JP2012066709A - Parking assist system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a parking assist system that assists parking of a vehicle that moves forward to a backward movement start position and moves backward from the position, and allows the backward movement start position to be flexibly set according to the surroundings of the vehicle.SOLUTION: A plurality of candidates of guiding routes and the backward movement start positions are respectively calculated based on a target T after allowing the vehicle 90 to move forward to the backward movement start position and move backward to the target T. Markers M are generated to show at least the candidates of the backward movement start positions, and superimposed on a surrounding image of the vehicle 90.

Description

  The present invention relates to a parking assistance device that assists a driving operation when a vehicle is parked.

  Various parking assist technologies have been proposed and put into practical use in order to reduce the driver's driving operation load when parking a vehicle. In garage parking, which enters the parking space from the rear of the vehicle, the vehicle moves past the parking space, moves forward and stops, and moves backward to enter the parking space. When supporting this garage parking, it is important to appropriately guide the reverse start position where the vehicle moves forward, stops, and starts reverse. In Japanese Patent No. 4414959 (Patent Document 1), guide information G1 and G2 (see Patent Document 1: FIGS. 9 to 11) which are targets at the time of forward movement are displayed on a monitor, and the guide information is frame-shaped. A technique for guiding the vehicle to an appropriate reverse start position by moving the vehicle forward so as to be within the index H (see the same figure) is disclosed.

  However, in many cases, such guide information is set based on a geometric relationship between the vehicle and the parking space regardless of the situation around the vehicle. For example, if there is a wall or a groove before reaching the reverse start position, the vehicle may not be able to advance to the reverse start position. Even if the reverse start position is slightly different, it is often possible to move backward from that position and park in the parking space, but the reverse start position depends on the geometric relationship between the vehicle and the parking space. If it is set uniquely, the convenience of parking assistance cannot be enjoyed.

Japanese Patent No. 4414959

  In view of the above-described background, when performing the parking support for moving forward to the reverse start position and reversing from the reverse start position to park the vehicle, the reverse start position can be set flexibly according to the situation around the vehicle. It is desirable.

The characteristic configuration of the parking support apparatus according to the present invention in view of the above problems is as follows.
A peripheral image providing unit that receives a captured image of an in-vehicle camera in which at least a traveling direction of the vehicle is captured and displays a peripheral image of the vehicle on a monitor device in the vehicle;
A parking target setting unit for setting a parking target of the vehicle;
A route calculation unit for calculating a plurality of candidates for the guidance route for moving the vehicle back to the reverse start position and then moving the vehicle back to the parking target and the reverse start position based on the parking target;
A graphic control unit that generates at least a plurality of markers respectively indicating the backward start position candidates and superimposes the markers on the surrounding image.

  According to this configuration, a plurality of candidate routes and reverse start positions are calculated, and markers indicating the multiple reverse start positions are superimposed on the peripheral image. Therefore, the driver can confirm the situation around the vehicle from the surrounding image, select an appropriate reverse start position from a plurality of reverse start positions, and advance the vehicle. Since the geometrical relationship between the vehicle and the parking target does not uniquely set the reverse start position, the driver can flexibly set the reverse start position according to the situation around the vehicle, You can enjoy the convenience of parking assistance.

  Further, in the parking assist device according to the present invention, the parking target setting unit sets the parking target at an initial position where the vehicle is temporarily stopped, and the route calculation unit starts moving forward from the initial position. It is preferable to calculate the guidance route and the reverse start position when the steering wheel operating angle of the vehicle is 0 degrees, 90 degrees, and 180 degrees in the direction opposite to the parking target. According to this, a marker corresponding to the reverse start position calculated corresponding to the steering wheel operation angle that is well-defined and easy for the driver to understand the operation amount is displayed. Accordingly, the driver can easily advance the vehicle to the selected reverse start position. Of course, the angle is not limited to a precise angle, and there may be an allowable range of about 30 degrees for each angle. Further, the angle is not limited to the above, and it is sufficient that a plurality of angles, preferably three or more angles are set.

