JP2019147480A - Parking support device - Google Patents

Abstract

To provide a technology to suppress an increase in the number of times of turn-back steering even in a case where steering torque of electric power steering is small in a parking support device for supporting a parking operation by automatic steering when moving a vehicle to a target parking position.SOLUTION: A speed estimation unit 62 estimates a change in a travel speed of a vehicle 100 while supporting a parking operation. An allowable steering angle calculation unit 64 stores relationships in which an allowable steering angle that allows steering to be executed increases as the travel speed of the vehicle 100 increases, and the allowable steering angle becomes a maximum value when the travel speed increases to a predetermined value, and calculates a change in the allowable steering angle on the basis of the estimated change in the travel speed. A route calculation unit 66 calculates a route to a target parking position using the steering angle in the range of the calculated change in the allowable steering angle. The route calculation unit 66 calculates the route while changing the steering angle in a section in which the allowable steering angle that allows steering to be executed increases as the travel speed increases. An output unit 68 outputs an instruction for the steering along the calculated route.SELECTED DRAWING: Figure 3

Description

  The present disclosure relates to a parking support technology, and more particularly to a parking support device that supports a parking operation.

  The parking assist device is used to facilitate parking when the driver performs the parking operation to move the vehicle to the parking target position by assisting the parking operation with the steering operation by the driver being automatically steered. Is done. When the parking stop is executed while the vehicle is stopped, the parking support device instructs the driver of the gear position and notifies the driver to step on the accelerator when the stop is completed. As a result, the vehicle starts moving to the parking target position (see, for example, Patent Document 1).

JP 2003-341543 A

  The parking assist device controls the electric power steering to generate a steering torque to steer the steering wheel, but the steering torque that can be generated differs depending on the type of the electric power steering. The allowable steering angle for stationary driving in electric power steering with a small steering torque is smaller than the allowable steering angle for stationary driving in electric power steering with a large steering torque. When the allowable steering angle for stationary driving is reduced, a parking route with a large number of turning-backs is generated.

  The present disclosure has been made in view of such a situation. The purpose of the present disclosure is to reduce the steering torque of the electric power steering in a parking assistance device that assists the parking operation by automatic steering when the vehicle is moved to the parking target position. Even in such a case, it is to provide a technique for suppressing an increase in the number of times of turning back.

  In order to solve the above-described problems, a parking support device according to an aspect of the present invention is a parking support device that supports parking operation by automatic steering when moving a vehicle to a parking target position, and supports parking operation. A speed estimation unit that estimates a change in the traveling speed of the vehicle, and an allowable steering angle that can be steered increases when the traveling speed of the vehicle increases, and the allowable steering angle reaches a maximum value when the traveling speed increases to a predetermined value. The relationship is stored, the allowable steering angle calculation unit that calculates the change in the allowable steering angle based on the change in the traveling speed estimated by the speed estimation unit, and the range of the change in the allowable steering angle calculated by the allowable steering angle calculation unit A route calculation unit that calculates a route to the parking target position using the steering angle, and an output unit that outputs a steering instruction along the route calculated by the route calculation unit. The route calculation unit calculates the route while changing the steering angle in a section where the allowable steering angle that can be steered increases as the traveling speed of the vehicle increases.

  Note that any combination of the above components, the expression of the present disclosure converted between an apparatus, a system, a method, a program, a recording medium storing the program, a vehicle equipped with the apparatus, and the like are also disclosed in the present disclosure. It is effective as an embodiment.

  According to the present disclosure, when the vehicle is moved to the parking target position, in the parking assistance device that assists the parking operation by the automatic steering, the increase in the number of times of turning back can be suppressed even when the steering torque of the electric power steering is small.

It is a figure which shows the outline | summary of the parking by the vehicle used as the comparison object of a present Example. 2A to 2C are diagrams for explaining the outline of parking in FIG. 1 in detail. It is a figure which shows the structure of the vehicle which concerns on a present Example. It is a figure which shows arrangement | positioning of the imaging device of FIG. FIGS. 5A and 5B are diagrams illustrating an outline of processing in the control unit in FIG. 3. It is a figure which shows the outline | summary of another process in the control part of FIG. It is a figure which shows the outline | summary of the parking by the vehicle of FIG.

