JP2009126495A - Parking assistant device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a parking assistant device capable of more certainly and safely assisting parking operation of a driver based on presumption result of a position of one's own vehicle and presumption results of a position of an obstacle and a corner shape. <P>SOLUTION: The parking assistant device is provided with a means for presuming the position of one's own vehicle and a movement direction, detecting the obstacle at a periphery of one's own vehicle, presuming the position of the obstacle and the corner shape relative to the position of one's own vehicle based on the one's own vehicle position presumption result and distance detection result, presuming a position of a target parking section based on the obstacle presumption result, setting a starting position and a finishing position of the parking section detection based on at least the one's own vehicle position presumption result, determining validity of the target section presumption result, and informing of the presumption result of the target parking section or assisting intrusion to the target parking section based on the presumption section validity determination result and the target section presumption result. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a parking support device for reducing a driver's burden during a parking operation, and in particular, a parking support capable of determining whether a target parking section can be supported based on a vehicle position estimation result and an obstacle estimation result. It relates to the device.

  When parking a vehicle, the driver must first search for the target parking area. When searching for this parking area, the driver must determine whether there is enough space to park the vehicle. In fact, it is a burden for the driver. In order to reduce the burden on the driver at the time of parking, a parking support device that supports the operation of the driver at the time of parking has been proposed, and a method for determining whether or not the support is possible has also been proposed. ing.

  For example, using a positioning sensor, an object around the parking space is detected while the vehicle is running, and then each detection point detected on the basis of a reference line at a first distance from the vehicle side is defined as the front side of the parking space. It is divided into the back side, among the detection points on the near side, the interval between the detection points that are more than the second distance is recognized as the width of the parking space, and each detection point on the near side and each on the far side In some cases, the distance between the detection points is recognized as the depth of the parking space, and the detected parking space is compared with the stored size of the host vehicle to determine whether or not parking is possible in the space. (For example, see Patent Document 1)

  However, in the case of the above-mentioned Patent Document 1, for example, when the host vehicle runs meandering, the position of the host vehicle varies, so that the detection result also varies, making it difficult to accurately recognize the target parking space. In addition, when the moving speed of the host vehicle is fast and the detection accuracy of the target is poor, it is difficult to accurately identify the position of the target vehicle, making it difficult to accurately recognize the target parking space. There was a risk of being guided to or coming into contact with obstacles.

  In the above Patent Document 1, when the vehicle speed of the host vehicle is larger than the reference value, it becomes difficult to detect the target parking area. Therefore, the detection can be stopped using the vehicle speed of the host vehicle as a condition for determining whether or not to support. The effect is disclosed. Moreover, in patent document 2 (Unexamined-Japanese-Patent No. 2007-71536), when the number of the reflective points from an obstruction is estimated and this number is less than predetermined number, it will become difficult to detect a target parking area. A method is disclosed in which the target section is not estimated using the number of detected obstacles as a condition for determining whether or not support is possible.

JP 2007-131169 A JP 2007-71536 A

  However, none of the above-described parking support device supportability determination methods have sufficient conditions and cannot be put to practical use. That is, in Patent Document 1, the vehicle speed of the host vehicle is used as a condition for determining whether or not the vehicle is supported. However, in the process of detecting the target parking area, the vehicle speed changes, and the vehicle speed is good depending on which vehicle speed is used for determination. Although it is possible to obtain a correct result, it is considered that the support control is frequently stopped.

  In Patent Document 2, the number of detected obstacles is used as a condition for determining whether or not support is possible. However, the number of detected points is affected by the vehicle speed of the host vehicle. Then, even if the vehicle speed is slightly higher than the vehicle speed used for threshold setting and the number of detected points is reduced, the support control is stopped. Conversely, if the threshold for detection points is set according to the high vehicle speed, the number of detection points decreases due to factors other than the vehicle speed, but if the threshold is exceeded, the target parking area is estimated with fewer detection points than the original. As a result, an erroneous section is estimated and supported, and the reliability of the driver with respect to the system is impaired.

  An object of the present invention is to solve such problems and to realize a parking support device that can support a driver's parking operation more reliably and safely.

  In order to achieve the above object, the present invention relates to own vehicle position estimating means for estimating the position and moving direction of the own vehicle, distance detecting means for detecting obstacles around the own vehicle, and the own vehicle position estimating means, Obstacle estimation means for estimating the position and corner shape of the obstacle relative to the position of the host vehicle based on the output of the distance detection means, and target section estimation means for estimating the position of the target parking section based on the output of the obstacle estimation means And an estimation section validity determination means for determining the validity of the output of the target section estimation means, and a guidance for informing the estimation result of the target parking section based on the outputs of the estimation section validity determination means and the target section estimation means A parking support apparatus comprising a support means.

