JP2018162041A - Rotatable area detection method, rotatable area detection device using the same, and program - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a technique for improving detection accuracy of a rotatable area.SOLUTION: A detection part 60 for detecting a turning passage extending from a travel route in a direction different from the travel route on the basis of information of an obstacle present at a periphery of the vehicle 100 travelling along the travel route. A setting part 62 sets a boundary curve including an arc like trajectory passing through the inside of the vehicle 100 when the vehicle 100 turns between the travel route and the turning passage detected by the detection part 60. A determination part 66 determines that turning of the vehicle 100 in the turning passage is available when the obstacle, on a side of the turning passage in the travel route, is not present close to a side of the vehicle 100 than the boundary curve set by the setting part 62.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a turnable area detection method, a turnable area detection apparatus using the same, and a program.

  In order to improve the safety of the vehicle, a driving support device that supports a driver's driving operation has been developed. This driving support device provides a guide for returning from a bag path, a two-dimensional map created based on input from a sensor mounted on the vehicle, and a rectangular turning area set for each vehicle type (for example, 8 m × 10 m) The presence or absence of a turnable area is detected.

JP 2002-352397 A

  In the rectangular turning area, only an area larger than the actually turnable area can be detected. For this reason, even in an area in which turning is actually possible, it may be determined that turning is impossible.

  The present invention has been made in view of such circumstances, and an object thereof is to provide a technique for improving the detection accuracy of a turnable region.

  In order to solve the above-mentioned problem, a turnable area detection device according to an aspect of the present invention is based on information on obstacles existing around a vehicle traveling along a traveling road, and in a direction different from that of the traveling road. A boundary including an arc-shaped locus through which the inside of the vehicle passes when the vehicle turns between the traveling path and the rolling circuit detected by the detecting unit. Determination that determines that the turning of the vehicle in the turn circuit is possible when the setting part for setting the curve and the obstacle on the turn circuit side on the road are not present on the vehicle side than the boundary curve set in the setting part A section.

  Another aspect of the present invention is a method for detecting a turnable region. The method includes a step of detecting a rolling circuit extending from the travel path in a direction different from the travel path based on information on an obstacle existing around the vehicle traveling along the travel path, and the detection of the travel path. The step of setting a boundary curve including an arc-shaped trajectory through which the inside of the vehicle passes when the vehicle turns with the turned turning circuit, and the obstacle on the turning circuit side in the traveling path Determining that the vehicle can be turned in the turn circuit when the vehicle is not present on the vehicle side.

  An arbitrary combination of the above components, the expression of the present invention converted between an apparatus, a system, a method, a program, a recording medium recording the program, a vehicle equipped with the apparatus, and the like are also included in the present invention. It is effective as an embodiment.

  According to the present invention, the detection accuracy of the turnable region can be improved.

It is a figure which shows the structure of the parking lot where the vehicle which concerns on embodiment drive | works. It is a figure which shows the structure of the vehicle of FIG. It is a figure which shows the process outline | summary in the 1st reception part of FIG. It is a figure which shows the map produced | generated in the map production | generation part of FIG. FIGS. 5A to 5B are diagrams illustrating an outline of processing in the detection unit of FIG. FIGS. 6A to 6B are diagrams illustrating an outline of processing in the classification unit of FIG. FIGS. 7A and 7B are diagrams illustrating processing according to the classification result in the classification unit of FIG. FIGS. 8A to 8B are diagrams illustrating an outline of processing in the setting unit in FIG. FIGS. 9A and 9B are diagrams illustrating an outline of processing in the setting unit in FIG. It is a flowchart which shows the preservation | save procedure by the parking assistance apparatus of FIG. It is a flowchart which shows the posting procedure by the parking assistance apparatus of FIG.

  Before describing the present invention in detail, an outline will be described. The present embodiment relates to a parking support apparatus that supports parking of a vehicle. Here, it is assumed that the vehicle travels on the road while searching for an empty parking area in the parking lot, and an empty parking area is found in a portion where the road is a bag path. Since it is difficult to enter and park in such an empty parking area from the front of the vehicle, the vehicle is turned backward on the traveling path, turned and then moved backward to the empty parking area, It is required to enter the parking area from behind the vehicle and park. In such a series of operations, the parking assistance device detects an area in which the vehicle can turn (hereinafter referred to as “turnable area”). At this time, when a rectangular turning area is defined and an area where the turning area can be secured is detected as a turnable area, only an area larger than an area where the vehicle can actually turn can be detected. The purpose of this embodiment is to improve the detection accuracy of the turnable region.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. The embodiment described below is an example, and the present invention is not limited to the embodiment.