  Before describing this embodiment in detail, an outline will be described. A present Example is related with the parking assistance apparatus which assists parking of a vehicle. Here, the parking assist device automatically performs steering when the vehicle moves from a position where the vehicle parking operation is started (hereinafter referred to as a parking start position) to a parking target position (hereinafter referred to as a “parking target position”). Run it. On the other hand, an accelerator operation, a braking operation, and a shift operation are performed by the driver. This parking assistance device detects a line of a parking frame as a parking area based on an image captured by an imaging device. The parking frame line is, for example, a white line, but may be another color line such as an orange line. Here, in order to clarify the explanation, it is assumed that it is a white line. The parking assist device calculates a route (hereinafter referred to as “parking route”) from which the vehicle should move from the parking start position to the parking target position in the parking area, and moves the vehicle along the parking route.

  Until now, vehicles equipped with parking assistance devices have been equipped with expensive and high-performance electric power steering, and the steering torque of such electric power steering is large. Therefore, the parking route is calculated on the assumption that the vehicle can be steered up to the maximum steering angle including not only the traveling but also the stationary stop. On the other hand, the steering torque of an inexpensive and small electric power steering is small, and the steering angle that can be steered (hereinafter referred to as “allowable steering angle”) in a region where the traveling speed is low is limited to be smaller than the maximum steering angle. . When a parking assist device is mounted on a vehicle equipped with such an electric power steering, if a conventional parking route is applied, desired steering cannot be performed, and the number of times of turnover increases. On the other hand, for the convenience of the driver, even when the steering torque of the electric power steering is small, it is required to suppress an increase in the number of times of switching.

  The parking assistance apparatus according to the present embodiment uses a relationship in which the allowable steering angle of the electric power steering mounted on the vehicle increases as the speed increases from the stop state of the vehicle. The parking assist device estimates a traveling speed when moving along the parking route, and calculates a parking route using an allowable steering angle corresponding to the estimated traveling speed. Therefore, the parking assist device calculates a route while changing the steering angle in a section where the allowable steering angle increases with an increase in traveling speed, such as immediately after the vehicle starts traveling. Hereinafter, the present embodiment will be described in detail with reference to the drawings. In addition, each Example described below is an example, and this indication is not limited by these Examples.

  FIG. 1 shows an outline of parking by a vehicle 110 to be compared with the present embodiment. The vehicle 110 is equipped with an electric power steering with a small steering torque. Point A1 indicates the parking start position of the vehicle 110. Moreover, the vehicle 110 has detected the parking area | region 200, and the point A2 in it shows the parking target position of the vehicle 110. FIG. The vehicle 110 calculates an ideal parking path 210 as a parking path that turns to the left side and proceeds to the point A2 while proceeding backward from the point A1. The ideal parking path 210 is calculated on the assumption that electric power steering with a large steering torque is mounted, and at point A1, the vehicle 110 performs a stationary operation up to a steering angle equal to or less than the maximum steering angle of the electric power steering itself. To do.

  The vehicle 110 performs automatic steering along the ideal parking path 210, but the steering angle in the section where the vehicle travels at a low speed near the point A1 is limited to a range of an allowable steering angle smaller than the maximum steering angle. Therefore, the vehicle 110 cannot execute automatic steering along the ideal parking path 210, moves along the actual parking path 212 that swells more than the ideal parking path 210, and reaches the point A3. As a result, the point A2 cannot be reached through the route as it is, and the number of times of switching increases.

