JP2014104855A - Acceleration suppressing device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an acceleration suppressing device for a vehicle capable of improving actuation accuracy of acceleration suppressing control.SOLUTION: When the acceleration suppressing device for a vehicle determines that an own vehicle V performed rotation operation which satisfies a first rotation condition which has been preset from a state that the own vehicle V was running in a non-parking area, the device determines that the own vehicle V is running in an estimation parking area where is estimated as a parking area. By the determination, a particular-shaped parking frame which resembles a parking frame on a road surface of the non-parking area is excluded from a detection target of the parking frame.

Description

  The present invention relates to a technique for supporting driving of a vehicle for parking.

  As a device for controlling the speed of a vehicle, for example, there is a safety device described in Patent Document 1. In this safety device, it is detected from the map data of the navigation device and the current position information that the vehicle is off the road, there is an accelerator operation in a direction to increase the vehicle traveling speed, and the vehicle traveling speed is predetermined. When it is determined that the value is larger than the value of the throttle, the throttle is controlled in the deceleration direction regardless of the operation of the accelerator.

JP 2003-137001 A

The above-mentioned Patent Document 1 aims to prevent acceleration of the vehicle that is not intended by the driver even if there is an erroneous operation of the accelerator operation. At this time, it becomes a problem to determine whether or not the accelerator operation is an erroneous operation. And in the above-mentioned Patent Document 1, it is assumed that the accelerator depressing operation when the host vehicle is at a position deviating from the road based on the map information and the traveling speed of a predetermined value or more is detected may be an erroneous operation of the accelerator. The above conditions are operating conditions for throttle suppression.
However, in the above-described operating conditions, just deviating from the road and entering the area that is estimated to be a parking lot, depending on the vehicle speed, throttle suppression is activated, in addition to worsening the drivability in the parking lot, Even if it is not in a parking lot, the drivability deteriorates.
The present invention has been made paying attention to the above points, and an object thereof is to improve the operation accuracy of the acceleration suppression control.

  In order to solve the above problems, according to one aspect of the present invention, a parking frame is extracted from a captured image around the host vehicle, and the driver of the host vehicle operates the driving force of the host vehicle based on the extracted parking frame. Acceleration suppression control, which is a process of suppressing acceleration in accordance with the driving force operation amount that is the operation amount of the driving force indicating operator that indicates Furthermore, when it is determined that the vehicle has performed a turning operation that satisfies a preset first turning condition from a state in which the vehicle is traveling in a non-parking area that is an area other than the parking area, the host vehicle is estimated to be a parking area. It is determined that the vehicle is traveling in the estimated parking area. By this determination, a parking frame having a specific shape having a similar shape on the road surface of the preset non-parking area is excluded from the detection target of the parking frame.

  When it is determined that the vehicle is traveling in an estimated parking area that is estimated to be a parking area by performing a turning operation from a state in which the host vehicle is traveling in a non-parking area, a similar shape exists in the non-parking area A parking frame line having a specific shape is excluded from the detection target of the parking frame. This makes it possible to reduce malfunctions in acceleration suppression control due to erroneous detection of a specific-shaped parking frame when the turning destination is a non-parking area.

It is a conceptual diagram which shows the structure of a vehicle provided with the acceleration suppression apparatus for vehicles. It is a block diagram which shows schematic structure of the acceleration suppression apparatus for vehicles. It is a block diagram which shows the structure of the acceleration suppression control content calculating part. It is a figure which shows the pattern of the parking frame used as the setting object of parking frame reliability by a parking frame reliability setting part. It is a flowchart which shows the process which an acceleration suppression operation condition judgment part judges whether an acceleration suppression operation condition is materialized. It is a figure explaining the distance of the own vehicle, a parking frame, and the own vehicle and a parking frame. It is a flowchart which shows the process in which the travel area determination part 35 determines the travel area of the own vehicle V. FIG. It is a flowchart which shows the process which a parking frame reliability setting part sets a parking frame reliability. It is a figure which shows the content of the process which a parking frame reliability setting part performs. It is a figure which shows the content of the process which a parking frame reliability setting part performs. It is a flowchart which shows the process which a parking frame approach reliability setting part sets a parking frame approach reliability. It is a figure which shows the content of the process which detects the deviation | shift amount of the prediction locus | trajectory of the own vehicle, and a parking frame. It is a figure which shows a comprehensive reliability setting map. It is a figure which shows an acceleration suppression condition calculation map. It is a flowchart which shows the process which an acceleration suppression command value calculating part performs. It is a flowchart which shows the process which a target throttle opening calculating part performs. It is a figure explaining the operation example at the time of making a left turn from the state where the own vehicle V is running on a public road and entering a parking lot. It is a figure explaining the operation example at the time of the left turn of the intersection from the state which the own vehicle V is drive | working a public road. It is a figure which shows a modification.

Embodiments of the present invention will be described below with reference to the drawings.
(Constitution)
First, the configuration of a vehicle including the vehicle acceleration suppression device of the present embodiment will be described with reference to FIG.
FIG. 1 is a conceptual diagram illustrating a configuration of a vehicle V including the vehicle acceleration suppression device 1 of the present embodiment.
As shown in FIG. 1, the host vehicle V includes wheels W (right front wheel WFR, left front wheel WFL, right rear wheel WRR, left rear wheel WRL), a brake device 2, a fluid pressure circuit 4, and a brake controller 6. Is provided. In addition, the host vehicle V includes an engine 8 and an engine controller 12.
The brake device 2 is formed using, for example, a wheel cylinder and provided on each wheel W. The brake device 2 is not limited to a device that applies a braking force with fluid pressure, and may be formed using an electric brake device or the like.

The fluid pressure circuit 4 is a circuit including piping connected to each brake device 2.
The brake controller 6 responds to the braking force command value generated by each brake device 2 via the fluid pressure circuit 4 based on the braking force command value received from the travel controller 10 that is the host controller. To control the value. That is, the brake controller 6 forms a deceleration control device. In addition, the description regarding the traveling control controller 10 is mentioned later.
Therefore, the brake device 2, the fluid pressure circuit 4, and the brake controller 6 form a braking device that generates a braking force.

The engine 8 forms a drive source for the host vehicle V.
The engine controller 12 controls the torque (driving force) generated by the engine 8 based on the target throttle opening signal (acceleration command value) received from the travel controller 10. That is, the engine controller 12 forms an acceleration control device. A description regarding the target throttle opening signal will be given later.
Therefore, the engine 8 and the engine controller 12 form a driving device that generates a driving force.
In addition, the drive source of the own vehicle V is not limited to the engine 8, You may form using an electric motor. The driving source of the host vehicle V may be formed by combining the engine 8 and the electric motor.

Next, a schematic configuration of the vehicle acceleration suppression device 1 will be described with reference to FIG.
FIG. 2 is a block diagram showing a schematic configuration of the vehicle acceleration suppression device 1 of the present embodiment.
As shown in FIGS. 1 and 2, the vehicle acceleration suppression device 1 includes an ambient environment recognition sensor 14, a wheel speed sensor 16, a steering angle sensor 18, a shift position sensor 20, and a brake operation detection sensor 22. The accelerator operation detection sensor 24 is provided. In addition, the vehicle acceleration suppression device 1 includes a navigation device 26 and a travel control controller 10.

The ambient environment recognition sensor 14 captures an image around the host vehicle V, and based on each captured image, an information signal including individual images corresponding to a plurality of imaging directions (in the following description, “individual image signal”). May be written). Then, the generated individual image signal is output to the travel controller 10.
In the present embodiment, as an example, a case where the surrounding environment recognition sensor 14 is formed using a front camera 14F, a right side camera 14SR, a left side camera 14SL, and a rear camera 14R will be described. Here, the front camera 14F is a camera that images the front of the host vehicle V in the vehicle front-rear direction, and the right side camera 14SR is a camera that images the right side of the host vehicle V. The left-side camera 14SL is a camera that images the left side of the host vehicle V, and the rear camera 14R is a camera that images the rear side of the host vehicle V in the vehicle front-rear direction.

Moreover, in this embodiment, the surrounding environment recognition sensor 14 images the distance range of the maximum imaging range (for example, 100 [m]) of each camera at an angle of view where the road surface around the host vehicle V enters, for example.
The wheel speed sensor 16 is formed using, for example, a pulse generator such as a rotary encoder that measures wheel speed pulses.
Further, the wheel speed sensor 16 detects the rotational speed of each wheel W, and an information signal including the detected rotational speed (which may be referred to as “wheel speed signal” in the following description) is used as a travel controller. 10 is output.
For example, the steering angle sensor 18 is provided in a steering column (not shown) that rotatably supports the steering wheel 28.

The steering angle sensor 18 detects a current steering angle that is a current rotation angle (steering operation amount) of the steering wheel 28 that is a steering operator, and an information signal including the detected current steering angle (in the following description). , May be described as “current steering angle signal”) to the travel controller 10. In addition, you may detect the information signal containing the steering angle of a steered wheel as information which shows a steering angle.
Further, the steering operator is not limited to the steering wheel 28 that is rotated by the driver, and may be, for example, a lever that is operated by the driver to tilt by hand. In this case, the lever tilt angle from the neutral position is output as an information signal corresponding to the current steering angle signal.

The shift position sensor 20 detects the current position of a member that changes the shift position (for example, “P”, “D”, “R”, etc.) of the host vehicle V, such as a shift knob or a shift lever. Then, an information signal including the detected current position (which may be described as a “shift position signal” in the following description) is output to the travel controller 10.
The brake operation detection sensor 22 detects the opening degree of the brake pedal 30 that is a braking force instruction operator. Then, an information signal including the detected opening degree of the brake pedal 30 (which may be described as a “brake opening degree signal” in the following description) is output to the travel controller 10.
Here, the braking force instruction operator is configured to be operated by the driver of the host vehicle V and to instruct the braking force of the host vehicle V by changing the opening. Note that the braking force instruction operator is not limited to the brake pedal 30 that the driver steps on with his / her foot, and may be, for example, a lever that is manually operated by the driver.

The accelerator operation detection sensor 24 detects the opening degree of the accelerator pedal 32 that is a driving force instruction operator. Then, an information signal including the detected opening of the accelerator pedal 32 (in the following description, it may be described as “accelerator opening signal”) is output to the travel controller 10.
Here, the driving force instruction operator is configured to be operable by the driver of the host vehicle V and to instruct the driving force of the host vehicle V by changing the opening. Note that the driving force instruction operator is not limited to the accelerator pedal 32 that the driver steps on with his / her foot.

The navigation device 26 includes a GPS (Global Positioning System) receiver, a map database, an information presentation device having a display monitor, and the like, and performs route search, route guidance, and the like.
Further, the navigation device 26 is based on the current position of the host vehicle V acquired using the GPS receiver and the road information stored in the map database, such as the type and width of the road on which the host vehicle V is traveling. Is possible to get.

  In addition, the navigation device 26 uses an information signal (which may be referred to as “own vehicle position signal” in the following description) including the current position of the own vehicle V acquired using the GPS receiver, as the traveling control controller 10. Output to. In addition to this, the navigation device 26 outputs an information signal including the type of road on which the vehicle V is traveling, the road width, etc. (in the following description, it may be described as “traveling road information signal”) to the travel control controller. 10 is output.

The information presenting device outputs an alarm or other presenting by voice or image in accordance with a control signal from the travel controller 10. In addition, the information presentation apparatus includes, for example, a speaker that provides information to the driver by a buzzer sound or voice, and a display unit that provides information by displaying an image or text. Further, the display unit may divert the display monitor of the navigation device 26, for example.
The travel control controller 10 is an electronic control unit that includes a CPU and CPU peripheral components such as a ROM and a RAM.

The travel controller 10 also includes a parking driving support unit that performs driving support processing for parking.
Among the processes of the travel controller 10, the parking driving support unit functionally includes an ambient environment recognition information calculation unit 10A, a host vehicle vehicle speed calculation unit 10B, a steering angle calculation unit 10C, and a steering angular velocity calculation as shown in FIG. The processing of unit 10D is provided. In addition, the parking driving support unit functionally includes a shift position calculation unit 10E, a brake pedal operation information calculation unit 10F, an accelerator operation amount calculation unit 10G, an accelerator operation speed calculation unit 10H, and an acceleration suppression control content calculation unit 10I. Provide processing. Furthermore, the parking driving support unit functionally includes processing of an acceleration suppression command value calculation unit 10J and a target throttle opening calculation unit 10K. These functions are composed of one or more programs.

The surrounding environment recognition information calculation unit 10A forms an image (a bird's-eye view image) around the host vehicle V as viewed from above the host vehicle V based on the individual image signal received from the surrounding environment recognition sensor 14. Then, an acceleration suppression control content calculation unit 10I includes an information signal including the formed overhead image (in the following description, may be referred to as “overhead image signal”) and an individual image signal corresponding to the overhead image signal. Output to.
Here, the bird's-eye view image is formed by, for example, synthesizing images captured by the respective cameras (front camera 14F, right side camera 14SR, left side camera 14SL, and rear camera 14R). The overhead image includes, for example, an image showing a road marking such as a line of a parking frame displayed on the road surface (may be described as “parking frame line” in the following description).

The own vehicle vehicle speed calculation unit 10 </ b> B calculates the speed (vehicle speed) of the own vehicle V from the rotation speed of the wheel W based on the wheel speed signal received from the wheel speed sensor 16. Then, an information signal including the calculated speed (in the following description, may be described as “vehicle speed calculation value signal”) is output to the acceleration suppression control content calculation unit 10I.
The steering angle calculation unit 10C calculates the operation amount (rotation angle) from the neutral position of the steering wheel 28 from the current rotation angle of the steering wheel 28 based on the current steering angle signal received from the steering angle sensor 18. . Then, an information signal including the calculated operation amount from the neutral position (in the following description, may be described as “steering angle signal”) is output to the acceleration suppression control content calculation unit 10I.

The steering angular velocity calculation unit 10D calculates the steering angular velocity of the steering wheel 28 by differentiating the current steering angle included in the current steering angle signal received from the steering angle sensor 18. Then, an information signal including the calculated steering angular velocity (may be described as “steering angular velocity signal” in the following description) is output to the acceleration suppression control content calculation unit 10I.
The shift position calculation unit 10E determines the current shift position based on the shift position signal received from the shift position sensor 20. Then, an information signal including the calculated current shift position (in the following description, may be described as “current shift position signal”) is output to the acceleration suppression control content calculation unit 10I.

  The brake pedal operation information calculation unit 10F calculates the depression amount of the brake pedal 30 based on a state where the depression amount is “0” based on the brake opening signal received from the brake operation detection sensor 22. Then, an information signal including the calculated depression amount of the brake pedal 30 (in the following description, may be described as a “braking side depression amount signal”) is output to the acceleration suppression control content calculation unit 10I.

  The accelerator operation amount calculation unit 10G calculates the depression amount of the accelerator pedal 32 with reference to the state where the depression amount is “0” based on the accelerator opening signal received from the accelerator operation detection sensor 24. Then, an information signal including the calculated depression amount of the accelerator pedal 32 (in the following description, may be described as a “driving-side depression amount signal”), an acceleration suppression control content calculation unit 10I, and an acceleration suppression command value calculation To the unit 10J and the target throttle opening calculation unit 10K.

