JP2015067220A - Vehicular acceleration suppression device and vehicular acceleration suppression method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicular acceleration suppression device capable of suppressing acceleration of a vehicle unintended by a driver when an own vehicle performs parking.SOLUTION: A picked-up image is obtained by imaging a region of an own vehicle surrounding by means of a camera disposed on an own vehicle, a vehicle attitude upon acceleration and deceleration in the longitudinal direction of the own vehicle is estimated based on acceleration and deceleration information as the information related to the occurrence of the acceleration and deceleration in the longitudinal direction of the own vehicle, and the content of information for detection as the information used for parking frame detection processing for detecting a parking frame from the picked-up image on the basis of the estimated vehicle attitude is set as the content that reduces a change of the picked-up image in accordance with a positional change of the camera due to the change in the pitch direction of the vehicle attitude. Therein, the parking frame detection processing is performed by using the preset information for detection and, when the parking frame is detected, an acceleration suppression control that suppresses acceleration of the own vehicle in accordance with driver's operation of driving force instruction operator is performed.

Description

  The present invention relates to a technique for detecting a parking frame when driving assistance is performed when a vehicle is parked.

  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, since the above-described operating conditions are based on map information, a malfunction occurs if the map information is not accurate.
The present invention has been made paying attention to the above points, and the acceleration of the vehicle not intended by the driver when the host vehicle is parked in the parking frame, or the acceleration suppression operation on the travel path that is not the parking lot. The purpose is to prevent.

  In order to solve the above-described problem, an aspect of the present invention relates to generation of an acceleration / deceleration operation in the front-rear direction of the host vehicle by acquiring a captured image obtained by capturing a region around the host vehicle with a camera provided in the host vehicle. Based on the acceleration / deceleration information, which is information, the vehicle posture during acceleration / deceleration is estimated in the front-rear direction of the host vehicle. In addition, based on the estimated vehicle posture, the content of the detection information, which is information used for parking frame detection processing for detecting a parking frame from the captured image, is changed to a position change with respect to the road surface of the camera due to a change in the pitch direction of the vehicle posture The content is set so as to reduce the change of the corresponding captured image. Then, when the parking frame is detected from the captured image using the set detection information, and the parking frame is detected, the acceleration suppression is a control that suppresses the acceleration of the host vehicle in accordance with the operation of the driving force instruction operator of the driver. Implement control.

According to the present invention, based on the estimated vehicle posture before the detection of the parking frame, the content of the detection information used when detecting the parking frame is taken according to the position change of the camera posture with respect to the road surface due to the change in the pitch direction of the vehicle posture. It was set to the content which makes the change of the small.
As a result, for example, the contents of detection information such as a captured image that changes in accordance with a change in the position of the camera and a threshold value for determination used when detecting a parking frame from the captured image can be used for the captured image due to a change in the position of the camera. It is possible to set the content to reduce the change. As a result, since it becomes possible to improve the detection accuracy of the parking frame when the posture change in the pitch direction occurs in the own vehicle, the vehicle not intended by the driver when the posture change in the pitch direction occurs in the own vehicle. It is possible to suppress the acceleration of the vehicle and the acceleration suppression operation on a travel path that is not a parking lot. As a result, it is possible to perform an appropriate operation of the acceleration suppression control.

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 which a parking frame reliability calculation part makes the setting object of parking frame reliability. 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 which a parking frame reliability calculation part sets a parking frame reliability. It is a flowchart which shows an example of the process sequence of the information correction process for a detection. (A)-(c) is a figure which shows an example of the change of the camera position according to the change of pitch angle (theta) p, and an example of the change of the captured image by the change of a camera position. (A)-(c) is a figure which shows an example of the change of the camera position according to the change of the roll angle at the time of seeing the own vehicle V from back, and an example of the change of the captured image by the change of a camera position. is there. (A) And (b) is a schematic diagram which illustrates typically the extraction method of the parking frame line by edge detection. (A)-(b) is a schematic diagram which shows an example which correct | amends the determination element extracted from the bird's-eye view image according to the change of the camera position by pitching. (A)-(b) is a schematic diagram which shows an example which correct | amends the determination element extracted from the bird's-eye view image according to the change of the camera position by rolling. It is a figure which shows the content of the process which the parking frame reliability calculation part 36 performs. It is a figure which shows the content of the process which the parking frame reliability calculation part 36 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 which shows a modification.

Embodiments of the present invention will be described below with reference to the drawings.
[First Embodiment]
(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. And comprising. In addition to this, 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 braking force 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. And an accelerator operation detection sensor 24. In addition, the vehicle acceleration suppression device 1 includes a navigation device 26 and a travel 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 on which the driver performs the stepping operation with his / her foot, and may be, for example, a lever operated by the driver with his / her hand.

The biaxial acceleration sensor 25 is an actual longitudinal acceleration Ga that is an actual acceleration in the longitudinal direction (traveling direction) of the host vehicle V, and an actual lateral that is an actual acceleration in the left-right direction (lateral direction) of the host vehicle V that is orthogonal to the longitudinal direction. The acceleration Gy is detected. Then, an information signal including the detected actual longitudinal acceleration Ga and actual lateral acceleration Gy (may be described as “acceleration signal” in the following description) is output to the travel controller 10.
The actual longitudinal acceleration Ga is a positive value during acceleration and a negative value during deceleration with respect to the traveling direction. The actual lateral acceleration Gy has a positive value when accelerating in the right direction and a negative value when accelerating in the left direction with respect to the traveling direction.
The navigation device 26 is a device that includes a GPS (Global Positioning System) receiver, a map database, and an information presentation device having a display monitor, and performs route search, route guidance, and the like.

Further, the navigation device 26 uses the current position of the host vehicle V acquired by using the GPS receiver and the road information stored in the map database, such as the type of road on which the host vehicle V is traveling and the road width. Information can be acquired.
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 device 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 yaw rate sensor 27 detects the yaw rate of the host vehicle V, and outputs an information signal including the detected yaw rate (may be referred to as “yaw rate signal” in the following description) to the travel controller 10.
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.
As shown in FIG. 2, the parking driving support unit among the processes of the travel controller 10 includes, as shown in FIG. 2, an ambient environment recognition information calculation unit 10A, a host vehicle speed calculation unit 10B, and a steering angle calculation unit 10C. A steering angular velocity calculation unit 10D. In addition, the parking driving support unit 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 as functional components. A content calculation unit 10I. Furthermore, the parking driving support unit includes an acceleration suppression command value calculation unit 10J and a target throttle opening calculation unit 10K as functional components. These functional components 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, performing bird's-eye conversion on an image captured by each camera (front camera 14F, right-side camera 14SR, left-side camera 14SL, and rear camera 14R) and combining the images after bird's-eye conversion. To do.

Each camera is fixed at a preset installation position of the body of the host vehicle V, and imaging conditions such as the direction of the shooting axis of each camera, the angle of view of the lens, and the size of the shot image are also set in advance. It has become.
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 (may be described as “shift position signal” in the following description) 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, as the above-described various information signals, an overhead image signal, an individual image signal, a vehicle speed calculation value signal, a steering angle signal, a steering angular velocity signal, a shift position signal, a braking side depression amount signal, a driving side Receives the input of a stepping amount signal, a vehicle position signal, and a traveling road information signal. In addition, it receives acceleration signals and yaw rate signals as various information signals. 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 driving force 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 an input of a drive side depression amount signal and an acceleration suppression command value signal. Based on the depression amount of the accelerator pedal 32 and the acceleration suppression 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 parking frame certainty calculation unit 36, a parking frame approach certainty setting unit 38, and an overall certainty setting unit. 40. In addition, 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 that suppresses (corrects to a value that does not accelerate more than usual) an acceleration command value that accelerates 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 parking frame certainty calculation unit 36 sets a parking frame certainty that is a certainty that a 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 calculation unit 36 refers to various information included in the overhead image signal, the individual image signal, the vehicle speed calculation value signal, the shift position signal, the own vehicle position signal, and the traveling road information signal, thereby confirming the parking frame certainty. Set the degree.

Moreover, as shown in FIG. 4, for example, there are a plurality of patterns in the parking frame that the parking frame certainty factor calculation unit 36 sets the certainty factor. In addition, FIG. 4 is a figure which shows the pattern of the parking frame which the parking frame reliability calculation part 36 makes the setting object of parking frame reliability.
Further, the parking frame certainty calculation unit 36 acquires various data included in the braking-side depression amount signal, the driving-side depression amount signal, the shift position signal, the acceleration signal, the wheel speed signal, the vehicle speed calculation value signal, and the yaw rate signal. . The parking frame certainty calculation unit 36 predicts the acceleration of the host vehicle V based on the acquired various data, and estimates the vehicle posture of the host vehicle V based on the predicted acceleration. And based on the estimated vehicle attitude | position, the information for a detection which is the information used at the time of the detection of a parking frame is set.
Details of the process for setting the parking frame certainty factor by the parking frame certainty calculation unit 36 and the process for setting the detection information will be described later.

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 reliability setting unit 38 sets the parking frame approach reliability with reference to various information included in the overhead image signal, the vehicle speed calculation value signal, the 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 shift position signal, and the steering angle signal, and the acceleration suppression control start timing. Is calculated.
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 calculates the acceleration suppression control amount by referring to various information included in the comprehensive certainty signal, the braking side depression amount signal, the vehicle speed calculation value signal, the shift position signal, and the steering angle signal. To do.
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.
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. In addition, the acceleration suppression operation condition determination unit 34 repeatedly performs the process described below every preset sampling time (for example, 10 [msec]).
As shown in FIG. 5, when the acceleration suppression operation condition determination unit 34 starts processing (START), first, the process proceeds to step S100.

In step S100, the acceleration suppression operation condition determination unit 34 performs a process of acquiring the parking frame certainty factor set by the parking frame certainty factor calculation unit 36 ("parking frame certainty factor acquisition process" shown in the drawing). Thereafter, the processing performed by the acceleration suppression operation condition determination unit 34 proceeds to step S102.
In step S102, the acceleration suppression operation condition determination unit 34 performs a process for determining the presence or absence of a parking frame based on the parking frame certainty factor acquired in step S100 ("parking presence / absence determination process" shown in the figure).

  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, the acceleration suppression operation condition determination unit 34 refers to the vehicle speed calculation value signal received from the host vehicle vehicle speed calculation unit 10B, and acquires the vehicle speed of the host vehicle V ("own vehicle shown in the figure" Car speed information acquisition process ”). Thereafter, the processing performed by the acceleration suppression operation condition determination unit 34 proceeds to step S106.

In step S106, the acceleration suppression operation condition determination unit 34 determines whether the condition that the vehicle speed of the host vehicle V is less than a preset threshold vehicle speed is satisfied based on the vehicle speed acquired in step S104. ("Vehicle speed condition determination process" shown in the figure) is performed.
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.
In step S106, when it is determined that the condition that the vehicle speed of the host vehicle V is less than the threshold vehicle speed is satisfied ("Yes" in the drawing), the processing performed by the acceleration suppression operation condition determination unit 34 is performed in 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 S106. The process proceeds to S120.
In step S108, the acceleration suppression operation condition determination unit 34 refers to the brake-side depression amount signal received from the brake pedal operation information calculation unit 10F, and acquires information on the depression amount (operation amount) of the brake pedal 30. Processing ("brake pedal operation amount information acquisition processing" shown in the figure) is performed. Thereafter, the processing performed by the acceleration suppression operation condition determination unit 34 proceeds to step S110.

In step S110, the acceleration suppression operation condition determination unit 34 determines whether or not the brake pedal 30 is operated based on the depression amount of the brake pedal 30 acquired in step S108 ("brake pedal shown in the figure"). Operation determination process ").
If it is determined in step S110 that the brake pedal 30 is not 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, the acceleration suppression operation condition determination unit 34 refers to the driving side depression amount signal received from the accelerator operation amount calculation unit 10G and acquires information on the depression amount (operation amount) of the accelerator pedal 32. ("Accelerator pedal operation amount information acquisition process" shown in the figure). Thereafter, the processing performed by the acceleration suppression operation condition determination unit 34 proceeds to step S114.