  Here, the cause of the situation shown in FIG. 1 will be described with reference to FIGS. FIGS. 2A to 2C are diagrams for explaining the outline of parking in detail. FIG. 2A shows the relationship between the traveling speed and the allowable steering angle in the vehicle 110 at the time of steering to increase the steering angle. The horizontal axis represents the traveling speed of the vehicle 110, and the vertical axis represents the allowable steering angle of the electric power steering mounted on the vehicle 110. In proportion to the increase in travel speed from 0 km / h to 2.0 km / h, the allowable steering angle also increases from 200 degrees to 500 degrees. On the other hand, even if the traveling speed increases from 2.0 km / h, the allowable steering angle remains constant at 500 degrees. Here, the allowable steering angle of 500 degrees corresponds to the maximum steering angle. That is, the allowable steering angle increases as the traveling speed increases from the stopped state, but the allowable steering angle becomes the maximum steering angle at a certain traveling speed. On the other hand, in a vehicle equipped with electric power steering having a large steering torque, the maximum steering angle can be realized even when the traveling speed increases from 0 km / h to 2.0 km / h. In the following description, it is assumed that the situation in which the traveling speed increases is increased and steering is performed, and the situation in which the traveling speed is decreased is assumed to be switched back.

  FIG. 2B shows a change in travel speed when the vehicle 110 travels along the ideal parking path 210 from point A1 to point A2. In this embodiment, a change in travel speed is defined based on creep acceleration and deceleration during general parking operation. The vehicle 110 departs from the point A1 at the traveling speed of 0 km / h and then increases the traveling speed, and reaches the traveling speed of 2.0 km / h at the point A1 '. The vehicle 110 maintains a traveling speed of 2.0 km / h from the point A1 'to the point A2'. Further, the vehicle 110 decreases the traveling speed from 2.0 km / h to 0.0 km / h between the point A2 'and the point A2.

  FIG. 2C shows a change in the steering angle. The ideal parking path steering angle 214 indicates a steering angle required when traveling along the ideal parking path 210 of FIG. At point A1, the ideal parking route steering angle 214 is set to 500 degrees, and the steering angle of 500 degrees is maintained from point A1 to point A4. Between the point A4 and the point A5, the ideal parking path steering angle 214 is decreased from 500 degrees to 0 degrees. The ideal parking route steering angle 214 is maintained at 0 degree from the point A5 to the point A2. On the other hand, the allowable steering angle 216 indicates a change in the allowable steering angle when FIGS. 2A to 2B are considered. At the point A1, the allowable steering angle 216 is 200 degrees, and the allowable steering angle 216 increases from 200 degrees to 500 degrees between the points A1 and A1 '. That is, the allowable steering angle 216 changes according to the traveling speed.

  Comparing the ideal parking path steering angle 214 and the allowable steering angle 216, the ideal parking path steering angle 214 exceeds the allowable steering angle 216 between the point A1 and the point A1 '. That is, while the traveling speed increases from 0 km / h to 2.0 km / h, the steering angle of the vehicle 110 does not satisfy the ideal parking path steering angle 214, and the vehicle 110 moves so as to expand as shown in FIG. To do. As described above, the ideal parking path steering angle 214 is calculated on the premise that the steering can be performed up to the maximum steering angle regardless of the traveling speed. Therefore, the ideal parking path steering angle 214 exceeds the allowable steering angle 216 and the desired steering cannot be performed. An interval has occurred. As a result, since the actual parking route 212 swells with respect to the ideal parking route 210, as described above, the number of turn-backs increases.

  In the following, a configuration for suppressing an increase in the number of times of turning back will be described, assuming that electric power steering with a small steering torque is mounted. FIG. 3 shows the configuration of the vehicle 100. The vehicle 100 includes an imaging device 10, an operation device 12, a display device 14, a sensor 16, a steering control device 20, and a parking assistance device 30. The parking assist device 30 includes a display processing unit 40, a presentation unit 42, a reception unit 44, an input unit 46, a conversion unit 48, a detection unit 50, a control unit 52, and a vehicle position calculation unit 54. The control unit 52 includes a parking target position determination unit 60, a speed estimation unit 62, an allowable steering angle calculation unit 64, a route calculation unit 66, and an output unit 68. 3 may be connected by wired communication such as a dedicated line or a CAN (Controller Area Network). Moreover, you may connect by wired communication or wireless communications, such as USB (Universal Serial Bus), Ethernet (trademark), Wi-Fi (trademark), Bluetooth (trademark).