  FIG. 1 shows a configuration of a parking lot 200 in which a vehicle 100 according to an embodiment travels. In the parking lot 200, a first parking area 210a to a ninth parking area 210i collectively referred to as a parking area 210 are arranged. In particular, a traveling path 220 is disposed between the first parking area 210a to the fourth parking area 210d and the fifth parking area 210e to the ninth parking area 210i, and the traveling path 220 extends in the vertical direction of FIG. Further, a rolling circuit 222 is disposed between the third parking area 210c and the fourth parking area 210d. The rolling circuit 222 extends from the travel path 220 in a direction different from the travel path 220, that is, in the lateral direction of FIG. The first other vehicle 110a to the eighth other vehicle 110h are parked in the first parking area 210a to the eighth parking area 210h, and the other vehicle 110 is not parked in the ninth parking area 210i. The vehicle 100 travels in the travel direction 120 on the travel path 220 in order to find an empty parking area 210.

  The occupant of the vehicle 100 finds an empty ninth parking area 210i, but cannot enter the ninth parking area 210i from the front of the vehicle 100, so it should enter the ninth parking area 210i from behind the vehicle 100 by turning. Recognize that. Therefore, the vehicle 100 moves backward on the traveling path 220 in the direction opposite to the traveling direction 120 in order to turn. Here, if the vehicle 100 can be turned by the turning circuit 222, the vehicle 100 can turn by the turning circuit 222 and can enter the ninth parking area 210i from the rear of the vehicle 100. The parking assistance apparatus according to the present embodiment is mounted on vehicle 100 and determines whether or not turn circuit 222 is a turnable area.

  FIG. 2 shows the configuration of the vehicle 100. The vehicle 100 includes a first sensor 10 a, a second sensor 10 b, a position information acquisition unit 12, a shift ECU (Electronic Control Unit) 14, a parking assistance device 20, and a notification device 22 that are collectively referred to as a sensor 10. The parking assistance device 20 includes a first reception unit 30, a map generation unit 32, a turnable area detection unit 34, a storage unit 36, a control unit 40, a second reception unit 50, and a processing unit 52. Further, the turnable area detection unit 34 includes a detection unit 60, a setting unit 62, a classification unit 64, and a determination unit 66.

  The first sensor 10a and the second sensor 10b are mounted on both side surfaces of the vehicle 100, and measure the distance from an obstacle outside the vehicle, for example, the other vehicle 110. As the sensor 10, a laser radar, a camera, an ultrasonic sensor, or the like is used. The laser radar is a radar that uses laser light, emits a pulsed laser, and measures a distance by reflected light or scattered light from an obstacle. An example of the laser radar is LIDAR (Light Detection and Ranging, Laser Imaging Detection and Ranging). The camera images the situation outside the vehicle and measures the distance from the obstacle by image recognition processing on the captured image. Since a known technique may be used for the image recognition processing, description thereof is omitted here. The ultrasonic sensor detects the presence or absence of an obstacle and the distance to the target object by transmitting an ultrasonic wave toward the obstacle with a transmitter and receiving the reflected wave with a receiver. The first sensor 10 a and the second sensor 10 b output measurement results to the first reception unit 30.

  The position information acquisition unit 12 acquires the current position of the vehicle 100 from a GNSS (Global Navigation Satellite System (s)) receiver. Further, the position information acquisition unit 12 may acquire the current position using a steering angle, a wheel speed pulse, or the like. The position information acquisition unit 12 outputs the current position to the control unit 40 as position information.

  The first reception unit 30 receives measurement results from the first sensor 10 a and the second sensor 10 b and also receives position information from the position information acquisition unit 12 via the control unit 40. The 1st reception part 30 matches a measurement result and position information. FIG. 3 shows an outline of processing in the first receiving unit 30, and here, a part of FIG. A first sensor 10a is mounted on the left side of the front portion of the vehicle 100, and a second sensor 10b is mounted on the right side. The measurement results by the first sensor 10a and the second sensor 10b are indicated as obstacle coordinates 230. The position information obtained by the position information acquisition unit 12 is indicated as a vehicle origin 130. Here, the new obstacle coordinates 230 associated with the vehicle origin 130 are indicated as P1 and P2.

  Since the vehicle 100 travels along the traveling path 220 in the traveling direction 120, the already acquired obstacle coordinates 230 are also shown as a history. A collection of obstacle coordinates 230 is formed by the history of new obstacle coordinates 230 and obstacle coordinates 230. The positions of the leading portions of the fifth other vehicle 110e, the sixth other vehicle 110f, and the seventh other vehicle 110g are indicated by the collection of obstacle coordinates 230 acquired by the first sensor 10a. Further, the positions of the leading portions of the fourth other vehicle 110d and the third other vehicle 110c are indicated by the collection of obstacle coordinates 230 acquired by the second sensor 10b. Returning to FIG.