  The accelerator operation speed calculation unit 10H calculates the operation speed of the accelerator pedal 32 by differentiating the opening of the accelerator pedal 32 included in the accelerator opening signal received from the accelerator operation detection sensor 24. Then, an information signal including the calculated operation speed of the accelerator pedal 32 (in the following description, may be described as “accelerator operation speed signal”) is output to the acceleration suppression command value calculation unit 10J.

The acceleration suppression control content calculation unit 10I includes the above-described various information signals (overhead image signal, individual image signal, vehicle speed calculation value signal, steering angle signal, steering angular velocity signal, current shift position signal, braking side depression amount signal, driving side Input of a depression amount signal, a vehicle position signal, and a traveling road information signal. And based on the various information signals which received the input, the acceleration suppression operation condition judgment result mentioned later, acceleration suppression control start timing, and acceleration suppression control amount are calculated. Furthermore, an information signal including these calculated parameters is output to the acceleration suppression command value calculation unit 10J.
The detailed configuration of the acceleration suppression control content calculation unit 10I and the processing performed by the acceleration suppression control content calculation unit 10I will be described later.

  The acceleration suppression command value calculation unit 10J inputs the drive side depression amount signal and the accelerator operation speed signal described above, and inputs an acceleration suppression operation condition determination result signal, an acceleration suppression control start timing signal, and an acceleration suppression control amount signal described later. receive. And the acceleration suppression command value which is a command value for suppressing the acceleration command value according to the depression amount (driving force operation amount) of the accelerator pedal 32 is calculated. Further, an information signal including the calculated acceleration suppression command value (in the following description, may be described as “acceleration suppression command value signal”) is output to the target throttle opening calculation unit 10K.

Further, the acceleration suppression command value calculation unit 10J calculates a normal acceleration command value, which is a command value used in normal acceleration control, according to the content of the received acceleration suppression operation condition determination result signal. Furthermore, an information signal including the calculated normal acceleration command value (in the following description, may be described as “normal acceleration command value signal”) is output to the target throttle opening calculation unit 10K.
The processing performed by the acceleration suppression command value calculation unit 10J will be described later.

The target throttle opening calculation unit 10K receives a drive side depression amount signal and an acceleration suppression command value signal or a normal acceleration command value signal. Based on the depression amount of the accelerator pedal 32 and the acceleration suppression command value or the normal acceleration command value, a target throttle opening that is a throttle opening corresponding to the depression amount of the accelerator pedal 32 or the acceleration suppression command value is calculated. Further, an information signal including the calculated target throttle opening (in the following description, may be described as “target throttle opening signal”) is output to the engine controller 12.
Further, when the acceleration suppression command value includes an acceleration suppression control start timing command value described later, the target throttle opening calculation unit 10K sends the target throttle opening signal to the engine controller 12 based on the acceleration suppression control start timing described later. Output.
The processing performed by the target throttle opening calculation unit 10K will be described later.

(Configuration of acceleration suppression control content calculation unit 10I)
Next, a detailed configuration of the acceleration suppression control content calculation unit 10I will be described with reference to FIGS. 1 and 2 and FIGS. 3 and 4. FIG.
FIG. 3 is a block diagram illustrating a configuration of the acceleration suppression control content calculation unit 10I.
As shown in FIG. 3, the acceleration suppression control content calculation unit 10I includes an acceleration suppression operation condition determination unit 34, a travel region determination unit 35, a parking frame certainty setting unit 36, and a parking frame approach certainty setting unit 38. And an overall certainty factor setting unit 40. In addition to this, the acceleration suppression control content calculation unit 10I includes an acceleration suppression control start timing calculation unit 42 and an acceleration suppression control amount calculation unit 44.

  The acceleration suppression operation condition determination unit 34 determines whether or not a condition for operating acceleration suppression control is satisfied, and describes an information signal including the determination result (in the following description, “acceleration suppression operation condition determination result signal”). Is output to the acceleration suppression command value calculation unit 10J. Here, the acceleration suppression control is a control for suppressing an acceleration command value for accelerating the host vehicle V in accordance with the depression amount of the accelerator pedal 32.

Moreover, the process in which the acceleration suppression operation condition determination part 34 determines whether the conditions for operating the acceleration suppression control are satisfied will be described later.
The travel area determination unit 35 determines the travel area in which the host vehicle V is traveling, and sets a flag corresponding to the type of travel area based on the determination result.
In the present embodiment, a non-parking area traveling flag, an estimated parking area traveling flag, and a confirmed parking area traveling flag are provided as flags according to the type of traveling area.

  In the present embodiment, an area (for example, a public road) other than an area in which parking is performed such as a parking lot where the host vehicle V is traveling (may be described as “parking area” in the following description). It is defined as “Non-parking area”. In addition, the area | region which parks is an area | region where the parking frame which parks a vehicle at least exists. Further, an area estimated as a parking area by a determination process described later is defined as an “estimated parking area”. Further, an area that can be determined as a parking area by a determination process described later is defined as a “determined parking area”.

  The non-parking area travel flag is a flag for determining whether or not the host vehicle V is traveling in the non-parking area. When the non-parking area travel flag is set to ON (for example, “1”), it indicates that the host vehicle V is traveling in the non-parking area. On the other hand, when the non-parking area travel flag is set to OFF, it indicates that the host vehicle V is traveling in an area other than the non-parking area.

  The estimated parking area travel flag is a flag for determining whether or not the host vehicle V is traveling in the estimated parking area. When the estimated parking area travel flag is set to ON, it indicates that the host vehicle V is traveling in the estimated parking area. On the other hand, when the estimated parking area travel flag is set to OFF, it indicates that the host vehicle V is not traveling in the estimated parking area.

The confirmed parking area travel flag is a flag for determining whether or not the host vehicle V is traveling in the confirmed parking area. When the confirmed parking area travel flag is set to ON, it indicates that the host vehicle V is traveling in the confirmed parking area. On the other hand, when the confirmed parking area travel flag is set to OFF, it indicates that the host vehicle V is not traveling in the confirmed parking area.
The details of the process in which the travel area determination unit 35 determines the travel area and sets a flag according to the type of the travel area based on the determination result will be described later.
The parking frame certainty factor setting unit 36 sets a parking frame certainty factor that is a certainty factor that the parking frame exists in the traveling direction of the host vehicle V. Then, an information signal including the set parking frame certainty factor (may be described as “parking frame certainty signal” in the following description) is output to the total certainty factor setting unit 40.
Here, the parking frame certainty setting unit 36 refers to various information included in the overhead image signal, the individual image signal, the vehicle speed calculation value signal, the current shift position signal, the own vehicle position signal, and the traveling road information signal, Set confidence.

Moreover, as shown in FIG. 4, for example, there are a plurality of patterns in the parking frame that the parking frame certainty level setting unit 36 sets the certainty level. In addition, FIG. 4 is a figure which shows the pattern of the parking frame which the parking frame reliability setting part 36 makes the setting object of parking frame reliability. In this embodiment, information for specifying the shape pattern of these parking frames (may be described as “shape information” in the following description) is stored in advance in a memory such as a ROM (not shown). .
The parking frame approach certainty setting unit 38 sets a parking frame approach certainty factor that is a certainty factor that the host vehicle V enters the parking frame. Then, an information signal including the set parking frame approach certainty factor (may be described as “parking frame approach certainty signal” in the following description) is output to the total confidence setting unit 40.
Here, the parking frame approach certainty factor setting unit 38 sets the parking frame approach certainty factor with reference to various information included in the bird's-eye view image signal, the vehicle speed calculation value signal, the current shift position signal, and the steering angle signal.
In addition, the process which the parking frame approach reliability setting part 38 sets a parking frame approach reliability is mentioned later.

The comprehensive certainty setting unit 40 receives the input of the parking frame certainty signal and the parking frame approach certainty signal, and sets the general certainty that is the certainty corresponding to the parking frame certainty and the parking frame approach certainty. Then, an information signal including the set total certainty factor (may be described as “total confidence factor signal” in the following description) is output to the acceleration suppression control start timing calculation unit 42 and the acceleration suppression control amount calculation unit 44. To do.
In addition, the process which the comprehensive reliability setting part 40 sets a comprehensive reliability is mentioned later.
The acceleration suppression control start timing calculation unit 42 calculates an acceleration suppression control start timing that is a timing for starting the acceleration suppression control. Then, an information signal including the calculated acceleration suppression control start timing (may be described as “acceleration suppression control start timing signal” in the following description) is output to the acceleration suppression command value calculation unit 10J.

Here, the acceleration suppression control start timing calculation unit 42 refers to various information included in the comprehensive certainty signal, the braking side depression amount signal, the vehicle speed calculation value signal, the current shift position signal, and the steering angle signal, and starts the acceleration suppression control. Calculate timing.
The process in which the acceleration suppression control start timing calculation unit 42 calculates the acceleration suppression control start timing will be described later.

The acceleration suppression control amount calculation unit 44 calculates an acceleration suppression control amount that is a control amount for suppressing the acceleration command value according to the depression amount of the accelerator pedal 32. Then, an information signal including the calculated acceleration suppression control amount (in the following description, may be described as “acceleration suppression control amount signal”) is output to the acceleration suppression command value calculation unit 10J.
Here, the acceleration suppression control amount calculation unit 44 refers to various information included in the comprehensive certainty signal, the braking side depression amount signal, the vehicle speed calculation value signal, the current shift position signal, and the steering angle signal, and determines the acceleration suppression control amount. Calculate.
The process in which the acceleration suppression control amount calculation unit 44 calculates the acceleration suppression control amount will be described later.

(Processing performed by the acceleration suppression control content calculation unit 10I)
Next, processing performed by the acceleration suppression control content calculation unit 10I will be described with reference to FIGS. 1 to 4 and FIGS. 5 to 13.
Processing performed by the acceleration suppression operation condition determination unit 34 With reference to FIGS. 1 to 4, the conditions for the acceleration suppression operation condition determination unit 34 to operate the acceleration suppression control (refer to the following explanation). The process of determining whether or not “acceleration suppression operation condition” may be established will be described.
FIG. 5 is a flowchart illustrating processing in which the acceleration suppression operation condition determination unit 34 determines whether or not the acceleration suppression operation condition is satisfied. The acceleration suppression operation condition determination unit 34 performs the process described below for each preset sampling time (for example, 10 [msec]).
As shown in FIG. 5, when the acceleration suppression operation condition determination unit 34 starts the process (START), first, in step S100, a process of acquiring the parking frame certainty level set by the parking frame certainty factor setting unit 36 (FIG. 5). “Parking frame certainty acquisition process”) shown in FIG. If the process which acquires parking frame reliability is performed in step S100, the process which the acceleration suppression operation condition judgment part 34 performs will transfer to step S102.

In step S102, based on the parking frame certainty acquired in step S100, a process of determining the presence or absence of a parking frame ("parking frame presence / absence determination process" shown in the figure) is performed.
In this embodiment, the process which determines the presence or absence of a parking frame is performed based on a parking frame reliability. Specifically, if it is determined that the parking frame certainty factor is a preset minimum value (level 0), for example, there is no parking frame within a distance or area (area) set in advance with the vehicle V as a reference ( "No" shown in the figure). In this case, the process performed by the acceleration suppression operation condition determination unit 34 proceeds to step S120.

On the other hand, if it is determined that the parking frame certainty factor is a value other than the preset minimum value, there is a parking frame within a distance or area (area) set in advance with reference to the host vehicle V (see “ Yes "). In this case, the process performed by the acceleration suppression operation condition determination unit 34 proceeds to step S104.
In step S104, a process for acquiring the vehicle speed of the host vehicle V ("own vehicle speed information acquisition process" shown in the figure) is performed with reference to the vehicle speed calculation value signal received from the host vehicle speed calculation unit 10B. If the process which acquires the vehicle speed of the own vehicle V is performed in step S104, the process which the acceleration suppression operation condition judgment part 34 performs will transfer to step S106.

In step S106, based on the vehicle speed acquired in step S104, it is determined whether or not a condition that the vehicle speed of the host vehicle V is less than a preset threshold vehicle speed is satisfied ("own vehicle vehicle speed shown in the figure"). "Condition judgment process").
In the present embodiment, a case where the threshold vehicle speed is set to 15 [km / h] will be described as an example. The threshold vehicle speed is not limited to 15 [km / h], and may be changed according to the specifications of the host vehicle V such as the braking performance of the host vehicle V, for example. Further, for example, the vehicle V may be changed according to the traffic regulations of the area (country etc.) where the vehicle V travels.
If it is determined in step S106 that the condition that the vehicle speed of the host vehicle V is less than the threshold vehicle speed is satisfied (“Yes” in the figure), the processing performed by the acceleration suppression operation condition determination unit 34 proceeds to step S108. Transition.

On the other hand, if it is determined in step S106 that the condition that the vehicle speed of the host vehicle V is less than the threshold vehicle speed is not satisfied ("No" shown in the figure), the processing performed by the acceleration suppression operation condition determination unit 34 is performed in step The process proceeds to S120.
In step S108, referring to the brake-side depression amount signal received from the brake pedal operation information calculation unit 10F, a process of obtaining information on the depression amount (operation amount) of the brake pedal 30 ("brake pedal shown in the drawing" Operation amount information acquisition processing ”) is performed. In step S108, when the process of acquiring information on the depression amount (operation amount) of the brake pedal 30 is performed, the process performed by the acceleration suppression operation condition determination unit 34 proceeds to step S110.

In step S110, based on the depression amount of the brake pedal 30 acquired in step S108, a process for determining whether or not the brake pedal 30 is operated ("brake pedal operation determination process" shown in the figure) is performed.
If it is determined in step S110 that the brake pedal 30 has not been operated ("No" shown in the figure), the processing performed by the acceleration suppression operation condition determination unit 34 proceeds to step S112.

On the other hand, when it is determined in step S110 that the brake pedal 30 is operated (“Yes” shown in the drawing), the processing performed by the acceleration suppression operation condition determination unit 34 proceeds to step S120.
In step S112, with reference to the drive side depression amount signal received from the accelerator operation amount calculation unit 10G, information on the depression amount (operation amount) of the accelerator pedal 32 is acquired ("accelerator pedal operation shown in the figure"). Quantity information acquisition processing ”). If the process which acquires the information of the depression amount (operation amount) of the accelerator pedal 32 is performed in step S112, the process which the acceleration suppression operation condition judgment part 34 performs will transfer to step S114.

In step S114, a process for determining whether or not a condition that the depression amount (operation amount) of the accelerator pedal 32 is equal to or larger than a preset threshold accelerator operation amount is satisfied ("accelerator pedal operation determination process" shown in the figure). )I do. Here, the process of step S114 is performed based on the depression amount of the accelerator pedal 32 acquired in step S112.
In the present embodiment, as an example, a case will be described in which the threshold accelerator operation amount is set to an operation amount corresponding to 3% of the opening of the accelerator pedal 32. The threshold accelerator operation amount is not limited to an operation amount corresponding to 3% of the opening of the accelerator pedal 32. For example, the threshold accelerator operation amount depends on the specifications of the host vehicle V such as the braking performance of the host vehicle V. It may be changed.
When it is determined in step S114 that the condition that the depression amount (operation amount) of the accelerator pedal 32 is equal to or greater than the threshold accelerator operation amount is satisfied (“Yes” shown in the drawing), the acceleration suppression operation condition determination unit 34 The process to be performed proceeds to step S116.