  The parking assist apparatus according to the present invention further includes a self-position estimating unit that estimates a self-position based on a detection result of a sensor that detects a moving state of the vehicle, and the graphic control unit includes a plurality of the backward movements. It is preferable that the marker indicating the reverse start position to which the vehicle is heading among the start positions is highlighted with respect to the other markers. The reverse start position where the driver selects and advances the vehicle toward that position is clearly indicated, so the driver can advance the vehicle to the well selected reverse start position while checking his / her driving operation. it can.

A perspective view of a vehicle showing a partially cut-out vehicle Top view showing the shooting range of the camera Block diagram schematically showing an example of a system configuration of a vehicle The block diagram which shows an example of a functional structure of a parking assistance apparatus typically The figure which shows an example of the setting method of the parking target by a temporary stop position The figure which shows an example of the setting method of the parking target by image recognition The figure which shows an example of the setting method of the parking target by sonar A figure showing an example of a guide route The figure which shows typically an example of the display image at the time of forward guidance, and the geometric relationship on the road surface of the vehicle and marker at that time The figure which shows an example of the display image at the time of forward guidance, and the geometrical relationship on the road surface between the vehicle and the marker at that time (case with side walls) The figure which shows an example of the display image at the time of advancing guidance, and the geometric relationship on the road surface of the vehicle at that time, and a marker (case with a wall ahead) The figure which shows an example of the display image at the time of advancing guidance, and the geometric relationship on the road surface of a vehicle and a marker at that time typically (case with a wall in front and side)

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the present embodiment, a parking assist device (driving) capable of generating a bird's-eye view image in a form in which the vehicle is looked down from above based on images taken by a plurality of cameras provided in the vehicle and displaying the image on a monitor device. A support device will be described as an example. By using the bird's-eye view image, it is possible to provide driving assistance to the driver and monitoring assistance for obstacles around the vehicle.

  A plurality of in-vehicle cameras 1 are installed in the vehicle 90. As shown in FIGS. 1 and 2, the rear portion of the vehicle 90, that is, the back door 91 is provided with a rear camera 1 a. A left side camera 1b is provided below the left side mirror 94 provided in the left front door 92, and a right side camera 1c is provided below the right side mirror 95 provided in the right front door 93. A front camera 1d is provided at the front of the vehicle 90. In the following description, these cameras 1a to 1d will be collectively referred to as a camera 1 (vehicle camera) as appropriate.

  The camera 1 uses a CCD (charge coupled device), CIS (CMOS image sensor), or other imaging device to capture a 15-30 frame per second two-dimensional image in time series, and digitally converts it into moving image data (captured image). Is a digital camera that outputs in real time. The camera 1 includes a wide angle lens. In particular, in the present embodiment, a viewing angle of 140 to 190 ° is ensured in the horizontal direction. The rear camera 1a and the front camera 1d have a depression angle of about 30 degrees on the optical axis and are installed in the vehicle 90, and can capture an area from the vehicle 90 to about 8 m. The left side camera 1b and the right side camera 1c are installed at the bottom of the side mirrors 94 and 95 with the optical axis facing downward, and a part of the side surface of the vehicle 90 and the road surface (ground) can be photographed.

  As shown in FIG. 3, an image photographed by the camera 1 can be displayed on the monitor device 4 via an image processing module 2 having a superimposing unit 2a, a graphic drawing unit 2b, a frame memory 2c, and the like. The two-dimensional image of each frame is stored in the frame memory 2c, and image processing or graphic superimposition can be performed for each frame. Further, the image processing module 2 combines the captured images captured by the plurality of cameras 1 to generate a combined image with a wider field of view, or generates a bird's-eye view image by converting the viewpoints of the captured image and the combined image. It is also possible to do.