  As the vehicle 100 travels in the traveling direction 120, the vehicle origin 130 is updated and new obstacle coordinates 230 are added. Here, the vehicle origin 130 is updated every predetermined interval, for example, every 10 cm, and new obstacle coordinates 230 are added. Management of processing performed at such predetermined intervals is performed in the control unit 40, and in the following, processing of the storage unit 36 from the first reception unit 30 to a predetermined point, for example, the latest vehicle origin 130 will be described. To do.

  The map generation unit 32 generates a map of the parking lot 200 based on the measurement result and position information associated with each other in the first reception unit 30. FIG. 4 shows a map generated by the map generation unit 32. This corresponds to the collection of obstacle coordinates 230 shown in FIG. Returning to FIG. The map generation unit 32 outputs the generated map to the turnable area detection unit 34.

  The detection unit 60 detects the rolling circuit 222 based on the obstacle coordinates 230 shown in the map generated by the map generation unit 32. Here, FIGS. 5A to 5B are used to specifically describe the processing of the detection unit 60. 5A to 5B show an outline of processing in the detection unit 60. FIG. FIG. 5A shows a road determination range F240, a road determination range R242, and a road determination range L244 set on the map. The detection unit 60 sets a road determination range F240 in the traveling direction 120 around the vehicle origin 130. The road determination range F240 is a rectangular range having a length equal to or greater than the vehicle width of the vehicle 100 in a direction perpendicular to the traveling direction 120.

  Further, the detection unit 60 sets a road determination range R242 on the right side with respect to the vehicle origin 130. The road determination range R242 is a rectangular range having a length equal to or greater than the vehicle width of the vehicle 100 in the traveling direction 120. Furthermore, the detection unit 60 sets a road determination range L244 on the left side with respect to the vehicle origin 130. The road determination range L244 is a rectangular range having a length equal to or greater than the vehicle width of the vehicle 100 in the traveling direction 120. The detection unit 60 checks whether or not the obstacle coordinates 230 are included in each of the road determination range F240, the road determination range R242, and the road determination range L244.

  FIG. 5B shows a table stored in the detection unit 60. In the table, combinations of whether or not an obstacle is included in each of the road determination range F240, the road determination range R242, and the road determination range L244, and the intersection pattern corresponding to each combination are shown. For example, in FIG. 5A, since the road determination range F240 and the road determination range R242 do not include an obstacle and the road determination range L244 includes an obstacle, the detection unit 60 sets the intersection pattern to “2”. judge. This corresponds to the detection of the rolling circuit 222 extending rightward from the travel path 220. On the other hand, when no obstacle is included in the road determination range L244, this corresponds to detection of the rolling circuit 222 extending leftward from the travel road 220. Returning to FIG. The detection unit 60 outputs the detected intersection pattern to the setting unit 62 and the classification unit 64.

  The classification unit 64 classifies the transfer circuit 222 based on the map generated by the map generation unit 32 with respect to the intersection pattern detected by the detection unit 60. 6A to 6B show an outline of processing in the classification unit 64. FIG. Here, as in FIG. 5A, the case where the rolling circuit 222 extends rightward from the travel path 220 is used for description. FIG. 6A shows a calculation process for deriving the width W of the travel path 220. The classification unit 64 calculates an average value A1 in the horizontal direction of the plurality of obstacle coordinates 230 arranged on the left side of the traveling path 220. Further, the classification unit 64 calculates an average value A2 in the horizontal direction of the plurality of obstacle coordinates 230 arranged on the right side of the traveling path 220. Furthermore, the classification unit 64 derives the width W by calculating the difference between the average value A1 and the average value A2. FIG. 6B shows a calculation process for deriving the width L of the transfer circuit 222. The detection unit 60 acquires two obstacle coordinates 230, specifically B1 and B2, which are arranged with the rolling circuit 222 interposed therebetween. The classification unit 64 derives the width L by calculating the difference between B1 and B2. Returning to FIG.

  The classification unit 64 compares the width W of the traveling path 220 with the width L of the rolling circuit 222. When the width W ≧ the width L (hereinafter referred to as “state history 1”), the width W <the width L. Into the case (hereinafter referred to as “state history 2”). This corresponds to classifying the turning circuit 222 based on whether or not it is wider than the travel path 220.