In step S114, the acceleration suppression operation condition determination unit 34 determines whether or not the condition that the depression amount (operation amount) of the accelerator pedal 32 is equal to or larger than a preset threshold accelerator operation amount (in the drawing). The “accelerator pedal operation determination process” shown in FIG. 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 processing 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, the acceleration suppression operation condition determination unit 34 acquires information for determining whether or not the host vehicle V enters the parking frame ("parking frame entry determination information acquisition process" shown in the figure). I do. Thereafter, the processing performed by the acceleration suppression operation condition determination unit 34 proceeds to step S118. In the present embodiment, as an example, the host vehicle V enters the parking frame based on the steering angle of the steering wheel 28, the angle formed by the host vehicle V and the parking frame, and the distance between the host vehicle V and the parking frame. The case of determining whether or not will be described.

Here, a specific example of the process performed in step S116 will be described.
In step S116, the acceleration suppression operation condition determination unit 34 refers to the steering angle signal received from the steering angle calculation unit 10C, and acquires the rotation angle (steering angle) of the steering wheel 28. In addition to this, 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, the acceleration suppression operation condition determination unit 34 determines whether or not the host vehicle V enters the parking frame based on the information acquired in step S116 ("parking frame entry determination process shown in the figure"). ")I do.
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, the acceleration suppression operation condition determination unit 34 generates an acceleration suppression operation condition determination result signal as an information signal including a determination result that the acceleration suppression control operation condition is not satisfied ("Acceleration suppression operation condition shown in the figure"). Not established ”). Thereafter, the processing performed by the acceleration suppression operation condition determination unit 34 proceeds to step S124.

In step S122, the acceleration suppression operation condition determination unit 34 generates 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 shown in the figure"). Established)). Thereafter, the processing performed by the acceleration suppression operation condition determination unit 34 proceeds to step S124.
In step S124, the acceleration suppression operation condition determination unit 34 outputs 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 shown in the figure"). “Condition judgment result output”). Thereafter, a series of processing ends (END).

Processing Performed by Parking Frame Confidence Calculation Unit 36 The process by which the parking frame certainty calculation unit 36 sets the parking frame certainty factor will be described with reference to FIGS. 1 to 6 and FIGS.
FIG. 7 is a flowchart illustrating a process in which the parking frame certainty calculation unit 36 sets the parking frame certainty.
As shown in FIG. 7, when the parking frame certainty calculation unit 36 starts processing (START), first, the process proceeds to step S200.
In step S200, the parking frame certainty calculation unit 36 performs a process of setting the parking frame certainty level to the lowest value (level 0) ("set to level 0" shown in the drawing). Then, the process which the parking frame reliability calculation part 36 performs transfers to step S202.

In step S202, the parking frame certainty calculation unit 36 acquires a 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 ("ambient image shown in the figure" Acquisition process)). Then, the process which the parking frame reliability calculation part 36 performs transfers to step S204.
In step S204, a process for determining whether or not to execute a process of correcting detection information such as a determination element used for detection of a parking frame and a determination threshold value in response to the acquisition of the overhead image in step S202. ("Detection information correction execution determination" shown in the figure). Then, the process which the parking frame reliability calculation part 36 performs transfers to step S206.

Here, a specific example of the process performed in step S204 will be described with reference to FIG.
FIG. 8 is a flowchart illustrating an example of a processing procedure of the detection information correction determination process.
As shown in FIG. 8, when the parking frame certainty calculation unit 36 starts processing (START), first, the process proceeds to step S2000.
In step S2000, the parking frame certainty factor calculation unit 36 reads various data at the time of obtaining the overhead image in step S202. Then, the process which the parking frame reliability calculation part 36 performs transfers to step S2010.

Specifically, in the present embodiment, various data included in the braking-side depression amount signal, the driving-side depression amount signal, the shift position signal, the acceleration signal, the wheel speed signal, the vehicle speed calculation value signal, and the yaw rate signal that have been accepted are input. Read.
That is, the parking frame certainty calculation unit 36 determines the amount of depression of the brake pedal 30, the amount of depression of the accelerator pedal 32, the current shift position, the wheel speed of each wheel, the vehicle speed ν of the host vehicle V, the actual longitudinal acceleration Ga, the actual lateral The acceleration Gy and the yaw rate φ are read.
In step S2010, the parking frame certainty calculation unit 36 performs a process of predicting the longitudinal acceleration / deceleration and the lateral acceleration of the host vehicle V based on the various data read in step S2010. Then, the process which the parking frame reliability calculation part 36 performs transfers to step S2020.

In the present embodiment, the parking frame certainty calculation unit 36 is based on the depression amount of the accelerator pedal 32 and the shift position, which is an operation amount that affects the pitching during acceleration among the operation amounts according to the driver's instruction. The longitudinal acceleration of the host vehicle V is predicted. In addition, the parking frame certainty calculation unit 36 determines the front-rear direction of the host vehicle V based on the depression amount of the brake pedal 30 that is an operation amount that affects the pitching at the time of deceleration among the operation amounts according to the driver's instruction. Predict deceleration.
In addition, about the depression amount of the accelerator pedal 32 and the depression amount of the brake pedal 30, both variation | change_quantity is calculated based on these depression amounts detected from the past to the present only for the preset set time. In the following description, the change amount of the depression amount of the accelerator pedal 32 may be referred to as “accelerator operation change amount”, and the change amount of the depression amount of the brake pedal 30 may be referred to as “brake operation change amount”.

  Further, in this embodiment, the longitudinal acceleration predicted value Ga * (in the following description, may be described as “predicted longitudinal acceleration Ga *”) is based on the amount of change in accelerator operation in advance through experiments or simulations. Calculate with reference to the created map. In the above description, the predicted longitudinal acceleration Ga * is calculated based on the two operation amounts. However, the predicted longitudinal acceleration Ga * is calculated using only the depression amount of the accelerator pedal 32 among the operation amounts. Also good. Further, the predicted longitudinal acceleration Ga * may be calculated based on an operation amount that affects other pitching and an amount that changes in accordance with the operation amount.

  Further, in the present embodiment, the predicted value Gb * of the longitudinal deceleration (which may be described as “predicted longitudinal deceleration Gb *” in the following description) is based on the amount of change in brake operation in advance through experiments and simulations. Calculate with reference to the map created by In addition to the depression amount of the brake pedal 30, the predicted longitudinal deceleration Gb * may be calculated based on the operation amount that affects other pitching and the amount that changes according to the operation amount.

Furthermore, in the present embodiment, the parking frame certainty calculation unit 36 predicts the lateral acceleration when the host vehicle V is turning based on the vehicle speed ν and the yaw rate φ. The predicted value Gy * of the lateral acceleration at the time of turning (may be described as “predicted lateral acceleration Gy *” in the following description) is calculated using the following equation (1).
Gy * = ν · φ (1)
Note that the present invention is not limited to the configuration for obtaining the predicted lateral acceleration Gy * using the vehicle speed ν and the yaw rate φ. The predicted lateral acceleration Gy * may be calculated based on the steering angular velocity obtained by differentially calculating the angle with reference to a map created in advance through experiments or simulations. In addition, the predicted lateral acceleration Gy * may be calculated based not only on the steering angle but also on an operation amount that affects other rolls and an amount that changes according to the operation amount.

Still further, the parking frame certainty calculation unit 36 of the present embodiment calculates a road surface gradient based on the actual front / rear acceleration Ga or the actual front / rear deceleration Gb, and the predicted front / rear acceleration Ga * or the predicted front / rear deceleration based on the calculated road surface gradient. Gb * is corrected.
Here, various methods have been proposed for estimating the road surface gradient. In this embodiment, for example, the road surface gradient is estimated based on the difference between the actual longitudinal acceleration Ga and the acceleration of the non-driven wheels. This method utilizes the fact that the biaxial acceleration sensor 25 is affected by the road surface gradient, whereas the acceleration of the non-driven wheels actually represents the acceleration generated in the host vehicle V.

  For example, when the climbing gradient is traveling at a constant speed, the biaxial acceleration sensor 25 is output in the acceleration direction, and the difference (zero in this case) from the acceleration of the non-driven wheels is the acceleration Gs corresponding to the road surface gradient. Become. In other words, it is impossible to travel on a climbing gradient at a constant speed unless a driving force corresponding to the acceleration Gs is applied. In the present embodiment, assuming that the vehicle speed ν of the host vehicle V is obtained from the average value of the wheel speeds of the non-driven wheels, the read vehicle speed ν is differentiated to calculate the acceleration Gs of the non-driven wheels. Then, the predicted longitudinal acceleration Ga * is corrected based on the non-driven wheel acceleration Gs.

  In addition, the parking frame certainty calculation unit 36 of the present embodiment calculates the slip rate from the wheel speed of each wheel, and calculates the slope of the actual longitudinal acceleration Ga or the actual longitudinal deceleration Gb with respect to the slip rate, thereby Estimate the coefficient of friction with the road surface. Based on this friction coefficient, the predicted longitudinal acceleration Ga * or the predicted longitudinal deceleration Gb * is corrected. That is, when the road surface friction coefficient of the traveling road of the host vehicle V, such as a road wet with rain, a frozen road, and a snow road, is relatively small, the wheels slip and idle, and the actual longitudinal acceleration Ga is determined by the accelerator pedal 32. This is smaller than the predicted longitudinal acceleration Ga * predicted from the stepping amount and the shift position. Therefore, the predicted longitudinal acceleration Ga * is corrected by a correction amount corresponding to a preset road friction coefficient. The actual longitudinal deceleration Gb is smaller than the predicted longitudinal deceleration Gb * predicted from the depression amount of the brake pedal 30. Therefore, the predicted longitudinal deceleration Gb * is corrected by a correction amount corresponding to a preset road friction coefficient.

In step S2020, in the parking frame certainty calculation unit 36, a difference value between each predicted acceleration or predicted deceleration predicted and corrected in step S2010 and each actual acceleration or actual deceleration detected by the biaxial acceleration sensor 25 is calculated. calculate. Then, the process which the parking frame reliability calculation part 36 performs transfers to step S2030.
Specifically, when the accelerator pedal 32 is depressed, the parking frame certainty calculation unit 36 determines a difference value between the predicted longitudinal acceleration Ga * and the actual longitudinal acceleration Ga (in the following description, “longitudinal acceleration differential value Gad”). May be listed). Further, when the brake pedal 30 is depressed, a difference value between the predicted longitudinal deceleration Gb * and the actual longitudinal deceleration Gb (which may be described as “front / rear deceleration differential value Gbd” in the following description) is calculated. To do. In addition, the parking frame certainty calculation unit 36 calculates a difference value between the predicted lateral acceleration Gy * and the actual lateral acceleration Gy (may be described as “lateral acceleration difference value Gyd” in the following description).

In step S2030, whether or not the longitudinal acceleration difference value Gad or the longitudinal deceleration difference value Gbd and the lateral acceleration difference value Gyd calculated in step S2020 are within a preset difference value range in the parking frame certainty calculation unit 36. The process which determines is performed.
In step S2030, at least one of the determination that the longitudinal acceleration difference value Gad or the longitudinal deceleration difference value Gbd is within the longitudinal difference value range or the determination that the lateral acceleration difference value Gyd is within the lateral difference value range is established. When it determines with having carried out ("Yes" shown in the figure), the process which the parking frame reliability calculation part 36 performs transfers to step S2040.

On the other hand, when it is determined in step S2030 that the longitudinal acceleration difference value Gad or the longitudinal deceleration difference value Gbd is not within the longitudinal difference value range and the lateral acceleration difference value Gyd is not within the lateral difference value range (shown in the figure). “No”), the process performed by the parking frame certainty calculation unit 36 proceeds to step S2070.
In step S2040, the parking frame certainty calculation unit 36 performs a process of estimating the attitude of the host vehicle V based on the predicted acceleration / deceleration corresponding to the acceleration / deceleration difference value determined to be within the difference value range. Then, the process which the parking frame reliability calculation part 36 performs transfers to step S2050.

