 42b (for example, “go forward slowly”). .

  Thereafter, the process proceeds to S104, the forward control is performed in accordance with the flowchart of the forward control routine of FIG. 3 described later, and the process proceeds to S105 to instruct a shift lever position change instruction.

  The shift lever position change instruction includes, for example, outputting a signal to the notification control unit 42 to display a guide on the monitor 42a and voice guidance from the speaker 42b (for example, “change to reverse”). Done.

  Then, the process proceeds to S106, and it is determined whether or not a shift change is made within a certain time (for example, 2 minutes). If the result of this determination is that a shift change has been made within a certain period of time, the routine proceeds to S107 and a reverse instruction is given.

  This backward instruction is performed by, for example, outputting a signal to the notification control unit 42 and issuing a guide display on the monitor 42a or voice guidance from the speaker 42b (for example, “slowly move backward”). .

  Thereafter, the process proceeds to S108, the reverse control is performed in accordance with the reverse control routine shown in FIG.

  On the other hand, if the parking support start switch 52b is not turned on within the predetermined time in S102, or if no shift change is made within the predetermined time in S106, the process proceeds to S109 to cancel the parking support control. And exit the program.

  Next, the forward control executed in S103 will be described with reference to the flowchart of FIG. First, in S201, a preset target advance distance LFT corresponding to the selected parking support mode is set, and in S202, a forward target rudder angle corresponding to the selected parking support mode is set in advance. Set up the map.

  When the parking assist mode is parallel parking, the target steering angle map at the time of advance is set to characteristics as shown in FIG. 7B, for example. First, when moving forward from the control start position, the steering wheel This is the characteristic of the target rudder angle δft for stopping the vehicle after the vehicle 21 is moved forward in the neutral position.

  Further, when the parking support mode is parallel parking to the left side, for example, the characteristic is set as shown in FIG. 8B. First, when moving forward from the control start position, the steering wheel 21 is moved to the right side. After that, the characteristic is the target rudder angle δft for returning to the neutral position and stopping the vehicle.

  The characteristics of the forward target rudder angle map in the case of parallel parking to the right side are substantially the same if the left side parallel parking and the left and right directions are read in reverse, and the description thereof will be omitted.

  After setting the forward target rudder angle map corresponding to the parking assist mode selected in S202 described above, the process proceeds to S203, and the travel distance L from the control start position is set to, for example, the four-wheel wheel speed sensors 53fl, 53fr, 53rl. , 53rr is calculated by integrating the average value.

  Next, the process proceeds to S204, with reference to the forward target rudder angle map, sets the forward target rudder angle δft based on the travel distance L, proceeds to S205, and the target rudder angle δft and steering angle sensor set in S204. A deviation Δδf (= δft−δfr) from the actual front wheel steering angle δfr from 54 is obtained and output to the steering drive control unit 41 to execute steering angle correction.

  In S206, the travel distance L is compared with the target advance distance LFT. If the travel distance L is less than the target advance distance LFT (L <LFT), the processing from S203 is repeated, and the travel distance L is set to the target distance. If the distance is not less than the forward distance LFT (L ≧ LFT), the process proceeds to S207 and a stop instruction is issued.

  This stop instruction is performed, for example, by outputting a signal to the notification control unit 42 and issuing a guide display on the monitor 42a or voice guidance from the speaker 42b (for example, “Please stop the vehicle”). .

  Thereafter, the process proceeds to S208, where it is determined whether or not the vehicle has stopped within a certain time (for example, 2 minutes). If the vehicle has not stopped within the certain time, the process proceeds to S209 to cancel the parking support control and exit the routine. If it stops within a certain time, the routine is exited.

  Next, the reverse control executed in S108 described above will be described with reference to the flowchart of FIG. First, in S301, a preset target reverse distance LRT corresponding to the selected parking assistance mode is set in advance, and in S302, a target steering angle during reverse movement corresponding to the selected parking assistance mode is set in advance. Set up the map.

  When the parking assist mode is parallel parking, the target steering angle map at the time of reversing is set to a characteristic as shown in FIG. 7C, for example. First, when reversing from the stop position, a predetermined distance is set. When the steering wheel 21 is reached, the steering wheel 21 is turned to the left and then turned to the right to stop the vehicle.

  Further, when the parking support mode is parallel parking to the left side, for example, the characteristics are set as shown in FIG. 8C. First, when the vehicle is moved backward from the stop position, a predetermined distance is reached. In addition, the steering wheel 21 is turned to the left and then returned to the neutral position to stop the vehicle.