  The classification unit 64 specifies the turning pattern of the vehicle 100 depending on whether the state history 1 or the state history 2 is set. 7A to 7B show processing according to the classification result in the classification unit 64. FIG. FIG. 7A shows a turn pattern in the case of the state history 1. The vehicle 100 (i) enters the rolling circuit 222 from behind while moving backward in the direction opposite to the traveling direction 120. Subsequently, the vehicle 100 (ii) moves forward from the rolling circuit 222 to the traveling path 220 in the direction opposite to the traveling direction 120 and (iii) moves backward in the traveling direction 120. FIG. 7B shows a turn pattern in the case of the state history 2. The vehicle 100 (i) moves backward in the direction opposite to the traveling direction 120 and (ii) enters the rolling circuit 222 from the front while moving forward in the direction of the traveling direction 120. Subsequently, the vehicle 100 (iii) moves backward from the rolling circuit 222 to the traveling path 220 in the traveling direction 120. Returning to FIG.

  The setting unit 62, when the detecting circuit 60 detects the turning circuit 222, determines whether the turning circuit 222 is a turnable region or not on the map generated by the map generating unit 32. A boundary curve for comparison with the coordinates 230 is set. Here, FIGS. 8A to 8B are used to describe the boundary curve. FIGS. 8A and 8B show an outline of processing in the setting unit 62. FIG. Here, as in FIG. 5A, the case where the rolling circuit 222 extends from the travel path 220 in the right direction is used for the description. The setting unit 62 includes a first boundary curve 270 a disposed on the front side of the rolling circuit 222 toward the traveling direction 120 of the vehicle 100 and a first boundary curve 270 a disposed on the rear side of the rolling circuit 222 toward the traveling direction 120 of the vehicle 100. A two-boundary curve 270b is set. Here, the second boundary curve 270b faces the first boundary curve 270a with the transfer circuit 222 interposed therebetween.

  The first boundary curve 270a and the second boundary curve 270b are collectively referred to as the boundary curve 270, and the inside of the vehicle 100 passes through the boundary curve 270 when the vehicle 100 turns between the traveling road 220 and the rolling circuit 222. An arc-shaped trajectory is included. Note that the positions at which the first boundary curve 270a and the second boundary curve 270b are arranged with respect to the transfer circuit 222 are changed according to the intersection pattern detected by the detection unit 60. When the intersection pattern is “1”, four boundary curves 270 are arranged around the vehicle origin 130.

  The arc-shaped trajectory included in the first boundary curve 270a is centered on the first trajectory arc center 266a, and the arc-shaped trajectory included in the second boundary curve 270b is centered on the second trajectory arc center 266b. Here, the setting of the first locus arc center 266a and the second locus arc center 266b will be described. The setting unit 62 derives a first intermediate point 246 that has moved from the vehicle origin 130 of the vehicle 100 to the edge on the opposite side of the rolling circuit 222 along the width direction of the travel path 220. Next, the setting unit 62 derives from the first intermediate point 246 a second intermediate point 248 that has traveled a first distance toward the rolling circuit 222 along the width direction of the travel path 220. Furthermore, the setting unit 62 sets the first trajectory arc center 266a at a point advanced by a second distance from the second intermediate point 248 toward the traveling direction 120. In addition, the setting unit 62 sets the second locus arc center 266 b at a point advanced from the second intermediate point 248 by a second distance in the direction opposite to the traveling direction 120.

  Here, the first distance is set to be equal to or greater than the minimum turning radius 250 of the vehicle 100, specifically, the sum of the minimum turning radius 250 and the outer margin 252. Further, the second distance is set so that the second distance is equal to or larger than a value obtained by dividing the sum of the diameter of the arc passing through the inside of the vehicle 100 and the tread 260 of the vehicle 100 by 2 when the vehicle 100 turns. . The diameter of the arc through which the inside of the vehicle 100 passes corresponds to a double trajectory arc radius 264. Therefore, the second distance is indicated as the sum of 1/2 of the tread 260, the inner margin 262, and the locus arc radius 264.