Specifically, when it is determined that the longitudinal acceleration difference value Gad is within the longitudinal difference value range, the parking frame certainty calculation unit 36 estimates the pitch angle θp of the host vehicle V based on the predicted longitudinal acceleration Ga *. An estimated pitch angle θp * is calculated. When it is determined that the longitudinal deceleration difference value Gbd is within the longitudinal difference value range, an estimated pitch angle θp * that is an estimated value of the pitch angle θp of the host vehicle V is calculated based on the predicted longitudinal deceleration Gb *. To do. On the other hand, when it is determined that the longitudinal acceleration difference value Gad or the longitudinal deceleration difference value Gbd is not within the longitudinal difference value range, the parking frame certainty degree calculation unit 36 does not calculate the estimated pitch angle θp * (for example, θp * = 0). In addition, although the front-back difference value range is set to the same range at the time of acceleration and deceleration, the present invention is not limited to this configuration, and a different range may be used for acceleration and deceleration.
Here, the estimated pitch angle θp * is calculated based on the existing equation of motion. For example, the estimated pitch angle θp * is calculated using the following equation (2).
θp * = tan ⁻¹ (G * / g) (2)
In the above equation (2), g is a gravitational acceleration. In the above equation (2), G * is the predicted longitudinal acceleration Ga * when the accelerator pedal 32 is depressed, and is the estimated longitudinal deceleration Gb * when the brake pedal 30 is depressed.

In addition, the parking frame certainty calculation unit 36 is an estimated value of the roll angle θr of the host vehicle V based on the predicted lateral acceleration Gy * when it is determined that the lateral acceleration difference value Gyd is within the lateral difference value range. Estimated roll angle θr * is calculated. On the other hand, when it is determined that the lateral acceleration difference value Gyd is not within the lateral difference value range, the parking frame certainty factor calculation unit 36 does not calculate the estimated roll angle (for example, set to θr * = 0).
Here, the estimated roll angle θr * is calculated based on the existing equation of motion. For example, the estimated roll angle θr * is calculated using the following equation (3).
θr * = (m · ha · Gy *) / (Iy · s ² + s + (Ky−m · g · ha))
(3)
In the above formula (3), m is the sprung mass of the vehicle, ha is the roll arm length of the vehicle, Iy is the roll inertia moment of the vehicle, Cy is the roll damping coefficient of the vehicle, Ky is the roll stiffness of the vehicle, and g is the acceleration of gravity. , S represents a Laplace operator. Among these, m, ha, Iy, Cy, and Ky are constants determined in advance based on the vehicle specifications of the host vehicle V.

In step S2050, the parking frame certainty calculation unit 36 performs a process of determining whether the posture change amount of the host vehicle V is equal to or greater than a change amount threshold value.
Specifically, when the parking frame certainty calculation unit 36 calculates the estimated pitch angle θp * based on the predicted longitudinal acceleration Ga * or the predicted longitudinal deceleration Gb * in step S2040, first, the estimated pitch angle θp A difference value between * and a preset reference pitch angle θpr is calculated. Then, a process of determining whether or not the absolute value of the calculated difference value (may be described as “pitch angle change amount θpg” in the following description) is greater than or equal to a preset pitch angle change amount threshold value. I do.
Here, the reference pitch angle θpr is, for example, a pitch angle when the host vehicle V is traveling on a flat straight road at a constant speed equal to or lower than a preset speed, or a pitch angle when the vehicle is stopped on a flat road. For example, when the road surface is used as a reference, the reference pitch angle θpr is “0 [deg]”.

Further, the pitch angle change amount θpg of the host vehicle V is closely related to the position change amounts of the front camera 14F and the rear camera 14R described above.
Here, FIGS. 9A to 9C are diagrams illustrating an example of a change in the camera position according to a change in the pitch angle θp and an example of a change in the captured image due to the change in the camera position. FIG. 9A is a diagram illustrating an example when the pitch angle change amount θpg is “0” with respect to the reference pitch angle θpr. FIG. 9B is a diagram illustrating an example of a change in the camera position and a change in the captured image with respect to the pitch angle change amount θpg when the host vehicle V decelerates. FIG. 9C is a diagram illustrating an example of a change in the camera position and a change in the captured image with respect to the pitch angle change amount θpg when the host vehicle V accelerates.

  For example, when the host vehicle V is traveling at a constant speed equal to or lower than a preset speed in the traveling direction, the pitch angle change amount θpg is the reference pitch angle θpr, and there is no posture change due to pitching of the host vehicle V. (Can be ignored). In this state, it is assumed that the front camera 14F and the rear camera 14R capture an image including two opposing white lines (straight lines) that form a parking frame. In this case, in the present embodiment, in the bird's-eye view image obtained by bird's-eye conversion of the captured image, the two white lines are picture planes arranged in a straight line as shown in FIG.

  On the other hand, when the host vehicle V is traveling forward, for example, when the driver depresses the brake pedal 30 and the host vehicle V decelerates, the vehicle body of the host vehicle V turns forward as shown in FIG. The pitch angle changes. This is because a pitching moment is generated around the center of gravity because a braking force is generated on the wheel when the vehicle decelerates, and a vertical force is generated at the ground contact points of the front and rear wheels to cancel this moment. The vertical force acting on this contact point causes the front wheels to contract, and the suspension and vertical springs of the wheels are deformed in the direction in which the rear wheels extend, causing the vehicle to pitch forward. Accordingly, an arrow line extending in the direction from the lens center of the front camera 14F toward the road surface in FIG. 9B (may be referred to as “imaging axis” in the following description) on the road surface by the pitch angle change amount θpg. Displace to the closer side (downward). In this case, as shown in FIG. 9B, the two white lines in the bird's-eye view image have a width between the white lines narrowing on the near side (vehicle side) of the own vehicle V and expanding toward the far side. It changes to the shape of the inverted reverse shape.

Also, when the host vehicle V accelerates, for example, when the driver depresses the accelerator pedal 32 while traveling forward, the vehicle body of the host vehicle V is turned back and the pitch angle is increased as shown in FIG. Change. This is because, contrary to deceleration, the driving force is generated on the wheels when the vehicle is accelerating, so a pitching moment is generated around the center of gravity, and the front wheels are extended by the vertical force acting on the ground contact points of the front and rear wheels. This is because the suspension and the vertical spring of the wheel are deformed in the direction in which the wheel is contracted. As a result, as shown in FIG. 9C, the imaging axis of the front camera 14F is displaced to the side (upward) away from the road surface by the pitch angle change amount θpg. In this case, as shown in FIG. 9 (c), the two white lines in the bird's-eye view image have a width between the white lines that is closer to the own vehicle V (the own vehicle side), as opposed to during deceleration. The shape changes to a square shape that narrows toward the far side.
Regarding the change in the overhead view image of the rear camera 14R due to pitching during deceleration and acceleration when the host vehicle V is traveling backward, the change in the two white lines in the overhead view image of the front camera 14F during forward traveling It will be the same.

On the other hand, if the parking frame certainty calculating unit 36 calculates the estimated roll angle θr * based on the predicted lateral acceleration Gy * in step S2040, first, the estimated roll angle θr * and a preset reference roll angle θrr are calculated. The difference value is calculated. Then, a process of determining whether or not the absolute value of the calculated difference value (may be described as “roll angle change amount θrg” in the following description) is equal to or greater than a preset roll angle change amount threshold value. Do.
Here, the reference roll angle θrr is, for example, a roll angle when the host vehicle V is traveling on a flat straight road at a constant speed equal to or lower than a preset speed, or a roll angle when the vehicle is stopped on a flat road. For example, when the road surface is used as a reference, the reference roll angle θrr is “0 [deg]”.

Further, the roll angle change amount θrg of the host vehicle V is closely related to the position change amounts of the front camera 14F and the rear camera 14R, similarly to the pitch angle change amount θpg.
Here, FIGS. 10A to 10C are an example of a change in camera position according to a change in roll angle when the host vehicle V is viewed from behind, and an example of a change in captured image due to a change in camera position. FIG. FIG. 10A is a diagram illustrating an example in which the roll angle change amount θrg is “0” with respect to the reference roll angle θrr. FIG. 10B is a diagram illustrating an example of a change in camera position and a change in captured image with respect to the roll angle change amount θrg when the host vehicle V turns right.

  For example, when the host vehicle V is traveling at a constant speed equal to or lower than a preset speed in the traveling direction, the roll angle change amount is the reference roll angle θrr, and there is no change in posture due to rolling of the host vehicle V ( It can be ignored. That is, as shown by a one-dot chain line that passes through the lens center of the front camera 14F in FIG. 10A and is orthogonal to the road surface (may be referred to as a “lateral inclination reference line” in the following description), the front camera 14F. In the roll direction (roll angle change amount θrg) becomes “0”. In this state, it is assumed that the front camera 14F and the rear camera 14R have captured an image including two opposing white lines constituting the parking frame. In this case, the two white lines in the bird's-eye view image obtained by bird's-eye conversion of the captured image become picture planes arranged in a straight line as shown in FIG.

On the other hand, when the host vehicle V is traveling forward, for example, when the driver operates the steering wheel 28 and the host vehicle V turns to the right, as shown in FIG. Inclined to change the roll angle. This is because a leftward centrifugal force (lateral acceleration) is generated at the center of gravity of the vehicle by turning right, and this force becomes a roll moment, which is a force that causes the center of gravity to move circularly around the roll axis. This is because a vertical force is generated at the ground contact points of the left and right front and rear wheels in order to cancel this moment. In other words, the vertical wheel acting on the ground contact point of the left and right front and rear wheels causes the outer wheel (right front and rear wheels) to shrink, and the suspension and vertical springs of the wheel are deformed in the direction in which the inner wheel (left front and rear wheels) extends. Roll to. This is the same when the host vehicle V turns to the left, but it is just the opposite, and in this case, the vehicle rolls to the right.
The change in the overhead image of the rear camera 14R due to rolling when the host vehicle V is traveling backward is the same as the change in the overhead image of the front camera 14F during forward traveling.

  In step S2050, at least a determination that the estimated pitch angle θp * is greater than or equal to a preset pitch angle change amount threshold value, or a determination that the estimated roll angle θr * is greater than or equal to a preset roll angle change amount threshold value. Assume that it is determined that one has been established ("Yes" shown in the figure). In this case, the process performed by the parking frame certainty calculation unit 36 proceeds to step S2060.

On the other hand, in step S2050, it is determined that the estimated pitch angle θp * is not greater than or equal to the preset pitch angle change amount threshold, and it is determined that the estimated roll angle θr * is not greater than or equal to the preset roll angle change amount threshold. ("No" shown in the figure). In this case, the process performed by the parking frame certainty calculation unit 36 proceeds to step S2070.
In step S2060, the parking frame certainty calculation unit 36 performs a process of setting the correction execution flag to ON (eg, “1”). Thereafter, the process performed by the parking frame certainty calculation unit 36 returns to the original process (RETURN).

  Specifically, the parking frame certainty calculation unit 36 sets the pitching correction execution flag to ON when it is determined in step S2050 that the estimated pitch angle θp * is greater than or equal to a preset pitch angle change amount threshold value. In addition, if it is determined in step S2050 that the estimated roll angle θr * is greater than or equal to a preset roll angle change amount threshold, the rolling correction execution flag is set to ON. If it is determined in step S2050 that the estimated pitch angle θp * is not greater than or equal to a preset pitch angle change amount threshold, the pitching correction execution flag is set to OFF (eg, “0”). If it is determined in step S2050 that the estimated roll angle θr * is not greater than or equal to a preset roll angle change amount threshold, the rolling correction execution flag is set to OFF.

  Here, the pitching correction execution flag is a flag indicating whether or not correction processing of detection information by pitching during acceleration / deceleration of the host vehicle V (may be described as “pitching correction processing” in the following description) is performed. is there. When the pitching correction execution flag is in the ON state, it indicates that the pitching correction processing is performed, and when the pitching correction execution flag is in the OFF state, it indicates that the pitching correction processing is not performed.

Further, the rolling correction execution flag is a flag indicating whether or not to perform detection information correction processing by rolling during acceleration / deceleration of the host vehicle V (may be described as “rolling correction processing” in the following description). . When the rolling correction execution flag is in the ON state, it indicates that the rolling correction process is performed, and when the rolling correction execution flag is in the OFF state, it indicates that the rolling correction process is not performed.
In step S2070, the parking frame certainty calculation unit 36 performs a process of setting the correction execution flag to OFF. Thereafter, the process performed by the parking frame certainty calculation unit 36 returns to the original process (RETURN). Specifically, the parking frame certainty calculation unit 36 sets both the pitching correction execution flag and the rolling correction execution flag to OFF.

