JP2009083806A - Parking supporting device, parking supporting method and computer program - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a parking supporting device capable of easily and safely parking a vehicle even in parking the vehicle in a narrow parking space; a parking supporting method and a computer program. <P>SOLUTION: This parking supporting device is constituted to support parking of the vehicle in accordance with a third travelling route by detecting the parking space in the circumference of the vehicle by obstruction sensors 5A, 5B, computing a first travelling route to park the vehicle at a fixed turning steering angle against the detected parking space, further computing a second travelling route alleviating a steering angle of the first travelling route (S21), judging whether it is possible to make the vehicle enter in the parking space by the computed second travelling route (S24) and computing the third travelling route correcting the second travelling route when it is judged impossible to make the vehicle enter in the parking space (S25 to S29). <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a parking support device, a parking support method, and a computer program that support parking of a vehicle.

  2. Description of the Related Art Conventionally, there is a parking assistance device that displays a camera image that captures the environment behind a vehicle during parking and assists a driver's parking operation with respect to the vehicle. In such a parking assistance device, the situation of the backward direction side with respect to the vehicle is displayed as an image to assist the driver's parking operation with respect to the vehicle, or the vehicle travels based on the signal from the steering angle sensor. There is known one that supports a driver's parking operation with respect to a vehicle by calculating a prediction curve and displaying the calculated progress prediction curve superimposed on the captured camera image as described above. Furthermore, the parking assist device not only simply displays an image of the rear environment, but also calculates the travel route of the vehicle until parking is completed in the target parking space, and the vehicle follows the calculated travel route. Techniques for performing steering assistance and automatic steering so that the vehicle travels are known.

Here, since the travel route calculated by the parking assistance device is calculated based on the turning performance of the vehicle, it is often a route including a sharp turn due to the maximum steering angle of the vehicle. However, in a route including such a sharp turn, the steering amount does not reach the target value when steering assistance or automatic steering is performed, and the deviation from the target route may occur due to a possibility that the turning radius becomes large, a difference in speed, or the like. There is a high risk. Thus, for example, Japanese Patent Application Laid-Open No. 2004-352110 describes a technique for correcting a once calculated travel route to a new travel route in which the steering angle of the travel route is relaxed.
JP 2004-352110 A (pages 4 to 6, FIGS. 2 and 3)

  However, in the parking assistance device described in Patent Document 1 described above, it has not been determined whether the travel route after the relaxation is a travel route that allows the vehicle to enter the parking space. Here, in general, obstacles such as other parked vehicles, fences, and block fences are arranged around the parking space. Therefore, even when a route that does not come in contact with these obstacles is set on the travel route before the relaxation, there is a possibility that a new route that comes in contact with the obstacle may be obtained by relaxing the travel route. .

  The present invention has been made in order to solve the above-described conventional problems, and when the travel route after the steering angle is relaxed is a travel route in which the vehicle cannot enter the parking space, the travel route after the relaxation is determined. An object of the present invention is to provide a parking support device, a parking support method, and a computer program that can be easily and safely parked by performing correction.

  In order to achieve the above object, a parking assist device (1) according to claim 1 of the present application is provided with a predetermined amount of parking space detecting means (3) for detecting a parking space and a parking space detected by the parking space detecting means. First travel route calculation means (3) for calculating a first travel route for allowing the vehicle to enter at a steering angle, and second travel in which the steering angle of the first travel route calculated by the first travel route calculation means is relaxed. It is determined whether the vehicle (2) can enter the parking space by the second travel route calculation means (3) for calculating the route and the second travel route calculated by the second travel route calculation means. And a third travel that corrects the second travel route when it is determined by the route determination means that the vehicle cannot enter the parking space by the second travel route. A third travel route calculating means (3) for calculating a road; and a parking support means (3) for assisting parking based on the third travel route calculated by the third travel route calculating means. Features.

  Moreover, the parking assistance device (1) according to claim 2 is the parking assistance device according to claim 1, wherein the third traveling route calculation means (3) is configured such that the vehicle (2) parks the second traveling route. A route rotating means (3) for rotating around the end of the route of the second travel route until it can enter the space, and a turn-back route for correcting the inclination of the vehicle with respect to the parking space at the end of the route of the second travel route. And a return route adding means (3) for adding to the second travel route rotated by the route rotating means.

  According to a third aspect of the present invention, there is provided the parking assistance device (1) according to the second aspect, wherein the third travel route calculating means identifies a steered position on the second travel route. The route rotating means rotates the second half route from the end of the second traveling route to the steered position, and the third traveling route calculating means is configured to route the second traveling route within the second traveling route. A new route in which the first half route from the start end to the steered position is translated with respect to the traveling direction of the vehicle at the route start end of the second travel route and combined with the second half route rotated by the route rotating means. Is calculated as the third travel route.