FIG. 8B is a diagram for explaining the outer margin 252, the inner margin 262, and the horizontal margin 282. The inner margin 262 is made larger than “(vehicle width of the vehicle 100−tread 260) / 2”. Here, the vehicle width of the vehicle 100 does not include a side mirror. The lateral margin 282 is made larger than “(maximum width of the vehicle 100 including the protrusion of the mirror−tread 260) / 2”. The outer margin 252 is set larger than “distance between the point of the vehicle body farthest from the turning center point and the center point—the minimum turning radius 250”. Here, when the minimum turning radius 250 is “R”, the wheel base 280 is “B”, the tread 260 is “T”, and the inner margin 262 is “m”, the locus arc radius 264 “r” is as follows: Shown in
r = √ (R ² −B ² ) −T−m

  When the state history is 2, that is, when the width W <the width L, the setting unit 62 may set the boundary curve 270 as follows. At that time, the setting unit 62 sets a boundary curve 270 as shown in FIG. FIGS. 9A and 9B show an outline of processing in the setting unit 62. FIG. FIG. 9A is shown in the same manner as FIG. 8A, but the boundary curve 270 also considers an arcuate trajectory through which the outside of the vehicle 100 passes when the vehicle 100 turns. Therefore, the boundary curve 270 has a shape in which a part of the arc-shaped trajectory through which the inside of the vehicle 100 passes is replaced with an arc-shaped trajectory through which the outside of the vehicle 100 passes. In other words, the boundary curve 270 is formed by connecting two types of circular arc trajectories.

  FIG. 9B shows the relationship between two types of arc-shaped trajectories that form the boundary curve 270. A part of the boundary curve 270 is an arc-shaped locus having a locus arc radius 264 from the locus arc center 266 as described above. The remainder of the boundary curve 270 is an arcuate locus having a minimum turning radius 250. Returning to FIG.

  The determination unit 66 selects the obstacle coordinates 230 on the transfer circuit 222 side from the obstacle coordinates 230 on the map generated by the map generation unit 32 according to the type of intersection detected by the detection unit 60. This corresponds to selecting the obstacle coordinates 230 on the side where the first locus arc center 266a and the second locus arc center 266b are arranged in FIG. 8A. The determination unit 66 compares the selected obstacle coordinates 230 with the boundary curve 270 set in the setting unit 62. The determination unit 66 determines that the turning of the vehicle 100 in the turning circuit 222 is possible when the obstacle coordinates 230 do not exist on the vehicle 100 side with respect to the boundary curve 270. On the other hand, when the obstacle coordinates 230 are present on the vehicle 100 side with respect to the boundary curve 270, the determination unit 66 determines that the turning of the vehicle 100 in the turning circuit 222 is impossible.

  In FIG. 8A, when the obstacle coordinate 230 does not exist on the vehicle origin 130 side with respect to the first boundary curve 270a and does not exist on the vehicle origin 130 side with respect to the second boundary curve 270b, It is determined that the vehicle 100 can be turned at 222. This can be said to be a case where the obstacle coordinates 230 do not exist outside a circle including arc-shaped trajectories that respectively form the first boundary curve 270a and the second boundary curve 270b.

  For this process, for example, in FIG. 8A, the inside of a circle including the arc-shaped trajectory forming the first boundary curve 270a and the second boundary curve 270b is colored white, and the arc-shaped trajectory is The outside of the containing circle is colored black. Further, only the selected obstacle coordinates 230 are colored black on the white map. The determination unit 66 superimposes these, and performs an operation that turns black only when black and black overlap each other and turns white when the remaining combination is performed, that is, a logical product operation. If the result of the AND operation is all white, the determination unit 66 determines that the turning of the vehicle 100 in the turn circuit 222 is possible. On the other hand, when black is included, determination unit 66 determines that turning of vehicle 100 in turn circuit 222 is impossible.

  The determination unit 66 causes the storage unit 36 to store the coordinates of the vehicle origin 130 and information about the turning circuit 222 that can turn the vehicle 100 at predetermined intervals. Here, the information on the turning circuit 222 that can turn the vehicle 100 is “state history 0” when the turning circuit 222 is not capable of turning the vehicle 100. On the other hand, when the rolling circuit 222 is capable of turning the vehicle 100, the “state history 1” or “state history 2” classified by the classification unit 64 is assumed. Further, in the case of “state history 1” or “state history 2”, the type of intersection detected by the detection unit 60 is also stored in association with each other. As described above, these processes are repeatedly executed at predetermined intervals under the control of the control unit 40 when the vehicle 100 travels in the traveling direction 120.

  Shift ECU 14 performs shift control of vehicle 100. A known technique may be used for the shift ECU 14, but here, only forward or backward movement will be described. In FIG. 1, the vehicle 100 moves forward until an occupant of the vehicle 100 finds an empty ninth parking area 210i. At that time, the shift ECU 14 selects forward as the shift control of the vehicle 100. On the other hand, after the occupant of the vehicle 100 finds an empty ninth parking area 210i, the vehicle 100 moves backward. At that time, the shift ECU 14 selects reverse as the shift control of the vehicle 100. The shift ECU 14 outputs information relating to the selected forward or backward movement (hereinafter referred to as “shift information”) to the second reception unit 50.