  An overlapping area W (see FIG. 2) in the captured images of the two cameras is formed at the outer position of the front and rear corners of the vehicle 90, and image processing for making the boundary portion inconspicuous in the overlapping area W is performed. Thus, a composite image is generated. In addition, the viewpoint of the composite image is converted, and the appearance image (graphic image) of the roof of the vehicle 90 is superimposed on the image after the viewpoint conversion to generate an overhead image. The graphic image may be an illustration image that schematically or realistically represents the appearance of the roof of the vehicle 90, or may be a photographic image or a video image that actually captures the appearance of the roof of the vehicle 90. Needless to say, the viewpoints of the captured images of the single camera 1 may be converted, and the captured images of the plurality of cameras 1 whose viewpoints have been converted may be combined. Since image processing techniques related to the synthesis of a plurality of captured images and image viewpoint conversion are well known, detailed description thereof will be omitted. A drawing instruction to the graphic drawing unit 2b and a graphic superimposing instruction to the superimposing unit 2a are issued from a CPU (central processing unit) 5 described later.

  As the monitor device 4, for example, a monitor device of a navigation system is also used. As shown in FIG. 3, the monitor device 4 includes a display unit 4a, a touch panel 4b formed on the display unit 4a, and a speaker 4c. The display unit 4a displays a captured image of the camera 1 provided from the image processing module 2, a graphic image, a combined image obtained by combining them, and the like. As an example, the display unit 4a is configured by a liquid crystal display. The touch panel 4b is a pressure-sensitive or electrostatic instruction input device that is formed together with the display unit 4a and can output a contact position by a finger or the like as location data. FIG. 3 illustrates the case where the speaker 4c is provided in the monitor device 4, but the speaker 4c may be provided in another place such as the inside of the door. The speaker 4c outputs sound provided from the sound processing module 3 in accordance with an instruction from the CPU 5. Note that the CPU 5 may simply sound a notification sound via the buzzer 8.

  The CPU 5 performs advanced calculation processing such as image recognition and course prediction, and plays a central role in the parking assistance device 10. The CPU 5 executes various arithmetic processes using programs and parameters stored in the program memory 6. Further, the CPU 5 temporarily stores a captured image or the like in the work memory 7 as necessary, and executes the calculation. Here, an example in which the program memory 6 and the work memory 7 are memories different from the CPU 5 is shown, but they may be integrated in the same package as the CPU 5. The parking assistance device 10 is configured as a parking assistance ECU (electronic control unit) 9 together with a CPU 5, a memory, and other peripheral circuits. In this example, the CPU 5 is the core, but the parking assistance device 10 may be configured with another logic processor or logic circuit such as a DSP (digital signal processor) as the core.

The CPU 5 is communicably connected to various systems and sensors via an in-vehicle network denoted by reference numeral 50 in FIG. In the present embodiment, a CAN (controller area network) 50 is illustrated as an in-vehicle network. As shown in FIG. 1, the parking assist device 10 (CPU 5) is connected to a power steering system 31 and a brake system 37 in the vehicle. Each of these systems is configured with an electronic circuit such as a CPU as a core, similar to the parking support apparatus 10, and is configured with an ECU configured with peripheral circuits as a core, similar to the parking support ECU 9.

  The power steering system 31 is an electric power steering (EPS) system or an SBW (steer-by-wire) system. In this system, assist torque can be applied to the steering wheel operated by the driver by the actuator 41. It is also possible to perform automatic steering by driving the steering wheel or steering wheel by the actuator 41. The brake system 37 has an anti lock braking system (ABS) that suppresses the locking of the brake, a skid prevention device (ESC: electronic stability control) that suppresses the skidding of the vehicle during cornering, and a brake assist that enhances the braking force. Electric brake system and BBW (brake-by-wire) system. This system can apply a braking force to the vehicle 90 via the actuator 47.

  In FIG. 3, as an example of various sensors, a steering sensor 21, a wheel speed sensor 23, a shift lever switch 25, and an accelerator sensor 29 are connected to the CAN 50. The steering sensor 21 is a sensor that detects the steering amount (rotation angle) of the steering wheel, and is configured using, for example, a Hall element. The parking assist device 10 acquires the steering amount of the steering wheel by the driver and the steering amount at the time of automatic steering from the steering sensor 21 and executes various controls.