  The present invention is detected, for example, when the host vehicle is meandering, when the host vehicle is moving at a high speed and the target detection accuracy is low, or when the difference between the left and right wheel speeds of the host vehicle estimated from the steering angle of the host vehicle is detected. Even if the actual difference between the left and right wheel speeds is greater than or equal to the predetermined value, the parking assistance guidance can be stopped and the driver may be guided to an unintended area by the parking assistance control, or may be in contact with an obstacle. It is possible to effectively prevent the trapping.

Embodiment 1.
Hereinafter, an embodiment of a parking assistance apparatus of the present invention will be described with reference to the drawings. FIG. 1 is a block diagram showing a processing configuration of the parking assistance apparatus according to the first embodiment. Each block is individually or integrally formed by a normal computer (not shown) (configured by ROM, RAM, CPU, I / O, etc.). A predetermined operation can be performed by various software incorporated in the ROM and RAM.

  In the figure, 1 is a vehicle position estimation means for estimating the vehicle position, 2 is a distance detection means for detecting the distance to the obstacle, and 3 is an obstacle from the outputs of the vehicle position estimation means 1 and the distance detection means 2. Obstacle estimation means for estimating the position and corner shape of the vehicle, 4 is a target area estimation means for estimating the target parking area position based on the output of the obstacle estimation means 3, and 5 is a vehicle position estimation means 1 and an obstacle estimation means. 3 and estimated zone validity determining means for judging the validity of the output of the target zone estimation means 4 based on the output of the parking zone detection position specifying means 7 described later, and 6 is the target zone estimation means 4 and the estimated zone. This is guidance support means for performing guidance support for a vehicle to be parked based on the output of the validity judgment means 5. Reference numeral 7 denotes a parking zone detection position specifying means for setting a start position and an end position for parking zone detection.

  In the present embodiment, for example, a wheel speed sensor and a steering angle sensor are used as the vehicle position estimation means 1, but the means to be used are not limited to these, and other means may be used. . In the present embodiment, an ultrasonic sensor is used as the distance detecting means 2, but other means can also be used. Furthermore, in this embodiment, it is assumed that the guidance assistance means 6 is voice guidance by a speaker, but the means to be used is not limited to this, and other means may be used.

  Next, the operation of the present embodiment will be described. FIG. 2 is a flowchart showing an outline of the processing procedure of the parking assistance apparatus in the present embodiment. In the own vehicle position estimating process (step 11), the position and moving direction of the own vehicle are estimated based on the outputs of the wheel speed sensor and the steering angle sensor that constitute the own vehicle position estimating means 1. FIG. 3 is a flowchart showing the procedure of the vehicle position estimation process 11. The wheel speed V of the host vehicle is detected from the wheel speed sensor (step 111), and then the steering angle θ of the host vehicle is detected from the steering angle sensor (step 112). Based on the detected vehicle wheel speed V and the steering angle θ, the X coordinate (step 113) and the Y coordinate (step 114) of the vehicle position are calculated.

The method for calculating the X coordinate and Y coordinate will be specifically described. If the rotation speed, which is the count value of the wheel speed sensor, is N, and the distance per rotation is 1 m, the moving distance L of the vehicle is 1 × N and is detected by the steering angle sensor with respect to the origin (0,0). The coordinates (Xc ′, Yc ′) of the moving distance L in the direction of the steering angle θ of the subject vehicle are assumed by Xc ′ = L × sin θ and Yc ′ = L × cos θ. The previous (previous cycle) own vehicle position coordinates (Xco, Yco) are added to the coordinates (Xc ′, Yc ′) as an offset.
Xc = Xc ′ + Xco, Yc = Yc ′ + Yco

The coordinates (Xc, Yc) calculated in this way are set as the current vehicle position, and this is sequentially calculated according to the movement of the vehicle. Note that the origin of the vehicle position and the position coordinate system of the obstacle is the detection start position of the parking section.
Following the calculation of the X coordinate and the Y coordinate, the moving direction (step 115) and moving distance (step 116) of the host vehicle are calculated from the wheel speed V and the steering angle θ of the host vehicle. In addition, the moving distance of the own vehicle can also be calculated only from the output of the wheel speed sensor.