Returning to FIG. 7, in step S <b> 206, a process of extracting a determination element used to set the parking frame certainty factor from the overhead image acquired in step S <b> 202 is performed. Then, the process which the parking frame reliability setting part 36 performs transfers to step S208.
Here, the determination element is a line (white line or the like) marked on the road surface, such as a parking frame line, and the state satisfies, for example, all the following three conditions (B1 to B3) In addition, the line is extracted as a determination element (in the following description, it may be referred to as “parking frame line candidate”).
Condition B1. 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 B2. The width of the line marked on the road surface is not less than a preset setting width (for example, 10 [cm]).
Condition B3. 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.

Hereinafter, a method of extracting a parking frame line candidate that is a determination element will be described.
FIGS. 11A and 11B are schematic diagrams schematically illustrating a parking frame line extraction method based on edge detection. As shown in FIG. 11A, when the parking frame lines Lm and Ln are detected, scanning in the horizontal direction is performed in the area indicating the captured image. When scanning an image, for example, a monochrome image obtained by binarizing a captured image is used. In addition, Fig.11 (a) is a figure which shows the imaged image. Since the parking frame line is displayed in white or the like sufficiently brighter than the road surface, the brightness is higher than that of the road surface. For this reason, as shown in FIG.11 (b), the plus edge where a brightness | luminance increases rapidly is detected in the boundary part which changes from a road surface to a parking frame line. FIG. 11B is a graph showing the luminance change of the pixels in the image when scanning from the left to the right, and FIG. 11C is the same as FIG. 11A. FIG. Further, in FIG. 11B, the plus edge is indicated by a sign “E +”, and in FIG. 11C, the plus edge is indicated by a thick solid line with a sign “E +”. In addition, a negative edge at which the brightness sharply decreases is detected at the boundary portion where the parking frame line changes to the road surface. In FIG. 11B, the minus edge is indicated by a sign “E−”, and in FIG. 11C, the minus edge is indicated by a thick dotted line with a sign “E−”. In the process of recognizing the parking frame line, the parking frame line exists by detecting a pair of adjacent edges in the order of plus edge (E +) and minus edge (E−) in the scanning direction. Judge that.

Next, from the parking frame line candidates extracted from the same bird's-eye view image (the bird's-eye view image corresponding to the individual image), two adjacent lines in the bird's-eye view image are identified as one set (in the following description, “pair” May be described as “ring”. 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.
Returning to FIG. 7, in step S <b> 208, the parking frame certainty calculation unit 36 performs a process of determining whether or not the correction execution flag is in the ON state.

Specifically, the parking frame certainty calculation unit 36 determines whether the pitching correction execution flag set in step S204 is in an ON state and whether the rolling correction execution flag is in an ON state. Do.
Assume that it is determined in step S208 that at least one of the determination that the pitching correction flag is in the ON state and the determination that the rolling correction flag is in the ON state is established (“Yes” in the drawing). In this case, the process which the parking frame reliability calculation part 36 performs transfers to step S210.

On the other hand, when it is determined in step S208 that the pitching correction flag is not in the ON state and it is determined that the rolling correction flag is not in the ON state ("No" in the drawing), the parking frame certainty calculation unit 36 The process to be performed moves to step S212.
In step S210, the parking frame certainty calculation unit 36 corrects detection information (shown in the figure) that is information used for processing for detecting a parking frame (parking frame condition conformity determination processing in step S212). “Detection information correction process”). Then, the process which the parking frame reliability calculation part 36 performs transfers to step S212.

Hereinafter, with reference to FIGS. A specific example of the process performed in step S210 of the present embodiment will be described.
FIGS. 12A and 12B are schematic diagrams illustrating an example of correcting the determination element extracted from the overhead image according to the change in the camera position due to pitching. FIGS. 13A to 13B are schematic diagrams illustrating an example of correcting the determination element extracted from the overhead image according to the change in the camera position due to rolling.

In this embodiment, the parking frame certainty calculation unit 36 performs a process of correcting the positional deviation of the determination element extracted in step S206, which is one of the detection information, as the detection information correction process.
Specifically, if the parking frame certainty calculation unit 36 determines that the pitching correction execution flag is in the ON state, the parking frame certainty calculation unit 36 corrects the shift of the determination element in the overhead image according to the position change of the camera position due to the pitching.
For example, in the case of pitching due to deceleration during forward travel, as shown in the left diagram of FIG. The white line of the vehicle is corrected by rotating the vehicle side (for example, a region where the change is increased in advance) in the direction of the arrow (in the direction of expansion). For example, the white line is rotated about the end of the white line opposite to the vehicle side (the far side) or the intermediate point in the longitudinal direction of the white line. As a result, the two white lines are corrected to a shape that directly faces each other with a uniform line width, as shown in the right diagram of FIG.
The correction is not limited to the direction in which the vehicle side is widened, and other correction methods may be used as long as the change due to pitching such as rotational movement in the direction to narrow the far side can be reduced.

In addition, for example, in the case of pitching by acceleration during forward traveling, as shown in the left diagram of FIG. 12B, the shape deformed into two C-shaped two opposing white lines in the overhead view image is changed to two. Correction is performed by rotationally moving the book white line on the own vehicle side (for example, a region where the change is increased in a preset direction) in the direction of the arrow (the direction of narrowing). For example, the white line is rotated about the end of the white line opposite to the vehicle side (the far side) or the intermediate point in the longitudinal direction of the white line. Thus, the two white lines are corrected so as to face each other straight with a uniform width as shown in the right diagram of FIG.
The correction is not limited to the direction in which the own vehicle side is narrowed, but other correction methods may be used as long as the change due to pitching such as rotational movement in the direction to widen the far side can be reduced.
The correction amount (rotation amount and rotation direction) is calculated based on the pitch angle change amount θpg with reference to a map created in advance through experiments, simulations, or the like.

On the other hand, if the parking frame certainty calculation unit 36 determines that the rolling correction execution flag is in the ON state, the parking frame certainty calculation unit 36 corrects the shift of the determination element in the overhead image according to the position change of the camera position due to rolling.
For example, in the case of rolling to the left due to a right turn while traveling forward, as shown in the left diagram of FIG. 13 (a), the two white lines facing each other in the overhead view image are shifted to the left. Correction is made by moving the two white lines to the right (in the direction of the arrow) by the amount of deviation. As a result, the positions of the two white lines are corrected so as to be the same as the position when no rolling occurs, as shown in the right diagram of FIG.

Also, for example, in the case of rolling to the right by turning left during forward travel, as shown in the left diagram of FIG. 13B, the deviation of the two white lines facing each other in the overhead view image to the right is Correction is performed by moving the two white lines to the left (in the direction of the arrow) by the amount of deviation. As a result, the positions of the two white lines are corrected so as to be the same as the position when no rolling has occurred, as shown in the right diagram of FIG. 13B.
Returning to FIG. 7, in step S212, the parking frame certainty calculation unit 36 determines whether the parking frame determination element extracted in step S <b> 206 conforms to the conditions of the line forming the parking frame. (“Parking frame condition met?” Shown in the figure).
In step S212, when it is determined that the determination element of the parking frame does not conform to the condition of the frame line forming the parking frame ("No" shown in the drawing), the process performed by the parking frame certainty calculation unit 36 is performed. The process proceeds to step S200.

On the other hand, when it is determined in step S212 that the determination element of the parking frame is suitable for the condition of the frame line forming the parking frame (“Yes” shown in the drawing), the parking frame certainty calculation unit 36 performs. The process proceeds to step S214.
Specifically, the parking frame certainty calculation unit 36 determines whether or not the paired two lines, which are pairs of parking frame line candidates, meet the conditions of the lines forming the parking frame.
Here, referring to FIG. 14, whether a pair of parking frame line candidates (may be described as “parking frame line candidate pair” in the following description) matches the conditions of the lines forming the parking frame. A specific example of the process for determining whether or not will be described. In addition, FIG. 14 is a figure which shows the content of the process which the parking frame reliability calculation part 36 performs. Further, in FIG. 14, a region indicating an image captured by the front camera 14 </ b> F in the overhead view image is denoted as “PE”.

The parking frame certainty calculation unit 36, for example, satisfies the following four conditions (C1 to C4) with respect to two paired lines that are a pair of parking frame line candidates. It is determined that the candidate is suitable for the conditions of the line forming the parking frame.
Here, when the host vehicle V changes the posture of at least one of pitching and rolling, the paired two lines are displaced in accordance with the camera position change due to the posture change in the process of step S210. It will be corrected.

Condition C1. As shown in FIG. 14 (a), the width WL between two paired lines (indicated by the symbols “La” and “Lb” in the drawing) is a preset pairing width (for example, 2.5 [m]) or less.
Condition C2. As shown in FIG. 14B, 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. 14B, 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 C3. As shown in FIG. 14C, 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 C4. As shown in FIG. 14D, 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].

Returning to FIG. 7, in step S214, the parking frame certainty calculation unit 36 sets the parking frame certainty level to a level (level 1) that is one level higher than the lowest value (level 0) (in the drawing). "Set to level 1"). Then, the process which the parking frame reliability calculation part 36 performs transfers to step S216.
In step S214, in the parking frame certainty calculation unit 36, the process in step S212 is continuously verified from the start of the process in step S212 until the moving distance of the host vehicle V reaches the preset moving distance. The process ("Continuous verification matching?" Shown in the figure) is determined. The set movement distance is set in the range of 1.0 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 S216 is performed with reference to the bird's-eye view image signal received from 10 A of surrounding environment recognition information calculating parts, and the vehicle speed calculation value signal received from the own vehicle vehicle speed calculating part 10B, for example.
If it is determined in step S216 that the processing in step S212 is not continuously collated ("No" shown in the drawing), the processing performed by the parking frame certainty calculation unit 36 proceeds to step S200.

On the other hand, if it is determined in step S216 that the processing in step S212 is continuously collated (“Yes” shown in the figure), the processing performed by the parking frame certainty calculation unit 36 proceeds to step S216.
Here, in the process performed in step S216, for example, as shown in FIG. 15, the movement distance of the host vehicle V is determined according to the state in which the process in step S212 is collated and the state in which the process in step S212 is not collated. Operate virtually. In addition, FIG. 15 is a figure which shows the content of the process which the parking frame reliability calculation part 36 performs. Further, in FIG. 15, in the area described as “collation state”, the state in which the process in step S212 is collated is indicated as “ON”, and the state in which the process in step S212 is not collated is indicated as “OFF”. Further, in FIG. 15, the movement distance of the host vehicle V virtually calculated is indicated as “virtual travel distance”.

As shown in FIG. 15, when the state in which the process of step S <b> 212 is collated is “ON”, the virtual travel distance increases. On the other hand, if the state checked in step S212 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. In other words, if the time when the “verification state” is “ON” and the time when the “verification state” is “OFF” are the same time, the virtual travel distance increases.

Then, if the virtual travel distance reaches the set travel distance without returning to the initial value (indicated as “0 [m]” in the figure), it is determined that the processing in step S212 is continuously verified.
Returning to FIG. 7, in step S218, the parking frame certainty calculation unit 36 sets the level of the parking frame certainty to a level (level 2) that is two steps higher than the lowest value (level 0) (in the drawing). "Set to level 2"). Then, the process which the parking frame reliability calculation part 36 performs transfers to step S220.

In step S220, in the parking frame certainty calculation unit 36, for the lines La and Lb for which the processing in step S206 is continuously collated, the ends (near side) positioned on the same side with respect to the own vehicle V, respectively. End or the far end). Then, a process of determining whether or not the end portions located on the same side face each other along the direction of the width WL (“approaching near and far end portion?” Shown in the drawing) is performed. The process performed in step S220 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 S220, when it is determined that the ends located on the same 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 calculation unit 36 is performed. The process proceeds to step S228.

On the other hand, in step S220, when it is determined that the ends positioned on the same side face each other along the direction of the width WL (“Yes” shown in the drawing), the parking frame certainty calculation unit 36 performs the processing. The process proceeds to step S222.
In step S222, the parking frame certainty calculation unit 36 sets the level of the parking frame certainty to a level (level 3) that is three levels higher than the lowest value (level 0) ("level 3" shown in the figure). Settings ”). Then, the process which the parking frame reliability calculation part 36 performs transfers to step S224.