  The wheel speed sensor 23 is a sensor that detects the amount of rotation of the wheel of the vehicle 90 and the number of rotations per unit time, and is configured using, for example, a Hall element. The parking assistance device 10 calculates the amount of movement of the vehicle 90 based on the information acquired from the wheel speed sensor 23 and executes various controls. The wheel speed sensor 23 may be provided in the brake system 37. The brake system 37 performs various controls by detecting a brake lock, an idle rotation of the wheel, a sign of skidding, and the like from the difference in rotation between the left and right wheels. When the wheel speed sensor 23 is provided in the brake system 37, the parking assistance device 10 acquires information via the brake system 37. The brake sensor 27 is a sensor that detects the amount of operation of the brake pedal, and the parking assistance device 10 acquires information via the brake system 37. For example, when the brake pedal is depressed during automatic steering, the parking assist device 10 can perform control to interrupt or stop automatic steering because it is in an unfavorable environment for automatic steering.

  The shift lever switch 25 is a sensor or switch that detects the position of the shift lever, and is configured using a displacement sensor or the like. For example, when the shift is set to reverse, the parking assist device 10 can start assist control, or can end assist control when the shift is changed from reverse to forward. Further, the torque sensor 22 that detects the operation torque to the steering wheel can detect whether or not the driver is holding the steering wheel. The parking assist device 10 performs control to interrupt or stop the automatic steering because it is in an unfavorable environment for the automatic steering when the driver grips the steering wheel strongly during the automatic steering. Can do. Further, during automatic steering, creeping of the vehicle 90 by engine idling is generally used. Therefore, when it is detected by the accelerator sensor 29 that the driver has operated the accelerator, the parking assistance device 10 can perform control to interrupt or stop the automatic steering because it is in an environment unfavorable for automatic steering. it can.

  The various systems and sensors shown in FIG. 3 and their connection forms are examples, and other configurations and connection forms may be employed. Further, as described above, the sensor may be directly connected to the CAN 50 or may be connected via various systems.

As described above, the parking assistance device 10 is configured with the CPU 5 as a core, and performs various calculations for parking assistance in cooperation with a program (software) stored in the program memory 6. As a kind of parking assistance,
(1) Projecting an image of the rear of the vehicle on a monitor mounted in the vehicle and superimposing guide lines such as a vehicle width extension line and an expected course line,
(2) A parking target is set and a driver's operation is instructed by voice, etc.
(3) Furthermore, there are drivers where the driver is only responsible for speed adjustment and is guided to the parking target by automatic steering. In (2) and (3), a parking target is set. There are various methods for setting the parking target. For example,
(A) setting a predetermined position from the vehicle as the initial position of the parking target based on the stop position of the vehicle at the start of parking assistance;
(B) For example, image recognition of a lot line indicating a parking lot and setting a parking target;
(C) When passing through the parking target position, a vacant area is detected with a sonar (clearance sonar 33) and automatically recognized, and a parking target is set.
(D) A combination of a plurality of methods such as (b) and (c) for improving accuracy,
and so on. In any of the cases (a) to (d), the parking target can be finely adjusted manually by the driver.

  In the present embodiment, as shown in (2) above, the driving operation is performed by the driver, and the parking assist device 10 guides the operation by voice or the like. It should be noted that the movement to the reverse start position is performed by the driver's driving operation, and after the shift lever is set to reverse at the reverse start position, it may be guided to the parking target by automatic steering as shown in (3) above. .

  As shown in FIG. 4, the parking assist device 10 includes a surrounding image providing unit 11, a parking target setting unit 12, a route calculation unit 13, a self-position estimation unit 14, a graphic control unit 15, and a display control unit 16. And each functional unit. Each function part is implement | achieved by cooperation with the hardware comprised as parking assistance ECU9, and software.

  The peripheral image providing unit 11 is a functional unit that displays a peripheral image of the vehicle 90 on the monitor device 4 in the vehicle. The peripheral image may be a captured image captured by one camera 1 or an overhead image obtained by combining captured images of a plurality of cameras 1. That is, the peripheral image providing unit 11 is a functional unit that receives at least a captured image of the camera 1 in which the traveling direction of the vehicle 90 is captured and displays the peripheral image of the vehicle 90 on the monitor device 4. The traveling direction of the vehicle 90 is a traveling direction corresponding to the set position of the shift lever, and the vehicle 90 may not actually move. For example, when the shift lever is at the drive position, an image captured by the front camera 1d is included. When the shift lever is at the reverse position, a peripheral image including an image captured by the rear camera 1a is displayed. However, a photographed image, a composite image, or a bird's-eye image taken by any camera 1 including the side cameras 1b and 1c, regardless of the position of the shift lever, by a driver's manual operation on a touch button or other switch on the touch panel 4b. Etc. may be displayed.