Next, returning to FIG. 2, after the vehicle position estimation (step 11), the process proceeds to the parking zone detection position specifying process (step 12). FIG. 4 is a flowchart showing the processing procedure of the parking section detection position specifying process (step 12). 4, is compared with the detected start threshold value V ₁ of the parking space and the wheel speed V detected by the wheel speed sensor (step 121). The parking zone detection flag is set with the time when the wheel speed V is equal to or less than the threshold V ₁ as the parking zone detection start position (step 122).

Detection start threshold V ₁ of the said parking compartments, a plurality of detection points acquired by the ultrasonic sensor in accordance with the movement of the vehicle (distance detection result) is set to the corner shape of the obstacle estimated range. If the ultrasonic sensor transmits at a predetermined cycle, when the ultrasonic sensor detects a target, the detection point of the ultrasonic sensor decreases as the vehicle speed of the vehicle increases, and conversely the vehicle speed of the vehicle decreases. As the number of detection points of the ultrasonic sensor increases. Therefore, considering the range in which the corner shape of the obstacle can be estimated, the vehicle speed threshold value V ₁ for determining the detection start is set to a low value, for example, 20 km / h.

Next, the time when the wheel speed V detected by the wheel speed sensor becomes the threshold value V ₂ is detected as a parking end detection end position (step 123), the parking zone detecting flag is cleared (step 124), and parking is performed. A partition detection completion flag is set (step 125). The vehicle speed threshold V ₂ for determining the end of the detection of the parking area is a plurality of detection points (a plurality of detection points sufficient for estimating the corner shape of the obstacle after the vehicle speed of the host vehicle becomes V ₁ or less and the detection of the parking area is started). The distance detection result is set to a value that can be acquired, for example, 0 km / h. In the present embodiment, the detection condition for the start and end of the parking area is set as the wheel speed of the host vehicle. However, the detection start timing may be a position retroactive from the detection end timing. Absent. Further, the conditions for determining the detection start position and the detection end position of the parking section are not limited to these, and other conditions may be used.

  As described above, by providing the parking section detection position specifying means 7 and limiting the detection of the parking section from the detection start position to the detection end position, the detection point of the ultrasonic sensor can be acquired more reliably. Thus, the corner shape of the obstacle can be estimated more reliably. Thereby, when the guidance by the parking assistance is difficult, the assistance can be stopped and the assistance can be executed only when it is determined that the guidance is possible.

  After specifying the parking zone detection position, the process proceeds to the obstacle estimation process (step 13) in FIG. FIG. 5 is a flowchart showing the processing procedure of the obstacle estimation processing 13. A distance detection result from the input of the ultrasonic sensor to the obstacle is acquired (step 131). Based on the detected distance to the obstacle and the vehicle position estimation result, the X coordinate (step 132) of the obstacle and the Y coordinate (step 133) of the obstacle on the same coordinate system as the vehicle position are calculated. Regarding the method of calculating the coordinates of the obstacle, first, the position of the vehicle is set to the origin (0, 0), and the position is separated from the origin by the distance d in the X-axis direction based on the distance detection result d input from the ultrasonic sensor. Set the coordinates (d, 0) to. The coordinates (d, 0) are rotated by the steering angle θ detected by the steering angle sensor.

Xo ′ = d × cos θ + 0 × sin θ, Yo ′ = − d × sin θ + 0 × cos θ
The own vehicle position coordinates (Xc, Yc) are added as offsets to the calculated coordinates (Xo ', Yo').
Xo = Xo '+ Xc, Yo = Yo' + Yc
The coordinates (Xo, Yo) calculated in this way are used as obstacle coordinates, and are calculated for all detection points input from the ultrasonic sensor.
Subsequently, an approximate curve connecting the coordinates of obstacles continuously detected in accordance with the movement of the host vehicle is calculated (step 134), and this is used as a material for estimating the corner shape of the obstacle. A circle whose center is the vehicle position coordinate and whose radius is the distance to the approximate curve coordinate of the obstacle is estimated, and an intersection of two predetermined circles is calculated.

Using this intersection as a corrected coordinate of the obstacle, an obstacle X coordinate correction value (step 135) and an obstacle Y coordinate correction value (step 136) are calculated, and this coordinate correction is plotted in a plurality as the vehicle moves. The result of connecting the values is the estimated corner shape of the obstacle.
After the obstacle estimation, the process proceeds to the target section estimation process (step 14) in FIG. FIG. 6 is a flowchart showing the processing procedure of the target segment estimation processing 14. From the obstacle estimation result, the length and width of the section estimated to be free of obstacles are calculated (steps 141 and 142).