  According to a fourth aspect of the present invention, there is provided a parking assistance method including a parking space detection step (S1) for detecting a parking space and a vehicle (2) entering the parking space detected at the parking space detection step at a predetermined steering angle. A first travel route calculation step (S11 to S15) for calculating the first travel route to be calculated, and a second travel route in which the steering angle of the first travel route calculated by the first travel route calculation step is relaxed. A second travel route calculation step (S21) and a route determination step (S24) for determining whether or not the vehicle can enter the parking space by the second travel route calculated by the second travel route calculation step. And when the route determination step determines that the vehicle cannot enter the parking space by the second travel route, the second A third travel route calculating step for calculating a third travel route with a corrected travel route (S25 to S29), and a parking support for assisting parking based on the third travel route calculated by the third travel route calculating step. Step (S5).

  Further, the computer program according to claim 5 is installed in a computer and has a parking space detection function (S1) for detecting a parking space and a vehicle (with a predetermined steering angle) to the parking space detected by the parking space detection function. 2) A first travel route calculation function (S11 to S15) for calculating a first travel route for entering, and a second travel in which the steering angle of the first travel route calculated by the first travel route calculation function is relaxed. Route determination for determining whether or not the vehicle can enter the parking space by the second travel route calculation function (S21) for calculating the route and the second travel route calculated by the second travel route calculation function. When it is determined by the function (S24) and the route determination function that the vehicle cannot enter the parking space through the second travel route, A third travel route calculation function for calculating a third travel route corrected for the travel route (S25 to S29), and a parking support for assisting parking based on the third travel route calculated by the third travel route calculation function; The function (S5) is executed.

  According to the parking assist device according to claim 1 having the above-described configuration, an obstacle around the parking space when parking is performed by further correcting the second travel route after relaxing the steering angle when necessary. There is no risk that the vehicle will come into contact. Therefore, the corrected route can reduce the driving burden on the driver and allow easy and safe parking.

  According to the parking assist device of the second aspect, the second travel route is rotated when the second travel route after the steering angle is reduced is a travel route in which the vehicle cannot enter the parking space. In addition, since a turn-back route is added, there is no possibility that the vehicle will come into contact with obstacles around the parking space even when parking in a narrow parking space, and it is possible to park appropriately in the parking space. It becomes possible.

  According to the parking assist device of the third aspect, even if the second travel route after the steering angle is reduced is a travel route in which the vehicle cannot enter the parking space, the travel route is calculated again from the beginning. Therefore, it is possible to correct the travel route to an appropriate travel route by rotating and translating the already calculated second travel route. Therefore, the processing load on the control unit can be reduced and the time required for calculation can be shortened.

  Further, according to the parking support method of the fourth aspect, when the parking is performed, the second traveling route after the steering angle has been relaxed is further corrected when necessary. There is no risk of contact. Therefore, the corrected route can reduce the driving burden on the driver and allow easy and safe parking.

  Furthermore, according to the computer program of the fifth aspect, the parking space can be used even when parking in a narrow parking space by further correcting the second travel route after relaxing the steering angle when necessary. There is no risk that the vehicle will come into contact with obstacles around the vehicle. Therefore, the driving load on the driver can be reduced and the parking can be performed easily and safely by the route according to the gentle steering angle.

  DESCRIPTION OF EMBODIMENTS Hereinafter, a parking assistance device according to the present invention will be described in detail with reference to the drawings based on an embodiment that is embodied. First, a schematic configuration of the parking assistance device 1 according to the present embodiment will be described with reference to FIGS. 1 and 2. FIG. 1 is a schematic configuration diagram of a parking support apparatus 1 according to the present embodiment, and FIG. 2 is a block diagram schematically showing a control system of the parking support apparatus 1 according to the present embodiment.

  As shown in FIGS. 1 and 2, the parking assistance device 1 according to the present embodiment includes a parking assistance ECU (parking space detection means, first travel route calculation means, second travel route calculation) installed on the vehicle 2. Means, route determination means, third travel route calculation means, parking support means, route rotation means, route addition means, steered position specifying means) 3, rear camera 4, obstacle sensors 5A and 5B, and liquid crystal display 6 And a speaker 7, a vehicle DB 8, a vehicle ECU 9, and various sensors such as a vehicle speed sensor 11, a steering sensor 12, a gyro sensor 13, and a shift lever sensor 14 connected to the parking assist ECU 3.

  The parking assist ECU (Electronic Control Unit) 3 calculates a travel route when the vehicle is parked in the detected parking space, and also assists parking of the vehicle 2 based on the calculated travel route (see FIG. 3 to FIG. 6). The parking assist ECU 3 may also be used as an ECU used for controlling the navigation device. The detailed configuration of the parking assist ECU 3 will be described later.

  The rear camera 4 uses a solid-state image sensor such as a CCD, for example, and is installed near the upper center of the license plate mounted on the rear side of the vehicle 2 and installed with the line of sight 45 degrees below the horizontal. The Then, the rear side of the vehicle that is the traveling direction of the vehicle 2 is imaged when the vehicle is moving backward, and the captured image is displayed on the liquid crystal display 6.