  The parking target setting unit 12 is a functional unit that sets a parking target for the vehicle 90. A parking target is set by the method as shown in the above (a) to (d). Details will be described later. The route calculation unit 13 is a functional unit that calculates a guide route and a reverse start position for moving the vehicle 90 to the reverse start position and then reverse to the parking target based on the parking target. Although details will be described later, the route calculation unit 13 calculates a plurality of candidate routes and reverse start positions. The self-position estimating unit 14 is a functional unit that estimates the self-position of the vehicle 90 based on detection results of sensors that detect the moving state of the vehicle 90 such as the steering sensor 21 and the wheel speed sensor 23. The graphic control unit 15 is a functional unit that generates markers respectively indicating at least a plurality of backward start position candidates and superimposes them on a peripheral image. The display control unit 16 is a functional unit that superimposes peripheral images, markers (backward start position markers), other icons, messages, and the like and provides them to the monitor device 4 as a single display image.

  Hereinafter, the specific example of the parking assistance apparatus 10 is demonstrated using FIGS. First, the principle of parking assistance will be described with reference to FIGS. 5 to 7 exemplify parking target setting methods corresponding to the above (a), (b), and (c), respectively. In each figure, the code | symbol 100 has shown the other vehicle (parked vehicle) already parked. First, a specific example in which the parking target setting unit 12 sets the parking target T will be described with reference to FIGS.

  As shown in FIG. 5, the parking assistance device 10 sets a predetermined position from the vehicle 90 as the initial position of the parking target T based on the stop position of the vehicle 90 at the start of parking assistance. The vehicle 90 moves so as to pass along the side of the parking section that is the parking target, and temporarily stops at a position where the substantially center of the parking section is directly beside the driver's seat, as indicated by a one-dot chain line. That is, in FIG. 5, the driver once stops at a position where the driver can see the center of the parking section through the passenger seat window. The parking target T is set at a predetermined position relative to the temporarily stopped position. For example, a parking target T having a predetermined size is set at a position separated from the vehicle 90 by a distance D in the lateral direction. The parking target T is set on the reference coordinates (world coordinates) with reference to the reference position Q of the vehicle 90, for example, the intersection of the rear wheel axle and the axle passing through the vehicle 90.

  FIG. 6 shows an example in which a parking area indicated by a lane line (road marking) Y such as a white line is recognized and a parking target T is set in the parking area. Ideally, as shown by a broken line R1 in FIG. 6, it is preferable to acquire a captured image including all the division lines Y from, for example, the left side camera 1b and recognize the parking lot. However, when the field of view to the side of the left side camera 1b is not set far, a part of the partition line Y may be recognized as indicated by a broken line R2 in FIG. And you may set the parking target T on a reference coordinate from the edge part of the parking area in the vehicle 90 side as the starting point. Although not shown in FIG. 6, the parking target T is set on the reference coordinates using the reference point Q of the vehicle 90 as in FIG. 5.

  In general, the road surface is a dark color such as asphalt, and road markings such as the lane marking Y are light colors such as white and yellow, so the lane marking Y has a high contrast. Therefore, road markings can be easily extracted by known edge detection. In the real space, many parts of the lane markings Y are formed by straight lines. Therefore, the lane markings Y can be recognized by using a known Hough transform or RANSAC (random sample consensus). can do. In the bird's-eye view image, the road surface is expressed in a planar manner, and therefore the linearity of the partition line Y on the road surface is high. However, the images taken by the side cameras (1b, 1c) may be distorted. However, it is possible to recognize the partition line Y by using a known image processing technique such as image recognition after correcting the distortion or the like, or matching a straight line in consideration of the distortion or the like.