  The characteristics of the reverse target rudder angle map in the case of parallel parking to the right side are substantially the same if the left side parallel parking and the left and right directions described above are read in reverse.

  After setting the reverse target rudder angle map corresponding to the parking assistance mode selected in S302 described above, the process proceeds to S303, and the travel distance L from the stop position is set to, for example, the four-wheel wheel speed sensors 53fl, 53fr, 53rl, Calculation is performed by integrating the average value from 53rr. The stop position defined here means that if the vehicle does not stop at the target advance distance and is moving forward too much, the vehicle is moved backward while maintaining the steering angle by the distance that has been moved forward too much. The error is surely absorbed.

  Next, the process proceeds to S304, with reference to the reverse target rudder angle map, sets the reverse target rudder angle δft based on the travel distance L, proceeds to S305, and sets the target rudder angle δft and steering angle sensor set in S304. A deviation Δδf (= δft−δfr) from the actual front wheel steering angle δfr from 54 is obtained and output to the steering drive control unit 41 to execute steering angle correction.

  Then, the process proceeds to S306, the alarm threshold value Lal is set according to the flowchart of the alarm threshold value setting routine shown in FIG. 5 described later, and the process proceeds to S307 to determine whether or not an obstacle exists in the alarm threshold value Lal. If there is an obstacle within the alarm threshold value Lal as a result of this determination, the process proceeds to S308, a signal is output to the notification control unit 42, an alarm blinking display by the monitor 42a, and voice guidance from the speaker 42b (for example, An alarm such as “Please pay attention to contact” is generated, and the process proceeds to S309. On the other hand, if there is no obstacle within the threshold value Lal, the process proceeds directly to S309.

  When the process proceeds from S307 or S308 to S309, the travel distance L is compared with the target backward distance LRT. If the travel distance L is less than the target backward distance LRT (L <LRT), the processing from S303 is repeated. If the travel distance L is greater than or equal to the target retraction distance LRT (L ≧ LRT), the process proceeds to S310 and a stop instruction is issued.

  This stop instruction is performed, for example, by outputting a signal to the notification control unit 42 and issuing a guide display on the monitor 42a or voice guidance from the speaker 42b (for example, “Please stop the vehicle”). .

  Thereafter, the process proceeds to S311, and it is determined whether or not the vehicle has stopped within a certain time (for example, 2 minutes). If the vehicle has not stopped within the certain time, the process proceeds to S312 and the travel distance L from the stop position is set to 4 for example. An average value from the wheel speed sensors 53fl, 53fr, 53rl, 53rr is calculated by integration processing, and the processing from S306 is repeated. If it stops within a certain time, the routine is exited as it is.

  Next, the setting of the alarm threshold value Lal executed in S306 described above will be described with reference to the flowchart of FIG. First, in S401, it is determined whether the obstacle is a moving object. Whether an obstacle is a stationary object or a moving object is determined by comparing a relative change in the distance between the moving state of the host vehicle (the movement speed in the front-rear direction and the lateral speed) and the obstacle. ing.

  If the result of determination in S401 is that the obstacle is a moving object, the process proceeds to S402, the alarm threshold value Lal is set to the preset Lalc, and the routine is exited. Here, Lalc is the longest threshold value among the threshold values that can be set, and is set with the highest sensitivity to the alarm.

  On the other hand, as a result of the determination in S401, if the obstacle is determined to be a stationary object, the process proceeds to S403, where it is determined whether the selected parking support mode is parallel parking, and in the case of parallel parking, the process proceeds to S404 to perform parallel parking. Alarm threshold map is set, and in the case of left and right parallel parking, the process proceeds to S405 to set a parallel parking alarm map.

  Here, the warning map for parallel parking is, for example, as shown in FIG. 9B, the position of the travel locus where the vehicle is retracted from the stop position S and the right rear end point PR of the vehicle is expected to reach the parking space. The characteristic is set to a large alarm threshold value α1 up to LP1 and thereafter to a small alarm threshold value α2 (that is, α1> α2), and the characteristic gradually changes from the alarm threshold value α1 to the alarm threshold value α2. Is set to Note that the alarm threshold value Lalc that is set when the obstacle is a moving object is, for example, a value that is substantially the same as the alarm threshold value α1.