  For example, when there is no detection point in the input from the ultrasonic sensor, there is no obstacle in the detection range of the ultrasonic sensor, that is, the width of the target section is within the detection range (maximum detection distance) of the ultrasonic sensor. Estimated. On the other hand, when there is a detection point as an input from the ultrasonic sensor, the distance to the obstacle is known from the distance detection result, and this is set as the target section. The length of the target section is estimated from the own vehicle position estimation result (travel distance of the own vehicle) based on the wheel speed sensor output.

After the target block estimation, the process proceeds to the estimated block validity determination process (step 15). FIG. 7 is a flowchart showing the processing procedure of the estimated section validity determination processing 15. First, when the parking zone detection flag is in the set state (step 151), a total θ _ALL of the steering angle θ of the host vehicle is calculated (step 152). Subsequently, when the parking zone detection completion flag is set (step 153), the average value θ _AVE of the calculated steering angle total θ _ALL is calculated (step 154), and the standard deviation σ _{θ of the} steering angle total average value θ _AVE is calculated. Is calculated (step 155). Then, the parking zone detection completion flag is cleared (step 156).

The steering angle total average standard deviation σ _θ is compared with the threshold θ _TH (step 157). If the steering angle total average standard deviation σ _θ is less than the threshold θ _TH , the target section estimation result is valid. Adoption of this result is permitted (step 158). If the calculated steering angle total average standard deviation σ _θ is equal to or greater than the threshold θ _TH , the estimation result of the target section is not valid and the adoption of this result is not permitted (step 159). After the estimated section validity determination, the process proceeds to the guidance support process (step 16).

  FIG. 8 is a flowchart showing the procedure of the guidance support process (step 16). In the estimated zone validity determination process (step 15), when the adoption of the target zone estimation result is permitted (step 161), the driver is told by voice that the vehicle has found a target zone where parking is possible. And the position is notified (step 162). On the other hand, in the estimated zone validity determination process (step 15), when the adoption of the target zone estimation result is not permitted, the driver is told by voice that the vehicle cannot find a zone where parking is possible. (Step 163).

  As described above, according to Embodiment 1 of the present invention, when the standard deviation of the average value of the steering angle while the host vehicle moves from the parking zone detection start position to the parking zone detection end position is greater than or equal to a predetermined value, Since the target zone estimation result is determined to be invalid, if the target parking zone cannot be accurately recognized, for example, when the host vehicle is meandering, guidance by parking assistance is provided. It can be stopped, and it is possible to more reliably and safely prevent the driver from being guided to an unintended section or coming into contact with an obstacle.

Embodiment 2.
FIG. 9 is a block diagram showing a parking assistance processing configuration in the second embodiment. In the figure, the same or corresponding parts as in FIG. In FIG. 9, the only part different from FIG. 1 is the designated section validity determining means 25, and the other parts are the same as those in FIG. FIG. 10 is a flowchart showing a processing procedure of the estimated partition validity determination processing 25. In FIG. 10, when the parking zone detection flag is set and there is a detection point in the distance detection means (step 251), the detection point counter is incremented by 1 (step 252), and the vehicle speed is added and summed up. Is obtained (step 253).

When the parking zone detection completion flag is set (step 254), the vehicle speed average value V _AVE is calculated from the vehicle speed sum (step 255), and the parking zone detection completion flag is cleared (step 256). The detection point threshold value N ₁ set in advance from the calculated vehicle speed average value V _AVE is compared with the detection point counter (step 257). If the detection point counter value is larger than the detection point threshold value N ₁ , the target section estimation result is If it is valid, the adoption is permitted (step 258). On the other hand, when the detection point counter is below the detection point threshold N _1, the estimation result of the target partition as not appropriate, and not permit the adoption (step 259). After adoption determination of the target section estimation result, the detection point counter is set to zero and the state is initialized (steps 260 and 261).

  By doing as described above, the necessary number of obstacle detection points is set according to the vehicle speed average value of the host vehicle while the host vehicle moves from the parking zone detection start position to the parking zone detection end position. If the number of detection points is less than the required number, the target section estimation result is determined to be invalid. Therefore, the target parking section cannot be identified because the target vehicle's moving speed is high and the target detection accuracy is poor. If it is impossible to recognize the vehicle accurately, parking assistance guidance can be stopped, and it is more certain that the driver will be guided to an unintended section or contact with an obstacle. Can be safely prevented.