  FIG. 7 shows an example in which a vacant area is detected by a sonar (clearance sonar 33) or the like, a parking section is automatically recognized, and a parking target is set. A clearance sonar 33 (distance sensor) as a point sensor is mounted on the vehicle 90 toward the side. Other distance sensors such as a single beam sensor and a laser radar may be mounted. When the vehicle 90 passes by another parked vehicle 100 (hereinafter referred to as a parked vehicle), the distance to the parked vehicle 100 is measured by the clearance sonar 33, and the parking assist device 10 displays the surface shape information. get. And the parking assistance apparatus 10 calculates the adaptation degree of the bumper shape of the general vehicle memorize | stored in the program memory 6 etc., and surface shape information. When it is determined that the surface shape information corresponds to the bumper shape of the vehicle according to a predetermined reference, an area where the surface shape information exists on the reference coordinates is detected as “already parked space”. On the contrary, an area not corresponding to the “already parked space” is detected as “empty space”.

  In addition, the space between the two parked vehicles 100 parked in the adjacent parking section may be detected as an empty space. Therefore, when a predetermined length along the traveling direction of the vehicle 90 is set as a threshold value, and it is detected that the vehicle is not a parking space for a length longer than the threshold value, the space is detected as an empty space. It is preferable. Further, when it is detected that adjacent parking sections are not continuously parked spaces, there is a possibility that it is detected as an empty space for one vehicle. After such a wide empty space is detected, the empty space may be divided to provide virtual boundaries and set as a plurality of empty spaces. In FIG. 7, when the vehicle 90 moves to the position indicated by the alternate long and short dash line, an empty space is detected as described above, and a parking target T is set in the empty space.

  As shown in (d) above, a plurality of methods may be combined. That is, the parking target T may be set by detecting the empty space with higher accuracy by recognizing the lane markings Y in the empty space as described above with reference to FIG. In other words, a region of interest (ROI) may be set for the empty space to reduce the calculation load of image processing and improve the recognition accuracy.

  As described above, the route calculation unit 13 makes a plurality of candidates for the guidance route K and the reverse start position Q1 for moving the vehicle 90 forward to the reverse start position Q1 and then reverse to the parking target T based on the parking target T. Calculate. In the present embodiment, as shown in FIG. 8, three types of reverse start positions Q1, Q11, Q12, and Q13 are set, and guide routes K10, K20, and K30 passing through the respective reverse start positions Q1 are set. The The guide route K (K10, K20, K30) is from the forward guide route K1 (K11, K12, K13) to the reverse start position Q1 (Q11, Q12, Q13) and the reverse start position Q1 (Q11, Q12, Q13). There is a backward guiding route K2 (K21, K22, K23) to the reference position Q2 in the parking target T. The guide path K10 has a forward guide path K11 up to the reverse start position Q11 and a reverse guide path K21 from the reverse start position Q11. The guide path K20 has a forward guide path K12 to the reverse start position Q12 and a reverse guide path K22 from the reverse start position Q12. The guide path K30 includes a forward guide path K13 to the reverse start position Q13 and a reverse guide path K23 from the reverse start position Q13.

  The route calculation unit 13 calculates the reverse start positions Q11, Q12, Q13 and the guide routes K10, K20, K30 according to the theoretical value of the steering wheel operation angle of the vehicle 90 that starts moving forward from the initial position Q0. That is, when the operation angle of the steering wheel at the initial position Q0 is a predetermined angle in a so-called stationary state, the reverse start position Q1 and the guidance path K when the vehicle 90 is advanced while maintaining the angle are calculated. . The reverse start position Q1 is set to a position at which the moving vehicle 90 can establish the reverse guide route K2 to the parking target T (Q2) earliest. In the present embodiment, the reverse start position Q11 is when the operation angle is 0 degree. The reverse start position Q12 is when the operation angle is 90 degrees in the direction opposite to the parking target T, and the reverse start position Q13 is when the operation angle is 180 degrees in the direction opposite to the parking target T. is there.