  Further, for example, as shown in FIG. 10 (b), the warning map for parallel parking to the left side indicates that the vehicle has moved backward from the stop position S and the left rear end point PR1 of the vehicle is on the right side of the parked vehicle on the inside of the turn (left side). The maximum alarm threshold value β1 is set up to the position LP11 of the travel locus predicted to reach the surface extension line. The vehicle is set to the smallest warning threshold value β2 until the left rear end point PR1 of the vehicle is expected to reach the front side extension line LP12 of the parked vehicle on the inner side (left side) of the turn. Is set to the alarm threshold value β3 having a magnitude between the alarm threshold value β1 and the alarm threshold value β2, and thereafter the maximum alarm threshold value β1 is set again. Is set.

  This is a characteristic that takes into account the relative change in the distance between the host vehicle and the obstacle, and is expected to be the farthest distance from the obstacle when the travel locus is between S-LP11 and LP13-LP14. When the travel locus is between LP11 and LP12, it is expected to be the closest distance to the vehicle inside the turn, and when the travel locus is between LP12 and LP13, it is expected to be the distance close to the vehicle outside the turn. By setting the alarm threshold value according to the travel trajectory, it is possible to reliably warn and suppress unnecessary alarms when retreating with the correct travel trajectory. It has become.

  In addition, although the characteristic of the alarm threshold value of FIG.10 (b) has shown the example which each sets (beta) 1- (beta) 2- (beta) 3- (beta) 1 in step shape, these are the above-mentioned parallel parking alarm maps (FIG.9 (b)). It is also possible to set the characteristics to change gently as in (1). Such smooth characteristics make it possible to provide a more natural and uncomfortable alarm.

  Further, the characteristic of the alarm threshold value in FIG. 10B is, for example, in the form of a curve as shown in FIG. 11A based on the distance from the obstacle actually output from the pulse radar device 51, for example. It may be set, and as shown in FIG. 11B, the curve of FIG. 11A may be set more simply.

  Further, the characteristics of the parallel parking warning map in the case of parallel parking to the right side are substantially the same if the left side parallel parking and the left and right directions are read in reverse, and the description thereof will be omitted.

  After the alarm threshold map is set in S404 or S405, the process proceeds to S406, the alarm threshold map based on the travel distance L is set with reference to the alarm threshold map set, and the routine is exited.

  As described above, according to the first embodiment of the present invention, the parking assist control unit 40 executes the steering control at the time of forward movement based on the traveling locus at the time of advance set from the control start position, and the vehicle When the vehicle is stopped, a shift change is performed, and the vehicle is moved backward, steering control at the time of backward movement is executed based on a predetermined traveling locus at the time of backward movement, and the vehicle is parked in the parking space. When reversing the parking operation, the distance between the host vehicle and the obstacle for which an alarm is issued from the notification control unit 42 is variably set according to the position of the traveling locus at the time of reversing as an alarm threshold. The distance to the obstacle existing behind is compared, and an alarm is issued when the obstacle approaches within the alarm threshold. For this reason, when the vehicle is moved backward and parked in the parking space, a fine and precise warning can be given, and the driver can appropriately perform the parking operation.

  Next, FIGS. 12 to 14 show a second embodiment of the present invention. FIG. 12 is a flowchart of a reverse control routine, FIG. 13 is a flowchart of an alarm threshold setting routine, and FIG. 14 is an alarm threshold for parallel parking. It is explanatory drawing which shows an example of a cancellation threshold value. The second embodiment is different from the first embodiment described above in that the alarm threshold in parallel parking and the cancellation threshold that cannot continue the parking support are set. Since a structure and an effect are the same as that of a 1st form, the same code | symbol is described to the same structure and description is abbreviate | omitted.

  That is, as shown in the flowchart of FIG. 12, the reverse control according to the second embodiment is a deviation Δδf between the target rudder angle δft set in S304 and the actual front wheel rudder angle δfr from the steering angle sensor 54 in S305. After obtaining (= δft−δfr) and outputting it to the steering drive control unit 41 to execute the steering angle correction, the process proceeds to S501, and the alarm threshold value Lal is set according to the flowchart of the alarm threshold value setting routine of FIG. Do.

  Next, proceeding to S502, the cancel threshold Lcan is set based on the travel distance L with reference to the cancel threshold map. For example, as shown in FIG. 14B, the cancel threshold Lcan is set to a characteristic near the origin of the radar detection distance-travel distance L map. It is assumed that the driving correction by the driver is necessary.

  Next, the process proceeds to S503, where it is determined whether there is an obstacle within the alarm threshold value Lal. If there is an obstacle within the alarm threshold value Lal, the process proceeds to S504, and a signal is output to the notification control unit 42. Then, an alarm flashing display on the monitor 42a and an alarm by voice guidance from the speaker 42b (for example, “please pay attention”) are generated, and the process proceeds to S505. On the other hand, if there is no obstacle within the threshold value Lal, the process proceeds directly to S309.