  The obstacle sensors 5A and 5B are installed in a pair of left and right in front of the vehicle 2, and basically include a sound wave transmitting unit and a sound wave receiving unit. Then, an ultrasonic wave is emitted from the sound wave transmission unit in the left-right direction of the vehicle 2 and a reflected wave reflected by an obstacle (specifically, a parked vehicle, a block fence or the like) is received by the sound wave reception unit. As a result, the parking assist ECU 3 can detect the distance to the obstacle located around the vehicle 2 based on the time from the reception of the ultrasonic wave to the reception of the reflected wave. In this embodiment, the parking assist ECU 3 further detects a parking space located around the vehicle based on the detection results of the obstacle sensors 5A and 5B.

  The liquid crystal display 6 is provided on the center console or panel surface in the room of the vehicle 2 and parking assistance processing described later with respect to the vehicle rear image captured by the rear camera 4 when parking (see FIGS. 3 to 6). The travel route calculated by is superimposed and displayed. The liquid crystal display 6 may also be used as a navigation device.

  The speaker 7 is provided on the center console or the panel surface in the room of the vehicle 2 and outputs a guidance voice, a warning sound, etc. regarding driving support. In particular, the parking assistance device 1 according to the present embodiment outputs guidance sound for turning timing and turning angle of the steering when the vehicle is parked.

The vehicle DB 8 is a storage unit that stores various parameter information related to the vehicle such as the shape design value of the vehicle 2 and the camera design value. For example, the vehicle DB 8 stores the wheel radius, vehicle length, vehicle width, vehicle height, wheel base, minimum turning radius, the optical axis direction of the rear camera 4, the installation position of the rear camera 4 with respect to the vehicle 2, and the like. Yes.
And parking assistance ECU3 calculates the driving | running route to a parking space by the parking assistance process (refer FIGS. 3-6) mentioned later by using the various parameter information memorize | stored in vehicle DB8 so that it may mention later. Similarly, by using various parameter information stored in the vehicle DB 8, parking assistance (guidance and automatic steering) of the vehicle 2 based on the calculated travel route is performed.

  The vehicle ECU 9 is an electronic control unit of the vehicle 2 that controls the operation of the engine, transmission, accelerator, brake, and the like, and is connected to a steering, a brake actuator, an accelerator actuator, an AT (Automatic Transmission), and the like. Then, the vehicle ECU 9 changes the steering angle, the brake pressure, the amount of air sucked into the engine, the gear ratio, and the like based on an instruction from the parking assistance ECU 3 during parking, and a parking assistance process described later (see FIGS. 3 to 6). It is possible to perform automatic steering along the travel route calculated in (1).

  The vehicle speed sensor 11 is a sensor for detecting a moving distance and a vehicle speed of the vehicle, generates a pulse according to the rotation of the wheel of the vehicle 2, and outputs a pulse signal to the parking assist ECU 3. And parking assistance ECU3 calculates the rotational speed and moving distance of a wheel by counting the generated pulse.

The steering sensor 12 is a sensor that is attached to the inside of the steering device and that can detect the turning angle of the steering.
The gyro sensor 13 is a sensor that can detect the turning angle of the vehicle 2. Further, by integrating the turning angle detected by the gyro sensor 13, the vehicle direction can be detected.
The shift lever sensor 14 is built in a shift lever (not shown), and the shift position is “P (parking)”, “N (neutral)”, “R (reverse)”, “D (drive)”, “2”. It is possible to detect whether the position is (second speed) or “L (low)”.

  Next, the details of the parking assistance ECU 3 will be described with reference to FIG. 2. The parking assistance ECU 3 is configured with the CPU 21 as a core, and a ROM 22 and a RAM 23 which are storage means are connected to the CPU 21. The ROM 22 stores a parking assistance processing program (see FIGS. 3 to 6), which will be described later, and various programs necessary for controlling the rear camera 4 and the obstacle sensors 5A and 5B. The RAM 23 is a memory for temporarily storing various data calculated by the CPU 21.

  Then, the parking assistance processing program which parking assistance ECU3 of the parking assistance apparatus 1 which concerns on this embodiment which has the said structure performs is demonstrated based on FIG. FIG. 3 is a flowchart of a parking assistance processing program in the parking assistance apparatus 1 according to the present embodiment. Here, the parking assistance processing program is repeatedly executed at predetermined intervals (for example, every 200 ms) after the ignition is turned on, and performs a process of calculating a travel route for allowing the vehicle to enter the parking space detected at the time of parking. It is a program. The programs shown in the flowcharts of FIGS. 3 to 6 below are stored in the ROM 22 and the RAM 23 provided in the parking assist ECU 3 and are executed by the CPU 21. In the embodiment described below, parking assistance in the case of performing parallel parking will be described.