  Here, an example is shown in which the reverse start position Q1 is set according to the steering wheel operation angle so that the actual operation amount can be easily understood by the driver receiving parking assistance, but it is set according to the steering angle of the steered wheels. May be. Of course, these operation angles are not limited to strict angles, and there may be an allowable range of approximately 30 degrees with respect to each angle. That is, it is not necessary that the calculated steering wheel operation angle and the actual operation angle are exactly the same. Further, the angle is not limited to the above, and it is sufficient that a plurality of angles, preferably three or more locations are set. For example, “0, 120, 240”, “0, 180, 360”, “0, 360, 720”, etc. may be used. “0, 90, 180”, “0, 120, 240”, etc. If multiple angles are set during one lap of the steering wheel, it does not include laps, so it is understood when the user actually operates Is easy and preferable. In addition, it is more preferable that one rotation of the steering wheel includes 360 degrees and includes “0, 180, 360”.

  In each of the above examples, the combination including all 0 degrees is illustrated, but the combination including 0 degrees is not necessarily required. However, since it is the operation angle when the vehicle goes straight without turning and reaches the reverse start position Q1, it is preferable that the reverse start position Q1 is calculated including the case of 0 degree. Further, the reverse start position Q1 corresponding to 0 degree, the maximum operation angle, and the intermediate operation angle between them may be calculated without setting a specific operation angle. At this time, the intermediate operation angle does not have to be a median value between 0 degree and the maximum operation angle. Of course, in each of the above examples, an equal angle is exemplified, but the reverse start position Q1 may be calculated by a combination of angles that are not equal, such as “0, 120, 360”.

  FIGS. 9-12 has shown an example of the screen of the monitor apparatus 4 in the case of forward guidance. Here, a multi-view screen in which a bird's-eye view image obtained by combining captured images from a plurality of cameras 1 (1a to 1d) and a captured image of any one camera 1 is displayed is illustrated. Since the traveling direction of the vehicle 90 when the parking target T is set and the vehicle 90 is guided forward according to the forward guidance route K1 is the forward direction, in FIGS. An example is shown in which a front view image that is an image is displayed side by side. In the bird's-eye view image, the host vehicle 90 is not displayed as an image captured by the camera 1 but as an icon J based on a previously captured image or a drawn image. Further, the parking target T is highlighted as the target icon P in the overhead view image.

  A symbol M in the overhead view image and the front view image is a backward start position marker (hereinafter, abbreviated as a marker as appropriate) displayed in a superimposed manner. Three types of markers M, M1, M2, and M3 are superimposed corresponding to a plurality of calculated backward start positions Q11, Q12, and Q13. The marker M1 corresponds to the reverse start position Q11, the marker M2 corresponds to the reverse start position Q12, and the marker M3 corresponds to the reverse start position Q13. Here, each marker M may be colored red, blue, yellow, green, etc. so that each marker can be easily distinguished. In the case of coloring, it is preferable that it is translucently colored so as not to disturb the visibility of the photographed image.

  FIG. 9 illustrates a case where there are no walls, grooves, or the like around the vehicle 90 and the vehicle 90 can move forward to all three backward start positions Q1 shown as candidates. FIG. 9A illustrates a display image of the monitor device 4, and FIG. 9B illustrates the road surface of the vehicle 90, the parking target T, and the markers M1 to M3 (reverse start positions Q11 to Q13). The geometrical relationship is illustrated. The same applies to FIGS. 10 to 12 referred to in the following description. In the case of the example shown in FIG. 9, since there is no obstacle when the vehicle 90 moves forward to all the reverse start positions Q11 to Q13 indicated by the markers M1 to M3, the driver does not have any reverse start positions Q11 to Q11. Q13 can be selected. The driver moves the vehicle 90 forward by operating the steering wheel toward the marker M indicating the desired reverse start position Q1.

  At this time, the self-position estimating unit 14 can estimate the self-position based on the detection results of the sensors (the steering sensor 21 and the wheel speed sensor 23) that detect the moving state of the vehicle 90. Then, the graphic control unit 15 highlights the markers M (M1 to M3) indicating the reverse start position Q1 to which the vehicle 90 is heading among the multiple reverse start positions Q1 (Q11 to Q13) with respect to the other markers M. To do. The highlight display may be realized by making the brightness of the marker M different, or may be realized by displaying the corresponding marker M in a color different from the other markers M. The driver can confirm whether or not the vehicle 90 is heading toward the reverse start position Q1 selected by the driver using the marker M that is highlighted.