  In step S224, in the parking frame certainty calculation unit 36, in the processing in step S220, the end pair that is determined to face each other along the direction of the width WL is further positioned on the other side. Is detected. That is, in the process of step S220, if an end on the side closer to the own vehicle V (one side) is detected, an end on the side farther from the own vehicle V (the other side) is detected in step S224. To detect. Then, a process of determining whether or not the end portions located on the other side face each other along the direction of the width WL (“end-to-end end-to-end 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 ends of the lines La and Lb, for example, a straight end such as the end of the line shown in FIG. 4A and the upper end of the line shown in FIG. All the intersections between the U-shaped end portion such as the portion and the double line and the horizontal line shown in FIG. 4 (o) are processed as one straight end portion. Similarly, there is a gap in the end of a double line such as the upper end of the line shown in FIG. 4H and a U-shaped curve such as the upper end of the line shown in FIG. All the formed end portions are processed as one straight end portion.

When detecting the ends of the lines La and Lb, for example, an inclined double line extending in the vertical direction shown in FIG. 4 (n) and a straight line extending in the horizontal direction Are not processed (recognized) as end portions. This is because, when detecting the edge, the edge is detected by scanning in the horizontal direction in the region indicating the captured image. Further, for example, since the area indicated by the white frame in FIG. 4P indicates a road object such as a pillar, the end of this object is not detected.
In step S224, when it is determined that the ends positioned 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 calculation unit 36 Proceeds to step S228.

On the other hand, when it is determined in step S224 that the ends located on the other side face each other along the direction of the width WL (“Yes” shown in the drawing), the parking frame certainty calculation unit 36 The processing to be performed proceeds to step S226.
In step S226, the parking frame certainty calculation unit 36 sets the level of the parking frame certainty to a level (level 4) that is four levels higher than the lowest value (level 0) ("level 4" shown in the figure). Settings ”). If the process which sets parking frame reliability to level 4 is performed in step S226, the process which the parking frame reliability calculation part 36 performs will transfer to step S228.
Accordingly, in the process of setting the parking frame certainty level to level 3, among the parking frames shown in FIG. 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. Will be set.

In step S228, the parking frame certainty calculation unit 36 determines whether a preset condition for the process performed by the parking frame certainty calculation unit 36 is satisfied ("end condition satisfied?" Shown in the figure). )I do.
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, and the termination condition based on the detection of ignition ON → OFF, etc. It is determined whether or not the above is satisfied. In addition, it is good also as a structure which determines with the completion | finish conditions being satisfied when the vehicle speed of the own vehicle V becomes more than a threshold vehicle speed.
If it is determined in step S228 that the end condition is satisfied, the process performed by the parking frame certainty factor calculation unit 36 ends (END).

On the other hand, if it is determined in step S228 that the end condition is not satisfied, the process performed by the parking frame certainty calculation unit 36 is repeatedly executed until the end condition is satisfied.
The series of processes performed by the parking frame certainty calculation unit 36 is repeatedly performed every time the start condition is satisfied. For example, it is determined that the start condition is satisfied when the ignition is turned from OFF to ON and the vehicle speed of the host vehicle V changes from a state below the threshold vehicle speed to a state above the threshold vehicle speed. In addition, for example, the start condition is satisfied when the vehicle speed of the host vehicle V changes from a state where the vehicle speed is equal to or higher than the threshold vehicle speed to a state where the vehicle speed is lower than the threshold vehicle speed, or when the vehicle travels over a preset distance in a state where the vehicle speed is lower than the threshold vehicle speed. It is determined that In addition, for example, when the navigation device 26 detects that the host vehicle V has entered the parking lot, it is determined that the start condition is satisfied.

Processing performed by the parking frame approach certainty factor setting unit 38 With reference to FIGS. 1 to 15, the parking frame approach certainty factor setting unit 38 sets the parking frame approach certainty factor with reference to FIGS. 16 and 17. explain.
FIG. 16 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. 16, when the parking frame approach certainty setting unit 38 starts the process (START), first, in step S300, a process of detecting the amount of deviation between the predicted locus of the host vehicle V and the parking frame (FIG. 16). 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 processing performed in step S300, for example, as shown in FIG. 17, the predicted rear wheel trajectory TR of the host vehicle V is calculated, and the intersection of the calculated predicted 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. 17 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 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 Total Confidence Setting Unit 40 The process in which the comprehensive certainty setting unit 40 sets the total certainty will be described with reference to FIGS. 1 to 17 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. 18 is a diagram showing a comprehensive confidence setting map. Further, in FIG. 18, the parking frame certainty factor is denoted as “frame certainty factor”, and the parking frame approach certainty factor is denoted as “entry certainty factor”. 18 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 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. 19, referring FIGS. 1-18.
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. 19 is a diagram showing an acceleration suppression condition calculation map. Further, in FIG. 19, 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 processing performed by the acceleration suppression control start timing calculation unit 42, when the overall certainty factor is “high”, the acceleration suppression control start timing is increased by increasing the opening of the accelerator pedal 32 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.

Processing Performed by Acceleration Suppression Control Amount Calculation Unit 44 Referring to FIGS. 1 to 19, processing in which the acceleration suppression control amount calculation unit 44 calculates the acceleration suppression control amount will be described.
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, the acceleration suppression control amount is calculated based on the total certainty factor. In FIG. 19, 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 19 and FIG.
FIG. 20 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. 20, 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, for example, information included in the acceleration suppression control start timing signal, the acceleration suppression control amount signal, the drive side depression amount signal, and the accelerator operation speed signal described above.

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 that sets the throttle opening to a degree of suppression (see FIG. 19) corresponding to the acceleration suppression control amount with respect to the actual accelerator pedal 32 opening.
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. 19) 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 driving force control ("command value calculation for normal driving force 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 20 and FIG.
FIG. 21 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. 21, 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 (4).
θ * = θ1−Δθ (4)
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.
First, an example in which the host vehicle V traveling in the parking lot enters the parking frame selected by the driver will be described.
When the vehicle speed of the host vehicle V is 15 [km / h] or more, which is the threshold vehicle speed, the acceleration suppression control operation condition is not satisfied, and therefore the acceleration suppression control operates on the host vehicle V even in the parking lot. Instead, normal driving force control that reflects the driver's acceleration intention is performed.

On the other hand, in a state where the vehicle speed of the host vehicle V is 15 [km / h] or more and 30 [km / h] or less which is a threshold vehicle speed related to the start condition of the parking frame certainty setting process, the acceleration suppression control is activated. For preparation, parking frame certainty factor setting processing is executed.
When the parking frame certainty factor setting process is executed, the parking frame certainty factor calculation unit 36 sets the parking frame certainty factor to “0” (step S200), and subsequently, the surrounding image acquisition process is performed and the host vehicle. Image information around V is acquired (step S202).

Next, in the parking frame certainty calculation unit 36, detection information correction determination processing is performed (step S204).
When the detection information correction determination process is started, the parking frame certainty calculation unit 36 first acquires various data including image information around the host vehicle V (step S2000).
Here, it is assumed that the host vehicle V is currently traveling straight forward on a flat dry road in a parking lot, for example, and the driver suddenly depresses the accelerator pedal 32 deeply.

Thereby, in the parking frame certainty calculation unit 36, based on the change amount of the operation amount of the accelerator pedal 32 from the past to the present for a preset time and the current shift position, the predicted longitudinal acceleration is calculated from the preset map. Ga * is calculated. In addition, the predicted lateral acceleration Gy * is calculated from the yaw rate φ from the yaw rate sensor 27 and the vehicle speed ν (step S2010).
Since the vehicle V is traveling on a flat dry road, the correction amount of the calculated predicted longitudinal acceleration Ga * and predicted lateral acceleration Gy * based on the road surface gradient and the road surface friction coefficient is substantially “0”. Become.

Next, in the parking frame certainty calculation unit 36, a longitudinal acceleration difference value Gad that is a difference value between the longitudinal acceleration Ga from the biaxial acceleration sensor 25 and the predicted longitudinal acceleration Ga * is calculated. In addition, a lateral acceleration difference value Gyd that is a difference value between the predicted lateral acceleration Gy * and the actual lateral acceleration Gy from the biaxial acceleration sensor 25 is calculated (step S2020).
Next, the parking frame certainty calculation unit 36 determines whether or not the longitudinal acceleration difference value Gad and the lateral acceleration difference value Gyd are within a preset difference range (step S2030). Here, it is assumed that both are determined to be within the difference range (Yes in step S2030).

  Thereby, the parking frame reliability calculation part 36 estimates the vehicle attitude | position of the own vehicle V next (step S2040). Here, since the host vehicle V suddenly accelerates by sudden depression of the accelerator pedal 32, the predicted longitudinal acceleration Ga * and the actual longitudinal acceleration Ga become large values, and as a result, the estimated pitch angle θp * also becomes a large value. On the other hand, since the host vehicle V is not turning or the like, the predicted lateral acceleration Gy * and the actual lateral acceleration Gy are substantially “0”. Therefore, the estimated roll angle θr * is substantially “0” or an offset value.

Subsequently, the parking frame certainty calculation unit 36 determines whether or not the posture change amount of the host vehicle V is equal to or greater than a preset change amount threshold value (step S2050). Here, since the estimated pitch angle θp * is a large value, the pitch angle change amount θpg is equal to or greater than the pitch angle change amount threshold value. On the other hand, since the estimated roll angle θr * is a small value, the roll angle change amount θrg is less than the roll angle change amount threshold (Yes in step S2050).
Thereby, in the parking frame certainty calculation part 36, a pitching correction execution flag is set to ON and a rolling correction execution flag is set to OFF (step S2060).
Subsequently, the parking frame certainty calculation unit 36 performs a process of extracting a parking frame determination element from the acquired overhead image (step S206). Here, it is assumed that two lines La and Lb are extracted from the overhead image.

Next, in the parking frame certainty calculation unit 36, since the pitching correction execution flag is set to ON (Yes in step S208), a detection information correction process is performed (step S210).
Here, since the pitching has occurred due to the rapid acceleration of the host vehicle V, a process of correcting the shift of the determination element in the overhead view image due to the position change of the front camera 14F according to the pitching is performed. That is, when the host vehicle V suddenly accelerates, as shown in FIG. 9C, the host vehicle V turns back and the front camera 14F fixed to the host vehicle V pitches upward. Accordingly, the two lines La and Lb in the originally overhead view image are deformed into a C shape. Therefore, for example, as shown in FIG. 12 (b), this modification is performed by rotating the two lines La and Lb in the direction of the arrow by the amount of deviation, thereby making the right view of FIG. 12 (b). Correct to normal shape as shown.

Subsequently, the parking frame certainty calculation unit 36 determines whether or not the two extracted lines La and Lb meet the conditions of the frame line forming the parking frame (step S212).
Here, assuming that the two lines La and Lb meet the conditions of the frame line forming the parking frame (Yes in step S2012), the parking frame reliability calculation unit 36 sets the parking frame reliability to the initial value. Level 0 is set to level 1 (step S214).
In this way, if the parking frame 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, whether or not the host vehicle V enters the parking frame. Make a decision.

During traveling of the host vehicle V, in addition to setting the parking frame certainty factor of the parking frame certainty factor calculation unit 36, the parking frame approach certainty factor 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.

  Then, it is assumed that the vehicle speed of the host vehicle V is less than 15 [km / h], which is a threshold vehicle speed, and it is determined that the host vehicle V enters the parking frame. Thereby, the acceleration suppression control operation condition is established. If it is determined that 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. Further, the target throttle opening calculation unit 10K outputs a target throttle opening signal to the engine controller 12.

At this time, since the parking frame certainty is level 1, as shown in FIG. 18, the total certainty is “extremely low”. Accordingly, as shown in FIG. 19, the suppression control start timing is “80 [%]”, the suppression amount is “small”, and the warning sound is “none”.
That is, the acceleration suppression control start timing is set to a timing at which the opening degree of the accelerator pedal 32 increases and reaches “80 [%]”, and the throttle opening degree is set to 50 [%. ] Is set so that the throttle opening is suppressed and no warning sound is output.
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 ( To 50% of the actual throttle opening). In addition to this, 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 (timing when the throttle opening reaches 80 [%]). .