Embodiment 3.
FIG. 11 shows a parking assistance processing configuration in an actual form 3. In the figure, the same or corresponding parts as in FIG. In FIG. 11, the part different from FIG. 1 is only the designated section validity determining means 35, and the other parts are completely the same as those in FIG. FIG. 12 is a flowchart showing a processing procedure of the estimated section validity determination processing 35. In FIG. 12, when the parking zone detection flag is set and the distance detection means has a detection point (step 351), the detection point counter is incremented by 1 (step 352). If the vehicle speed of the host vehicle acquired this time is equal to or higher than the maximum vehicle speed, the vehicle speed acquired this time is stored as the maximum vehicle speed (step 354).

When the parking zone detection completion flag is set (step 355), the parking zone detection completion flag is cleared (step 356). The detection point threshold value N ₂ set in advance from the maximum vehicle speed obtained at the time of detection point acquisition is compared with the detection point counter (step 357). If the detection point counter value is larger than the detection point threshold value N ₂ , the target section estimation result Is accepted, the adoption is permitted (step 358). On the other hand, when the detection point counter is below the detection point threshold N _V is the estimation result of the target partition as not appropriate, and not permit the adoption (step 359). After the adoption determination of the target section estimation result, the detection point counter is set to zero and the state is initialized (steps 360 and 361).

  By doing as described above, the necessary number of obstacle detection points is set and detected according to the maximum vehicle speed or the minimum vehicle speed of the own vehicle while the host vehicle moves from the parking zone detection start position to the parking zone detection end position. If the number of points is less than the required number of detection points, the target section estimation result is determined to be invalid. Therefore, the target position cannot be specified because the target vehicle's moving speed is high and the target detection accuracy is poor. If it is impossible to accurately recognize the parking area, the parking assistance guidance can be stopped, and the driver may be guided to an unintended area or contact with an obstacle. It can be prevented more securely and safely.

Embodiment 4.
Hereinafter, other embodiments of the parking assistance device of the present invention will be described with reference to the drawings. FIG. 13 shows a parking assistance processing configuration in the fourth embodiment. In the figure, the same or corresponding parts as in FIG. 13 is different from FIG. 1 in that the parking zone detection position specifying means 7 does not exist and only the designated zone validity determination means 45, and the other portions are exactly the same as those in FIG.

FIG. 14 is a flowchart showing a processing procedure of the estimated section validity determination processing 45. In FIG. 14, first, the input θ of the steering angle sensor and the neutral steering angle θ ₀ are compared (step 451). When the steering angle of the vehicle theta matches the neutral steering angle theta _0, it calculates the difference V _D of the left wheel speed V _L and a right wheel speed V _R of the vehicle from the input of the wheel speed sensor (step 452). In this embodiment, it is assumed that the neutral steering angle is θ ₀ , but the steering angle condition is not limited to this, and other steering angle conditions may be used. The calculated left and right wheel speed difference V _D is compared with the estimated threshold value V _TH (step 453). If the left and right wheel speed difference V _D is less than the threshold value V _TH, it is assumed that the target partition estimation result is valid. This result is adopted (step 454). If the calculated left and right wheel speed difference V _D is equal to or greater than the threshold value V _TH, it is determined that the target partition estimation result is not valid, and the adoption of this result is not permitted (step 455).

  As described above, when the difference between the left and right wheel speeds estimated from the steering angle of the own vehicle is larger than the detected actual left and right wheel speed difference, it is determined that the target partition estimation result is not valid. So, for example, when the tire pressure on either the left or right side of the host vehicle has decreased, if it is impossible to accurately recognize the position of the host vehicle, the parking assistance guidance can be stopped, It is possible to securely and safely prevent the driver from being guided to an unintended section. Moreover, according to this Embodiment, since it can implement | achieve, without adding the structure for detecting a tire air pressure, an increase in cost can be avoided.

Embodiment 5.
FIG. 15 shows a parking assistance processing configuration in the fifth embodiment. In the figure, the same reference numerals are given to the same or corresponding parts as those in the fourth embodiment. In FIG. 15, the only difference from FIG. 13 is the designated section validity determining means 55, and the other parts are the same as those in FIG. FIG. 16 is a flowchart showing a processing procedure of the estimated section validity determination processing 55. In FIG. 16, the difference between the plot in the corner shape of the estimated obstacle and the plot calculated from the distance detection result by the ultrasonic sensor is calculated (step 552). This is performed for the number of points detected by the ultrasonic sensor (step 553).