On the other hand, if it is determined in step S114 that the condition that the depression amount (operation amount) of the accelerator pedal 32 is equal to or greater than the threshold accelerator operation amount is not satisfied ("No" in the drawing), the acceleration suppression operation condition determination unit The processing performed by 34 proceeds to step S120.
In step S116, processing for acquiring information for determining whether or not the host vehicle V enters the parking frame ("parking frame entry determination information acquisition processing" shown in the figure) is performed. Here, in this embodiment, as an example, based on the steering angle of the steering wheel 28, the angle between the host vehicle V and the parking frame, and the distance between the host vehicle V and the parking frame, the host vehicle V A case where it is determined whether or not to enter will be described. In step S116, when the process for acquiring information for determining whether or not the host vehicle V enters the parking frame is performed, the process performed by the acceleration suppression operation condition determination unit 34 proceeds to step S118.

Here, a specific example of the process performed in step S116 will be described.
In step S116, the rotation angle (steering angle) of the steering wheel 28 is acquired with reference to the steering angle signal received from the steering angle calculation unit 10C. In addition, based on the bird's-eye view image around the host vehicle V included in the bird's-eye view image signal received from the surrounding environment recognition information calculation unit 10A, the angle α between the host vehicle V and the parking frame L0, the host vehicle V, and The distance D with the parking frame L0 is acquired.
Here, for example, as shown in FIG. 6, the angle α is an absolute value of an intersection angle between the straight line X and the line on the frame line L1 and the parking frame L0 side. FIG. 6 is a diagram for explaining the distance D between the host vehicle V, the parking frame L0, and the host vehicle V and the parking frame L0.

The straight line X is a straight line in the front-rear direction of the host vehicle V that passes through the center of the host vehicle V (a straight line extending in the traveling direction), and the frame line L1 is the position of the host vehicle V when the parking of the parking frame L0 is completed. It is the frame line of the parking frame L0 part which becomes parallel or substantially parallel to the front-back direction. The line on the parking frame L0 side is a line on the parking frame L0 side that is an extension of L1.
The distance D is, for example, the distance between the center point PF of the front end face of the host vehicle V and the center point PP of the entrance L2 of the parking frame L0 as shown in FIG. However, the distance D is a negative value after the front end surface of the host vehicle V passes through the entrance L2 of the parking frame L0. The distance D may be set to zero after the front end surface of the host vehicle V passes through the entrance L2 of the parking frame L0.
Here, the position on the own vehicle V side for specifying the distance D is not limited to the center point PF, and may be, for example, a position set in advance in the own vehicle V and a preset position in the entrance L2. . In this case, the distance D is a distance between a position set in advance in the host vehicle V and a position set in advance at the entrance L2.

As described above, in step S116, as information for determining whether or not the host vehicle V enters the parking frame L0, the steering angle, the angle α between the host vehicle V and the parking frame L0, the host vehicle V and the parking The distance D of the frame L0 is acquired.
In step S118, based on the information acquired in step S116, a process for determining whether or not the host vehicle V enters the parking frame ("parking frame entry determining process" shown in the figure) is performed.
If it is determined in step S118 that the host vehicle V does not enter the parking frame ("No" shown in the figure), the processing performed by the acceleration suppression operation condition determination unit 34 proceeds to step S120.
On the other hand, if it is determined in step S118 that the host vehicle V enters the parking frame ("Yes" shown in the figure), the processing performed by the acceleration suppression operation condition determination unit 34 proceeds to step S122.

Here, a specific example of the process performed in step S118 will be described.
In step S118, for example, when all of the following three conditions (A1 to A3) are satisfied, it is determined that the host vehicle V enters the parking frame.
Condition A1. The elapsed time after the steering angle detected in step S116 is equal to or greater than a preset steering angle value (eg, 45 [deg]) is within a preset setup time (eg, 20 [sec]). is there.
Condition A2. The angle α between the host vehicle V and the parking frame L0 is a preset angle (for example, 40 [deg]) or less.
Condition A3. The distance D between the host vehicle V and the parking frame L0 is equal to or less than a preset set distance (for example, 3 [m]).
In addition, as a process which judges whether the own vehicle V approachs a parking frame, you may use the process performed when the parking frame approach reliability setting part 38 sets a parking frame approach reliability.

In addition, the process used to determine whether or not the host vehicle V enters the parking frame is not limited to the process using a plurality of conditions as described above, but one or more of the three conditions described above. Processing based on conditions may be used. Moreover, you may use the process which judges whether the own vehicle V approachs a parking frame using the vehicle speed of the own vehicle V. FIG.
In step S120, an acceleration suppression operation condition determination result signal is generated as an information signal including a determination result that the acceleration suppression control operation condition is not satisfied ("acceleration suppression operation condition not satisfied" shown in the drawing). If the process which produces | generates the acceleration suppression operation condition determination result signal containing the determination result in which acceleration suppression control operation conditions are not satisfied in step S120 is performed, the process which the acceleration suppression operation condition determination part 34 performs will transfer to step S124.

  In step S122, a process of generating an acceleration suppression operation condition determination result signal as an information signal including a determination result that the acceleration suppression control operation condition is satisfied ("acceleration suppression operation condition satisfaction" shown in the figure) is performed. If the process which produces | generates the acceleration suppression operation condition judgment result signal containing the judgment result in which acceleration suppression control operation conditions are satisfied is performed in step S122, the process which the acceleration suppression operation condition judgment part 34 performs will transfer to step S124.

  In step S124, a process of outputting the acceleration suppression operation condition determination result signal generated in step S120 or step S122 to the acceleration suppression command value calculation unit 10J ("acceleration suppression operation condition determination result output" shown in the drawing) is performed. If the process which outputs an acceleration suppression operation condition judgment result signal to the acceleration suppression command value calculating part 10J is performed in step S124, the process which the acceleration suppression operation condition judgment part 34 performs will return to the process of step S100 (RETURN).

Processing Performed by Traveling Area Determination Unit 35 The process in which the traveling area determination unit 35 determines the traveling area of the host vehicle V will be described with reference to FIGS. 1 to 6 and FIG.
FIG. 7 is a flowchart illustrating a process in which the travel region determination unit 35 determines the travel region of the host vehicle V. The travel region determination unit 35 performs the process described below for each preset sampling time (for example, 10 [msec]).
As shown in FIG. 7, when the travel region determination unit 35 starts the process (START), first, in step S600, a process for determining whether or not the initial state of the host vehicle V has been detected (" Detect initial state? "). In the present embodiment, specifically, the initial state of the host vehicle V is detected when the engine ON (ignition ON) is detected and when it is detected that the shift position is in the “P” range for 5 seconds or more. Is determined to have been detected.
If it is determined in step S600 that the initial state has been detected, the process performed by the travel region determination unit 35 proceeds to step S602.

On the other hand, when it is determined in step S600 that the initial state has not been detected, the process of the travel region determination unit 35 proceeds to step S612.
In step S602, a process of acquiring information for determining whether or not the host vehicle V is traveling in a non-parking area ("non-parking area travel determination information acquisition process" shown in the figure) is performed. In step S602, when the process for obtaining information for determining whether or not the host vehicle V is traveling in the non-parking area is performed, the process performed by the traveling area determination unit 35 proceeds to step S604.

Here, in this embodiment, the following six determination processes (a) to (f) are performed as processes for determining whether or not the host vehicle V is traveling in a non-parking area such as a public road.
(A) It is determined whether or not the vehicle speed of the host vehicle V is 30 [km / h] or higher.
(B) It is determined whether or not the continuous travel distance of the host vehicle V is 100 [m] or more.
(C) Among the lines extracted as parking frame line candidates, they are adjacent to each other with a line distance within a preset first line distance range (for example, a length corresponding to an actual distance of 3 to 5 [m]). Whether or not a set of lines having a length equal to or greater than a preset first line length threshold (for example, a length corresponding to an actual distance of 7 [m]) is included in the set of two lines. judge.

(D) Two adjacent lines within a preset second line distance range (for example, a length corresponding to an actual distance of 2.5 to 5 [m]) among lines extracted as parking frame line candidates. It is determined whether a set of lines having a length equal to or longer than a preset second line length threshold (for example, a length corresponding to an actual distance of 15 [m]) is included in the set of lines. .
(E) The line extracted as the parking frame line candidate includes a line having a length equal to or longer than a preset third line length threshold (for example, a length corresponding to an actual distance of 15 [m]). It is determined whether or not.
(F) It is determined whether or not an intersection (intersection itself or an element estimated to constitute the intersection) has been detected.
Accordingly, in step S602, information necessary for performing the determination processes (a) to (f) is acquired. For example, information including the current vehicle speed of the host vehicle V, an overhead view image in front of the host vehicle V, and the like is acquired.

In step S604, based on the information acquired in step S602, a process of determining whether or not the host vehicle V is traveling in the non-parking area ("running in the non-parking area?" Shown in the figure) is performed. Specifically, if at least one of the following six conditions (conditions B1 to B6) is satisfied, it is determined that the host vehicle V is traveling in a non-parking area, and one is not satisfied. It is determined that the host vehicle V is not traveling in the non-parking area.
Condition B1. The vehicle speed of the host vehicle V is 30 [km / h] or more.
Condition B2. Condition B3. The continuous travel distance of the host vehicle V is 100 [m] or more. Among the lines extracted as parking frame line candidates, a set of two lines adjacent to each other with a line-to-line distance within a predetermined first line distance range is equal to or greater than a predetermined first line length threshold. A set of lines having a length is included.
Condition B4. Among the lines extracted as parking frame line candidates, a set of two adjacent lines within a preset second interline distance range has a length equal to or greater than a preset second line length threshold. A set of lines is included.
Condition B5. The line extracted as the parking frame line candidate includes a line having a length equal to or longer than a preset third line length threshold.
Condition B6. An intersection was detected.

If it is determined in step S604 that the host vehicle V is traveling in the non-parking area ("Yes" shown in the drawing), the process performed by the traveling area determination unit 35 proceeds to step S606.
On the other hand, if it is determined in step S604 that the host vehicle V is not traveling in the non-parking area ("No" shown in the figure), the process performed by the traveling area determination unit 35 is ended (END).
In step S606, a process of setting the non-parking area travel flag to ON ("Set secret vehicle area travel flag to ON" shown in the figure) is performed. If the process which sets a non-parking area driving | running | working flag to ON is performed in step S606, the process which the driving | running | working area determination part 35 performs will transfer to step S608.

In step S608, a process of setting the estimated parking area travel flag to OFF (“estimated parking area travel flag set to OFF” shown in the figure) is performed. If the process which sets an estimated parking area driving | running | working flag to OFF is performed in step S608, the process which the driving | running | working area determination part 35 performs will transfer to step S610.
Specifically, the process in step S608 corresponds to the “No” branch in the subsequent step S626. In this case, in the state where the estimated parking area traveling flag is set to ON, the traveling determination of the non-parking area is performed. Therefore, if it is determined that the vehicle is traveling in the non-parking area, the estimated parking area traveling flag is set to OFF.

In step S610, a process of setting the confirmed parking area travel flag to OFF ("set confirmed parking area travel flag to OFF" shown in the figure) is performed. If the process which sets a fixed parking area driving | running | working flag to OFF is performed in step S608, the process which the driving | running | working area determination part 35 performs will be complete | finished (END).
Specifically, the processing in step S610 corresponds to the “No” branch in subsequent step S634. That is, in the state where the fixed parking area travel flag is set to ON, the travel determination of the non-parking area is performed. Therefore, when it is determined that the vehicle is traveling in the non-parking area, the confirmed parking area traveling flag is set to OFF.

In step S612, a process of determining whether or not the non-parking area travel flag is set to ON ("is the non-parking area travel flag ON" in the figure) is performed.
If it is determined in step S612 that the non-parking area travel flag is set to ON (“Yes” shown in the figure), the process performed by the travel area determination unit 35 proceeds to step S614.

On the other hand, if it is determined in step S612 that the non-parking area travel flag is not set to ON ("No" shown in the figure), the process performed by the travel area determination unit 35 proceeds to step S622.
In step S614, a turning determination information acquisition process ("turning determination information acquisition process" shown in the figure), which is information for calculating the turning radius and turning angle of the host vehicle V, is performed. When the turning determination information acquisition process is performed in step S614, the process performed by the travel region determination unit 35 proceeds to step S616.
Here, in step S614, information including vehicle speed, steering angle, vehicle specifications (stability factor, wheelbase, etc.) and the like is acquired as the turning determination information.

In step S616, the turning radius and turning angle of the host vehicle V are calculated using the turning determination information acquired in step S614. Then, based on the calculated turning radius and turning angle, a process for determining whether or not the host vehicle V has performed a turning operation that satisfies the first turning condition (the “turning operation that satisfies the first turning condition shown in the figure has been performed). ?")I do.
In the present embodiment, specifically, the turning radius and turning angle of the host vehicle V are calculated by a known calculation method based on the above-described turning determination information. Then, based on the vehicle speed information and the calculated turning radius and turning angle information, the host vehicle V is, for example, at a vehicle speed of less than 30 [km / h], a turning radius of 30 [m] or less, and a turning angle. When a turning operation of 40 [°] or more is performed, it is determined that the first turning condition is satisfied. For example, the first turning condition is determined assuming a turning operation performed when a vehicle traveling in a non-parking area enters the vehicle into the parking area. That is, when a turning operation that satisfies the first turning condition is performed while traveling in the non-parking area, it is determined that the host vehicle V has entered the area estimated as the parking area.

If it is determined in step S616 that the host vehicle V has performed a turning operation that satisfies the first turning condition ("Yes" shown in the drawing), the process performed by the travel region determination unit 35 proceeds to step S618.
On the other hand, if it is determined in step S616 that the host vehicle V is not performing a turning motion that satisfies the first turning condition ("No" shown in the drawing), the process performed by the travel region determination unit 35 is ended (END). To do.

In step S618, a process for setting the estimated parking area travel flag to ON ("estimated parking area travel flag set to ON" shown in the figure) is performed. If the process which sets an estimated parking area driving | running | working flag to ON is performed in step S618, the process which the driving | running | working area determination part 35 performs will transfer to step S620.
In step S620, a process of setting the non-parking area travel flag currently set to ON to OFF ("set the non-parking area travel flag to OFF" shown in the drawing) is performed. If the process which sets a non-parking area driving | running | working flag to OFF is performed, the process which the driving | running | working area determination part 35 performs will be complete | finished (END).

On the other hand, in step S622, a process of determining whether or not the estimated parking area travel flag is set to ON (“the estimated parking area travel flag is ON?” Shown in the figure) is performed.
If it is determined in step S622 that the estimated parking area travel flag is set to ON (“Yes” shown in the drawing), the process performed by the travel area determination unit 35 proceeds to step S624.