First, in step (hereinafter abbreviated as S) 1 in the parking assistance processing program, the CPU 21 detects a parking space around the own vehicle based on the detection results of the obstacle sensors 5A and 5B. Specifically, as the vehicle moves, the obstacle sensors 5A and 5B detect the width of the empty space in the parking lot or on the side of the road. Further, the vertical width of the empty space is detected based on the detection result of the horizontal width after passing through the empty space. And based on the shape of the own vehicle memorize | stored in vehicle DB8, it determines with it being an empty space of the width which can park the own vehicle (For example, vehicle width + width of 30 cm or more and vehicle length + vertical width of 1 m or more) In such a case, the empty space is detected as a parking space.
In addition, it is good also as detecting a parking space by imaging the surrounding environment of the own vehicle with a camera and performing an image recognition process to a captured image. Moreover, said S1 is corresponded to the process of a parking space detection means.

  Next, in S2, CPU21 determines whether the parking assistance starting trigger was set to ON. In the present embodiment, parking is performed when the shift lever sensor 14 detects that the shift position is “R” or when a predetermined operation is performed by the user using an operation button (not shown). The support activation trigger is turned on.

  And when it determines with the parking assistance starting trigger having been set to ON (S2: YES), it transfers to S3. On the other hand, when it is determined that the parking support activation trigger is OFF (S2: NO), the parking support processing program is terminated without performing parking support.

  In S <b> 3, the CPU 21 performs a first travel route calculation process (FIG. 4) based on a fixed steering angle turning described later. In the first travel route calculation process, the first reverse start position and the parking target position are set based on the current position of the host vehicle, and the parking route by the fixed steering angle turning is calculated as the first travel route.

  Subsequently, in S4, the CPU 21 performs a second travel route and a third travel route calculation process (FIG. 5) by relaxing the steering angle described later. In the second travel route calculation process and the third travel route calculation process, the second travel route is calculated by relaxing the steering angle of the first travel route calculated in S3, and further calculated as necessary. A third travel route is calculated by correcting the second travel route.

Thereafter, in S5, the CPU 21 performs a parking support process for supporting parking of the host vehicle based on the second travel route calculated in S4 (however, the third travel route when the third travel route is calculated). Do. Specifically, steering assistance or automatic steering is performed so that the host vehicle follows the calculated second travel route or the third travel route.
Here, as the steering assistance, for example, the calculated travel route is superimposed and displayed on the vehicle rear image. Further, a guidance sound for turning timing and turning angle of the steering is output from the speaker 7.
On the other hand, as the automatic steering, for example, an instruction signal is transmitted to the vehicle ECU 9 to change the steering angle, the brake pressure, the amount of air sucked into the engine, the gear ratio, etc., and the vehicle automatically follows the travel route. Control to run. In addition, said S5 is corresponded to the process of a parking assistance means.

  Next, a sub-process of the first travel route calculation process executed by the parking assist ECU 3 in S3 will be described with reference to FIG. FIG. 4 is a flowchart of a sub-processing program of the first travel route calculation process according to the present embodiment.

  In the first travel route calculation process, first, in S11, the CPU 21 sets a target position for parking the own vehicle in the parking space detected in S1 (that is, the position of the own vehicle when the parking is completed). Further, in S12, the CPU 21 determines the first reverse start position when the host vehicle is parked in the parking space detected in S1 according to the first travel route (that is, the position of the host vehicle starting to reverse for parking). Set. The target position is set based on the detected shape of the parking space and a predetermined fixed value (A and B in FIG. 7). The first reverse start position is set based on the current host vehicle position and a predetermined fixed value (C in FIG. 7).

Hereinafter, an example of the target position and first reverse start position setting process executed in S11 and S12 will be described with reference to FIG. In FIG. 7, the target position 32 and the first reverse start position 33 that are set when the vehicle 2 detects the parking space 31 will be described.
As shown in FIG. 7, the target position 32 is set at a position separated from the left edge of the parking space 31 by A and separated from the rear edge by B. A and B are predetermined fixed values (for example, A = 30 cm, B = 30 cm).
On the other hand, as shown in FIG. 7, the first reverse start position 33 is set in front of the current position of the host vehicle in the traveling direction, and is set to a position ahead of the parking space 31 by C. C is a predetermined fixed value (for example, C = 2 m).

  Subsequently, in S13, the CPU 21 sets a second turning radius that is a turning radius in the second half path from the turning position where the driver turns to the target position. In the present embodiment, the second turning radius is the maximum radius at which the host vehicle can enter the parking space without contacting an obstacle, but may be the minimum turning radius of the host vehicle.

  Furthermore, in S14, the CPU 21 sets a first turning radius that is a turning radius in the first half path from the first reverse start position to the steered position. In the present embodiment, the first turning radius is the radius of a circle that passes through the first retreat start position and is in contact with the second half path that turns with the second turning radius. Further, the point where the first half path and the second half path are in contact with each other is the steered position of the first travel path.