  The operation device 12 includes buttons, dials, and the like, and receives instructions from the driver. The operation device 12 may be a touch panel configured integrally with the display device 14. The operating device 12 includes, for example, a parking assistance start button (hereinafter referred to as a “parking assistance start button”), and detects depression of the parking assistance start button by the driver. When accepting the depression of the parking support start button in the operation device 12, the reception unit 44 instructs the display processing unit 40 to start parking support. When the display processing unit 40 receives an instruction to start parking support, the display processing unit 40 generates a screen indicating the parking support status and outputs the screen to the presentation unit 42. The presentation unit 42 causes the display device 14 to display the screen received from the display processing unit 40. The display device 14 is a display of a navigation system arranged on the instrument panel of the vehicle 100, for example.

  The imaging device 10 can capture an image around the vehicle 100. Note that a video may be configured by arranging a plurality of images in time series. FIG. 4 shows the arrangement of the imaging device 10, which corresponds to a top view of the vehicle 100. The vehicle 100 includes a first imaging device 10a, a second imaging device 10b, a third imaging device 10c, and a fourth imaging device 10d, which are collectively referred to as the imaging device 10. The first imaging device 10a, also called a front camera, is installed on the front grill of the vehicle 100 and captures an image of the front area obliquely looking down with respect to the ground. The second imaging device 10b, also called a left side camera, is installed on the left side mirror of the vehicle 100 and captures an image in a direction in which the left side region is looked down obliquely with respect to the ground. The third imaging device 10c, also called a rear camera, is installed in the vicinity of the trunk of the vehicle 100 and images in a direction in which the rear area is looked down obliquely with respect to the ground. The fourth imaging device 10d is also called a right side camera, is installed on the right side mirror of the vehicle 100, and images in a direction in which the right side region is looked down obliquely with respect to the ground. These imaging devices 10 are wide-angle cameras having an angle of view of about 180 °, for example, and are arranged so that the entire circumference of the vehicle 100 is imaged. Returning to FIG. The imaging device 10 sequentially outputs the captured images to the parking support device 30.

  The input unit 46 sequentially receives images captured by the imaging devices 10. The input unit 46 outputs the image to the conversion unit 48 and the detection unit 50. The conversion unit 48 generates a bird's-eye view image by executing a viewpoint conversion process that produces an image from directly above the image received from the input unit 46, that is, an image captured obliquely from above. The bird's-eye view image is an image obtained by capturing the periphery of the vehicle 100. The conversion unit 48 outputs the generated overhead image to the display processing unit 40. The detection unit 50 receives an image from the input unit 46. The detection part 50 detects the white line of a parking frame with respect to an image by an image recognition process. Since the image recognition process is a known technique, a description thereof is omitted here. For example, the detection unit 50 detects a parking frame having a width corresponding to parallel parking. In that case, the parked vehicle may be arrange | positioned in the parking frame detected in the detection part 50. FIG. The detection unit 50 detects the area surrounded by the parking frame as the parking area 200. The detection unit 50 outputs information regarding the detected parking area 200, for example, the coordinates of the parking area 200, to the display processing unit 40 and the control unit 52. In addition, when the several parking area 200 is detected in the detection part 50, the coordinate of each parking area 200 is output.

  The display processing unit 40 receives the bird's-eye view image from the conversion unit 48 and the information related to the parking area 200 from the detection unit 50. The display processing unit 40 uses these to generate a screen for setting parking assistance (hereinafter referred to as “setting screen”). On the setting screen, an overhead image is displayed and a parking frame is superimposed on a portion corresponding to the parking area 200 on the overhead image. In addition, when the several parking area | region 200 is detected in the detection part 50, a several parking frame is superimposed on an image. The setting screen also displays a message such as “Please select a parking space”. The display processing unit 40 outputs a setting screen to the presentation unit 42.