Subsequently, when it is determined that the two lines La and Lb meet the conditions of the frame line forming the parking frame, the parking frame reliability is maintained at level 1 (continuous verification) (step S214). .
Further, when the travel distance of the host vehicle V reaches the set travel distance in the state of continuous verification, the parking frame certainty calculation unit 36 sets the parking frame certainty from level 1 to level 2 (“ Yes ", S218).
When the parking frame certainty is set to level 2, next, the ends located on the same side with respect to the own vehicle V are detected with respect to the lines La and Lb. Here, assuming that an end on the near side is detected (Yes in step S220), the parking frame certainty calculation unit 36 sets the parking frame certainty from level 2 to level 3 (step S222).

Subsequently, for the lines La and Lb, the far end located on the side facing the near end with respect to the own vehicle V is detected (step S224).
When the far end is detected (Yes in step S224), the parking frame certainty calculation unit 36 sets the parking frame certainty from level 3 to level 4 (step S226).
Thereby, for example, when the approach certainty factor is “high”, the total certainty factor is set to “extremely high” as shown in FIG. As a result, the acceleration suppression control operation condition is established, and as shown in FIG. 19, the suppression control start timing is “50 [%]”, the suppression amount is “large”, and the warning sound is “present”.

That is, the acceleration suppression control start timing is set to a timing when the opening of the accelerator pedal 32 increases and reaches “50 [%]”, and the throttle opening is set to 10 [% ] Is set to output a warning sound.
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 ( To 10% of the actual throttle opening). In addition to this, 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 (timing when the throttle opening reaches 50%). . Further, a warning sound such as a buzzer sound or a warning message is output from the speaker of the information presentation device.

Next, while the host vehicle V is traveling forward on the road, enter the parking lot of the convenience store facing the left side of the road, for example, depressing the brake pedal 30 and decelerating to enter the left turn, and then enter the parking frame as it is. The operation when parking will be described.
In this case, the parking frame certainty calculation unit 36 calculates the predicted longitudinal deceleration Gb * from a preset map based on the amount of change in the operation amount of the brake pedal 30 from the past to the present for a preset set time. Is done. In addition, the predicted lateral acceleration Gy * is calculated from the yaw rate φ from the yaw rate sensor 27 and the vehicle speed ν (step S2010).

Next, the parking frame certainty calculation unit 36 calculates a longitudinal deceleration difference value Gbd that is a difference value between the actual longitudinal deceleration Gb from the biaxial acceleration sensor 25 and the predicted longitudinal deceleration Gb *. In addition, a lateral acceleration difference value Gyd that is a difference value between the predicted lateral acceleration Gy * and the actual lateral acceleration Gy from the biaxial acceleration sensor 25 is calculated (step S2020).
Next, the parking frame certainty calculation unit 36 determines whether or not the longitudinal deceleration difference value Gbd and the lateral acceleration difference value Gyd are within a preset difference range (step S2030). Here, it is assumed that both are determined to be within the difference range (Yes in step S2030).

  Thereby, the parking frame reliability calculation part 36 estimates the vehicle attitude | position of the own vehicle V next (step S2040). Here, the driver depresses the brake pedal 30 relatively strongly for parking, and the predicted longitudinal deceleration Gb * and the actual longitudinal deceleration Gb are relatively large values. Therefore, the estimated pitch angle θp * is also a relatively large value. In addition, the host vehicle V is making a sudden left turn, and the predicted lateral acceleration Gy * and the actual lateral acceleration Gy are also relatively large values. Therefore, the estimated roll angle θr * is also a relatively large value.

Subsequently, the parking frame certainty calculation unit 36 determines whether or not the posture change amount of the host vehicle V is equal to or greater than a preset change amount threshold value (step S2050). Here, since the estimated pitch angle θp * is a relatively large value, the pitch angle change amount θpg is equal to or greater than the pitch angle change amount threshold value. Furthermore, since the estimated roll angle θr * is also a relatively large value, the roll angle change amount θrg is also equal to or greater than the roll angle change amount threshold (Yes in step S2050).
Thereby, in the parking frame reliability calculation part 36, both a pitching correction execution flag and a rolling correction execution flag are set to ON (step S2060).
Subsequently, the parking frame certainty calculation unit 36 performs a process of extracting a parking frame determination element from the acquired overhead image (step S206). Here, it is assumed that two lines La and Lb are extracted from the overhead image.

Next, since both the pitching correction execution flag and the rolling correction execution flag are set to ON in the parking frame certainty calculation unit 36 (Yes in step S208), a detection information correction process is performed (step S210).
Here, since the pitching due to the deceleration of the host vehicle V and the rolling due to the left turn have occurred, the process of correcting the shift of the determination element in the overhead view image due to the position change of the front camera 14F corresponding to the pitching and rolling is performed. Is called. That is, when the host vehicle V decelerates, as shown in FIG. 9B, the host vehicle V turns forward, and the front camera 14F fixed to the host vehicle V pitches downward. Therefore, the two lines La and Lb in the originally overhead view image are deformed into a reverse C shape. Therefore, for example, as shown in the left diagram of FIG. 12A, this deformation is performed by rotating the two lines La and Lb in the direction of the arrow by the amount of displacement, as shown in FIG. As shown in the right figure, it is corrected to a normal shape. In addition, when the host vehicle V turns left, it rolls in the right direction. For example, as shown in the left diagram of FIG. 13B, the two lines La and Lb in the overhead view image are in the right direction. Shift. Therefore, for example, as shown in the left diagram of FIG. 13B, this shift is moved to the right of FIG. 13B by moving the two lines La and Lb in the direction of the arrow by the amount shifted. As shown in the figure, the normal position is corrected.
Subsequent operations are the same as those in the case of acceleration described above, and a description thereof will be omitted.

Further, the parking frame certainty calculation unit 36 of the present embodiment, for example, when the host vehicle V is climbing up a slope (inclined road), the inclination (gradient) with respect to the predicted longitudinal acceleration / deceleration and lateral acceleration. Perform correction according to.
In addition, the parking frame certainty calculation unit 36 of the present embodiment predicts while the vehicle V is traveling on a road surface road with a relatively small road surface friction coefficient such as a road wet on rain, a snow road, and a frozen road. For the longitudinal acceleration / deceleration and lateral acceleration, the correction according to the road surface friction coefficient is performed.

  In addition, the parking frame certainty calculation unit 36 of the present embodiment has a large detection value because, for example, the predicted acceleration / deceleration or the predicted lateral acceleration deviates greatly from the actual acceleration, or the biaxial acceleration sensor 25 breaks down. If it is wrong, the size of these difference values is determined. That is, if it is determined that these difference values exceed the preset difference value range, both the pitching correction execution flag and the rolling correction execution flag are set to OFF. That is, when the difference between the predicted value and the actual measurement value is large, the parking frame certainty factor calculation unit 36 of the present embodiment does not perform the correction process for the detection information.

  As described above, in the present embodiment, when the position of the camera changes due to a change in the posture of the host vehicle V, it is possible to correct the shift of the determination element in the overhead image due to the change in position. Thereby, it becomes possible to improve the detection accuracy of the parking frame when the posture of the host vehicle V changes. In addition, by improving the detection accuracy when the posture changes, it is possible to improve the operation accuracy of the acceleration suppression control when the vehicle V changes its posture.

  In a situation where the braking operation is an appropriate driving operation, such as a state in which the host vehicle V is approaching a position suitable for parking in the parking frame based on the parking frame detected based on the determination element corrected in this way. Even when the accelerator pedal 32 is operated due to an erroneous operation or the like, the throttle opening can be suppressed 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.

In other words, in the present embodiment, it is possible to suppress the drivability deterioration in the parking lot before entering the parking frame during parking, and to accelerate the own vehicle V when the accelerator pedal 32 is erroneously operated. It is possible to suppress.
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 a situation where the host vehicle V standing by in the vicinity of a parking frame for tandem parking on the side of the traveling road is started, it is necessary to allow some 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 where the host vehicle V is parked, and the host vehicle V enters from a front side into a small space on the opposite side (side away from each parking frame). Let Thereafter, the host vehicle V enters the parking frame in which the host vehicle V is parked from the rear side and is parked.
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.

  In addition, although control which suppresses the acceleration command value which accelerates the own vehicle V was mentioned as an example as acceleration suppression control, it was not restricted to this structure. For example, the acceleration suppression control includes control for causing the host vehicle V to travel at a low vehicle speed equal to or lower than a preset vehicle speed, and control for decelerating (including stopping) the host vehicle V using a braking device as well as driving force control. . Further, the acceleration suppression control includes power transmission control based on clutch connection control (for example, when suppression is performed, the clutch is disconnected from the gear and power is not transmitted).

Here, the ambient environment recognition sensor 14 described above corresponds to an imaging unit.
Moreover, the process (step S212) which determines whether the determination element which the parking frame reliability calculation part 36 mentioned above suits the conditions of the element which forms a parking frame respond | corresponds to a parking frame detection part.
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.

Further, the accelerator operation detection sensor 24 and the accelerator operation amount calculation unit 10, the brake operation detection sensor 22 and the brake pedal operation information calculation unit 10F, the shift position sensor 20 and the shift position calculation unit 10E, the yaw rate sensor 27, and the wheel speed. The sensor 16 and the host vehicle vehicle speed calculation unit 10B correspond to a running state information detection unit.
The biaxial acceleration sensor 25 described above corresponds to an actual acceleration detector and an actual deceleration detector.
Moreover, the process (step S2010-S2040) from the process which estimates the acceleration / deceleration which the parking frame reliability calculation part 36 mentioned above estimates to a vehicle attitude | position corresponds to a vehicle attitude | position estimation part.
Moreover, the process (step S2010) which detects the inclination of the road surface which the parking frame reliability calculation part 36 mentioned above performs is performed.
Further, the detection information correction process (step S210) performed by the parking frame certainty factor calculation unit 36 described above corresponds to the detection information setting unit.
Further, the depression amount and shift position of the accelerator pedal 32 correspond to acceleration information, and the depression amount of the brake pedal 30 corresponds to deceleration information.

(Effect of embodiment)
If it is this embodiment, it will become possible to show the effect described below.
(1) The surrounding environment recognition sensor 14 (the front camera 14F, the right side camera 14SR, the left side camera 14SL, and the rear camera 14R) acquires a captured image obtained by capturing an area around the host vehicle. The accelerator operation detection sensor 24 and the accelerator operation amount calculation unit 10G, the shift position sensor 20 and the shift position calculation unit 10E, and the depression amount of the accelerator pedal 32, which is information related to the occurrence of the acceleration operation in the front-rear direction of the host vehicle V, The shift position is detected. The parking frame certainty calculation unit 36 estimates the vehicle posture (pitch angle θp) during acceleration in the front-rear direction of the host vehicle V based on the detected depression amount of the accelerator pedal 32 and the shift position. On the other hand, the brake operation detection sensor 22 and the brake operation information calculation unit 10F detect the depression amount of the brake pedal 30 that is information related to the occurrence of the deceleration operation of the host vehicle V. The parking frame certainty calculation unit 36 estimates the vehicle posture during deceleration in the front-rear direction of the host vehicle V based on the detected depression amount of the brake pedal 30. Based on the estimated vehicle posture, the parking frame certainty calculation unit 36 uses a camera (front camera 14F) based on a change in the pitch direction of the vehicle posture to detect the content of the detection information used for the parking frame detection processing that the parking frame detects from the captured image. Or it sets to the content which makes small the change of the captured image according to the position change with respect to the road surface of the back camera 14R). The parking frame certainty calculation unit 36 detects the parking frame from the captured image using the set detection information. When 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 detect the parking frame, the accelerator operation Acceleration suppression control is performed to suppress an acceleration command value (throttle opening) corresponding to the driving force operation amount detected by the detection sensor 24 and the accelerator operation amount calculation unit 10G.

In other words, when the host vehicle V changes its posture (pitching) due to acceleration / deceleration in the front-rear direction, for example, the image information used for detection of the parking frame and the contents of detection information such as a threshold value for determination are used as a camera based on the posture change. The content is set so as to reduce the change in the captured image in accordance with the position change with respect to the road surface.
As a result, it is possible to improve the detection accuracy of the parking frame when the posture of the host vehicle V changes in the pitch direction, and the driver's intention when the host vehicle V parks in the parking frame detected when the posture changes. It is possible to suppress the acceleration of the vehicle that does not perform and the acceleration suppression operation on the travel path that is not a parking lot. As a result, it is possible to perform an appropriate operation of the acceleration suppression control.
(2) The parking frame certainty calculation unit 36 corrects the content of the detection information so as to reduce the change in the vehicle posture on the own vehicle side.