Based on the calculated obstacle position difference result, standard deviations σ _x and σ _y in the X direction and Y direction are calculated (steps 554 and 555). If the calculated obstacle position difference standard deviation σ _x is less than the threshold value x _TH and the calculated obstacle position difference standard deviation σ _y is less than the threshold value y _TH (step 556), both are satisfied. In this case, it is assumed that the target partition estimation result is valid (step 557). In addition, if the calculated obstacle position difference standard deviation σ _x is greater than or equal to the threshold value x _TH or the calculated obstacle position difference standard deviation σ _y is greater than or equal to the threshold value y _TH, it is assumed that the target partition estimation result is not valid. The adoption of the result is not permitted (step 558). In this embodiment, the estimated variation in the shape of the obstacle is calculated from the standard deviation of the difference between the estimated plot and the distance detection result plot, but the method for calculating the variation is not limited to this, It does not matter as a technique.

  By doing the above, according to the degree of variation between the obstacle estimation result and the distance detection result due to the complexity of the shape of the obstacle, the validity of the target partition estimation result is judged. For example, if the target vehicle is a vehicle with varying detection points, such as a truck, it is difficult to accurately identify the target parking area, and parking assistance guidance can be stopped. Therefore, it is possible to effectively prevent the driver from being guided to an unintended section or coming into contact with an obstacle.

Embodiment 6.
Hereinafter, other embodiments of the parking assistance device of the present invention will be described with reference to the drawings. FIG. 17 shows a processing configuration for parking support in the sixth embodiment. In the figure, the same or corresponding parts as in FIG. 13 are denoted by the same reference numerals. 17 is different from FIG. 13 in that the vehicle height detecting means 8 is added and only the designated section validity determining means 65, and the other parts are exactly the same as those in FIG. FIG. 18 is a flowchart showing the processing procedure of the estimated section validity determination processing 65. In the figure, the vehicle height sensors 8 detect a vehicle height of the vehicle (step 651), as detected vehicle height now periodic vehicle height H, calculates the difference H _D of the vehicle height H _O of this and the previous period (Step 652). Calculated by comparing the vehicle height difference H _D and the threshold H _TH (step 653), if the vehicle height difference H _D is equal to or greater than the threshold H _TH, a vehicle height variation counter N _H +1 Mr (Step 654), calculates If the vehicle height difference H _D that is less than the threshold H _TH is a vehicle height variation counter N _H and 0 (step 655).

In step 652, it calculates the difference H _D of the vehicle height H _O of the vehicle height H and the previous period of the current period, "height before period" to be used in the next cycle is the current period of the vehicle height. Therefore, in order to set the “previous cycle vehicle height Ho” referred to in the next cycle step 652 as the current cycle vehicle height H, the “current cycle vehicle height H” is substituted and held in the “previous cycle vehicle height Ho” in step 656. Keep it.
When the vehicle height fluctuation counter N _H is less than the threshold value N _HTH (step 657), this result is adopted (step 658), assuming that the target zone estimation result is valid. On the other hand, if the vehicle height fluctuation counter N _H is equal to or greater than the threshold value N _HTH , the estimation result of the target section is not valid and the adoption of this result is not permitted (step 659).

  By doing as described above, the vehicle height of the host vehicle is detected, and when the amplitude of fluctuation in the vehicle height is greater than or equal to a predetermined value, the target zone estimation result is determined to be invalid. If the vehicle height changes due to driving in a highly uneven area, the result of the zone detection changes due to the influence, making it difficult to accurately recognize the target parking zone, and the driver intends by parking assistance control. You will not be guided to a section that you do not want to touch or touch an obstacle.

Embodiment 7.
The seventh embodiment is a modification of the sixth embodiment, in which the validity of the estimated section is determined based on the front-rear direction, the left-right direction, or the overall vehicle height of the host vehicle. Only the flowchart showing the processing procedure of the estimated section validity determination processing of FIG. 19 will be described.
From the input of the vehicle height sensor 8, to obtain a left front vehicle height H _FL and a right front vehicle height H _FR and the rear left vehicle height H _RL and the right rear vehicle height H _RR of the vehicle (step 751 to 754).

The absolute value of the difference of the left front vehicle height H _FL and the rear left vehicle height H _FR of the vehicle in less than the threshold value H _1, and the absolute value of the difference between the right front vehicle height H _FR and the right rear vehicle height H _RR of the subject vehicle threshold If it is less than H ₂ (step 755), the absolute value of the difference between the left front vehicle height H _FL of the own vehicle and the right front vehicle height H _FR is less than the threshold H ₃ and the left rear vehicle height H _{RL of the} own vehicle When the absolute value of the difference between the right rear vehicle height H _RR is less than the threshold value H ₄ (step 756), the left front vehicle height H _{FL, the} right front vehicle height H _{FR, the} left rear vehicle height H _RL, and the right rear When the vehicle height H _RR is greater than the threshold value H ₅ and less than the threshold value H ₆ (step 757), it is determined that the target partition estimation result is valid (step 758). If any of the above conditions is not satisfied, the estimation result of the target section is not valid and the adoption of this result is not permitted (step 759).