  The presentation unit 42 causes the display device 14 to display a setting screen. The driver who has seen the setting screen displayed on the display device 14 operates the operation device 12 in order to confirm the message and select one of the parking frames. The reception unit 44 receives information on the parking frame selected by the operation device 12. The reception unit 44 outputs information on the selected parking frame to the display processing unit 40, and the display processing unit 40 outputs information on the selected parking frame to the control unit 52.

  The parking target position determination unit 60 receives information on the parking area 200 from the detection unit 50 and receives information on the selected parking frame from the display processing unit 40. The parking target position determination unit 60 selects the information on the parking area 200 corresponding to the information on the selected parking frame based on the correspondence between the information on the parking frame and the information on the parking area 200. Furthermore, the parking target position determination unit 60 sets a parking target position in the parking area 200. The parking target position corresponds to the point A2 in FIG. The parking target position determination unit 60 outputs the parking target position to the speed estimation unit 62 and the route calculation unit 66.

  The sensor 16 detects the surrounding situation and the running state of the vehicle 100. For example, the sensor 16 detects an obstacle around the vehicle 100 and the state of the vehicle 100. The sensor 16 is a generic name for various sensors for detecting the situation outside the vehicle and the state of the vehicle 100. As a sensor for detecting a situation outside the vehicle, for example, a millimeter wave radar, LIDAR (Light Detection and Ranging, Laser Imaging Detection and Ranging), a sonar, a temperature sensor, an atmospheric pressure sensor, a humidity sensor, an illuminance sensor, and the like are mounted. The situation outside the vehicle includes the road condition where the vehicle is traveling, the environment including the weather, the situation around the vehicle, and other vehicles in the vicinity. Any information outside the vehicle that can be detected by the sensor 16 may be used. Further, as the sensor 16 for detecting the state of the vehicle 100, for example, an acceleration sensor, a gyro sensor, a geomagnetic sensor, a tilt sensor, a steering angle sensor, a speed sensor, a shift sensor, and the like are mounted. Here, in particular, a steering angle sensor and a speed sensor will be described as the sensors 16. The sensor 16 outputs various types of detected information (hereinafter referred to as “detection information”) to the parking assistance device 30.

  The own vehicle position calculation unit 54 receives detection information from the sensor 16. The own vehicle position calculation unit 54 calculates the position of the vehicle 100 based on the detection information, particularly the value of the steering angle sensor and the value of the speed sensor. Since a known technique may be used for calculating the position of the vehicle 100, the description thereof is omitted here. Note that the vehicle position calculation unit 54 repeatedly calculates the position of the vehicle 100 and updates the position of the vehicle 100. The position of the vehicle 100 calculated first after the parking support is started is the parking start position, which corresponds to the point A1 in FIG. The own vehicle position calculation unit 54 outputs the parking start position to the speed estimation unit 62 and the route calculation unit 66, and outputs the position of the vehicle 100 to the output unit 68.

  The speed estimation unit 62 receives a parking start position from the own vehicle position calculation unit 54 and receives a parking target position from the parking target position determination unit 60. The speed estimation unit 62 estimates a change in travel speed during the period from the parking start position to the parking target position, that is, while assisting the parking operation. 5A to 5B show an overview of processing in the control unit 52. FIG. FIG. 5A shows a change in travel speed estimated by the speed estimation unit 62. In the change of the traveling speed, the traveling speed increases after starting from the point A1 at the traveling speed of 0 km / h, and the traveling speed reaches 2.0 km / h at the point A1 '. The traveling speed of 2.0 km / h is maintained from point A1 'to point A6. Between point A6 and point A2, the traveling speed is reduced from 2.0 km / h to 0.0 km / h. Here, the point A6 is a point arranged between the point A1 'and the point A2. FIG. 5B will be described later, and the processing returns to FIG. The speed estimation unit 62 outputs information related to the estimated change in travel speed to the allowable steering angle calculation unit 64.