  After issuing an alarm in S504, the process proceeds to S505, where it is determined whether or not there is an obstacle within the cancellation threshold Lcan. If there is an obstacle within the cancellation threshold Lcan, the process proceeds to S506 and parking support control is performed. Cancel and exit the routine. If there is no obstacle within the cancellation threshold Lcan, the process proceeds to S309.

  If it is determined in S503 that there is no obstacle within the alarm threshold Lal, or if it is determined in S505 that there is no obstacle within the cancel threshold Lcan and the process proceeds to S309, the travel distance L and the target reverse distance LRT are set. If the travel distance L is less than the target reverse distance LRT (L <LRT), the processing from S303 is repeated, and if the travel distance L is equal to or greater than the target reverse distance LRT (L ≧ LRT), the process proceeds to S310. Go ahead and issue a stop instruction.

  This stop instruction is performed, for example, by outputting a signal to the notification control unit 42 and issuing a guide display on the monitor 42a or voice guidance from the speaker 42b (for example, “Please stop the vehicle”). .

  Thereafter, the process proceeds to S311, and it is determined whether or not the vehicle has stopped within a certain time (for example, 2 minutes). If the vehicle has not stopped within the certain time, the process proceeds to S312 and the travel distance L from the stop position is set to 4 for example. The average values from the wheel speed sensors 53fl, 53fr, 53rl, 53rr are calculated by integration processing, and the processing from S501 is repeated. If it stops within a certain time, the routine is exited as it is.

  Next, the setting of the alarm threshold value Lal executed in S501 described above will be described with reference to the flowchart of FIG. First, in S601, it is determined whether the obstacle is a moving object. Whether an obstacle is a stationary object or a moving object is determined by comparing a relative change in the distance between the moving state of the host vehicle (the movement speed in the front-rear direction and the lateral speed) and the obstacle. ing.

  If the result of determination in S601 is that the obstacle is a moving object, the process proceeds to S602, where the alarm threshold value Lal is set to preset Lalc and the routine is exited. Here, Lalc is the longest threshold value among the threshold values that can be set, and is set with the highest sensitivity to the alarm.

  On the other hand, as a result of the determination in S601, if the obstacle is determined to be a stationary object, the process proceeds to S603, where it is determined whether or not the selected parking support mode is parallel parking. In the case of parallel parking, the process proceeds to S604 and parallel parking is performed. The alarm threshold value map is set, and in the case of left and right parallel parking, the process proceeds to S605. The parallel parking warning map is, for example, the same map as in the first embodiment described above.

  As a result of the determination in S603, when it is determined that the parking is parallel to the left and right and the process proceeds to S605, it is determined whether or not only the vehicle on the outside of the turn exists. Here, the pulse radar device 51 according to the present invention outputs a distance from the nearest obstacle. Therefore, when distance data of a place closer than a certain distance can be obtained, there is a vehicle on the near side, that is, a vehicle inside the turn (the existence of a vehicle outside the turn is unknown). Is obtained, it can be recognized that the vehicle on the near side, that is, the vehicle inside the turn does not exist and only the vehicle outside the turn exists. Using this fact, the determination in S605 is performed.

  If the result of determination in S605 is that there is a vehicle on the inside of the turn (the existence of the vehicle on the outside of the turn is unknown), the process proceeds to S606, and if the travel distance L has not reached Lp22, the process proceeds to S607 and the first Set the parallel parking warning threshold map.

  Conversely, if the result of determination in S605 is that there is no vehicle inside the turn and there is only a vehicle outside the turn, or if the result of determination in S606 is that the travel distance L exceeds Lp22, the flow proceeds to S608, and the above-mentioned A second parallel parking warning threshold map having a larger value than the first parallel parking warning threshold map is set.

  That is, as shown in FIG. 14B, the detection distance by the pulse radar device 51 when there is a turning inner vehicle has a characteristic like the first detection distance, there is no turning inner vehicle, and only the turning outer vehicle exists. When present, the detection distance by the pulse radar device 51 has characteristics like the second detection distance. Therefore, when there is a turning inner vehicle, the first detected distance is the travel locus until the left rear end point of the host vehicle is closest to the turning inner vehicle, that is, the S-Lp22 travel locus. The first parallel parking warning threshold map set according to the above is adopted. In addition, when there is no vehicle inside the turn and only the vehicle outside the turn, the left rear end point of the host vehicle is separated from the vehicle inside the turn, and conversely, the right rear end point approaches the vehicle outside the turn. After Lp22, the second parallel parking warning threshold map set according to the second detection distance is adopted.