On the other hand, if it is determined in step S622 that the estimated parking area travel flag is not set to ON ("No" shown in the figure), the process performed by the travel area determination unit 35 proceeds to step S632.
In step S624, a turning determination information acquisition process ("turning determination information acquisition process" shown in the figure), which is information for calculating the turning radius and turning angle of the host vehicle V, is performed. When the turning determination information acquisition process is performed in step S624, the process performed by the travel region determination unit 35 proceeds to step S626.

In the present embodiment, as in the above-described step S614, information including vehicle speed, steering angle, vehicle specifications (stability factor, wheelbase, etc.) and the like is acquired as the turning determination information.
In step S626, the turning radius and turning angle of the host vehicle V are calculated using the turning determination information acquired in step S624. Then, based on the calculated turning radius and turning angle, a process for determining whether or not the host vehicle V has performed a turning operation that satisfies the second turning condition (the “turning operation that satisfies the second turning condition shown in the figure” has been performed). ?")I do.

  In the present embodiment, specifically, the turning radius and turning angle of the host vehicle V are calculated by a known calculation method based on the above-described turning determination information. Then, based on the vehicle speed information and the calculated turning radius and turning angle information, the host vehicle V has a turning speed of 15 [m] or less and a turning angle of 40 [ [°] If it is determined that the above-described turning operation is performed, it is determined that the second turning condition is satisfied. In addition, this 2nd turning condition is determined supposing turning operation | movement performed when the vehicle which is drive | working a parking area parks a vehicle in a parking frame, for example. That is, when a turning operation that satisfies the second turning condition is performed, it is determined that the host vehicle V is parked, and the region in which the host vehicle V is traveling is determined as the parking region.

Not only the establishment of the second turning condition but also the detection of the shift position “R” range of the host vehicle V, or the detection of the shift position “R” range state exceeding a preset time. Or the like may satisfy the condition for setting the confirmed parking area travel flag to ON.
If it is determined in step S626 that the host vehicle V has performed a turning motion that satisfies the second turning condition ("Yes" shown in the figure), the processing performed by the travel region determination unit 35 proceeds to step S628.

On the other hand, if it is determined in step S626 that the host vehicle V is not performing a turning motion that satisfies the second turning condition ("No" shown in the figure), the processing performed by the travel region determination unit 35 proceeds to step S602. To do.
In step S628, a process of setting the confirmed parking area travel flag to ON ("set confirmed parking area travel flag to ON" shown in the drawing) is performed. In step S628, when the process of setting the confirmed parking area travel flag to ON is performed, the process proceeds to step S630.

In step S630, the process which detects the traveling distance of the own vehicle V after setting a fixed parking area driving flag to ON is started, and it transfers to step S632.
In step S632, a process of setting the estimated parking area travel flag currently set to ON to OFF ("set confirmed parking area travel flag to ON" shown in the figure) is performed. If the process which sets an estimated parking area driving | running | working flag to OFF is performed in step S632, the process which the driving area determination part 35 performs will be complete | finished (END).

In step S634, a process for determining whether or not the travel distance of the host vehicle V after the confirmed parking area travel flag is set to ON is equal to or greater than a preset parking distance threshold ("travel distance" shown in the figure). Is the parking lot distance threshold or more? ").
In this embodiment, the parking lot distance threshold is set to, for example, “30 [m]”.
If it is determined in step S634 that the travel distance of the host vehicle V after the confirmed parking region travel flag is set to ON is greater than or equal to the parking area threshold, the processing performed by the travel region determination unit 35 proceeds to step S636. .

On the other hand, if it is determined in step S634 that the travel distance of the host vehicle V after the confirmed parking area travel flag is set to ON is not equal to or greater than the parking threshold, the process performed by the travel area determination unit 35 proceeds to step S602. Transition.
In step S636, a process of setting the confirmed parking area travel flag to OFF ("set confirmed parking area travel flag to OFF" shown in the drawing) is performed. If the process which sets a fixed parking area driving | running | working flag to OFF is performed in step S636, the process which the driving | running | working area determination part 35 performs will transfer to step S638.

In step S638, a process for setting the estimated parking area travel flag to ON ("estimated parking area travel flag set to ON" shown in the figure) is performed. If the process which sets an estimated parking area driving | running | working flag to ON is performed in step S638, the process which the driving | running | working area determination part 35 performs will transfer to step S640.
In step S640, a process of clearing the travel distance of the host vehicle V to 0 [m] after setting the confirmed parking area travel flag to ON ("Clear travel distance" shown in the figure) is performed. In step S640, when the process of clearing the travel distance of the host vehicle V after setting the confirmed parking area travel flag to ON is cleared to 0 [m], the process performed by the travel area determination unit 35 is terminated (END). )

Process Performed by Parking Frame Confidence Setting Unit 36 A process in which the parking frame certainty setting unit 36 sets the parking frame certainty will be described with reference to FIGS. 1 to 7 and FIGS. 8 to 10.
FIG. 8 is a flowchart illustrating a process in which the parking frame certainty setting unit 36 sets the parking frame certainty.
As shown in FIG. 8, when the parking frame certainty setting unit 36 starts the process (START), first, in step S200, the level of the parking frame certainty is set to the lowest value (level 0) (in the figure). "Set to level 0"). If the process which sets parking frame reliability to level 0 is performed in step S200, the process which the parking frame reliability setting part 36 performs will transfer to step S202.

In step S202, a process of acquiring a bird's-eye view around the host vehicle V included in the bird's-eye view image signal received from the surrounding environment recognition information calculation unit 10A ("ambient image acquisition process" shown in the figure) is performed. If the process which acquires the bird's-eye view image around the own vehicle V is performed in step S202, the process which the parking frame reliability setting part 36 performs will transfer to step S204.
In step S204, first, a process of extracting a line located on a road surface that is a candidate for a parking frame line used for setting the parking frame certainty from the overhead image acquired in step S202 ("parking frame shown in the figure"). Line candidate extraction process ").

Next, for example, when the acquired line state satisfies all of the following three conditions (C1 to C3), the line is extracted as a parking frame line candidate.
Condition C1. If the marked line on the road surface has a broken part, the broken part is a part where the marked line is faint (for example, a part having a lower clarity than the line and a higher clarity than the road surface). ).
Condition C2. The width of the line marked on the road surface is not less than a preset setting width (for example, 10 [cm]).
Condition C3. The length of the line marked on the road surface is greater than or equal to a preset set line length (for example, 2.5 [m]).

  Here, the parking frame line candidate is a line (white line or the like) marked on the road surface, such as a parking frame line. In this embodiment, first, the pixels of the overhead image are scanned in the horizontal direction in advance. Edge pixels having a luminance difference equal to or greater than the set luminance threshold are extracted. Therefore, in the present embodiment, the luminance threshold value is a luminance difference threshold value. And the line comprised by this edge pixel is acquired. Specifically, a difference between adjacent pixels is calculated, and a pixel whose absolute value is equal to or greater than a luminance threshold is extracted as an edge pixel.

  Next, from the parking frame line candidates extracted from the same bird's-eye view image, two adjacent lines in the bird's-eye view image are identified as one set (in the following description, “pairing” may be described) To do. When three or more lines are extracted from the same bird's-eye view image, two or more sets are specified by two adjacent lines for each of the three or more lines. If the process which extracts a parking frame line candidate from a bird's-eye view image and the process which pairs the extracted parking frame line candidate are performed in step S204, the process which the parking frame reliability setting part 36 performs will transfer to step S206.

In step S206, a process of acquiring various flag setting information set by the travel area determination unit 35 ("travel area determination result information acquisition process" shown in the figure) is performed as the travel area determination result information. If the process which acquires driving | running | working area | region determination result information is performed in step S206, the process which the parking frame reliability setting part 36 performs will transfer to step S208.
Here, in step S206, specifically, a process of acquiring travel region determination result information including ON / OFF setting information for each of the non-parking region travel flag, the estimated parking region travel flag, and the confirmed parking region travel flag is performed.

In step S208, based on the extraction result in step S204 and the travel area determination result information acquired in step S206, whether or not the extracted pair of parking frame line candidates is suitable for the condition of the line forming the parking frame. The process which judges is performed. This process corresponds to “parking frame condition conformance?” Shown in the figure.
In step S208, when it is determined that the parking frame line candidate set does not conform to the conditions of the line forming the parking frame ("No" shown in the drawing), the process performed by the parking frame certainty setting unit 36 is performed. The process proceeds to step S202.

On the other hand, when it is determined in step S208 that the pair of parking frame line candidates conforms to the conditions of the line forming the parking frame (“Yes” shown in the figure), the parking frame certainty setting unit 36 performs. The process proceeds to step S210. In addition, the process performed by step S208 is performed with reference to the overhead image signal received from 10 A of surrounding environment recognition information calculating parts, for example.
Here, a specific example of the process performed in step S208 will be described with reference to FIG. In addition, FIG. 9 is a figure which shows the content of the process which the parking frame reliability setting part 36 performs. Further, in FIG. 9, a region indicating an image captured by the front camera 14 </ b> F in the overhead view image is denoted by a symbol “PE”.

In step S208, first, based on the travel area determination result information, it is determined whether or not the confirmed parking area travel flag is set to ON. Here, if it is determined that the confirmed parking area travel flag is set to ON, for example, the following four conditions (D1 to D4) for two paired lines that are pairs of parking frame line candidates: If all of the above are satisfied, it is determined that the set of parking frame line candidates is suitable for the conditions of the lines forming the parking frame.
Condition D1. As shown in FIG. 9 (a), the width WL between two paired lines (indicated by the symbols “La” and “Lb” in the figure) is a preset pairing width (for example, 2.5 [m]) or less.
Condition D2. As shown in FIG. 9B, the angle (degree of parallelism) formed by the line La and the line Lb is within a preset set angle (for example, 3 [°]).

In FIG. 9B, a reference line (a line extending in the vertical direction of the region PE) is indicated by a dotted line with a reference “CLc”, and a central axis of the line La is indicated by a reference “CLa”. The central axis of the line Lb is indicated by a broken line with the sign “CLb”. Further, the inclination angle of the central axis line CLa with respect to the reference line CLc is indicated by a symbol “θa”, and the inclination angle of the central axis line CLb with respect to the reference line CLc is indicated by a reference symbol “θb”.
Therefore, when the conditional expression of | θa−θb | ≦ 3 [°] is satisfied, the condition C2 is satisfied.
Condition D3. As shown in FIG. 9C, a straight line connecting the end of the line La on the own vehicle V side (the end on the lower side in the drawing) and the end of the line Lb on the own vehicle V side, and the own vehicle The angle θ formed with the line L closer to V is equal to or larger than a preset setting deviation angle (for example, 45 [°]).
Condition D4. As shown in FIG. 9D, the absolute value (| W0−W1 |) of the difference between the width W0 of the line La and the width W1 of the line Lb is a preset line width (for example, 10 [cm]). )

In the process of determining whether or not the four conditions (D1 to D4) described above are satisfied, when the length of at least one of the lines La and Lb is interrupted at about 2 [m], for example, Further, the processing is continued as a line of about 4 [m] obtained by extending a virtual line of about 2 [m].
When the conditions D1 to D4 are satisfied, all the parking frames having the shape shown in FIG.
In the present embodiment, when the confirmed parking area travel flag is set to ON, there is no restriction on the shape of the parking frame to be detected. That is, when it is determined that the host vehicle V is traveling in an area that can be determined as a parking area such as a parking lot, acceleration suppression control is performed on the parking frame shape corresponding to all the shape information set in advance as detection targets. To be controlled.

  On the other hand, if the confirmed parking area travel flag is set to OFF, it is next determined whether or not the estimated parking area travel flag is set to ON. Here, if it is determined that the estimated parking area travel flag is set to ON, in addition to the four conditions D1 to D4 described above, the following two pairs of parking frame line candidate pairs It is determined whether or not the condition E1 is satisfied.

Condition E1. The shape of the paired two lines is not a line that constitutes a parking frame having an open shape (a shape shown in FIG. 4A) configured by only two parallel straight lines.
The condition E1 is determined by determining whether the shape of the end points of the paired two lines is different from the end points of the straight lines, for example. Specifically, the determination is made by determining whether or not the end points of the paired two lines are, for example, U-shaped end points as shown in FIGS. If it is determined that the end point is U-shaped, it is determined that the condition E1 is satisfied.

Furthermore, the determination of the condition E1 determines, for example, whether or not there is a horizontal line connecting the end points on the same side or a horizontal line intersecting in the middle of the two lines with respect to the two paired lines. If it is determined that there is any horizontal line, it is determined that the condition E1 is satisfied.
That is, it is determined whether or not the shape of the paired two lines has a shape other than the shape of the parking frame shown in FIG.

If the above-described condition E1 is not satisfied, it is determined that the set of parking frame line candidates to be processed does not conform to the conditions of the line forming the parking frame.
Moreover, when the four conditions D1 to D4 described above are satisfied and the condition E1 described above is satisfied, the set of parking frame line candidates to be processed is suitable for the conditions of the lines forming the parking frame. to decide.

  That is, in this embodiment, when the estimated parking area travel flag is set to ON, the specific shape parking frame shown in FIG. 4A is excluded from the detection target of the parking frame. The reason is that there are many lines having a shape similar to the shape of the parking frame shown in FIG. That is, when the host vehicle V is traveling in a region where the vehicle V cannot be determined but can be estimated, the parking frame having the shape shown in FIG. 4A is excluded from the control target of the acceleration suppression control. Thereby, it is possible to reduce malfunction of the acceleration suppression control when the estimated parking area is a non-parking area. The shape shown in FIG. 4A is a representative example, and other shapes may be set as the specific shape as long as the shape is a parking frame shape having a similar shape in the non-parking area.

  In the present embodiment, when it is determined that both the confirmed parking area travel flag and the estimated parking area travel flag are set to OFF and the non-parking area travel flag is set to ON, it is determined that the end condition is satisfied. Then, the process ends (END). That is, when it determines with the own vehicle V driving | running | working the non-parking area | region, a series of processes are complete | finished, without performing the process which detects a parking frame.

In step S210, a process of setting the parking frame certainty level to a level (level 1) that is one step higher than the lowest value (level 0) ("set to level 1" shown in the figure) is performed. If the process which sets parking frame reliability to level 1 is performed in step S210, the process which the parking frame reliability setting part 36 performs will transfer to step S212.
In step S212, a process for determining whether or not the process in step S208 is continuously verified from the start of the process in step S208 until the movement distance of the host vehicle V reaches a preset set movement distance (see FIG. "Continuous verification matching?") The set movement distance is set in the range of 1 to 2.5 [m], for example, according to the specifications of the host vehicle V and the forward or backward state. Moreover, the process performed by step S212 is performed with reference to the bird's-eye view image signal received from the surrounding environment recognition information calculation unit 10A and the vehicle speed calculation value signal received from the host vehicle vehicle speed calculation unit 10B, for example.

If it is determined in step S212 that the processing in step S208 is not continuously collated ("No" shown in the figure), the processing performed by the parking frame certainty setting unit 36 proceeds to step S202.
On the other hand, if it is determined in step S212 that the processing in step S208 is continuously verified ("Yes" shown in the figure), the processing performed by the parking frame certainty setting unit 36 proceeds to step S214.