Hereinafter, an example of the setting process of the first turning radius and the second turning radius executed in S13 and S14 will be described with reference to FIG. In FIG. 8, the first turning radius and the second turning radius that are set when the vehicle 2 detects the parking space 31 will be described.
As shown in FIG. 8, the second turning radius R2 is set to the maximum radius at which the trajectory 36 on the left front side of the vehicle when turning with the second turning radius does not come into contact with an obstacle. Thereby, the latter half path 35 which is a parking path from the steered position to the target position is specified.
On the other hand, as shown in FIG. 8, the first turning radius R1 is set to a radius of a circle that passes through the first retreat start position 33 and is in contact with the second half path 35 that turns with the second turning radius R2. Thereby, the first half path 34 which is a parking path from the first reverse start position 33 to the steered position is specified. Further, a point where the first half path 34 and the second half path 35 are in contact with each other is a turning position P of the first travel path.

  Next, in S15, the CPU 21 calculates the first travel route according to the parameters set in S11 to S14. Specifically, (a) a preparation path that advances from the current vehicle position to the first reverse start position, and (b) a first half path that turns from the first reverse start position to the steered position by the first turning radius, (C) The first traveling route is a combination of the second half route of turning from the steered position to the target position with the second turning radius.

Hereinafter, an example of the first travel route calculation process executed in S15 will be described with reference to FIG. In FIG. 9, the first travel route 37 calculated when the first reverse start position 33, the target position 32, the first turning radius R1, and the second turning radius R2 shown in FIGS. 7 and 8 are set. explain.
As shown in FIG. 9, the first travel path 37 includes a preparation path 38 that advances from the current host vehicle position to the first reverse start position 33, and a steered position P based on the first turning radius R1 from the first reverse start position 33. And a first half path 34 that turns to the target position 32 by the second turning radius R2 from the steered position P. The vehicle 2 travels along the first travel route 37, thereby allowing the vehicle 2 to enter the target position 32 in the parking space 31.
In addition, said S11-S15 is corresponded to the process of a 1st driving | running route calculation means. Further, in the present embodiment, a case where the vehicle performs parking in parallel will be described. However, when parking other than parallel parking, there is no steered position and the same from the set first reverse start position to the target position. The first travel route is constituted by a turning route that turns with a turning radius of.

  Next, the sub-process of the second travel route and the third travel route calculation process executed by the parking assist ECU 3 in S4 will be described with reference to FIG. FIG. 5 is a flowchart of a sub-processing program for the second travel route and the third travel route calculation process according to the present embodiment.

  In the second travel route and the third travel route calculation process, first, in S21, the CPU 21 calculates a second travel route in which the steering angle of the first travel route detected in S15 is relaxed. Further, the turning position of the second travel route is specified based on the calculated second travel route. Here, as a processing method for relaxing the steering angle, for example, while reversing at a constant speed, a route is generated as point sequence data from the steering angle amount when steering at a constant angular speed, and the position of the generated point is determined. There is a method of correcting so that the rudder angle at that point becomes loose. If it is assumed that steering is performed in a stopped state, the steering angle may be alleviated uniformly. Furthermore, a route in which the steering angle is actually relaxed may be measured for each different condition from an experiment or the like, and the measurement result may be stored in a table or the like, and the second travel route may be calculated based on the stored table. Note that S21 corresponds to the processing of the second route calculation means and the processing of the turning position specifying means.

  Further, in S22, the CPU 21 approximates the second travel route calculated in S21 with an arc of a fixed rudder angle so as to facilitate contact determination with an obstacle in S23, which will be described later. The approximate steering angle is also calculated from the radius. In S22, for example, a known approximate expression calculation method such as a least square method is used, and details thereof are omitted.

Hereinafter, an example of the second travel route calculation process and the fixed steering angle approximation process executed in S21 and S22 will be described with reference to FIG. In addition, in FIG. 10, the case where the 2nd driving | running route 40 is calculated based on the 1st driving | running route 37 shown in FIG. 9, and it approximates with a fixed steering angle is demonstrated.
As shown in FIG. 10, the second travel route 40 is a route in which the steering angle is set to be gentle compared to the first travel route 37. Therefore, if the vehicle 2 is caused to travel along the second travel route 40, the turning operation at the time of parking of the vehicle becomes easier as compared with the first travel route 37. The second travel route 40 includes a first half route 41 that turns from the reverse start position to the specified turning position P, and a second half route 42 that turns from the turning position P to the target position.
FIG. 10 also shows a second traveling approximate route 47 that approximates the second traveling route 40 with a fixed steering angle. Similar to the first travel route 37, the second travel approximate route 47 is constituted by a combination of two arcs by being approximated with a fixed steering angle.

  Next, in S23, the CPU 21 starts the second reverse start position when parking the own vehicle in the parking space detected in S1 according to the second travel route with a relaxed steering angle (that is, starts reverse to perform parking). Set the position of your vehicle. Specifically, as shown in FIG. 11, the start end S of the second travel route 40 when the end E of the second travel route 40 calculated in S21 is matched with the target position 32 set in S11. Is set to the second reverse start position 44.