  The allowable steering angle calculation unit 64 receives information related to a change in travel speed from the speed estimation unit 62. The allowable steering angle calculation unit 64 calculates the change in the allowable steering angle based on the information regarding the change in the traveling speed. Here, the vehicle 100 is equipped with a power steering electric power steering in which the allowable steering angle increases when the traveling speed increases from the stop state, and the allowable steering angle becomes the maximum steering angle when the traveling speed increases to a predetermined value. Therefore, the allowable steering angle calculation unit 64 stores the relationship between the traveling speed and the allowable steering angle as shown in FIG. 2A, and changes the allowable steering angle while correlating this with the change in the traveling speed. Is calculated. An allowable steering angle 216 in FIG. 5B indicates a change calculated by the allowable steering angle calculation unit 64. At the point A1, the allowable steering angle 216 is 200 degrees, and the allowable steering angle 216 increases from 200 degrees to 500 degrees between the points A1 and A1 '. Returning to FIG. The allowable steering angle calculation unit 64 outputs information related to the change in the allowable steering angle 216 to the route calculation unit 66.

  The route calculation unit 66 receives information regarding the change in the allowable steering angle 216 from the allowable steering angle calculation unit 64. The route calculation unit 66 receives a parking start position from the own vehicle position calculation unit 54 and receives a parking target position from the parking target position determination unit 60. The route calculation unit 66 calculates a parking route from the parking start position to the parking target position using the steering angle within the range of change of the allowable steering angle 216. Here, as an example, it is assumed that the parking route indicated by the steering angle 218 in FIG. 5B is calculated. The route calculation unit 66 calculates a route while changing the steering angle in a section where the allowable steering angle increases. The route calculation unit 66 changes the steering angle 218 so as to match the allowable steering angle 216 in a section where the allowable steering angle 216 from the point A1 to the point A1 'increases. Further, when the allowable steering angle 216 is the maximum steering angle, the route calculation unit 66 adjusts the steering angle 218 to the maximum steering angle. Further, the route calculation unit 66 decreases the steering angle 218 from the maximum steering angle so that the steering angle 218 becomes 0 degrees at the point A2. Here, the route calculation unit 66 calculates the parking route so that the section in which the steering angle 218 is the maximum steering angle is the longest. A steering angle 218 smaller than the allowable steering angle may be used instead of the maximum steering angle.

  Next, calculation of another parking route in the route calculation unit 66 will be described. FIG. 6 shows an outline of another process in the control unit 52. The allowable steering angle 216 is shown in the same manner as in FIG. The route calculation unit 66 changes the steering angle 218 so as to be smaller than the allowable steering angle 216 in a section where the allowable steering angle 216 from the point A1 to the point A1 'increases. Here, the inclination of the steering angle 218 is made smaller than the inclination of the allowable steering angle 216 in this section. Therefore, the steering angle 218 reaches the maximum steering angle after exceeding the point A1 '. Further, the route calculation unit 66 adjusts the steering angle 218 to the maximum steering angle from the time when the steering angle 218 reaches the maximum steering angle to the point A6. Furthermore, the route calculation unit 66 changes the steering angle 218 so that the steering angle 218 decreases from the maximum steering angle to 0 degree from the point A6 to the point A2. Returning to FIG. The route calculation unit 66 outputs the calculated parking route and information on changes in the steering angle 218 to the output unit 68.

  The output unit 68 receives the parking route calculated by the route calculation unit 66 and the change information of the steering angle 218. The output unit 68 receives position information from the vehicle position calculation unit 54. The output unit 68 generates information on the steering angle for executing the movement along the parking route while reflecting the change information of the steering angle 218 based on the position information. The output unit 68 outputs a control value corresponding to the information on the steering angle to the steering control device 20. That is, the output unit 68 outputs a steering instruction along the parking route calculated by the route calculation unit 66 to the steering control device 20.