  Here, in the process performed in step S212, for example, as shown in FIG. 10, the movement distance of the host vehicle V is determined according to the state in which the process in step S208 is collated and the state in which the process in step S208 is not collated. Operate virtually. In addition, FIG. 10 is a figure which shows the content of the process which the parking frame reliability setting part 36 performs. In FIG. 10, in the area described as “collation state”, the state in which the process in step S208 is collated is indicated as “ON”, and the state in which the process in step S208 is not collated is indicated as “OFF”. In FIG. 10, the travel distance of the host vehicle V calculated virtually is indicated as “virtual travel distance”.

As shown in FIG. 10, when the state in which the process of step S <b> 208 is collated is “ON”, the virtual travel distance increases. On the other hand, if the state verified in step S208 is “OFF”, the virtual travel distance decreases.
In the present embodiment, as an example, a case will be described in which the slope (increase gain) when the virtual travel distance increases is set larger than the slope (decrease gain) when the virtual travel distance decreases. That is, if the “verification state” is “ON” and the “OFF” state is the same time, the virtual travel distance increases.

When the virtual travel distance reaches the set travel distance without returning to the initial value (shown as “0 [m]” in the figure), it is determined that the processing in step S208 is continuously verified.
In step S214, a process of setting the parking frame certainty level to a level (level 2) that is two steps higher than the lowest value (level 0) ("set to level 2" shown in the figure) is performed. If the process which sets parking frame reliability to level 2 is performed in step S214, the process which the parking frame reliability setting part 36 performs will transfer to step S216.

In step S216, the end points located on the same side with respect to the host vehicle V (the end point on the near side or the end point on the far side) with respect to the lines La and Lb that are continuously collated in the process of step S208, respectively. Is detected. Then, a process of determining whether or not the end points located on the same side face each other along the direction of the width WL (“approaching near and far end point?” Shown in the figure) is performed. Note that the processing performed in step S216 is performed with reference to, for example, an overhead image signal received from the ambient environment recognition information calculation unit 10A and a vehicle speed calculation value signal received from the host vehicle vehicle speed calculation unit 10B.
In step S216, when it is determined that the end points located on the same side do not face each other along the direction of the width WL ("No" shown in the figure), the process performed by the parking frame certainty setting unit 36 is as follows. Control goes to step S218.

On the other hand, in step S216, when it is determined that the end points located on the same side face each other along the direction of the width WL ("Yes" shown in the drawing), the process performed by the parking frame certainty setting unit 36 Shifts to step S202.
In step S218, a process of setting the level of the parking frame certainty to a level (level 3) that is three levels higher than the lowest value (level 0) ("set to level 3" shown in the figure) is performed. If the process which sets parking frame reliability to the level 3 is performed in step S218, the process which the parking frame reliability setting part 36 performs will transfer to step S220.

  In step S220, in the process of step S216, the end points located on the other side are further detected with respect to the lines La and Lb that are determined that the end points located on the same side face each other along the direction of the width WL. To do. That is, in the process of step S216, when an end point on the side close to the lines La and Lb (one side) is detected, an end point on the side farther from the lines La and Lb (the other side) is detected in step S220. To detect. Then, a process of determining whether or not the end points located on the other side face each other along the direction of the width WL (“end-to-end end point matching?” Shown in the figure) is performed. Note that the processing performed in step S224 is performed with reference to, for example, an overhead image signal received from the ambient environment recognition information calculation unit 10A and a vehicle speed calculation value signal received from the host vehicle vehicle speed calculation unit 10B.

  When detecting the end points of the lines La and Lb, for example, straight end points such as the end points of the lines shown in FIG. 4A and upper end points of the lines shown in FIG. All the intersection points of the U-shaped end points and the double lines and horizontal lines shown in FIG. 4 (o) are processed as end points of one straight line. Similarly, a gap is formed in the end point of a double line such as the upper end point of the line shown in FIG. 4H and the U-shaped curve such as the upper end point of the line shown in FIG. All the end points are processed as end points of one straight line.

When detecting the end points of the lines La and Lb, for example, an inclined double line extending in the vertical direction shown in FIG. 4 (n) and a single straight line extending in the left-right direction are used. Intersection points are not processed (recognized) as end points. This is because, when detecting the end point, the end point is detected by scanning in the horizontal direction in the region indicating the captured image. Further, for example, the area indicated by the white frame in FIG. 4 (p) indicates an object on the road such as a pillar, and therefore the end point of this object is not detected.
In step S220, when it is determined that the end points located on the other side do not face each other along the direction of the width WL ("No" shown in the drawing), the process performed by the parking frame certainty setting unit 36 is as follows. The process proceeds to step S202.

On the other hand, in step S220, when it is determined that the end points located on the other side face each other along the direction of the width WL ("Yes" shown in the drawing), the parking frame certainty setting unit 36 performs it. The process proceeds to step S222.
In step S222, a process of setting the parking frame certainty level to a level (level 4) that is four levels higher than the lowest value (level 0) ("set to level 4" shown in the figure) is performed. If the process which sets parking frame reliability to level 4 is performed in step S222, the process which the parking frame reliability setting part 36 performs will transfer to step S224.
Therefore, in the process of setting the parking frame certainty level to level 3, among the parking frames shown in FIG. 4, the parking frame certainty factor is calculated for the patterns (d), (e), (j), and (k). It will be set. Further, in the process of setting the parking frame certainty level to level 4, among the parking frames shown in FIG. 4, the parking frame certainty factor for the patterns excluding (d), (e), (j), and (k). Will be set.

In step S224, a process ("end condition satisfied?" Shown in the figure) for determining whether or not a preset condition for completion of the process performed by the parking frame certainty setting unit 36 is satisfied is performed.
Specifically, for example, based on the shift position signal received from the shift position sensor 20, whether or not the shift position is in the parking ("P") shift position, the end condition based on the detection of ignition ON → OFF, etc. It is determined whether or not the above is satisfied.
If it is determined in step S224 that the end condition is satisfied, the process performed by the parking frame certainty level setting unit 36 ends (END).

On the other hand, if it is determined in step S224 that the end condition is not satisfied, the process performed by the parking frame certainty setting unit 36 proceeds to step S202.
The series of processes performed by the parking frame certainty setting unit 36 is repeatedly performed every time the start condition is satisfied.

Processing performed by the parking frame approach certainty factor setting unit 38 With reference to FIGS. 1 to 10, the parking frame approach certainty factor setting unit 38 sets the parking frame approach certainty factor with reference to FIGS. explain.
FIG. 11 is a flowchart illustrating a process in which the parking frame approach certainty setting unit 38 sets the parking frame approach certainty factor. In addition, the parking frame approach reliability setting part 38 performs the process demonstrated below for every preset sampling time (for example, 10 [msec]).
As shown in FIG. 11, when the parking frame approach certainty setting unit 38 starts the process (START), first, in step S300, a process for detecting the amount of deviation between the predicted trajectory of the host vehicle V and the parking frame (FIG. 11). The “deviation amount detection” shown in FIG. If the process which detects the deviation | shift amount of the estimated locus | trajectory of the own vehicle V and a parking frame is performed in step S300, the process which the parking frame approach reliability setting part 38 performs will transfer to step S302. In the present embodiment, as an example, a case will be described in which the unit of deviation detected in step S300 is [cm]. Moreover, in this embodiment, the case where the width of a parking frame is 2.5 [m] is demonstrated as an example.

  Here, in the process performed in step S300, for example, as shown in FIG. 12, the expected rear wheel trajectory TR of the host vehicle V is calculated, and the intersection of the calculated expected rear wheel trajectory TR and the entrance L2 of the parking frame L0. TP is calculated. Further, a distance Lfl between the left frame line L1l of the parking frame L0 and the intersection TP and a distance Lfr between the right frame line L1r of the parking frame L0 and the intersection TP are calculated, and the distance Lfl and the distance Lfr are compared. Then, the longer one of the distance Lfl and the distance Lfr is detected as a deviation amount between the predicted rear wheel trajectory TR of the host vehicle V and the parking frame L0. FIG. 12 is a diagram showing the contents of processing for detecting the amount of deviation between the predicted rear wheel trajectory TR of the host vehicle V and the parking frame L0.

  When calculating the predicted rear wheel trajectory TR of the host vehicle V, the center point PR in the vehicle width direction of the right rear wheel WRR and the left rear wheel WRL of the host vehicle V is used as the reference point of the host vehicle V. Set as. Then, the virtual movement path of the center point PR is calculated using the images captured by the front camera 14F and the left camera 14SL in the overhead view image, the vehicle speed of the host vehicle V, and the rotation angle (steering angle) of the steering wheel 28. Then, a predicted rear wheel trajectory TR is calculated.

  In step S302, for example, processing for detecting parallelism between the straight line X and the length direction (for example, the depth direction) of the parking frame L0 using an image captured by the front camera 14F among the overhead images (shown in the figure). “Acquire surrounding image”). If the process which detects the parallelism of the straight line X and the length direction of the parking frame L0 is performed in step S302, the process which the parking frame approach reliability setting part 38 performs will transfer to step S304.

Here, the parallelism detected in step S302 is detected as an angle θap formed by the center line Y and the straight line X of the parking frame L0 as shown in FIG.
In step S302, when the host vehicle V moves to the parking frame L0 while moving backward, for example, using the image captured by the rear camera 14R in the overhead view image, the straight line X and the length direction of the parking frame L0 are used. Processing to detect parallelism is performed. Here, the moving direction (forward, backward) of the host vehicle V is detected with reference to a current shift position signal, for example.

In step S304, processing for calculating the turning radius of the host vehicle V ("turning radius calculation" shown in the figure) is performed using the vehicle speed of the host vehicle V and the rotation angle (steering angle) of the steering wheel 28. If the process which calculates the turning radius of the own vehicle V is performed in step S304, the process which the parking frame approach reliability setting part 38 performs will transfer to step S306.
In step S306, it is determined whether or not the parallelism (θap) detected in step S302 is less than a preset parallelism threshold (for example, 15 [°]) (“parallelism <parallel” shown in the figure). Degree threshold? ").
If it is determined in step S306 that the parallelism (θap) detected in step S302 is equal to or greater than the parallelism threshold (“No” in the figure), the process performed by the parking frame approach certainty setting unit 38 is step S308. Migrate to

On the other hand, if it is determined in step S306 that the parallelism (θap) detected in step S302 is less than the parallelism threshold (“Yes” shown in the figure), the process performed by the parking frame approach certainty setting unit 38 is as follows. The process proceeds to step S310.
In step S308, it is determined whether or not the turning radius detected in step S304 is greater than or equal to a preset turning radius threshold (for example, 100 [R]) (“turning radius ≧ turning radius threshold? ")I do.
If it is determined in step S308 that the turning radius detected in step S304 is less than the turning radius threshold value ("No" shown in the figure), the processing performed by the parking frame approach certainty setting unit 38 proceeds to step S312. .

On the other hand, if it is determined in step S308 that the turning radius detected in step S304 is greater than or equal to the turning radius threshold value (“Yes” shown in the figure), the process performed by the parking frame approach certainty setting unit 38 proceeds to step S310. Transition.
In step S310, a process for determining whether or not the amount of deviation detected in step S300 is greater than or equal to a preset first threshold (for example, 75 [cm]) (“deviation amount ≧ first threshold? ")I do.
When it is determined in step S310 that the amount of deviation detected in step S300 is greater than or equal to the first threshold ("Yes" shown in the figure), the process performed by the parking frame approach certainty setting unit 38 proceeds to step S314. .

On the other hand, if it is determined in step S310 that the amount of deviation detected in step S300 is less than the first threshold ("No" shown in the figure), the process performed by the parking frame approach certainty setting unit 38 proceeds to step S316. Transition.
In step S312, a process for determining whether or not the deviation amount detected in step S300 is greater than or equal to a preset second threshold (for example, 150 [cm]) (“deviation amount ≧ second threshold? ")I do. Here, the second threshold value is larger than the first threshold value described above.
In step S312, when it is determined that the amount of deviation detected in step S300 is greater than or equal to the second threshold ("Yes" shown in the figure), the processing performed by the parking frame approach certainty setting unit 38 proceeds to step S318. .

On the other hand, if it is determined in step S312 that the amount of deviation detected in step S300 is less than the second threshold ("No" shown in the figure), the process performed by the parking frame approach certainty setting unit 38 proceeds to step S314. Transition.
In step S314, a process of setting the parking frame approach certainty factor to a low level ("entry certainty factor = low" shown in the figure) is performed. If the process which sets parking frame approach reliability to a low level is performed in step S314, the process which the parking frame approach reliability setting part 38 performs will be complete | finished (END).

In step S316, a process of setting the parking frame approach certainty factor to a high level ("entry certainty factor = high" shown in the figure) is performed. If the process which sets parking frame approach reliability to a high level is performed in step S316, the process which the parking frame approach reliability setting part 38 performs will be complete | finished (END).
In step S318, a process of setting the parking frame approach certainty level to the lowest value (level 0) (“entry certainty = level 0” shown in the figure) is performed. If the process which sets parking frame approach reliability to level 0 is performed in step S318, the process which the parking frame approach reliability setting part 38 performs will be complete | finished (END).
As described above, the parking frame approach certainty setting unit 38 sets the parking frame approach certainty of the minimum value “level 0”, the level “level low” higher than level 0, and the level higher than level low. A process of setting one of the “high levels” is performed.

Process Performed by the Total Confidence Setting Unit 40 The process in which the comprehensive confidence setting unit 40 sets the total confidence level will be described with reference to FIGS. 1 to 12 and FIG.
The overall certainty setting unit 40 receives the parking frame certainty signal and the parking frame approach certainty signal, and receives the parking frame certainty included in the parking frame certainty signal and the parking frame entered certainty included in the parking frame approach certainty signal. The degree is adapted to the comprehensive confidence setting map shown in FIG. Then, based on the parking frame certainty factor and the parking frame approach certainty factor, an overall certainty factor is set.
FIG. 13 is a diagram illustrating a comprehensive certainty setting map. Further, in FIG. 13, the parking frame certainty factor is denoted as “frame certainty factor”, and the parking frame approach certainty factor is denoted as “entry certainty factor”. 13 is a map used when the host vehicle V travels forward.

As an example of the process in which the comprehensive certainty setting unit 40 sets the comprehensive certainty, the case where the parking frame certainty is “level 3” and the parking frame approach certainty is “level high” is shown in FIG. In this way, the overall certainty factor is set to “high”.
In the present embodiment, as an example, when the overall confidence setting unit 40 performs a process of setting the overall confidence, the set overall confidence is stored in a storage unit in which data is not erased even when the ignition switch is turned off. A case where the storing process is performed will be described. Here, the storage unit from which data is not erased even when the ignition switch is turned off is, for example, a nonvolatile memory such as a hard disk or a flash memory.

  Therefore, in this embodiment, when the ignition switch is turned off after the parking of the host vehicle V is completed and the ignition switch is turned on when the host vehicle V restarts, the overall certainty factor set immediately before is stored. . For this reason, it becomes possible to start control based on the overall certainty factor set immediately before the ignition switch is turned on when the host vehicle V restarts.