  The second reception unit 50 receives shift information from the shift ECU 14. When the shift information is switched from forward to backward, that is, when the occupant of the vehicle 100 finds an empty ninth parking area 210i and switches from forward to backward in FIG. The processing unit 52 is instructed to post the path 222.

  When the processing unit 52 receives an instruction from the second reception unit 50, the processing unit 52 confirms the storage contents of the storage unit 36 via the control unit 40. As described above, the contents stored in the storage unit 36 are added at predetermined intervals. The processing unit 52 searches the “state history” in the stored contents stored in the storage unit 36 in order from the newest one. Here, the search is continued until “status history 1” or “status history 2” is found. When the “state history 1” or “state history 2” is found, the processing unit 52 acquires the coordinates of the vehicle origin 130 and the type of the intersection corresponding thereto from the storage unit 36. The processing unit 52 generates an image in which an icon indicating that the turning circuit 222 that can be turned exists is superimposed on the coordinates of the vehicle origin 130 on the map image used in the navigation system, for example, the overhead view image. The presence of the turn circuit 222 that can be turned may be indicated by a display other than an icon. The processing unit 52 causes the notification device 22 to display the generated image.

  The notification device 22 notifies the occupant of information related to traveling or parking of the vehicle 100. The notification device 2 is, for example, a car navigation system, a head-up display, or a center display installed in the vehicle. The notification device 22 displays to the occupant that there is a turn circuit 222 that can be turned by displaying the image output from the processing unit 52.

  Operation | movement of the parking assistance apparatus 20 by the above structure is demonstrated. FIG. 10 is a flowchart showing a storage procedure by the parking assistance device 20. The control unit 40 initializes the history counter (S10). The sensor 10 measures the distance between the left and right obstacles (S12), and stores the coordinates of the obstacles (S14). If there is no turning area (N in S16), the storage unit 36 stores 0 in the state history (S18). On the other hand, if there is a turning area (Y in S16) and the width W ≧ the width L (Y in S20), the storage unit 36 stores 1 in the state history (S22). If the width W is not greater than the width L (N in S20), the storage unit 36 stores 2 in the state history (S24). The storage unit 36 stores its own position in the coordinate history, and the control unit 40 adds 1 to the history counter (S26). If the gear is not R (N in S28) and does not advance a predetermined distance (N in S30), the process returns to step 28. If the vehicle has advanced a predetermined distance (Y in S30), the process returns to step 12. If the gear is R (Y in S28), the process proceeds to FIG.

  FIG. 11 is a flowchart showing a posting procedure by the parking assistance device 20 and is a continuation from FIG. The controller 40 decrements the history counter by 1 (S50). If the state history is 0 (N in S52), the process returns to step 50. If the status history is not 0 (Y in S52), the processing unit 52 reads the posted coordinates (S54) and executes navigation posting (S56). If the distance between the self-position and the posted coordinates is not within 5 m (N in S58) and does not move backward by a predetermined distance (N in S60), the process waits. If the vehicle has moved back a predetermined distance (Y in S60), the process returns to step 56. If the distance between the self position and the posted coordinates is within 5 m (Y in S58), the process is terminated.

  According to the present embodiment, when the vehicle turns between the traveling road and the turning circuit, the turning of the vehicle in the turning circuit is based on the boundary curve including the arc-shaped locus through which the inside of the vehicle passes. Since it is determined whether or not it is possible, the area surrounded by the boundary curve can be reduced. In addition, since the area surrounded by the boundary curve becomes small, it can be determined whether or not the vehicle can be turned in the turn circuit even if it is narrow. Even if it is narrow, since it is determined whether or not the vehicle can be turned in the turning circuit, the detection accuracy of the turnable region can be improved. In addition, since the first boundary curve and the second boundary curve are set while sandwiching the turning circuit, the setting suitable for the actual turning situation can be executed. In addition, the center of the first boundary curve and the second boundary curve is set based on the minimum turning radius of the vehicle, the diameter of the arc that the inside of the vehicle passes when the vehicle turns, and the tread of the vehicle, so that the turning is possible. A first boundary curve and a second boundary curve suitable for such determination can be set. Moreover, since the circuit is classified according to the width, processing according to the width can be executed.

  As mentioned above, although embodiment concerning this invention has been explained in full detail with reference to drawings, the function of the apparatus mentioned above and each processing part may be realized by a computer program. A computer that realizes the above-described functions by a program includes an input device such as a button, a joystick, a jog dial, and a touch pad, an output device such as a display and a speaker, a CPU (Central Processing Unit), a ROM, a RAM, a hard disk device, and an SSD (Solid State). Drive) and other storage devices, DVD-ROM (Digital Versatile Disk Read Only Memory), a reader that reads information from a recording medium such as a USB memory, and a network card that communicates via a network. Is done.