  The steering control device 20 is an automatic driving controller that implements an automatic driving control function, and determines the behavior of the vehicle 100 in automatic parking. Here, in particular, automatic steering of electric power steering is executed. The configuration of the steering control device 20 can be realized by cooperation of hardware resources and software resources, or only by hardware resources. Processors, ROM (Read Only Memory), RAM (Random Access Memory), and other LSIs can be used as hardware resources, and programs such as operating systems, applications, firmware, and the like can be used as software resources. The steering control device 20 transmits the control value input from the parking assistance device 30 to each control target ECU or controller. In this embodiment, it is transmitted to the steering ECU.

  The output unit 68 generates an acceleration instruction, a braking instruction, and a shift switching instruction based on the speed information and shift information from the sensor 16 in addition to the generation of the steering angle information described above. Are output to the display processing unit 40. The display processing unit 40 generates a screen showing the received information and outputs the screen to the presentation unit 42. The presentation unit 42 causes the display device 14 to display a screen. The driver looks at the screen displayed on the display device 14 and executes an accelerator operation, a braking operation, and a shift operation in accordance with an instruction shown on the screen.

  FIG. 7 shows an outline of parking by the vehicle 100. This is shown as in FIG. The comparison target parking route 222 indicates the actual parking route 212 to be compared so far. This corresponds to a route when the steering angle 218 is not changed according to the change of the allowable steering angle 216. On the other hand, the parking route 220 indicates a route when the steering angle 218 is changed in accordance with the change of the allowable steering angle 216. Thus, since desired steering is performed within the allowable steering angle 216, parking with a small number of turn-backs is possible.

  According to the present embodiment, since the parking route is calculated while changing the steering angle in the section where the allowable steering angle increases, the parking route on which the vehicle can travel can be calculated even when the steering torque of the electric power steering is small. Moreover, since the parking path | route which a vehicle can drive | work is calculated, the increase in the frequency | count of return in automatic parking can be suppressed. Further, since the steering angle is changed so as to match the allowable steering angle in the section where the allowable steering angle increases, the steering angle can be increased. In addition, since the steering angle is increased, an increase in the number of times of return in automatic parking can be suppressed. Further, since the steering angle is changed so as to be smaller than the allowable steering angle, a margin can be given to the control. Further, since the steering angle within the range of the maximum steering angle is used when the allowable steering angle is the maximum steering angle, the steering angle can be increased.

  As described above, the embodiments according to the present disclosure have been described in detail with reference to the drawings. However, the functions of the above-described apparatuses and processing units can be realized by a computer program. A computer that realizes the above-described functions by a program includes an input device such as a keyboard, mouse, and 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). Storage device such as a DVD-ROM (Digital Versatile Disk Read Only Memory), a reading device that reads information from a recording medium such as a USB memory, a network card that communicates via a network, etc., and each part is connected by a bus . The reading device reads the program from the recording medium on which the program is recorded, and stores the program in the 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.

  The outline | summary of 1 aspect of this indication is as follows. A parking assistance device according to an aspect of the present disclosure is a parking assistance device that assists a parking operation by automatic steering when the vehicle is moved to a parking target position, and changes in the traveling speed of the vehicle during the assistance of the parking operation. A speed estimation unit that estimates the maximum steering angle that can be steered when the traveling speed of the vehicle increases, and the maximum steering angle when the traveling speed increases to a predetermined value; The allowable steering angle calculation unit that calculates the change in the allowable steering angle based on the change in the traveling speed estimated in step 1 and the steering angle within the range of the change in the allowable steering angle calculated in the allowable steering angle calculation unit are used. A route calculation unit that calculates a route to the parking target position, and an output unit that outputs a steering instruction along the route calculated by the route calculation unit. The route calculation unit calculates the route while changing the steering angle in a section where the allowable steering angle that can be steered increases as the traveling speed of the vehicle increases.

  According to this aspect, since the route is calculated while changing the steering angle in the section where the allowable steering angle increases, even when the steering torque of the electric power steering is small, it is possible to suppress an increase in the number of times of switching.