Here, due to a change in the pitch direction, the content of the captured image greatly changes on the own vehicle side.
Based on this, when the content of the captured image (overhead image) changes due to a change in the position of the camera with respect to the road surface, for example, the content of the captured image and the detection of the parking frame are reduced so as to reduce the change on the own vehicle side. The contents of the detection information such as the determination threshold used for the correction are corrected. Therefore, it is easy to perform correction with an appropriate amount by paying attention to the own vehicle side having a large amount of change, and it becomes possible to improve the detection accuracy of the parking frame when the posture of the own vehicle V changes. As a result, it is possible to suppress the acceleration of the vehicle not intended by the driver when the host vehicle V is parked in the parking frame detected when the posture is changed, and the acceleration suppression operation on the travel path that is not the parking lot. . As a result, it is possible to perform an appropriate operation of the acceleration suppression control.

(3) The parking frame certainty calculation unit 36 corrects the captured image in the direction of narrowing the own vehicle side of the captured image in the case of a change in the pitch direction in which the front part of the host vehicle V rises with respect to the rear part. In the case of a change in the pitch direction in which the front portion of the host vehicle V is lowered with respect to the rear portion, the captured image is corrected in a direction in which the host vehicle side of the captured image is widened.
Here, when pitching occurs in which the host vehicle V is turned back, the imaging axis of the camera rises upward, and the host vehicle side of the captured image changes so as to be wider than in the normal posture. On the other hand, when pitching occurs such that the host vehicle V is turned forward, the imaging axis of the camera is lowered downward, and the host vehicle side of the captured image changes so as to be narrower than that in the normal posture.

  Based on this, when pitching occurs in which the host vehicle V is turned up, the captured image is corrected in the direction of narrowing the host vehicle side, and when pitching occurs such that the host vehicle V is turned forward, the host vehicle side of the captured image is widened. The direction was corrected. Thereby, it becomes possible to improve the detection accuracy of the parking frame when the posture of the host vehicle V changes in the pitch direction, and the driver's intention when the host vehicle V parks in the parking frame detected when the posture changes. It is possible to suppress the acceleration of the vehicle that does not perform and the acceleration suppression operation on the travel path that is not a parking lot. As a result, it is possible to perform an appropriate operation of the acceleration suppression control.

(4) The biaxial acceleration sensor 25 detects the actual longitudinal acceleration Ga of the host vehicle V. The parking frame certainty calculation unit 36 calculates the predicted acceleration Ga * of the host vehicle V based on the depression amount and the shift position of the accelerator pedal 32, and the vehicle according to the acceleration operation of the host vehicle V based on the calculated predicted acceleration Ga *. Posture (estimated pitch angle θp *) is calculated. The difference between the predicted longitudinal acceleration Ga * calculated by the parking frame certainty calculation unit 36 and the actual longitudinal acceleration Ga detected by the biaxial acceleration sensor 25 (longitudinal acceleration difference value Gad) exceeds a preset difference range. If it is determined, the process of setting the content of the detection information to a content that reduces the change in the captured image is not performed.

On the other hand, the biaxial acceleration sensor 25 detects the actual longitudinal deceleration Gb of the host vehicle V. The parking frame certainty calculation unit 36 calculates the predicted longitudinal deceleration Gb * of the host vehicle V based on the depression amount of the brake pedal 30 detected by the brake operation detection sensor 22 and the brake pedal operation information calculation unit 10F. The difference between the predicted longitudinal deceleration Gb * calculated by the parking frame certainty calculation unit 36 and the actual longitudinal deceleration Gb detected by the biaxial acceleration sensor 25 (the longitudinal deceleration difference value Gbd) is a predetermined difference range. If it is determined that it exceeds, the process of setting the content of the detection information to a content that cancels the influence on the parking frame detection process due to the change in the captured image is not performed.
That is, when the longitudinal acceleration difference value Gad exceeds the preset difference range, the process of setting the content of the detection information to the content that reduces the change is not performed. In addition, when the longitudinal deceleration difference value Gbd exceeds a preset difference range, the process of setting the content of the detection information to the content that reduces the change is not performed.

  Accordingly, when the predicted longitudinal acceleration Ga * has a large error with respect to the actual longitudinal acceleration Ga, or when the predicted longitudinal deceleration Gb * has a large error with respect to the actual longitudinal acceleration Gb, It is possible to prevent the content of the detection information from being set to a content with a larger error. In addition, even when the actual longitudinal acceleration Ga has an incorrect value due to a failure of the biaxial acceleration sensor 25 or the like, it is possible to prevent the content of the detection information from being set to a content with a larger error. Become.

(5) The parking frame certainty calculation unit 36 detects gradient information (road surface gradient) indicating the gradient of the traveling road as information indicating the road surface state of the traveling road of the host vehicle. Moreover, the parking frame reliability calculation part 36 detects the road surface friction coefficient of a traveling road as information which shows the road surface state of the traveling road of the own vehicle. Then, the parking frame certainty calculation unit 36 corrects the predicted longitudinal acceleration Ga * or the predicted longitudinal deceleration Gb * based on the detected road surface information.

  That is, the predicted longitudinal acceleration Ga * predicted from the depression amount of the accelerator pedal and the biaxial acceleration sensor 25 according to the road surface condition such as the gradient of the traveling path (for example, a slope or a snowy road) of the host vehicle V and the road surface friction coefficient An error may occur in the actual longitudinal acceleration Ga to be detected. Similarly, an error occurs between the predicted longitudinal deceleration Gb * predicted from the depression amount of the brake pedal and the actual longitudinal deceleration Gb detected by the biaxial acceleration sensor 25 depending on the road surface state of the traveling path of the host vehicle V. There is a case. Therefore, such an error is corrected in advance.

  As a result, for example, the accuracy of detecting the parking frame when the vehicle V changes its posture while traveling on a relatively hard traveling road with a relatively small slope or a relatively small road surface friction coefficient in the parking lot is improved. Is possible. Therefore, acceleration of the vehicle not intended by the driver when the vehicle V is parked in the parking frame detected when a change in posture occurs while traveling on such a traveling road, or acceleration on a traveling road that is not a parking lot. Can be suppressed. As a result, it is possible to perform an appropriate operation of the acceleration suppression control.

(6) The parking frame certainty calculation unit 36 sets the line on the road surface used for detecting the parking frame to the corrected line.
That is, before detecting the parking frame, the line on the road surface that is a candidate for the parking frame line included in the captured image is corrected so that the change caused by the position change with respect to the road surface of the camera is reduced.
Thereby, it becomes possible to improve the detection accuracy of the parking frame when the posture of the host vehicle V changes.

(7) The vehicle speed calculation unit 10B and the yaw rate sensor 27 detect the vehicle speed ν and the yaw rate φ as the lateral acceleration information that is information related to the occurrence of the lateral acceleration operation of the host vehicle V. The parking frame certainty calculation unit 36 estimates the vehicle posture (roll angle θr) when the host vehicle V accelerates in the lateral direction based on the vehicle speed ν and the yaw rate φ detected by the host vehicle speed calculation unit 10B and the yaw rate sensor 27. The parking frame certainty calculation unit 36 sets the content of the information for detection to the content that cancels the change in the roll direction of the vehicle posture based on the estimated vehicle posture at the time of acceleration in the lateral direction. It is possible to set the content of the detection information to a content that cancels the change in the captured image due to rolling before detecting the parking frame in accordance with the change in the roll direction of the camera position due to rolling caused by .
Thereby, it becomes possible to improve the detection accuracy of the parking frame during rolling by the turning operation of the host vehicle V or the like.

(8) In the vehicle acceleration suppression method of the present embodiment, the surrounding environment recognition sensor 14 (front camera 14F, right side camera 14SR, left side camera 14SL, and rear camera 14R) provided on the host vehicle V A vehicle image at the time of acceleration / deceleration in the front-rear direction of the host vehicle V is acquired based on acceleration / deceleration information that is information related to the occurrence of the acceleration / deceleration operation in the front-rear direction of the host vehicle V. Based on the estimated vehicle posture, the content of the detection information, which is information used for the parking frame detection processing for detecting the parking frame from the captured image, is converted into a camera (front camera 14F or rearward) by the change in the pitch direction of the vehicle posture. The camera 14R) is set to a content that reduces the change in the captured image according to the position change with respect to the road surface, the parking frame is detected from the captured image using the set detection information, and parking is performed. If it is determined that has been detected, performing the suppressing acceleration suppressing control the acceleration of the vehicle V in accordance with the driver's operation of the driving force instruction operator.

For this reason, for example, when the host vehicle V changes its attitude (pitching) by acceleration / deceleration in the front-rear direction, the contents of the detection information such as the image information used for detecting the parking frame and the threshold value for determination are displayed in the pitch direction. It is possible to set the content to reduce the change in the captured image according to the change in the position of the camera with respect to the road surface due to the change in the posture.
As a result, it is possible to improve the detection accuracy of the parking frame when the posture of the host vehicle V is changed, and the vehicle not intended by the driver when the host vehicle V is parked in the parking frame detected when the posture is changed. It is possible to suppress acceleration and operation of acceleration suppression on a travel path that is not a parking lot. As a result, it is possible to perform an appropriate operation of the acceleration suppression control.

[Second Embodiment]
Next, a second embodiment will be described with reference to the drawings. In addition, the same code | symbol is attached | subjected and demonstrated about the structure similar to the said 1st Embodiment.
(Constitution)
The basic configuration of the present embodiment is the same as that of the first embodiment.
The process of the parking frame certainty calculation unit 36 of the present embodiment is basically the same as the process of the first embodiment (FIG. 7). However, the processes in steps S210 and S212 are different.

Next, processing in steps S210 and S212 in the present embodiment will be described.
In step S210, the parking frame certainty calculation unit 36 performs detection information correction processing. Then, the process which the parking frame reliability calculation part 36 performs transfers to step S212.
Hereinafter, a specific example of the process performed in step S <b> 210 of the present embodiment will be described with reference to FIGS. 9 to 10.
Specifically, in the present embodiment, as the correction processing of the detection information for the pitching of the host vehicle V, the above four conditions (C1) when determining whether or not the conditions of the line forming the parking frame are met. To C4), a process of correcting the determination threshold value used for determination of the conditions C1 and C2 is performed.
That is, a preset pairing width (for example, 2.5 [m]) for determining whether or not the condition C1 is satisfied is corrected.
For example, in pitching when the host vehicle V is decelerating, the paired two lines are reversed in the shape of an inverted letter C, and the host vehicle side narrows. Therefore, the set pairing width is set to a width corresponding to the magnitude of the pitch angle change amount θpg ( For example, it is corrected to 2.3 [m].

On the other hand, in the pitching when the host vehicle V is accelerating, the paired two lines are expanded in the shape of a letter C so that the set pairing width is set to a width corresponding to the pitch angle change amount θpg (for example, 2.7 [m] etc.).
Note that the correction amount of the set pairing width is calculated based on a map created in advance through experiments or simulations.
Further, the correction amount of the set pairing width is not limited to the configuration in which the correction amount is changed according to the magnitude of the pitch angle change amount θpg, but may be a fixed value.

In addition, a preset set angle (for example, 3 [°]) for determining whether or not the condition C2 is satisfied is corrected. For example, in pitching when the host vehicle V is accelerating / decelerating, two paired lines become a C shape or an inverted C shape, and an angle (degree of parallelism) between the line La and the line Lb changes. Accordingly, the set angle is corrected to an angle (for example, 5 [°] or the like) according to the magnitude of the pitch angle change amount θpg.
Note that the correction amount of the set angle is calculated based on a map created in advance through experiments or simulations.

Further, the correction amount of the set angle is not limited to a configuration that can be varied according to the magnitude of the pitch angle change amount θpg, and may be a fixed value.
In step S212 of the present embodiment, when it is determined whether or not the above-described conditions C1 and C2 are satisfied for the paired two lines that are pairs of parking frame line candidates, The set pairing width and set angle are used. Other than that, the processing is the same as in the first embodiment.