  FIG. 10 illustrates the case where the wall B exists on the right side of the vehicle 90. As shown in FIG. 10A, the marker M3 corresponding to the reverse start position Q3 when moving forward by turning rightward the most is displayed overlapping the wall B. Also in FIG. 10B showing the geometrical relationship on the road surface, it can be seen that the relationship between the wall B and the marker M3 interferes. The driver can understand from the display image that the reverse start position Q13 indicated by the marker M3 among the three reverse start positions Q1 (Q11 to Q13) presented cannot be used.

  FIG. 11 illustrates the case where the wall B exists in front of the vehicle 90. As shown in FIG. 11A, the markers M1 and M2 corresponding to the reverse start positions Q11 and Q12 with a small amount of turning and a large amount of forward movement are displayed overlapping the front wall B. Also in FIG. 11 (b) showing the geometric relationship on the road surface, it is shown that the front wall B and the markers M1 and M2 interfere with each other. The driver can understand from the display image that only the reverse start position Q13 indicated by the marker M3 can be used among the three reverse start positions Q1 (Q11 to Q13) presented.

  FIG. 12 illustrates a case where the wall B is present on the front and right sides of the vehicle 90. As shown in FIG. 12A, the markers M1 to M3 corresponding to all the backward start positions Q11 to Q13 are displayed so as to overlap the wall B. FIG. 12B also shows that the wall B and all the markers M1 to M3 interfere with each other. The driver can understand from the display image that all of the presented reverse start positions Q1 cannot be used as the markers M1 to M3, that is, parking assistance cannot be received.

  In the above description, the case where three reverse start position markers M are shown is illustrated, but the number of markers M is not limited to three, and may be two or four or more. Further, in the above description, the example in which the backward start position marker M is drawn in an elliptical shape is shown, but other shapes such as a square and a flat hexagon may naturally be used. Further, even in the case of a quadrangle or a hexagon, each corner may be chamfered.

  As described above, according to the present invention, when performing the parking support for moving forward to the reverse start position and reversing from the reverse start position to park the vehicle, the reverse start is flexibly performed according to the situation around the vehicle. The position can be set.

1: Camera (vehicle-mounted camera, peripheral detection device)
1a: Rear camera (vehicle camera)
1b: Left side camera (vehicle camera)
1c: Right side camera (vehicle camera)
1d: Front camera (vehicle camera)
4: Monitor device 11: Surrounding image providing unit 12: Parking target setting unit 13: Route calculation unit 14: Self-position estimation unit 15: Graphic control units M, M1, M2, M3: Backward start position marker, marker K: Guidance route Q1, Q11, Q12, Q13: Reverse start position T: Parking target

Claims (3)

A peripheral image providing unit that receives a captured image of an in-vehicle camera in which at least a traveling direction of the vehicle is captured and displays a peripheral image of the vehicle on a monitor device in the vehicle;
A parking target setting unit for setting a parking target of the vehicle;
A route calculation unit for calculating a plurality of candidates for the guidance route for moving the vehicle back to the reverse start position and then moving the vehicle back to the parking target and the reverse start position based on the parking target;
A parking support device comprising: a graphic control unit that generates at least a plurality of markers respectively indicating the backward start position candidates and superimposes the markers on the surrounding image. The parking target setting unit sets the parking target at an initial position where the vehicle is temporarily stopped,
The route calculation unit includes the guidance route when the steering wheel operation angle of the vehicle that starts moving forward from the initial position is 0 degrees, 90 degrees, and 180 degrees in a direction opposite to the parking target, and The parking assistance device according to claim 1, wherein the reverse start position is calculated. A self-position estimating unit that estimates a self-position based on a detection result of a sensor that detects a moving state of the vehicle;
The parking support device according to claim 1, wherein the graphic control unit highlights the marker indicating the reverse start position toward which the vehicle is headed among the plurality of reverse start positions with respect to the other markers. .

Images