  Subsequently, in S24, the CPU 21 determines whether or not the second travel route calculated in S21 is a route in contact with an obstacle, that is, whether the host vehicle can enter the parking space through the second travel route. It is determined using the second traveling approximate route that approximates the second traveling route with a fixed steering angle in S22. Specifically, as shown in FIG. 11, the end E of the second traveling approximate route 47 approximated by a fixed rudder angle is matched with the target position set in S <b> 11, and the vehicle when turning according to the second traveling approximate route 47. When the left front trajectory 43 is in contact with an obstacle, it is determined that the second traveling route 40 before approximation is also in contact with the obstacle. Note that S24 corresponds to the processing of the route determination means.

  And when it determines with a 2nd driving | running route being a path | route which contacts an obstruction (S24: YES), it transfers to S25, the 2nd driving | running route is correct | amended in the process after S25, and a new 1st is carried out. 3 travel routes are calculated. On the other hand, when it is determined that the second travel route is not a route in contact with an obstacle (S24: NO), the second travel route is adopted as the parking route, and the above-described parking support process ( S5) is performed.

  Next, in S25, the CPU 21 corrects the second travel route by rotating the second travel approximate route approximated to the fixed steering angle in S22 about the route end. Specifically, the second travel approximate route is rotated to an angle at which the vehicle can enter the parking space without touching an obstacle, the rotation angle is calculated, and the second travel route is the same angle as the calculated angle. Similarly, the second travel route 40 is corrected by rotating.

Hereinafter, an example of the path rotation process executed in S25 will be described with reference to FIG. In addition, FIG. 12 demonstrates the case where a rotation angle is calculated using the 2nd driving | running | working approximate route 47 shown in FIG.
As shown in FIG. 12, the second traveling approximate route 47 is a clock centered on the route end E with a minimum angle at which the trajectory 45 on the left front side of the vehicle when turning along the second traveling approximate route 47 does not contact an obstacle. It is rotated in the turning direction. The route end E is located at the center of the rear wheel axle when the vehicle 2 completes parking. Then, the rotation angle of the second traveling approximate route 47 at the time when the position is not in contact with the obstacle is calculated, and the second traveling route 40 is rotated at the same angle. Further, S25 corresponds to the process of the path rotating means.

  Thereafter, in S26, the CPU 21 executes a return path calculation process (FIG. 6) described later. In the return route calculation process, the return route is calculated so that the vehicle that has completed parking is the same as the parking direction at the end of the first travel route, that is, parallel to the parking space, It is added to the second travel route after being rotated in S25.

  Next, in S27, the CPU 21 translates the first half route of the second travel route in accordance with the second half route of the second travel route rotated in S25, and newly sets a third reverse start position. Specifically, the first half route of the second travel route calculated in S21 is at the start end of the second travel route to the position where the steered position of the travel route can be calculated, that is, the position where the first half route and the second half route are in contact with each other. Move parallel to the direction of travel of the vehicle. Then, the path start end of the translated first half path is set as the third reverse start position.

  Thereafter, in S28, the CPU 21 calculates, as a steered position, a contact point where the first half path where the path start end is arranged at the third reverse start position and the second half path rotated in S25.

Hereinafter, an example of the first half path parallel movement process and the third reverse start position setting process executed in S27 will be described with reference to FIGS. 13 and 14. In FIG. 13, the parallel movement of the first half path and the setting of the third reverse start position performed when the second half path 42 of the second travel path 40 is rotated to the position shown in FIG.
As shown in FIG. 13, when the second half path 42 rotated around the path end E and the first half path 41 in which the path start end S is arranged at the second retreat start position 44 are not connected, the first half path 41 Is moved in parallel with the traveling direction of the host vehicle (in the direction of arrow 47) at the start end S of the second travel route. Then, as shown in FIG. 14, the first half path 41 is moved to a position where the first half path 41 and the second half path 42 are in contact with each other, the start end S at that time is set to the third reverse start position 48, and the contact point is steered. Position P. As a result, the third travel route 50 is configured by combining the first half route 41 starting from the third reverse start position 48 and the second half route 42. The vehicle 2 travels along the third travel route 50, thereby allowing the vehicle 2 to enter the target position 32 in the parking space 31 without contacting the obstacle.

  Next, in S29, the CPU 21 calculates a third travel route according to each route corrected in S25 to S28. Specifically, (a) a preparation path that moves forward from the current host vehicle position to the corrected third reverse start position, and (b) a predetermined route from the corrected third reverse start position to the calculated steered position. A combination of a first half path that turns with a turning radius, (c) a second half path that turns with a predetermined turning radius from the steered position to the target position, and (d) a turn back path that performs turn back is defined as a third travel path. And a 3rd driving | running route is employ | adopted as a parking route, and an above-described parking assistance process (S5) is performed based on a 3rd driving | running route. Note that S25 to S29 correspond to the processing of the third travel route calculation means.