  Then, after setting the alarm threshold map in any one of S604, S607, and S608, the process proceeds to S609, the alarm threshold map based on the travel distance L is set with reference to the set alarm threshold map, and the routine is executed. Exit.

  As described above, according to the second embodiment of the present invention, in parallel parking, the alarm threshold value is varied in accordance with the presence situation of the left and right vehicles in the parking space. It is possible to perform an alarm with a sense.

  In this embodiment, the driver is instructed to advance, stop, and shift change of the vehicle, but these may be automatically performed. Further, the travel locus for parking shown in the present embodiment is merely an example, and may be set to another travel locus. Further, in the present embodiment, no particular setting is made regarding the parallel parking to the right side, but the parallel parking to the right side may be set in advance. Furthermore, the front wheel steering angle correction mechanism 29 described in the present embodiment is merely an example, and other known steering angle correction mechanisms (for example, an automatic steering mechanism using an electric power steering motor) may be employed. it can. Further, parking assistance may be provided by presenting the target steering angle of the steering wheel to the driver without mounting an automatic steering mechanism.

The schematic block diagram of the vehicle carrying the parking driving assistance device by 1st Embodiment of this invention. Same as above, parking driving support program flowchart Same as above, flowchart of forward control routine Same as above, flowchart of reverse control routine Same as above, flowchart of alarm threshold setting routine Same as above, illustration of parking driving support switch Same as above, illustration of parallel parking and target rudder angle Same as above, illustration of parallel parking and target rudder angle As above, an explanatory view showing an example of an alarm threshold in parallel parking As above, an explanatory diagram showing an example of an alarm threshold in parallel parking As above, an explanatory view showing an example of an alarm threshold value in parallel parking different from FIG. Flowchart of reverse control routine according to the second embodiment of the present invention Same as above, flowchart of alarm threshold setting routine As above, an explanatory diagram showing an example of an alarm threshold value and a cancellation threshold value in parallel parking

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Vehicle 20 Front-wheel steering apparatus 29 Front-wheel steering angle correction mechanism 40 Parking assistance control part (Driving locus | trajectory memory | storage means, steering amount calculation means, assistance control means, warning threshold value setting means, warning control means)
41 Steering drive control unit 42 Notification control unit (alarm means)
42a monitor 42b speaker 51 pulse radar device (obstacle distance detection means)
51L Reception antenna 51R Transmission antenna 52 Parking operation support switch

Claims (5)

The host vehicle is stopped so that the parking space is located on the side of the host vehicle, and the stop position is set as a control start position, the vehicle is moved forward along a preset travel locus, and then retracted and parked along a preset travel locus. In the vehicle parking driving support device,
Obstacle distance detecting means for detecting distance information with an obstacle existing behind the host vehicle using a pulse radar,
A travel locus storage means for storing at least a travel locus during reverse;
Steering amount calculation means for calculating a steering amount based on the traveling locus stored in the traveling locus storage means;
Assistance control means for performing assistance control of parking driving based on the steering amount;
An alarm threshold setting means for variably setting the distance between the host vehicle and the obstacle causing the alarm from the alarm means as an alarm threshold according to the position of the traveling locus at the time of reverse,
An alarm control means for performing an alarm by comparing the alarm threshold set by the alarm threshold setting means and the distance between the obstacle behind the host vehicle,
A parking driving support device for a vehicle, comprising:   The alarm threshold setting means is different depending on whether the rear left and right ends of the own vehicle are moving backward along the traveling locus approaching the obstacle or the backward movement along the traveling locus where the rear surface of the own vehicle is approaching the obstacle. 2. The vehicle parking driving support apparatus according to claim 1, wherein a threshold value is set.   The warning threshold value setting means sets a warning threshold value for a moving object set in advance when the obstacle behind the host vehicle detected by the obstacle distance detection means is determined to be a moving object. The parking driving support device for a vehicle according to claim 1 or 2.   The warning threshold value setting means sets different warning threshold values depending on whether or not there is an obstacle inside the turn of the own vehicle when the rear left and right ends of the own vehicle are moving along a traveling locus approaching the obstacle. The vehicle parking driving support device according to any one of claims 1 to 3, wherein the vehicle parking driving support device is set.   The vehicle parking driving support device according to any one of claims 1 to 4, wherein the support control unit automatically and variably controls a steering angle based on the steering amount. .

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