  The reading device reads the program from the recording medium on which the program is recorded, and stores the program in the storage device. Or a network card communicates with the server apparatus connected to the network, and memorize | stores the program for implement | achieving the function of said each apparatus downloaded from the server apparatus in a memory | storage device. Further, the function of each device is realized by the CPU copying the program stored in the storage device to the RAM and sequentially reading out and executing the instructions included in the program from the RAM. Moreover, you may include other road users as an obstruction. For example, a motorcycle (two-wheeled vehicle) and a bicycle (with a person on them) may be treated as other vehicles, and a person pushing a bicycle or riding a skateboard may be treated as a pedestrian.

  The outline of one embodiment of the present invention is as follows. A turnable area detecting device according to an aspect of the present invention includes a rolling circuit extending from a traveling path in a direction different from the traveling path based on information on obstacles around the vehicle traveling along the traveling path. A detection unit for detecting, and a setting unit for setting a boundary curve including an arcuate trajectory through which the inside of the vehicle passes when the vehicle turns between the traveling path and the turning circuit detected by the detection unit; And a determination unit that determines that the vehicle can turn on the turn circuit when the obstacle on the turn circuit side on the travel path is not present on the vehicle side with respect to the boundary curve set in the setting unit.

  According to this aspect, when the vehicle turns between the traveling road and the turning circuit, the turning of the vehicle in the turning circuit is possible based on the boundary curve including the arc-shaped locus through which the inside of the vehicle passes. Therefore, the detection accuracy of the turnable region can be improved.

  The setting unit includes, as a boundary curve, a first boundary curve arranged on the front side of the rolling circuit toward the traveling direction of the vehicle, and a first while sandwiching the rolling circuit on the rear side of the rolling circuit toward the traveling direction of the vehicle. The second boundary curve arranged opposite to the boundary curve is set, and the determination unit is configured such that the obstacle on the transfer circuit side in the traveling road is not present on the vehicle side than the first boundary curve set in the setting unit. And when it does not exist in the vehicle side rather than the 2nd boundary curve set in the setting part, it determines with the turning of the vehicle in a turning circuit being possible. In this case, since the first boundary curve and the second boundary curve are set while sandwiching the turning circuit, setting suitable for the actual turning situation can be executed.

  The setting unit travels a first distance from the vehicle position to the turning circuit along the width direction of the traveling road from the first intermediate point moved to the edge opposite to the rolling circuit along the width direction of the traveling road. The second intermediate point is derived, and the center of the arc-shaped trajectory in the first boundary curve is set at a point advanced by a second distance from the second intermediate point in the vehicle traveling direction. The center of the arc-shaped locus in the second boundary curve is set at a point advanced by a second distance in the direction opposite to the traveling direction, and the setting unit sets the first distance so as to be equal to or greater than the minimum turning radius of the vehicle. Then, when the vehicle turns, the second distance is set to be equal to or larger than a value obtained by dividing the sum of the diameter of the arc passing through the inside of the vehicle and the tread of the vehicle by 2. In this case, the center of the first boundary curve and the second boundary curve is set based on the minimum turning radius of the vehicle, the diameter of the arc that the inside of the vehicle passes when the vehicle turns, and the tread of the vehicle. It is possible to set the first boundary curve and the second boundary curve suitable for determining whether or not they are possible.

  A classifying unit that compares the width of the traveling path with the width of the transfer circuit and classifies the transfer circuit according to the comparison result is further provided. In this case, since the transfer circuits are classified according to the width, processing according to the width can be executed.

  Another aspect of the present invention is a method for detecting a turnable region. The method includes a step of detecting a rolling circuit extending from the travel path in a direction different from the travel path based on information on an obstacle existing around the vehicle traveling along the travel path, and the detection of the travel path. The step of setting a boundary curve including an arc-shaped trajectory through which the inside of the vehicle passes when the vehicle turns with the turned turning circuit, and the obstacle on the turning circuit side in the traveling path Determining that the vehicle can be turned in the turn circuit when the vehicle is not present on the vehicle side.

  The present invention has been described based on the embodiments. It is understood by those skilled in the art that these embodiments are exemplifications, and that various modifications can be made to combinations of the respective constituent elements and processing processes, and such modifications are also within the scope of the present invention. By the way.