  Next, a sub-process of the return route calculation process executed by the parking assist ECU 3 in S26 will be described with reference to FIG. FIG. 6 is a flowchart of the sub-processing program for the return path calculation process according to the present embodiment.

  In the return path calculation process, first, in S41, the CPU 21 sets the moving direction by the return steering angle and the return direction. In the present embodiment, the turning steering angle is a fixed value (for example, the maximum steering angle) defined in advance. The moving direction is determined by the position of the vehicle in the parking space.

  Next, in S42, the CPU 21 calculates an inclination angle of the own vehicle with respect to the parking space when the target position is reached. In the present embodiment, the rotation angle of the second travel route rotated in S25 corresponds to the inclination angle of the own vehicle with respect to the parking space.

  Subsequently, in S <b> 43, the CPU 21 calculates a moving distance by switching. Here, the moving distance by turning back is calculated based on the turning steering angle set in S41 and the inclination angle of the vehicle with respect to the parking space when the target position is reached calculated in S42.

  Thereafter, in S44, the CPU 21 determines whether or not the movement distance calculated in S43 can be moved within the parking space detected in S1. Specifically, as shown in FIG. 15, when the distance L from the tip of the vehicle 2 located at the end E of the second travel route 40 to the front edge of the parking space is longer than the movement distance calculated in S43, It is determined that the vehicle can move within the parking space.

  And when it determines with it being movable within a parking space (S44: YES), it transfers to S45. On the other hand, when it is determined that the vehicle cannot move within the parking space (S44: NO), the process proceeds to S46.

  In S45, the CPU 21 calculates a return path according to each parameter set in S41 to S43. Specifically, a travel route that travels the distance calculated in S43 based on the steering angle set in S41 is calculated as a turn-back route. Then, the calculated additional route is added to the second travel route.

Hereinafter, an example of the return path calculation process executed in S45 will be described with reference to FIG. In addition, FIG. 15 demonstrates the calculation of the return path | route added when the latter half path | route 42 of the 2nd driving | running route 40 is rotated by the angle shown in FIG.
As shown in FIG. 15, when the inclination of the parking space 31 is corrected by the vehicle 2 turning back from the target position 32 to the turn-back position 52, the turn-back position from the target position 32 continuously to the route end E. A route that travels up to 52 is calculated as a turn-back route 46. Then, by turning the vehicle 2 along the turn-back route 46, the angle of the vehicle 2 can be corrected in the parking space 31 without touching the obstacle.

  On the other hand, in S46, which is executed when it is determined in S44 that the vehicle cannot move in the parking space, the CPU 21 calculates the maximum distance that can be moved in the parking space detected in S1.

  Next, in S47, the CPU 21 specifies the vehicle position after turning back at the distance calculated in S46. Thereafter, the process returns to S41, and the next return path from the vehicle position after the return specified in S47 is calculated in the same manner. Further, S41 to S47 correspond to the process of the return path adding means.

As explained in detail above, in the parking assistance device 1 according to the present embodiment, the parking assistance method by the parking assistance device 1, and the computer program executed by the parking assistance device 1, the obstacle sensors 5A and 5B are around the vehicle. A parking space is detected (S1), a first travel route for parking at a fixed turning rudder angle with respect to the detected parking space is calculated (S11 to S15), and the steering angle of the first travel route is further relaxed. 2 driving routes are calculated (S21), it is determined whether the vehicle can enter the parking space by the calculated second driving route (S24), and the vehicle can enter the parking space. If it is determined that it is not possible, the third travel route corrected for the second travel route is calculated (S25 to S29), and parking assistance is performed according to the third travel route (S5). There is no risk of contact with the vehicle to an obstacle in the periphery of a even parking space when performing the parking against pace. Therefore, it is possible to reduce the driving burden on the driver and to park the vehicle easily and safely by the route according to the corrected gentle steering angle.
In addition, when the second travel route after the steering angle is relaxed is a travel route in which the vehicle 2 cannot enter the parking space, the route is rotated and a turn-back route is added (S25, S26). Even when parking the space, there is no possibility that the vehicle will come into contact with obstacles around the parking space, and it is possible to park appropriately in the parking space.
Further, only the second half route of the second travel route is rotated (S25), the first half route is moved in parallel with the second half route (S27), and the second travel route is corrected by combining with the second half route. It is possible to correct the travel route to an appropriate travel route using the already calculated travel route without having to calculate the travel route from scratch again. Therefore, the processing load on the control unit can be reduced and the time required for calculation can be shortened.

Note that the present invention is not limited to the above-described embodiment, and various improvements and modifications can be made without departing from the scope of the present invention.
For example, in this embodiment, the position of a parking space or an obstacle is detected by the obstacle sensors 5A and 5B, but may be detected using a radar device using a camera or a millimeter wave radar. Furthermore, the parking space may be stored in advance in a database.