-Process which acceleration suppression control start timing calculating part 42 performs The acceleration suppression control start timing calculating part 42 calculates the process which calculates acceleration suppression control start timing using FIG. 14, referring FIGS. 1-13.
The acceleration suppression control start timing calculation unit 42 receives the input of the total certainty factor signal, and adapts the total certainty factor included in the total certainty factor signal to the acceleration suppression condition calculation map shown in FIG. Then, the acceleration suppression control start timing is calculated based on the total certainty factor.
FIG. 14 is a diagram showing an acceleration suppression condition calculation map. In FIG. 14, the acceleration suppression control start timing is indicated as “suppression control start timing (accelerator opening)” in the “acceleration suppression condition” column.

  As an example of the processing performed by the acceleration suppression control start timing calculation unit 42, when the total certainty factor is “high”, the acceleration suppression control start timing is increased as shown in FIG. Then, the timing is set to reach “50%”. The opening degree of the accelerator pedal 32 is set to 100% when the accelerator pedal 32 is depressed (operated) to the maximum value.

-Process which acceleration suppression control amount calculating part 44 performs With reference to FIGS. 1-14, the process by which the acceleration suppression control amount calculating part 44 calculates an acceleration suppression control amount is demonstrated.
The acceleration suppression control amount calculation unit 44 receives the input of the total certainty factor signal, and adapts the total certainty factor included in the total certainty factor signal to the acceleration suppression condition calculation map shown in FIG. Then, an acceleration suppression control amount is calculated based on the total certainty factor. In FIG. 14, the acceleration suppression control amount is indicated as “suppression amount” in the “acceleration suppression condition” column.

As an example of the processing performed by the acceleration suppression control amount calculation unit 44, when the total certainty factor is “high”, the acceleration suppression control amount is set to the actual opening degree of the accelerator pedal 32 as shown in FIG. Thus, the control amount is set to be suppressed to the “medium” level throttle opening. In the present embodiment, as an example, the throttle opening at the “medium” level is the throttle opening at which the actual opening of the accelerator pedal 32 is suppressed to 25%. Similarly, the throttle opening at the “small” level is the throttle opening at which the actual opening of the accelerator pedal 32 is suppressed to 50%, and the throttle opening at the “large” level is the opening of the actual accelerator pedal 32. The throttle opening is such that the degree is suppressed to 10%.
Further, the acceleration suppression control amount calculation unit 44 sets the presence / absence of control to output a warning sound by adapting the total certainty factor to the acceleration suppression condition calculation map. In the case of outputting a warning sound, for example, character information on the content that activates the acceleration suppression control and visual information such as a symbol and light emission may be displayed on a display monitor included in the navigation device 26.

(Processing performed by the acceleration suppression command value calculation unit 10J)
Next, processing performed by the acceleration suppression command value calculation unit 10J will be described with reference to FIGS. 1 to 14 and FIG.
FIG. 15 is a flowchart showing processing performed by the acceleration suppression command value calculation unit 10J. The acceleration suppression command value calculation unit 10J performs the processing described below for each preset sampling time (for example, 10 [msec]).
As shown in FIG. 15, when the acceleration suppression command value calculation unit 10J starts processing (START), first, in step S400, an acceleration suppression operation condition determination result signal received from the acceleration suppression control content calculation unit 10I is displayed. refer. And the process ("acceleration suppression operation condition judgment result acquisition process" shown in the figure) which acquires an acceleration suppression operation condition judgment result is performed. If the process which acquires an acceleration suppression operation condition judgment result is performed in step S400, the process which the acceleration suppression command value calculating part 10J performs will transfer to step S402.

In step S402, in addition to the acceleration suppression operation condition determination result acquired in step S400, processing for acquiring information for calculating the acceleration suppression command value ("acceleration suppression command value calculation information acquisition processing" shown in the figure) is performed. . If the process which acquires the information for calculating an acceleration suppression command value in step S402 is performed, the process which the acceleration suppression command value calculating part 10J performs will transfer to step S404.
The information for calculating the acceleration suppression command value is information included in the above-described acceleration suppression control start timing signal, acceleration suppression control amount signal, driving side depression amount signal, and accelerator operation speed signal, for example.

In step S404, a process of determining whether or not the acceleration suppression operation condition determination result acquired in step S400 is a determination result that the acceleration suppression control operation condition is satisfied (“acceleration suppression control operation condition satisfied?” Shown in the figure). Do.
If it is determined in step S404 that the acceleration suppression control operation condition is satisfied ("Yes" shown in the drawing), the processing performed by the acceleration suppression command value calculation unit 10J proceeds to step S406.

On the other hand, if it is determined in step S404 that the acceleration suppression control operation condition is not satisfied ("No" shown in the figure), the processing performed by the acceleration suppression command value calculation unit 10J proceeds to step S408.
In step S406, based on the information for calculating the acceleration suppression command value acquired in step S402, a process of calculating an acceleration suppression command value that is an acceleration command value for performing acceleration suppression control ("Acceleration suppression command shown in the figure"). Control command value calculation "). If the process which calculates an acceleration suppression command value is performed in step S406, the process which the acceleration suppression command value calculating part 10J performs will transfer to step S410.
Here, in the process of calculating the acceleration suppression command value, the depression amount of the accelerator pedal 32 included in the drive side depression amount signal and the acceleration suppression control amount included in the acceleration suppression control amount signal are referred to. Then, an acceleration suppression control amount command value is calculated with the throttle opening as a degree of suppression (see FIG. 14) corresponding to the acceleration suppression control amount with respect to the actual opening of the accelerator pedal 32.

  Further, in the process of calculating the acceleration suppression command value, the depression amount of the accelerator pedal 32 included in the driving side depression amount signal and the acceleration suppression control start timing included in the acceleration suppression control start timing signal are referred to. And the acceleration suppression control start timing command value which makes the acceleration suppression control start timing the timing (refer FIG. 14) according to the opening degree of the actual accelerator pedal 32 is calculated.

In the process of calculating the acceleration suppression command value, the command value including the acceleration suppression control amount command value and the acceleration suppression control start timing command value calculated as described above is calculated as the acceleration suppression command value.
In step S408, driving force control without acceleration suppression control, that is, processing for calculating a normal acceleration command value that is an acceleration command value used in normal acceleration control ("command value calculation for normal acceleration control" shown in the figure). I do. If the process which calculates a normal acceleration command value is performed in step S408, the process which the acceleration suppression command value calculating part 10J performs will transfer to step S412.
Here, in the process of calculating the normal acceleration command value, the command value for calculating the throttle opening based on the depression amount of the accelerator pedal 32 included in the drive side depression amount signal is calculated as the normal acceleration command value.

In step S410, an acceleration suppression command value signal including the acceleration suppression command value calculated in step S406 is output to the target throttle opening calculation unit 10K ("acceleration suppression command value output" shown in the figure). If the process which outputs an acceleration suppression command value signal is performed in step S410, the process which the acceleration suppression command value calculating part 10J performs will be complete | finished (END).
In step S412, a process of outputting a normal acceleration command value signal including the normal acceleration command value calculated in step S408 to the target throttle opening calculation unit 10K ("normal acceleration command value output" shown in the figure) is performed. If the process which outputs a normal acceleration command value signal is performed in step S412, the process which the acceleration suppression command value calculating part 10J performs will be complete | finished (END).

(Processing performed by the target throttle opening calculation unit 10K)
Next, processing performed by the target throttle opening calculation unit 10K will be described with reference to FIGS. 1 to 15 and FIG.
FIG. 16 is a flowchart showing processing performed by the target throttle opening calculation unit 10K. The target throttle opening calculation unit 10K performs the process described below for each preset sampling time (for example, 10 [msec]).
As shown in FIG. 16, when the target throttle opening calculation unit 10K starts processing (START), first, in step S500, the drive side depression amount signal received from the accelerator operation amount calculation unit 10 is referred to. And the process ("accelerator operation amount acquisition process" shown in a figure) which acquires the depression amount (operation amount) of the accelerator pedal 32 which the drive side depression amount signal contains is performed. If the process which acquires the depression amount (operation amount) of the accelerator pedal 32 is performed in step S500, the process which the target throttle opening calculating part 10K performs will transfer to step S502.

  In step S502, based on the information signal received from the acceleration suppression command value calculation unit 10J, the suppression with acceleration suppression command value (see step 408), the acceleration suppression command value (see step S414) or the normal acceleration command value (step S418). (Refer to) is performed ("command value acquisition process" shown in the figure). If the process which acquires an acceleration suppression command value or a normal acceleration command value is performed in step S502, the process which the target throttle opening calculating part 10K performs will transfer to step S504.

In step S504, calculation of the target throttle opening ("target throttle opening calculation" shown in the figure) is performed based on the depression amount of the accelerator pedal 32 acquired in step S500 and the command value acquired in step S502. When the target throttle opening is calculated in step S506, the processing performed by the target throttle opening calculation unit 10K proceeds to step S506.
Here, in step S504, when the command value acquired in step S502 is a normal acceleration command value (when the acceleration suppression operation condition is not established), the throttle opening corresponding to the depression amount of the accelerator pedal 32 is set as follows. Calculated as the target throttle opening.

On the other hand, when the command value acquired in step S502 is the acceleration suppression command value (when the acceleration suppression operation condition is satisfied), the throttle opening corresponding to the acceleration suppression control amount command value is set as the target throttle opening. Calculate.
The target throttle opening is calculated using, for example, the following equation (1).
θ * = θ1−Δθ (1)
In the above equation (1), the target throttle opening is indicated by “θ *”, the throttle opening corresponding to the depression amount of the accelerator pedal 32 is indicated by “θ1”, and the acceleration suppression control amount is indicated by “Δθ”.
In step S506, a target throttle opening signal including the target throttle opening θ * calculated in step S504 is output to the engine controller 12 (“target throttle opening output” shown in the figure). In step S506, when the process of outputting the target throttle opening signal to the engine controller 12 is performed, the process performed by the target throttle opening calculation unit 10K ends (END).
Here, in step S506, when the command value acquired in step S502 is the suppression-accelerated suppression command value or the acceleration suppression command value, the opening degree (depression amount) of the accelerator pedal 32 corresponds to the acceleration suppression control start timing. At the timing when the opening is reached, the target throttle opening signal is output.

(Operation)
Next, an example of an operation performed using the vehicle acceleration suppression device 1 of the present embodiment will be described with reference to FIGS. 1 to 16 and FIGS. 17 and 18.
First, an example in which the host vehicle V traveling in the parking lot enters the parking frame L0 selected by the driver will be described.
When the vehicle speed of the host vehicle V traveling in the parking lot is not less than 15 [km / h], which is the threshold vehicle speed, the acceleration suppression control operation condition is not satisfied, and therefore the acceleration suppression control does not operate on the host vehicle V. The normal acceleration control that reflects the driver's acceleration intention is performed.
When the vehicle speed is less than the threshold vehicle speed, the parking frame L0 is detected, the brake pedal 30 is not operated, and the depression amount of the accelerator pedal 32 is equal to or greater than the threshold accelerator operation amount, the host vehicle V moves to the parking frame L0. Judge whether to enter or not.

Further, while the host vehicle V is traveling, the parking frame certainty setting unit 36 sets the parking frame certainty factor, and the parking frame approach certainty setting unit 38 sets the parking frame approach certainty factor. And the comprehensive reliability setting part 40 sets the comprehensive reliability based on a parking frame reliability and a parking frame approach reliability.
Further, while the host vehicle V is traveling, the acceleration suppression control start timing calculation unit 42 calculates the acceleration suppression control start timing based on the total reliability set by the total reliability setting unit 40, and the acceleration suppression control amount calculation unit 44 calculates an acceleration suppression control amount.

When it is determined that the host vehicle V enters the parking frame L0 and the acceleration suppression control operation condition is satisfied, the acceleration suppression command value calculation unit 10J outputs an acceleration suppression command value signal to the target throttle opening calculation unit 10K. To do. Further, the target throttle opening calculation unit 10K outputs a target throttle opening signal to the engine controller 12.
Therefore, when the driver operates the accelerator pedal 32 in a state where the acceleration suppression control operation condition is satisfied, the throttle opening corresponding to the depression amount of the accelerator pedal 32 is changed to the opening corresponding to the acceleration suppression control amount command value. Suppress. In addition, the start timing for suppressing the throttle opening according to the depression amount of the accelerator pedal 32 is set as the timing according to the acceleration suppression control start timing command value.

  Therefore, even when the accelerator pedal 32 is operated by an erroneous operation or the like in a situation where the braking operation is an appropriate driving operation, such as a state where the host vehicle V is close to a position suitable for parking within the parking frame L0, It becomes possible to suppress the throttle opening according to the total certainty factor. That is, since the acceleration suppression amount (the degree of throttle opening suppression) is small when the overall confidence level is low, it is possible to reduce the reduction in drivability, and when the overall confidence level is high, the acceleration suppression amount is large. Therefore, the acceleration suppression effect of the host vehicle V can be increased.

As described above, according to the present embodiment, it is possible to suppress a decrease in drivability in the parking lot before entering the parking frame L0 during parking, and to prevent an accidental operation of the accelerator pedal 32. It becomes possible to suppress the acceleration of the vehicle V.
Moreover, in this embodiment, the acceleration of the host vehicle V is suppressed and the safety is improved by increasing the acceleration suppression control amount as the total certainty factor is higher. Further, the lower the overall certainty, the later the acceleration suppression control start timing is delayed, and the drivability is suppressed from decreasing. This makes it possible to improve safety and suppress deterioration of drivability under the following conditions.

For example, in the situation where the host vehicle V standing by in the vicinity of the parking frame L0 for parallel parking on the side of the traveling road is started, it is necessary to allow a certain degree of acceleration.
Even under the following conditions, it is necessary to allow a certain amount of acceleration. This is because there are other vehicles on both sides (left and right parking frames) of the parking frame L0 where the host vehicle V is parked, and the host vehicle V is placed in a slight space on the opposite side (side away from each parking frame) from the front side. Let it enter. Thereafter, the host vehicle V enters the parking frame L0 where the host vehicle V is parked from the rear side, and parking is performed.
By controlling the acceleration suppression control start timing and the acceleration suppression control amount based on the total certainty for these situations, it is possible to suppress the acceleration of the host vehicle V and improve safety. In addition, it is possible to allow acceleration of the host vehicle V and suppress drivability deterioration.

Next, an operation example when the vehicle V makes a left turn from a state where the vehicle V is traveling on a public road (non-parking area) will be described.
Here, FIG. 17 is a diagram illustrating an operation example when the vehicle V makes a left turn from a state where the vehicle V is traveling on a public road and enters the parking lot. FIG. 18 is a diagram for explaining an example of operation when the vehicle V makes a left turn from a state where the vehicle V is traveling on a public road.

  Assume that the host vehicle V is traveling straight on a public road at a vehicle speed of 30 km / h or higher, for example, as shown in FIG. In this case, the non-parking area travel flag is already ON (“Yes” in step S612). In this situation, it is assumed that the host vehicle V performs a turning operation (left turn) that satisfies the first turning condition and enters the parking lot PA facing the road as shown in (2) of FIG. (“Yes” in step S616). Thereby, the estimated parking area travel flag is set to ON (step S618). When the estimated parking area travel flag is set to ON, the non-parking area travel flag is set to OFF (step S620).