  The determination unit 66 according to the present embodiment determines whether or not the vehicle 100 can be turned in the turning circuit 222 according to whether or not the obstacle coordinate 230 exists on the vehicle 100 side with respect to the boundary curve 270. To do. However, the present invention is not limited to this. For example, the determination unit 66 estimates the corner or feature point of the obstacle from the arrangement of the obstacle coordinates 230, and whether the corner or feature point of the obstacle exists on the vehicle 100 side from the boundary curve 270. Depending on whether or not, it is possible to determine whether or not the turning of the vehicle 100 in the turning circuit 222 is possible. According to this modification, the degree of freedom of configuration can be improved.

  In the present embodiment, vehicle 100 is driven and parked by an occupant's operation. However, the present invention is not limited to this. For example, the vehicle 100 may execute automatic driving control and automatic parking control. In this case, when an empty parking area 210 is detected, the vehicle 100 starts to move backward. At that time, the vehicle 100 moves backward along the travel route to the rolling circuit 222 that is determined that the vehicle 100 can turn. According to the present embodiment, the applicable range can be expanded.

  According to the present invention, the detection accuracy of the turnable region can be improved.

  DESCRIPTION OF SYMBOLS 10 sensor, 12 position information acquisition part, 14 shift ECU, 20 parking assistance apparatus, 22 alerting | reporting apparatus, 30 1st reception part, 32 map production | generation part, 34 turnable area | region detection part, 36 memory | storage part, 40 control part, 50th 2 reception units, 52 processing units, 60 detection units, 62 setting units, 64 classification units, 66 determination units, 100 vehicles.

Claims (6)

A detection unit for detecting a rolling circuit extending from the travel path in a direction different from the travel path based on information on an obstacle existing around the vehicle traveling along the travel path;
A setting unit for setting a boundary curve including an arcuate trajectory through which the inside of the vehicle passes when the vehicle turns between the travel path and the rolling circuit detected by the detection unit;
A determination unit that determines that the vehicle can turn in the turn circuit when an obstacle on the turn circuit side in the travel path is not present on the vehicle side with respect to the boundary curve set in the setting unit; ,
A rollable area detection device comprising: The setting unit includes, as the boundary curve, a first boundary curve arranged on the front side of the rolling circuit toward the traveling direction of the vehicle, and a rear side of the rolling circuit toward the traveling direction of the vehicle, A second boundary curve disposed opposite to the first boundary curve while sandwiching a rotation circuit,
The determination unit is configured such that an obstacle on the transfer circuit side in the traveling road is not present on the vehicle side than the first boundary curve set in the setting unit, and from the second boundary curve set in the setting unit. If the vehicle is not present on the vehicle side, it is determined that the vehicle can be turned in the turn circuit.
The turnable region detection device according to claim 1. The setting unit
A first distance from the position of the vehicle to the rolling circuit along the width direction of the traveling path from a first intermediate point moved to the edge opposite to the rolling circuit along the width direction of the traveling path. Deriving the advanced second waypoint,
A center of an arc-shaped locus in the first boundary curve is set at a point advanced by a second distance from the second intermediate point toward the traveling direction of the vehicle;
A center of an arc-shaped locus in the second boundary curve is set at a point advanced by a second distance from the second intermediate point in a direction opposite to the traveling direction of the vehicle;
The setting unit sets the first distance to be equal to or greater than a minimum turning radius of the vehicle, and calculates a sum of a diameter of an arc passing through the inside of the vehicle and a tread of the vehicle when the vehicle turns. Setting the second distance to be greater than or equal to the value divided by 2;
The turnable region detecting device according to claim 2. It further comprises a classification unit that compares the width of the travel path with the width of the rolling circuit and classifies the rolling circuit according to a comparison result.
The turnable region detecting device according to any one of claims 1 to 3. Detecting a rolling circuit extending from the travel path in a direction different from the travel path based on information on obstacles existing around the vehicle traveling along the travel path;
Setting a boundary curve including an arcuate trajectory through which the inside of the vehicle passes when the vehicle turns between the travel path and the detected turning circuit;
A step of determining that the turning of the vehicle in the turning circuit is possible when the obstacle on the turning circuit side in the travel path is not present on the vehicle side with respect to a set boundary curve;
A method for detecting a turnable area. Detecting a rolling circuit extending from the travel path in a direction different from the travel path based on information on obstacles existing around the vehicle traveling along the travel path;
Setting a boundary curve including an arcuate trajectory through which the inside of the vehicle passes when the vehicle turns between the travel path and the detected turning circuit;
When the obstacle on the rolling circuit side in the travel path is not present on the vehicle side with respect to the set boundary curve, the computer is caused to execute a step of determining that the vehicle can turn in the rolling circuit. Program for.

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