  In the present embodiment, the travel route of the vehicle when performing parallel parking is calculated, but the travel route when performing parking other than parallel parking is calculated, and parking assistance is performed based on the calculated travel route. It's also good.

It is a schematic block diagram of the parking assistance apparatus which concerns on this embodiment. It is a block diagram which shows typically the control system of the parking assistance apparatus which concerns on this embodiment. It is a flowchart of the parking assistance guidance processing program which concerns on this embodiment. It is a flowchart of the sub process program of the 1st driving | running route calculation process which concerns on this embodiment. It is a flowchart of the sub process program of the 2nd driving | running route which concerns on this embodiment, and a 3rd driving | running route calculation process. It is a flowchart of the sub process program of the return path | route calculation process which concerns on this embodiment. It is explanatory drawing explaining an example of the setting process of the target position and the 1st reverse start position performed by step 11 and step 12. FIG. It is explanatory drawing explaining an example of the setting process of the 1st turning radius and 2nd turning radius performed by step 13 and step 14. FIG. It is explanatory drawing explaining an example of the 1st driving | running route calculation process performed at step 15. FIG. It is explanatory drawing explaining an example of the 2nd driving | running route calculation process performed by step 21 and step 22, and a fixed steering angle approximation process. It is explanatory drawing explaining an example of the 2nd driving | running route which cannot approach with respect to a parking lot. It is explanatory drawing explaining an example of the path | route rotation process performed at step 25. FIG. It is explanatory drawing explaining an example of the parallel movement process and reverse start position correction process of the first half path | route performed by step 27. FIG. It is explanatory drawing explaining an example of the parallel movement process and reverse start position correction process of the first half path | route performed by step 27. FIG. It is explanatory drawing explaining an example of the return path | route calculation process performed at step.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Parking assistance apparatus 2 Vehicle 3 Parking assistance ECU
5A, 5B Obstacle sensor 6 Liquid crystal display 7 Speaker 21 CPU
22 RAM
23 ROM

Claims (5)

Parking space detecting means for detecting the parking space;
First travel route calculation means for calculating a first travel route for causing the vehicle to enter the parking space detected by the parking space detection means at a predetermined steering angle;
Second travel route calculation means for calculating a second travel route in which the steering angle of the first travel route calculated by the first travel route calculation means is relaxed;
Route determination means for determining whether or not a vehicle can enter a parking space by the second travel route calculated by the second travel route calculation means;
A third travel route calculating means for calculating a third travel route corrected for the second travel route when it is determined by the route determination means that the vehicle cannot enter the parking space by the second travel route; ,
A parking support device, comprising: parking support means for supporting parking based on the third travel route calculated by the third travel route calculation means. The third travel route calculating means includes:
Route rotating means for rotating the second travel route around the end of the route until the vehicle can enter the parking space;
A return route adding means for adding a return route for correcting the inclination of the vehicle with respect to the parking space at the end of the route of the second travel route to the second travel route rotated by the route rotation means;
The parking assistance device according to claim 1, further comprising: The third travel route calculating means includes a steered position specifying means for specifying the steered position of the second travel route,
The route rotating means rotates the second half route from the end of the second traveling route to the steered position,
The third travel route calculation means translates the first half route from the route start end of the second travel route to the steered position with respect to the traveling direction of the vehicle at the route start end of the second travel route. The parking assist device according to claim 2, wherein a new route combined with the latter half route rotated by the route rotating means is calculated as the third travel route. A parking space detection step for detecting a parking space;
A first travel route calculating step for calculating a first travel route for causing the vehicle to enter the parking space detected in the parking space detecting step at a predetermined steering angle;
A second travel route calculating step for calculating a second travel route in which the steering angle of the first travel route calculated by the first travel route calculating step is relaxed;
A route determination step for determining whether or not the vehicle can enter the parking space by the second travel route calculated by the second travel route calculation step;
A third travel route calculating step for calculating a third travel route in which the second travel route is corrected when it is determined in the route determination step that the vehicle cannot enter the parking space by the second travel route; ,
A parking support step for assisting parking based on the third travel route calculated by the third travel route calculation step. On the computer,
A parking space detection function for detecting a parking space;
A first travel route calculation function for calculating a first travel route for allowing the vehicle to enter the parking space detected by the parking space detection function at a predetermined steering angle;
A second travel route calculation function for calculating a second travel route in which the steering angle of the first travel route calculated by the first travel route calculation function is relaxed;
A route determination function for determining whether or not a vehicle can enter a parking space by the second travel route calculated by the second travel route calculation function;
A third travel route calculation function for calculating a third travel route in which the second travel route is corrected when it is determined by the route determination function that the vehicle cannot enter the parking space by the second travel route; ,
A parking support function that supports parking based on the third travel route calculated by the third travel route calculation function;
A computer program for executing

Images