(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.
Hereinafter, operations other than the detection information correction process and the parking frame condition conformity determination process are the same as those in the first embodiment, and only the detection information correction process and the parking frame condition conformity determination process will be described.
First, assuming that the host vehicle V is traveling forward straight on a flat dry road in a parking lot, for example, an operation when the driver suddenly depresses the accelerator pedal 32 will be described.
In this case, since pitching occurs due to sudden acceleration of the host vehicle V, correction processing for a threshold value for determination that is affected by a change in the position of the front camera 14F according to the pitching is performed (step S210). That is, when the host vehicle V suddenly accelerates, as shown in FIG. 9C, the host vehicle V turns back and the front camera 14F fixed to the host vehicle V pitches upward. Accordingly, the two lines La and Lb in the originally overhead view image are deformed into a C shape. Therefore, in this embodiment, in order to determine whether the line width and the degree of parallelism of the two lines La and Lb are suitable for the frame line conditions (conditions C1 and C2) forming the parking frame. The determination threshold is corrected according to the magnitude of the pitch angle change amount θpg.

Here, when the posture change due to pitching does not occur, the set pairing width is, for example, “2.5 [m]”, and the set angle is, for example, “3 [°]”.
At present, due to pitching by acceleration, the distance between the two lines La and Lb is widened in the shape of a letter C on the near side (the vehicle side). Therefore, the parking frame certainty calculation unit 36 corrects the set pairing width to, for example, “2.7 [m]” that is wider than usual, with the own vehicle side as a reference. In addition, since the angle formed by the line La and the line Lb increases, the parking frame certainty factor calculation unit 36 corrects the set angle to, for example, “5 [°]”.

Next, the parking frame certainty calculation unit 36 determines whether or not the two extracted lines La and Lb meet the conditions of the frame line forming the parking frame (step S212). At this time, the parking frame certainty calculation unit 36 uses the corrected set pairing width and set angle when performing the determination of the conditions C1 and C2.
Next, while the host vehicle V is traveling forward on the road, enter the parking lot of the convenience store facing the left side of the road, for example, depressing the brake pedal 30 and decelerating to enter the left turn, and then enter the parking frame as it is. The operation when parking will be described.

  In this case, pitching due to sudden deceleration of the host vehicle V and rolling due to a sudden left turn occur, and therefore a determination threshold value correction process that is affected by the position change of the front camera 14F corresponding to the pitching and rolling is performed ( Step S210). That is, when the host vehicle V decelerates suddenly, as shown in FIG. 9B, the host vehicle V turns forward, and the front camera 14F fixed to the host vehicle V pitches downward. Therefore, the two lines La and Lb in the originally overhead view image are deformed into a reverse C shape. Therefore, in the present embodiment, the set pairing width and the set angle used for the determination of the conditions C1 and C2 are corrected according to the magnitude of the pitch angle change amount θpg, as in the acceleration.

  Specifically, due to pitching due to deceleration of the host vehicle V, the distance between the two lines La and Lb becomes narrower on the near side (the host vehicle side) in an inverted C shape. Therefore, the parking frame certainty calculation unit 36 corrects the set pairing width to, for example, “2.3 [m]”, which is narrower than usual, with the own vehicle side as a reference. In addition, since the angle formed by the line La and the line Lb increases, the parking frame certainty factor calculation unit 36 corrects the set angle to, for example, “5 [°]”.

On the other hand, correction processing similar to that in the first embodiment is performed for the deviation of the determination element due to rolling in the right direction due to the left turn of the host vehicle V.
Next, the parking frame certainty calculation unit 36 determines whether or not the two extracted lines La and Lb meet the conditions of the frame line forming the parking frame (step S212). At this time, the parking frame certainty calculation unit 36 uses the corrected set pairing width and set angle when performing the determination of the conditions C1 and C2.

(Effect of this embodiment)
This embodiment has the following effects in addition to the effects of the first embodiment.
(1) Whether or not the lines (for example, lines La and Lb) on the road surface, which are candidates for the parking frame line, used by the parking frame certainty calculation unit 36 for detecting the parking frame match the lines forming the parking frame. A threshold value for determination (for example, set pairing width, set angle) used when determining whether or not is set to a corrected value.
That is, a value obtained by correcting the threshold for determination before the parking frame is detected when the host vehicle V has changed in posture so that, for example, the change in the captured image corresponding to the change in the position of the camera with respect to the road surface can be allowed. It becomes possible to set to.

  Thereby, at the time of detecting the parking frame, it is possible to perform the detection process using the determination threshold value set to a value allowing the change of the captured image according to the amount of change in the position of the camera. Therefore, it becomes possible to improve the detection accuracy of the parking frame when the posture of the host vehicle V is changed. Accordingly, it is possible to suppress the acceleration of the vehicle not intended by the driver when the host vehicle V is parked in the parking frame detected when the posture is changed, and the acceleration suppression operation on the travel path that is not the parking lot. As a result, it is possible to perform an appropriate operation of the acceleration suppression control.

(Modification)
(1) In each of the above-described embodiments, the detection information setting process is performed with respect to the posture change during acceleration / deceleration of the host vehicle V. However, the present invention is not limited to this configuration. For example, it is good also as a structure implemented only at the time of acceleration or deceleration.
(2) In the first embodiment, after the determination element of the parking frame is extracted from the overhead image, the determination element is corrected. However, the present invention is not limited to this configuration. For example, it is good also as a structure which correct | amends with respect to the whole bird's-eye view image before extracting a determination element.
(3) In each of the above embodiments, the detection information such as the determination element and the determination threshold is corrected according to the change in the posture of the host vehicle V. However, the present invention is not limited to this configuration. For example, information corresponding to the posture change amount or the camera position change amount is read out from the detection information groups having different contents set in advance with respect to the posture change amount or the camera position change amount. And it is good also as a structure which sets the read information for a detection as the information for a detection used for the detection process of a parking frame.

(4) In the above embodiments, the vehicle posture (pitch angle and roll angle) of the host vehicle V is estimated based on the longitudinal acceleration and the lateral acceleration. However, the present invention is not limited to this configuration. For example, it is good also as a structure which estimates a vehicle attitude | position using sensors, such as a gyro sensor and a height sensor.
(5) In the above embodiments, 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 calculation 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 to, for example, the acceleration suppression condition calculation map shown in FIG. In addition, FIG. 22 is a figure which shows the modification of this embodiment.

(6) In each of the above-described embodiments, the parking frame certainty factor calculation unit 36 is configured to calculate 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. Although it was set as the structure set, the structure of the parking frame reliability calculation part 36 is not limited to this. That is, the configuration of the parking frame certainty calculation 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.

(7) In the above embodiments, if the parking frame certainty calculation unit 36 determines that the ends of the lines La and Lb face each other along the direction of the width WL, the parking frame certainty factor. Is set to level 3 or level 4 (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, when the end shape of the line L is, for example, a U-shape (see FIGS. 4G to 4K, (m), and (n)), the shape is not marked on the public road. If it is recognized that there is, the certainty of parking frame may be set to level 3 or level 4.

(8) In each of the above embodiments, the parking frame certainty factor calculation unit 36 is configured based on the overhead image (environment) around the host vehicle V and the vehicle speed (running state) of the host vehicle V. Although it was set as the structure set, the structure of the parking frame reliability calculation part 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.

(9) In the above embodiments, the acceleration suppression control amount and the acceleration suppression control start timing are changed based on the total certainty factor, and the suppression degree of the acceleration command value is changed. 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.

(10) In the above embodiments, 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.

  Each of the above embodiments is a preferable specific example of the present invention, and various technically preferable limitations are given. However, the scope of the present invention is particularly limited 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. Further, 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 25 Biaxial acceleration sensor 26 Navigation apparatus 27 Yaw rate sensor 28 Steering wheel 30 Brake pedal 32 Accelerator pedal 34 Acceleration suppression operation condition judgment part 36 Parking frame reliability calculation unit 38 Parking frame approach reliability setting unit 40 Total reliability 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 (9)

An imaging unit that acquires a captured image obtained by capturing an area around the host vehicle with a camera provided in the host vehicle;
An acceleration / deceleration information detector that detects acceleration / deceleration information, which is information related to the occurrence of acceleration / deceleration operations in the longitudinal direction of the host vehicle;
Based on the acceleration / deceleration information detected by the acceleration / deceleration information detection unit, a vehicle attitude estimation unit that estimates a vehicle attitude during acceleration / deceleration in the front-rear direction of the host vehicle;
Based on the vehicle posture estimated by the vehicle posture estimation unit, the content of detection information, which is information used for parking frame detection processing for detecting a parking frame from the captured image, is obtained by changing the pitch direction of the vehicle posture. An information setting unit for detection that sets the content to reduce the change in the captured image according to the position change with respect to the road surface;
A parking frame detection unit that performs the parking frame detection process using the detection information set by the detection information setting unit;
When the parking frame detection unit detects the parking frame, an acceleration suppression control unit that performs acceleration suppression control, which is control for suppressing acceleration of the host vehicle according to the operation of the driving force instruction operator of the driver. An acceleration suppression device for a vehicle characterized by the above.   The vehicular acceleration suppression device according to claim 1, wherein the detection information setting unit corrects the content of the detection information so as to reduce a change on the own vehicle side of the captured image.   The detection information setting unit corrects in a direction to narrow the own vehicle side of the captured image when the change of the pitch direction in which the front part of the own vehicle rises upward with respect to the rear part. 3. The vehicle acceleration suppression device according to claim 2, wherein, in the case of a change in a pitch direction that falls downward, correction is made in a direction that widens the vehicle side of the captured image. An actual acceleration detector for detecting the actual acceleration in the longitudinal direction of the host vehicle,
The vehicle posture estimation unit is configured to predict acceleration / deceleration in the front-rear direction of the host vehicle based on information on an operation amount of a manipulator operated by the driver of the host vehicle to instruct braking / driving force.
When the detection information setting unit determines that the difference value between the acceleration / deceleration predicted by the vehicle posture estimation unit and the actual acceleration detected by the actual acceleration detection unit is greater than or equal to a preset acceleration / deceleration difference threshold value, The vehicle acceleration suppression device according to claim 3, wherein the process of setting the content of the detection information to the content to be reduced is not performed. A road surface state detection unit that detects the road surface state of the traveling road of the host vehicle,
5. The vehicle acceleration suppression device according to claim 4, wherein the vehicle posture estimation unit corrects the predicted acceleration / deceleration based on the road surface state detected by the road surface state detection unit. The information for detection is a line on the road surface that is a candidate for a parking frame line in the captured image,
The vehicle acceleration suppression according to any one of claims 1 to 5, wherein the detection information setting unit sets a line on the road surface used for the parking frame detection process to a corrected line. apparatus. The detection information is a determination threshold value used when determining whether a line on the road surface that is a candidate for a parking frame line included in the captured image is a line that forms a parking frame,
The vehicular acceleration suppression device according to any one of claims 1 to 5, wherein the detection information setting unit sets the determination threshold used in the parking frame detection process to a corrected value. . A lateral acceleration information detection unit that detects lateral acceleration information that is information related to the occurrence of the acceleration operation in the lateral direction of the host vehicle;
The vehicle posture estimation unit estimates a vehicle posture at the time of acceleration in the lateral direction of the host vehicle based on the lateral acceleration information detected by the lateral acceleration information detection unit,
The detection information setting unit sets the content of the detection information to cancel the change in the roll direction of the vehicle posture based on the vehicle posture during acceleration in the lateral direction estimated by the vehicle posture estimation unit. The vehicle acceleration suppression device according to any one of claims 1 to 7. Obtain a captured image obtained by capturing an area around the vehicle with a camera provided in the vehicle,
Based on acceleration / deceleration information, which is information related to the occurrence of acceleration / deceleration operations in the front-rear direction of the host vehicle, estimates the vehicle attitude at the time of acceleration / deceleration in the front-rear direction of the host vehicle,
Based on the estimated vehicle posture, the content of the detection information, which is information used for parking frame detection processing for detecting a parking frame from the captured image, is changed to a position change of the camera relative to the road surface due to a change in the pitch direction of the vehicle posture. In response, set the content to reduce the change in the captured image,
A parking frame is detected from the captured image using the set information for detection,
When the parking frame is detected, an acceleration suppression method for a vehicle is implemented, which is an acceleration suppression control that is a control for suppressing the acceleration of the host vehicle in accordance with the operation of the driving force indicating operator of the driver.

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