  In this way, the vehicle height of the host vehicle is detected, and the target zone estimation result is valid when the difference in vehicle height between front and rear or left and right is greater than or equal to a predetermined value, or when the vehicle height is less than or equal to a predetermined value. For example, if the vehicle height tilts back and forth or in the left-right direction depending on the loading state of the host vehicle, or if the vehicle height changes, the result of the zone detection changes due to the influence. However, as a result, it is difficult to accurately recognize the target parking area, and it is assumed that the driver may be guided to an unintended area by the parking assistance control, or may be in contact with an obstacle. By doing so, such a situation can be effectively prevented.

Embodiment 8.
Hereinafter, other embodiments of the parking assistance device of the present invention will be described with reference to the drawings. FIG. 20 shows a parking assistance processing configuration in the eighth embodiment. In the figure, the same or corresponding parts as in FIG. 13 are denoted by the same reference numerals. In FIG. 20, the only difference from FIG. 13 is the addition of the tire air pressure detecting means 9 and the designated section validity determining means 85, and the other parts are exactly the same as in FIG. FIG. 21 is a flowchart showing the processing procedure of the estimated section validity determination processing 85.

In the figure, the left front tire pressure P _FL , the right front tire pressure P _FR , the left rear tire pressure P _RL , and the right rear tire pressure P _RR are obtained from the input of the tire pressure sensor (steps 851 to 854). Left front tire pressure P _FL is less than threshold P _TH , right front tire pressure P _FR is less than threshold P _TH , left rear tire pressure P _RL is less than threshold P _TH , and right rear tire pressure P _RR is threshold P _TH If it is less (step 855), the result of estimation of the target section is assumed to be valid (step 856). Also, the left front tire pressure P _FL is greater than or equal to the threshold P _TH , the right front tire pressure P _FR is greater than or equal to the threshold P _TH , the left rear tire pressure P _RL is greater than or _equal to the threshold P _TH , or the right rear tire pressure P _RR is greater than or _equal to the threshold P _TH. If it is, the estimation result of the target section is not valid, and the adoption of this result is not permitted (step 857). In this embodiment, the determination is made based on the tire pressure of the four wheels of the host vehicle, but it is not necessary to use all four wheels.

  By doing as described above, the tire pressure of the host vehicle is detected, and if the tire pressure of any tire used in the host vehicle position estimation is less than or equal to a predetermined value, the target zone estimation result is determined to be invalid. Therefore, for example, when the air pressure of one of the tires is lowered, the vehicle position cannot be accurately recognized, and the driver may be guided to an unintended section by the parking assistance control. Assumed, this method can effectively prevent such a situation.

The block diagram which shows the processing structure of the parking assistance apparatus in the actual form 1 of this invention, Flowchart showing the processing procedure in the actual form 1 of the present invention, The flowchart which shows the own vehicle position estimation process in the flowchart of the said FIG. The flowchart which shows the parking area detection position specific process in the said FIG. 2, The flowchart which shows the obstacle estimation process in the said FIG. 2, The flowchart which shows the target area estimation process in the said FIG. 2, The flowchart which shows the presumed block validity judgment processing in the said FIG. 2, The flowchart which shows the guidance assistance process in the said FIG. The block diagram which shows the process structure of the parking assistance apparatus in the actual form 2 of this invention, The flowchart which shows the presumed block validity judgment processing in the actual form 2 of this invention, The block diagram which shows the process structure of the parking assistance apparatus in the actual form 3 of this invention, The flowchart which shows the presumed block validity judgment processing in the actual form 3 of this invention, The block diagram which shows the process structure of the parking assistance apparatus in the actual form 4 of this invention, The flowchart which shows the presumed division | segmentation validity judgment process in the actual form 4 of this invention, The block diagram which shows the process structure of the parking assistance apparatus in the actual form 5 of this invention, The flowchart which shows the presumed block validity judgment process in the actual form 5 of this invention, The block diagram which shows the process structure of the parking assistance apparatus in the actual form 6 of this invention, The flowchart which shows the presumed block validity judgment processing in the actual form 6 of this invention, The flowchart which shows the presumed block validity judgment process in the actual form 7 of this invention, The block diagram which shows the process structure of the parking assistance apparatus in the actual form 6 of this invention, It is a flowchart which shows the estimation division validity determination process in the actual form 7 of this invention.