  Thereafter, as shown in (3) of FIG. 17, the host vehicle V performs a turning operation (left turn) that satisfies the second turning condition in the parking lot PA, and enters the parking frame provided in the parking lot PA. (Yes in step S626). Thereby, the confirmed parking area travel flag is set to ON (step S626). Further, when the confirmed parking area travel flag is set to ON, a process for detecting the travel distance of the host vehicle V after the ON is set (step S630). Thereafter, the estimated parking area travel flag is set to OFF (step S632).

Thereby, all the shape patterns corresponding to the shape information memorize | stored in memory, such as ROM, become the detection target of a parking frame. Therefore, a parking frame certainty level of level 1 or higher is set for the parking frame having the shape shown in FIG. 4A existing in the parking lot PA in FIG.
In this case, it is determined that the acceleration certainty factor is set to a value other than “0”, the acceleration suppression control operating condition is determined to be satisfied, and the acceleration suppression command value calculation unit 10J sends the acceleration suppression command value signal to the target throttle opening calculation unit. Output to 10K. Further, the target throttle opening calculation unit 10K outputs a target throttle opening signal to the engine controller 12.

  Thus, when the driver operates the accelerator pedal 32 in a state where the acceleration suppression control operation condition is satisfied, the throttle opening corresponding to the depression amount of the accelerator pedal 32 is changed to the opening corresponding to the acceleration suppression control amount command value. To suppress. In addition, the start timing for suppressing the throttle opening according to the depression amount of the accelerator pedal 32 is set as the timing according to the acceleration suppression control start timing command value.

Therefore, even when the accelerator pedal 32 is operated by an erroneous operation or the like in a situation where the braking operation is an appropriate driving operation such as a state in which the host vehicle V approaches a position suitable for parking within the parking frame, It becomes possible to suppress the throttle opening according to the certainty factor.
In other words, in an area that can be determined to be a parking area, acceleration suppression control can be activated for all parking frames corresponding to shape information stored in a memory such as a ROM including the shape shown in FIG. Become.

  Note that the host vehicle V that has entered the parking area PA travels to the host vehicle V after the confirmed parking area travel flag is set to ON, for example, when the host vehicle V exits the road on the opposite side of the approaching road. Assume that it is determined that the distance (when traveling at a speed of less than 30 [km / h] per hour) is equal to or greater than a parking lot distance threshold (for example, 30 [m]) (“Yes” in step S634). Thereby, the confirmed parking area travel flag is set to OFF (step S636) and the estimated parking area travel flag is set to ON (step S638). That is, in this embodiment, when the travel distance after the confirmed parking area travel flag is turned ON is 30 [m] or more, the travel area of the host vehicle V is an area that cannot be determined as a parking area (in other words, Then, it is determined that the turning operation that satisfies the second turning condition is not the operation performed for parking). Then, the confirmed parking area travel flag is set to OFF, the estimated parking area travel flag is set to ON, and a specific shape parking frame (a road marking having a shape similar to the non-parking area is shown in FIG. 4A). (Existing parking frame) is excluded from the detection target of the parking frame.

  Thus, even if the host vehicle V performs a turning operation that seems to be a parking operation, when the host vehicle V travels a distance equal to or greater than the parking lot distance threshold in a state where the confirmed parking area travel flag is ON, It is determined that the vehicle is not traveling in the fixed parking area. And the setting change which sets a definite parking area travel flag to OFF and sets an estimated parking area travel flag to ON is performed. Thereby, when the traveling area of the host vehicle V is not a parking area but a non-parking area, it is possible to reduce malfunction of acceleration suppression control due to erroneous detection of a specific-shaped parking frame.

  On the other hand, as shown in FIG. 18 (1), it is assumed that the host vehicle V is traveling straight on a public road at a vehicle speed of 30 [km / h] or higher, for example. In this case, the non-parking area travel flag is already ON (“Yes” in step S612). In this situation, it is assumed that the host vehicle V performs a turning operation that satisfies the first turning condition and turns left at the intersection as shown in (2) of FIG. Thereby, the estimated parking area travel flag is set to ON (step S616). Further, since a broken road white line is marked on the road ahead of the left turn, as shown in the enlarged view surrounded by the one-dot chain line in FIG. A road white line OPL having a shape similar to the open type parking frame shown in FIG. 4A is extracted as a set of parking frame line candidates. Therefore, normally, there is a possibility that the road white line OPL is erroneously detected as a parking frame. However, since the estimated parking area travel flag is set to ON, the road white line OPL is a set of lines that satisfy the above-described condition E1. Therefore, it is excluded from parking frame detection candidates. Accordingly, since the acceleration suppression control operation condition is not satisfied at the point where the host vehicle V turns left, the acceleration suppression control does not operate on the host vehicle V, and normal acceleration control reflecting the driver's acceleration intention is performed. .

In other words, in a region that cannot be determined as a parking region but can be estimated, a parking frame having a specific shape (for example, the shape shown in FIG. 4A) having a similar shape to the non-parking region is detected from the detection target of the parking frame. exclude. The acceleration suppression control is activated only when a parking frame having a shape other than the specific shape is detected. Thereby, when the traveling area of the host vehicle V is a non-parking area, it is possible to reduce malfunction of acceleration suppression control due to erroneous detection of a parking frame having a specific shape.
Here, the ambient environment recognition sensor 14 described above corresponds to an imaging unit.

Moreover, the parking frame line candidate extraction process (step S204) performed by the parking frame certainty factor setting unit 36 described above corresponds to the parking frame line candidate extraction unit.
Moreover, a series of processes (steps S212 to S226) for detecting the parking frame and setting the parking frame certainty factor performed by the parking frame certainty factor setting unit 36 described above correspond to the parking frame detection unit.
The accelerator operation detection sensor 24 and the accelerator operation amount calculation unit 10G described above correspond to a driving force operation amount detection unit.
Moreover, the acceleration suppression control start timing calculation unit 42, the acceleration suppression control amount calculation unit 44, the acceleration suppression command value calculation unit 10J, and the target throttle opening calculation unit 10K described above correspond to the acceleration suppression control unit.

In addition, the host vehicle speed calculation unit 10B, the steering angle calculation unit 10C, the travel region determination unit 35, and the parking frame certainty setting unit 36 described above correspond to a vehicle travel state detection unit.
Moreover, the process (step S602-S604) which determines whether it is drive | working the non-parking area | region which the driving | running | working area determination part 35 mentioned above performs corresponds to a 1st driving | running | working area determination part.
Moreover, the process (step S616) which determines whether the turning operation | movement which satisfy | fills the 1st turning condition performed by the travel area determination part 35 mentioned above respond | corresponds to a 2nd travel area determination part.
Moreover, the process (step S626) which determines whether the turning operation | movement which satisfy | fills the 2nd turning conditions performed by the travel area determination part 35 mentioned above respond | corresponds to a 2nd travel area determination part.

(Effect of embodiment)
If it is this embodiment, it will become possible to show the effect described below.
(1) The host vehicle speed calculation unit 10B, the steering angle calculation unit 10C, the travel region determination unit 35, and the parking frame certainty setting unit 36 described above detect the travel state of the host vehicle V. Based on the detection result of the vehicle traveling state, the traveling region determination unit 35 determines whether or not the host vehicle V is traveling in a non-parking region that is a traveling region other than a parking region that is a region where parking is performed. A state in which the traveling region determination unit 35 determines that the host vehicle V is traveling in the non-parking region based on the detection result of the traveling state and the determination result of whether or not the vehicle is traveling in the non-parking region ( In a state where the non-parking area travel flag is set to ON), it is determined whether or not a turning operation satisfying a preset first turning condition has been performed. If the traveling area determination unit 35 determines that the turning operation satisfying the first turning condition is performed, it is determined that the host vehicle V is traveling in an estimated parking area that is an area estimated to be a parking area (estimated parking area). Set the travel flag to ON). The ambient environment recognition sensor 14 acquires a captured image obtained by capturing an area around the host vehicle. The parking frame certainty setting unit 36 extracts a line located on the road surface from the captured image as a parking frame line candidate. The parking frame certainty setting unit 36 obtains the information about the travel determination result of the estimated parking area and the shape information of the specific shape of the parking frame having a similar shape on the road surface of the non-parking area stored in advance in a memory such as a ROM. A parking frame is detected from the extracted parking frame line candidates based on a plurality of preset types of parking frame shape information to be detected. The accelerator operation detection sensor 24 and the accelerator operation amount calculation unit 10G detect the operation amount (driving force operation amount) of the accelerator pedal 32. The acceleration suppression control start timing calculation unit 42, the acceleration suppression control amount calculation unit 44, the acceleration suppression command value calculation unit 10J, and the target throttle opening calculation unit 10K are added to the parking frame extracted by the parking frame reliability setting unit 36. Based on this, acceleration suppression control is performed to suppress an acceleration command value (throttle opening) corresponding to the driving force operation amount detected by the accelerator operation detection sensor 24 and the accelerator operation amount calculation unit 10G. When the parking frame certainty setting unit 36 determines that the host vehicle V is traveling in the estimated parking area (determined that the estimated parking area traveling flag is set to ON), a plurality of data stored in a memory such as a ROM is stored. The parking frame corresponding to the shape information of the parking frame of a specific shape is excluded from the detection targets of the parking frame among the shape information of the type of the parking frame to be detected.

That is, when it is determined that the host vehicle V is traveling in an area estimated as a parking area, a parking frame having a specific shape having a similar shape in the non-parking area is excluded from the detection target of the parking frame. The parking frame having a specific shape is excluded from the control target of the acceleration suppression control.
Accordingly, it is possible to reduce malfunction of acceleration suppression control due to erroneous detection of a parking frame having a specific shape when the area where the host vehicle V is traveling is not a parking area but a non-parking area.

(2) If the parking frame certainty setting unit 36 determines that the host vehicle V is traveling in a non-parking region based on the determination result of the traveling region determination unit 35, the parking frame is not detected. ing.
As a result, while it is determined that the host vehicle V is traveling in the non-parking area, the acceleration suppression control is not performed. It becomes possible.

(3) When the traveling area determination unit 35 determines that the vehicle has performed a turning operation that satisfies the preset second turning condition from the state in which the own vehicle V determines that the vehicle is traveling in the estimated parking area, It determines with driving | running | working the fixed parking area | region which is an area | region which V can be determined as a parking area. When the parking frame certainty setting unit 36 determines that the host vehicle V is traveling in the fixed parking area, the parking frame detection unit detects parking frames corresponding to all shape information stored in advance in a memory such as a ROM. set to target.
As a result, in the estimated parking area, in the confirmed parking area that can be determined to be the parking area while limiting the acceleration suppression control not to be performed on the parking frame of the specific shape, for all the parking frames to be detected Thus, it is possible to appropriately execute the acceleration suppression control.

(4) The travel distance determination unit 35 detects the travel distance of the host vehicle V in a state where it is determined that the host vehicle V is traveling in the fixed parking area, and based on the detection result, the travel distance Is determined to be equal to or greater than a preset parking area distance threshold (for example, 30 [m]), the vehicle V travels in the estimated parking area according to the determination content that the vehicle V is traveling in the fixed parking area. Change to the judgment content.

  That is, even if it is determined that the host vehicle V is turning in the confirmed parking area by performing a turning operation that satisfies the second turning condition, the host vehicle V then travels a distance equal to or greater than the parking lot distance threshold. It is determined that the host vehicle V is traveling in an area (estimated parking area) that cannot be determined as a parking area. In this way, even when it is determined that the host vehicle V is traveling in the fixed parking area, the determination content is changed according to the subsequent travel distance, so the host vehicle V travels in the non-parking area. In this case, it is possible to further reduce the malfunction of the acceleration suppression control due to the erroneous detection of the parking frame having a specific shape.

(5) The traveling region determination unit 35 acquires turning determination information including the rotation angle (steering angle) of the steering wheel 28 operated by the driver for steering, and based on the acquired turning determination information, As the turning state, the turning radius and turning angle of the host vehicle V are detected. Then, the first turning condition is set such that the turning radius of the host vehicle V is equal to or less than a first radius threshold value (for example, 30 [m]) set in advance and the turning angle of the host vehicle V is set in advance (for example, , 40 [°]) or more is determined to be established. Further, the second turning condition is that the turning radius of the host vehicle V is equal to or less than a second radius threshold value (for example, 15 [m]) smaller than a preset first radius threshold value, and the turning angle of the host vehicle is set in advance. It was established when it was determined that the angle was equal to or greater than the two turning angle threshold (for example, 40 [°]).

  Here, for example, a turning operation performed for a vehicle traveling on a public road to enter a parking lot facing the road, and a turning operation performed for the vehicle to park its own vehicle in a parking frame in the parking lot. And at least the turning radius is different. That is, the turning radius when entering the parking lot is larger than the turning radius when parking in the parking frame. Accordingly, by setting at least the first radius threshold value to an appropriate value larger than the second radius threshold value, it is possible to improve the determination accuracy of whether or not the host vehicle V is traveling in the estimated parking area or the confirmed parking area. It becomes possible.

(6) The shape information corresponding to the parking frame having a specific shape includes the shape information corresponding to the parking frame constituted by only two parallel lines facing each other.
Here, on the road surface of a public road, there are a relatively large number of road markings similar to a parking frame composed of only two parallel parallel lines such as a broken road white line. By including such road markings as shape information corresponding to a parking frame having a specific shape, the probability that the acceleration suppression control malfunctions is further reduced when the area determined as the estimated parking area is a non-parking area. It becomes possible.

(7) When the traveling region determination unit 35 determines that the vehicle speed of the host vehicle is equal to or higher than a preset vehicle speed threshold (for example, 30 [km / h]), the host vehicle V is traveling in the non-parking region. judge.
That is, the vehicle speed of the vehicle is relatively low in the parking area, particularly when the parking operation is performed. Therefore, for example, when the vehicle is traveling at a speed that does not normally occur during a parking operation of 30 [km / h] or higher, for example, it can be easily and compared by determining that the vehicle is traveling in a non-parking area It becomes possible to determine that the host vehicle V is traveling in the non-parking area with high accuracy.

(8) If the traveling area determination unit 35 determines that an intersection existing ahead of the host vehicle V has been detected, it determines that the host vehicle V is traveling in a non-parking area.
When there is an intersection in front of the host vehicle V, the vehicle is traveling in a non-parking area such as a public road with a relatively high probability. Therefore, when an intersection is detected in front of the host vehicle, it is determined that the vehicle is traveling in the non-parking area, so that the host vehicle V is traveling in the non-parking area easily and with relatively high accuracy. It becomes possible to judge.

(9) The traveling area determination unit 35 extracts the distance between two parallel lines and the line length of the two parallel lines located on the road surface based on the parking frame line candidates extracted by the parking frame certainty setting unit 36. A first line length in which the travel area determination unit 35 has a line distance within a preset first line distance range (for example, 3.0 [m] to 5.0 [m]) and a line length is preset. Assume that it is determined that the two lines having a threshold value (for example, 7 [m]) or more have been extracted. Alternatively, the travel area determination unit 35 is within a second line distance range (for example, 2.5 [m] to 5.0 [m]) that is wider than the first line distance range set in advance. Assume that it is determined that the two lines having a line length that is longer than a first line length threshold set in advance (for example, 15 [m]) or more are extracted. The traveling area determination unit 35 determines that the host vehicle V is traveling in the non-parking area when at least one of these is established.