  The route calculation unit may change the steering angle so as to match the maximum value of the allowable steering angle corresponding to the traveling speed in the section. In this case, since the steering angle is changed to match the maximum value of the allowable steering angle, the steering angle can be increased.

  The route calculation unit may change the steering angle so as to be smaller than the maximum value of the allowable steering angle corresponding to the traveling speed in the section. In this case, since the steering angle is changed so as to be smaller than the maximum value of the allowable steering angle, a margin can be given to the control.

  When the change in the allowable steering angle calculated by the allowable steering angle calculation unit is the maximum value of the allowable steering angle, the route calculation unit may use a steering angle within the range of the maximum value of the allowable steering angle. In this case, since the steering angle within the range of the maximum value of the allowable steering angle is used, the steering angle can be increased.

  The present disclosure 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 the combinations of the respective components and processing processes, and such modifications are also within the scope of the present disclosure. is there.

  In the present embodiment, the route calculation unit 66 calculates a parking route 220 that does not return. However, the present invention is not limited to this, and for example, the route calculation unit 66 may calculate a parking route 220 including a turn-back. At that time, the route calculation unit 66 may execute processing in a section where the allowable steering angle 216 increases when the vehicle 100 starts running after stopping at the turning point. According to this modification, the degree of freedom of configuration can be expanded.

  In this embodiment, the case where the vehicle 100 is parked in parallel is taken as an example. However, the present invention is not limited to this. For example, the vehicle 100 may be applied in parallel parking. The present invention may also be applied to a road shoulder avoidance steering control system or the like in an emergency. According to this modification, the application range of the present embodiment can be expanded.

  In this embodiment, the accelerator operation, the braking operation, and the shift operation are performed by the driver. However, the present invention is not limited to this. For example, at least one of these may be automatically performed under the control of the parking assistance device 30. In that case, the steering control device 20 may be a movement control device. According to this modification, the degree of freedom of configuration can be expanded.

  DESCRIPTION OF SYMBOLS 10 Imaging device, 12 Operation apparatus, 14 Display apparatus, 16 Sensor, 20 Steering control apparatus, 30 Parking assistance apparatus, 40 Display processing part, 42 Presentation part, 44 Reception part, 46 Input part, 48 Conversion part, 50 Detection part, 52 control unit, 54 own vehicle position calculation unit, 60 parking target position determination unit, 62 speed estimation unit, 64 allowable steering angle calculation unit, 66 route calculation unit, 68 output unit, 100 vehicle.

Claims (4)

When moving the vehicle to the parking target position, a parking assistance device that supports parking operation by automatic steering,
A speed estimator for estimating a change in the traveling speed of the vehicle during parking operation support;
When the traveling speed of the vehicle increases, the allowable steering angle that can be steered increases, and when the traveling speed increases to a predetermined value, the maximum steering angle is stored, and the change in the traveling speed estimated by the speed estimation unit is stored. Based on the above, an allowable steering angle calculation unit for calculating a change in the allowable steering angle,
A route calculation unit that calculates a route to the parking target position using a steering angle within a range of change in the allowable steering angle calculated by the allowable steering angle calculation unit;
An output unit that outputs a steering instruction along the route calculated by the route calculation unit;
The said route calculation part calculates a path | route, changing a steering angle in the area where the allowable steering angle which can be steered increases, when the driving speed of a vehicle increases.   The parking assistance device according to claim 1, wherein the route calculation unit changes the steering angle so as to match the maximum value of the allowable steering angle corresponding to the traveling speed in the section.   The parking assistance device according to claim 1, wherein the route calculation unit changes the steering angle so as to be smaller than a maximum value of an allowable steering angle corresponding to a traveling speed in the section.   The route calculation unit uses a steering angle within a range of a maximum value of the allowable steering angle when a change in the allowable steering angle calculated by the allowable steering angle calculation unit is a maximum value of the allowable steering angle. The parking assistance device according to any one of claims 1 to 3.

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