Explanation of symbols

1 vehicle position estimation means, 2 distance detection means,
3 obstacle estimation means, 4 target section estimation means,
5 Estimated zone validity judgment means, 6 Guidance support means,
7 parking section detection position specifying means, 8 vehicle height detection means,
9 Tire pressure detection means,
15, 25, 35, 45, 55, 65, 75, 85 Distance detection means.

Claims (10)

Own vehicle position estimating means for estimating the position and moving direction of the own vehicle;
Distance detecting means for detecting obstacles around the vehicle;
Obstacle estimation means for estimating the position and corner shape of the obstacle with respect to the position of the own vehicle based on the output of the own vehicle position estimation means and the distance detection means;
Target section estimation means for estimating the position of the target parking section based on the output of the obstacle estimation means, estimated section validity determination means for determining the validity of the output of the target section estimation means,
Parking assistance comprising guidance assistance means for teaching the estimation result of the target parking area based on the outputs of the estimated area appropriateness determining means and the target area estimating means or for assisting entry into the target parking area apparatus.  2. The parking assist device according to claim 1, further comprising a parking zone detection position specifying unit that sets a parking zone detection start position and an end position based on at least an output of the vehicle position estimation unit.  The estimated zone validity determination means is an average steering angle of the host vehicle while the host vehicle moves a distance from the parking zone detection start position to the parking zone detection end position in the host vehicle position estimation unit. When the standard deviation of the value is calculated and the standard deviation is equal to or greater than a predetermined value, it is determined that the output of the target section estimation means is not valid, and the driver cannot determine the target parking section by the guidance support means. The parking support device according to claim 2, wherein the parking assistance device is notified. The estimated compartment validity judgment means sets the required number of detection points N ₁ obstacle according to the vehicle speed average value between the starting position of the parking space detected in the host vehicle to the end position of the parking space detection, the parking when partition the parking space detecting the host vehicle to the end position from the detection start position is the distance the required detection points N less than _one detection points detected by the detection means during the movement of the target partition estimating means The parking support device according to claim 2, wherein the output is determined to be invalid, and the driver is notified that the target parking section cannot be specified by the guidance support means. The estimated compartment validity judgment means sets the required number of detection points N ₂ obstacles in accordance with the maximum speed to minimum speed between the start position of the parking space detected in the host vehicle to the end position of the parking space detected and, the parking when partition detection start the vehicle to the parking space detection end position from the location is the distance the required below the detection points N ₂ is the number of detection points detected by the detection means during the movement, the target partition estimated The parking support device according to claim 2, wherein it is determined that the output of the means is not valid, and the driver is notified that the target parking area cannot be specified by the guidance support means.  The estimated zone validity determining means has an actual left and right wheel speed difference detected in the own vehicle position estimating means larger than a left and right wheel speed difference of the own vehicle estimated from a steering angle of the own vehicle. 2. The parking support according to claim 1, wherein the output of the target zone estimation unit is determined to be invalid and the driver is notified that the target parking zone cannot be specified by the guidance support unit. apparatus.  The estimated section validity determining means outputs the output of the target section estimating means according to the degree of variation between the output of the obstacle estimating means and the output of the distance detecting means due to the complexity of the shape of the obstacle. The parking assistance device according to claim 1, wherein the validity of the vehicle is judged and the driver is notified by the guidance support means. It further comprises vehicle height detection means for detecting the vehicle height of the host vehicle,
The estimated zone validity determination means determines that the output of the target zone estimation means is not valid when the amplitude of fluctuation of the vehicle height of the host vehicle is a predetermined value or more in the vehicle height detection means, 2. The parking assistance device according to claim 1, wherein the guidance assistance unit is instructed to the driver that the target parking area cannot be specified. In the estimated zone validity determining means, in the vehicle height detecting means, a difference in vehicle height before and after the host vehicle is a predetermined value H ₃ or more, a difference in vehicle height between the left and right is a predetermined value H ₄ or more, or a vehicle height is a predetermined value H. _When the state is ₅ or less or a predetermined value H ₆ or more, it is determined that the output of the target section estimation means is not valid, and the driver is informed that the target parking section cannot be specified by the guidance support means. The parking support apparatus according to claim 1, wherein Tire pressure detecting means for detecting the tire pressure of the host vehicle,
In the tire pressure detecting means, if the air pressure of any tire used in the vehicle position estimating means is less than or equal to a predetermined value P in the tire pressure detecting means, the output of the target section estimating means is 2. The parking assistance device according to claim 1, wherein the parking assistance device determines that the target parking area cannot be specified by the guidance assistance unit and determines that the target parking area cannot be specified.

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