  Here, when the line length of two lines within the range of the width of the parking frame located on the road surface is sufficiently longer than the length of the lines constituting the parking frame, the two lines are parked. The possibility of a frame is low, and the possibility of a road white line on the road surface is high. When it is determined that such two lines have been extracted, it is determined that the host vehicle V is traveling in a non-parking area. Thereby, it can be determined with relatively high accuracy that the host vehicle V is traveling in the non-parking area.

(10) The travel region determination unit 35 detects the line length of the line located on the road surface based on the parking frame line candidates extracted by the parking frame certainty setting unit 36. When the traveling region determination unit 35 determines that the vehicle V detects a line whose distance between the lines is longer than a preset second line length threshold (for example, 15 [m]) or more, the host vehicle V It is determined that the vehicle is traveling in a non-parking area.
That is, when a continuous long line such as a road center line is detected from a line located on the road, it is determined that the host vehicle V is traveling in a non-parking area. Thereby, it can be determined with relatively high accuracy that the host vehicle V is traveling in the non-parking area.

(11) When the travel area determination unit 35 determines that the continuous travel distance of the host vehicle V is equal to or greater than a preset travel distance threshold (for example, 100 [m]), the host vehicle V travels in the non-parking region. It is determined that
In general, the continuous travel distance of a vehicle that is about to park is relatively short. Accordingly, when a relatively long distance value such as 100 [m] is set as the travel distance threshold, and it is determined that the host vehicle V has traveled a continuous travel distance equal to or greater than the travel distance threshold, the host vehicle V is not parked. Judgment that the vehicle is traveling in the area. This makes it possible to easily and relatively accurately determine that the host vehicle V is traveling in the non-parking area.

(Modification)
(1) In this embodiment, if it is determined that the host vehicle V has performed a turning motion that satisfies the first turning condition while determining that the host vehicle V is traveling in the non-parking region, the host vehicle V travels in the estimated parking region. It is determined that In addition, when it is determined that the vehicle V has performed a turning operation that satisfies the second turning condition while determining that the vehicle V is traveling in the estimated parking area, the vehicle V is determined to be traveling in the fixed parking area. It is not limited to. For example, when it is determined that the host vehicle V is traveling in a non-parking area, when the operation switch of the parking assist device is pressed, the determination is made such that the host vehicle V is traveling in the estimated parking area. It is good also as composition to do. In addition, when the operation switch of the parking assist device is pressed during the determination that the host vehicle V is traveling in the estimated parking area, the determination is made to the determination content that the host vehicle V is traveling in the confirmed parking area. It is good also as a structure. Here, the parking assistance device corresponds to, for example, a device (AVM (Around View Monitor), parking guide, or the like) that switches a screen display for parking. Further, the parking assist device corresponds to, for example, a device that performs control for assisting a parking action or a device that displays a setting screen for assist control (IPA (Intelligent Parking Assist)). Specifically, estimated parking that can be estimated as a parking area from a non-parking area such as a public road when a switch (including a mechanical switch, a touch panel, a GUI image switch, etc.) of these parking assist devices is pressed. It sets so that it may transfer to a fixed parking area which can be determined to be a parking area from an estimated parking area. In addition, it is good also as a structure which transfers to a fixed parking area suddenly, without going through an estimated parking area from a non-parking area.

(2) In the present embodiment, the acceleration suppression control start timing and the acceleration suppression control amount are calculated based on the total reliability set by the total reliability setting unit 40, but the present invention is not limited to this. That is, the acceleration suppression control start timing and the acceleration suppression control amount may be calculated based only on the parking frame reliability set by the parking frame reliability setting unit 36. In this case, the acceleration suppression control start timing and the acceleration suppression control amount are calculated by adapting the parking frame certainty factor to, for example, the acceleration suppression condition calculation map shown in FIG. FIG. 19 is a diagram illustrating a modification of the present embodiment.

(3) In this embodiment, the configuration of the parking frame certainty factor setting unit 36 sets the parking frame certainty factor based on the bird's-eye view image (environment) around the host vehicle V and the vehicle speed (running state) of the host vehicle V. However, the configuration of the parking frame certainty setting unit 36 is not limited to this. That is, the configuration of the parking frame certainty setting unit 36 is added to the current position of the host vehicle V included in the host vehicle position signal and the host vehicle included in the traveling road information signal in addition to the overhead view image and the vehicle speed around the host vehicle V. It is good also as a structure which sets parking frame reliability using the classification (road classification) of the road where V drive | works.
In this case, for example, when it is detected that the current position of the host vehicle V is on a public road based on information included in the host vehicle position signal and the travel road information signal, it is determined that there is no parking frame L0 around the host vehicle V. The parking frame certainty is set to “level 0”.
Thereby, for example, when the host vehicle V enters a parking frame where the operation of the acceleration suppression control is not preferable, such as a parking frame disposed on the road edge on a public road, the drivability reduction of the host vehicle V is suppressed. It becomes possible.

(4) In this embodiment, when the parking frame certainty setting unit 36 determines that the end points face each other along the direction of the width WL with respect to the lines La and Lb, the parking frame certainty level is set. 3 or level 4 is set (see step S230). However, the process of setting the parking frame certainty level to level 3 or level 4 is not limited to this. That is, the end point shape of the line L is a shape that is not marked on the public road, for example, when it is U-shaped (see FIGS. 4G to 4K, (m), and (n)). When this is recognized, the parking frame certainty may be set to level 3 or level 4.

(5) In the present embodiment, the configuration of the parking frame certainty factor setting unit 36 sets the parking frame certainty factor based on the bird's-eye view image (environment) around the host vehicle V and the vehicle speed (running state) of the host vehicle V. However, the configuration of the parking frame certainty setting unit 36 is not limited to this. That is, if the configuration of the host vehicle V is, for example, a configuration that includes a device (parking support device) that assists the driver in steering to the parking frame L0, and the parking support device is in the ON state, parking is performed. It is good also as a structure which becomes easy to raise the level of frame reliability. Here, the configuration in which the level of the parking frame certainty is likely to increase is, for example, a configuration in which the above-described set movement distance is set to a shorter distance than usual.

(6) In the present embodiment, the acceleration suppression control amount and the acceleration suppression control start timing are changed based on the total certainty factor to change the suppression degree of the acceleration command value. However, the present invention is not limited to this. That is, according to the total certainty factor, only the acceleration suppression control start timing or only the acceleration suppression control amount may be changed to change the suppression degree of the acceleration command value. In this case, for example, the higher the total certainty factor, the larger the acceleration suppression control amount may be set, and the acceleration suppression control value may be increased without changing the acceleration suppression control start timing.

(7) In the present embodiment, the acceleration command value is controlled to suppress the acceleration of the host vehicle V according to the depression amount (driving force operation amount) of the accelerator pedal 32. However, the present invention is not limited to this. That is, for example, the throttle opening corresponding to the depression amount (driving force operation amount) of the accelerator pedal 32 is set as the target throttle opening, and further, the braking force is generated by the braking device described above, and the driving force operation amount is determined. The acceleration of the host vehicle V may be suppressed.

(8) This embodiment is a preferred specific example of the present invention, and various technically preferable limitations are given. However, the scope of the present invention is intended to limit the present invention particularly in the above description. As long as there is no description, it is not restricted to these forms. In the drawings used in the above description, for convenience of illustration, the vertical and horizontal scales of members or parts are schematic views different from actual ones. In addition, the present invention is not limited to the above-described embodiments, and modifications, improvements, equivalents, and the like within the scope that can achieve the object of the present invention are included in the present invention.

DESCRIPTION OF SYMBOLS 1 Vehicle acceleration suppression apparatus 2 Brake apparatus 4 Fluid pressure circuit 6 Brake controller 8 Engine 10 Running control controller 10A Ambient environment recognition information calculation part 10B Own vehicle vehicle speed calculation part 10C Steering angle calculation part 10D Steering angular speed calculation part 10E Shift position calculation part 10F Brake pedal operation information calculation unit 10G Accelerator operation amount calculation unit 10H Acceleration operation speed calculation unit 10I Acceleration suppression control content calculation unit 10J Acceleration suppression command value calculation unit 10K Target throttle opening calculation unit 12 Engine controller 14 Ambient environment recognition sensor (front Camera 14F, right side camera 14SR, left side camera 14SL, rear camera 14R)
DESCRIPTION OF SYMBOLS 16 Wheel speed sensor 18 Steering angle sensor 20 Shift position sensor 22 Brake operation detection sensor 24 Acceleration operation detection sensor 26 Navigation apparatus 28 Steering wheel 30 Brake pedal 32 Accelerator pedal 34 Acceleration suppression operation condition judgment part 36 Parking frame reliability setting part 38 Parking Frame entry certainty setting unit 40 Total certainty setting unit 42 Acceleration suppression control start timing calculation unit 44 Acceleration suppression control amount calculation unit V Own vehicle W wheel (right front wheel WFR, left front wheel WFL, right rear wheel WRR, left rear wheel WRL )

Claims (11)

A vehicle running state detector that detects the running state of the host vehicle;
A first traveling region determination unit that determines whether or not the host vehicle is traveling in a non-parking region that is a traveling region other than a parking region that is a region in which parking is performed based on a detection result of the vehicle traveling state detection unit;
Based on the determination result of the first traveling region determination unit and the detection result of the vehicle traveling state detection unit, the first turn set in advance from the state where it is determined that the host vehicle is traveling in the non-parking region A second traveling area determination unit that determines that the host vehicle is traveling in an estimated parking area, which is an area estimated as the parking area, when it is determined that a turning operation that satisfies a condition is performed;
An imaging unit that acquires a captured image obtained by imaging an area around the host vehicle;
A parking frame line candidate extraction unit that extracts a line located on the road surface from the captured image as a parking frame line candidate;
A shape information storage unit for storing shape information of a plurality of types of parking frames to be detected in advance, including shape information of a specific shape parking frame having a similar shape on the road surface of the non-parking area;
Based on the shape information stored in the shape information storage unit and the determination result of the second travel region determination unit, a parking frame is detected from the parking frame line candidates extracted by the parking frame line candidate extraction unit. A parking frame detector;
A driving force operation amount detection unit that detects a driving force operation amount that is an operation amount of a driving force indicating operator that is operated by the driver of the own vehicle to instruct the driving force of the own vehicle;
Based on the parking frame detected by the parking frame detection unit, an acceleration suppression control unit that performs acceleration suppression control that is control for suppressing acceleration according to the driving force operation amount detected by the driving force operation amount detection unit; With
When the parking frame detection unit determines that the host vehicle is traveling in the estimated parking area, the parking frame detection unit stores the parking frame corresponding to the shape information of the specific shape parking frame stored in the shape information storage unit, An acceleration suppression device for a vehicle, which is excluded from a detection target of a parking frame.   When the parking frame detection unit determines that the host vehicle is traveling in the non-parking region based on the determination result of the first traveling region determination unit, the parking frame detection unit does not detect the parking frame. The vehicle acceleration suppression device according to claim 1. The second traveling region determination unit establishes a second turning condition set in advance from a state in which it is determined that the host vehicle is traveling in the estimated parking region based on a detection result of the vehicle traveling state detection unit. When it is determined that the turning motion is performed, it is determined that the host vehicle is traveling in a confirmed parking area that is an area that can be determined as the parking area,
When the parking frame detection unit determines that the host vehicle is traveling in the fixed parking region based on the determination result of the second travel region determination unit, all the shape information stored in the shape information storage unit 3. The vehicle acceleration suppression device according to claim 1, wherein a parking frame corresponding to is set as a detection target of the parking frame. The vehicle travel state detection unit is configured to detect a travel distance of the host vehicle in a state where the second travel region determination unit determines that the vehicle is traveling in the fixed parking region,
When the second travel area determination unit determines that the travel distance is equal to or greater than a preset first travel distance threshold based on the detection result of the vehicle travel state detection unit, the host vehicle travels in the fixed parking area. The vehicle acceleration suppression device according to claim 3, wherein the determination content that the vehicle is traveling is changed to a determination content that the host vehicle is traveling in the estimated parking area. The traveling state detection unit detects a steering operation amount of a steering operator operated by a driver for steering, and based on the detected steering operation amount, the turning radius and a turning angle of the host vehicle are set as the turning state. To detect
The first turning condition is satisfied when it is determined that the turning radius of the host vehicle is equal to or smaller than a preset first radius threshold and the turning angle of the own vehicle is equal to or larger than a preset first turning angle threshold;
The second turning condition is determined that the turning radius of the host vehicle is equal to or smaller than a second radius threshold value smaller than the first radius threshold value set in advance and the turning angle of the host vehicle is equal to or greater than a preset second turn angle threshold value. Then, the vehicle acceleration suppression device according to claim 3 or 4, wherein the vehicle acceleration suppression device is established.   6. The shape information corresponding to the parking frame having the specific shape includes shape information corresponding to a parking frame composed of only two parallel lines facing each other. The acceleration suppression apparatus for vehicles as described in. The traveling state detection unit detects the vehicle speed of the host vehicle,
The first traveling region determination unit, when determining that the vehicle speed is equal to or higher than a preset vehicle speed threshold, determines that the host vehicle is traveling in the non-parking region. The acceleration suppression apparatus for vehicles of any one of Claims. The traveling state detection unit detects an intersection existing in front of the host vehicle,
The said 1st driving | running | working area | region determination part determines with the own vehicle driving | running | working the said non-parking area | region, if it determines with having detected the said intersection. Vehicle acceleration suppression device. The traveling state detection unit is configured to determine a distance between two parallel lines located on the road surface based on the line extracted by the parking frame line candidate extraction unit and a line between the two lines. Detect the length,
In the first traveling area determination unit, the traveling state detection unit is configured so that the distance between the lines is within a preset first line distance range and the line length is equal to or larger than a preset first line length threshold. It is determined that a single line has been extracted, or the distance between the lines is within a second inter-line distance range that is wider than the preset first inter-line distance range and the first line length is set in advance. 2. The vehicle according to claim 1, wherein when it is determined that the two lines that are equal to or longer than a second line length threshold that is longer than a line length threshold are extracted, the host vehicle determines that the vehicle is traveling in the non-parking area. The vehicle acceleration suppression device according to claim 1. The traveling state detection unit detects a line length of a line located on the road surface based on the line extracted by the parking frame line candidate extraction unit,
When determining that the first traveling area determination unit has detected a line having a distance between the lines that is equal to or longer than a third line length threshold that is longer than the second line length threshold, the host vehicle determines the non-parking area. The vehicle acceleration suppression device according to claim 9, wherein it is determined that the vehicle is running. The travel state detection unit detects a continuous travel distance of the host vehicle,
The first travel area determination unit determines that the host vehicle is traveling in the non-parking area when it is determined that the continuous travel distance is equal to or greater than a preset second travel distance threshold. Item 11. The vehicle acceleration suppression device according to any one of Items 1 to 10.

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