JP2021135838A - Parking assistance device and parking assistance system - Google Patents

Abstract

To appropriately perform a collision prediction even when a vehicle deviates from a predetermined route.SOLUTION: A parking assistance device 5 for supporting traveling of a vehicle 2 along a predetermined parking route Tp, comprises: an own vehicle position calculation unit 26 that calculates an own vehicle position Ps of the vehicle 2; and a collision prediction unit 40 that calculates a predicted route Tk which will be followed by the vehicle 2 using a difference between the parking route Tp and the own vehicle position Ps, and predicts occurrence of collision of the vehicle 2 and an obstacle on the basis of the predicted route Tk.SELECTED DRAWING: Figure 1

Description

The present invention relates to a parking support device and a parking support system.

Conventionally, Patent Document 1 is known as a technique related to a collision prediction function in automatic parking of a vehicle. In the abstract of Patent Document 1, "The automatic parking control device performs steering control and speed control so that the own vehicle moves along the target route toward the recognized parking space, and the own vehicle enters the parking space. When moving toward, when an obstacle approaching the own vehicle is detected, the collision position where the own vehicle collides with the obstacle is calculated, and the margin set according to whether the own vehicle is moving forward or backward is set. The stop position on the target route is calculated based on the distance and the collision position, and the speed is controlled so that the own vehicle stops at the calculated stop position. "

Japanese Unexamined Patent Publication No. 2015-81022

While the vehicle is moving along the target route, the target position (position of the parking space, completion position of leaving the parking space, etc.) may be corrected. In this case, since the vehicle moves toward the corrected position of the target position, the vehicle gradually deviates from the target route and travels.
On the other hand, since the collision prediction function predicts a collision based on the target route, the collision prediction function may not operate correctly when the vehicle travels off the target route.

An object of the present invention is to provide a parking support device and a parking support system capable of appropriately executing collision prediction even when a vehicle deviates from a predetermined route.

The present invention is a parking support device that supports the running of a vehicle along a predetermined parking route by using the own vehicle position calculation unit that calculates the own vehicle position of the vehicle, the parking route, and the own vehicle position. It is characterized by including a collision prediction unit that obtains a prediction route to be followed by the vehicle and predicts the occurrence of a collision between the vehicle and an obstacle based on the prediction route.

According to the present invention, even when the vehicle deviates from the predetermined route, the collision prediction can be appropriately executed.

It is a figure which shows the structure of the parking support system which concerns on embodiment of this invention. It is explanatory drawing of automatic parking. It is a schematic diagram which shows an example of each of a peripheral image, an obstacle map, and a superposed map. It is explanatory drawing of the misalignment of a target parking space. It is a figure which shows the parking support processing. It is a schematic diagram which shows an example of a parking route. It is explanatory drawing of the prediction route. It is explanatory drawing of the collision occurrence prediction.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a diagram showing a configuration of a parking support system 1 according to the present embodiment. FIG. 2 is an explanatory diagram of automatic parking.
As shown in FIG. 2, the parking support system 1 does not drive the vehicle 2 into the target parking space 4 when a start instruction is given by a occupant such as a driver in the parking lot 3. It also assists the driver by automatically parking. As shown in FIG. 1, the parking support system 1 includes a parking support device 5, a vehicle control unit 6, a vehicle state detection unit 8, a peripheral detection unit 9, a peripheral imaging unit 10, an HMI unit 11, and the like. These are connected via an in-vehicle network such as CAN (Controller Area Network) or directly.

The parking support device 5 is an in-vehicle device that executes automatic parking control by controlling the vehicle control unit 6. The automatic parking control is a control for automatically driving the vehicle 2 without a driving operation such as steering by the driver, storing the vehicle 2 in the target parking space 4 TGT, and completing the parking of the vehicle 2.
The parking support device 5 includes a processor such as a CPU (Central Processing Unit) and an MPU (Micro-Processing Unit) and a memory device (also called a main storage device) such as a ROM (Read Only Memory) and a RAM (Random access memory). , HDD (hard disk drive), SSD (Solid State Drive) and other storage devices (also called auxiliary storage devices), interface circuits for connecting sensors and peripheral devices, and other in-vehicle networks. It has an in-vehicle network communication circuit that communicates with a device, and a computer (in the present embodiment, an ECU (Electric Control Unit)). In the parking support device 5, various functional configurations for automatic parking control are realized by the processor executing a computer program stored in the memory device or the storage device. The functional configuration of the parking support device 5 will be described later.

The vehicle control unit 6 has an actuator 7 that controls the vehicle 2 to travel in response to the control signal of the parking support device 5. Such actuator 7 includes at least a throttle actuator, a brake actuator, and a steering actuator.
The throttle actuator controls the amount of air supplied to the engine (throttle opening degree) in response to the control signal from the parking support device 5, and controls the driving force of the vehicle 2. When the vehicle is a hybrid vehicle, in addition to the amount of air supplied to the engine, a control signal from the parking support device 5 is input to the motor as a power source to control the driving force. When the vehicle 2 is an electric vehicle, a control signal from the parking support device 5 is input to a motor as a power source instead of the throttle actuator to control the driving force. The motor as a power source in these cases constitutes the actuator 7.
The brake actuator controls the brake system provided in the vehicle 2 in response to the control signal from the parking support device 5, and controls the braking force applied to the wheels of the vehicle 2. As the braking system, for example, a hydraulic braking system can be used.
The steering actuator controls the drive of the assist motor that controls the steering torque in the electric power steering system in response to the control signal from the parking support device 5.

The vehicle state detection unit 8 detects the physical quantity of the parameter related to the running of the vehicle 2 or the change amount of the physical quantity, and outputs the detection result to the parking support device 5. The parameters include at least the parameters required for dead reckoning (autonomous navigation), and the parking support device 5 determines the position of its own vehicle 2 (hereinafter referred to as "own vehicle position Ps") based on the detection result of the vehicle state detection unit 8. It can be calculated.

The vehicle state detection unit 8 of the present embodiment includes detectors such as a vehicle speed sensor, an acceleration sensor, and a yaw rate sensor for detecting such parameters.
The vehicle speed sensor is a detector that detects the speed of the vehicle 2. As the vehicle speed sensor, for example, a wheel speed sensor provided on a wheel of the own vehicle 2 or a drive shaft that rotates integrally with the wheel or the like and detects the rotation speed of the wheel is used. The acceleration sensor is a detector that detects the acceleration of the vehicle 2. The acceleration sensor includes, for example, a front-rear acceleration sensor that detects the acceleration in the front-rear direction of the vehicle 2 and a lateral acceleration sensor that detects the lateral acceleration of the vehicle 2. The yaw rate sensor is a detector that detects the yaw rate (rotational angular velocity) around the vertical axis of the center of gravity of the vehicle 2. As the yaw rate sensor, for example, a gyro sensor can be used.
A known or well-known technique can be used for dead reckoning based on these sensors.

The peripheral detection unit 9 detects an obstacle existing around the vehicle 2 and outputs the detection result of the obstacle to the parking support device 5. The obstacle is an object that can hinder the running of the vehicle 2. For example, an obstacle is a stationary object such as a curb, a wheel chock, a guardrail, a sign, a building, or another parked vehicle TA (FIG. 2), or a moving object such as a running other vehicle or a pedestrian. In the present embodiment, the obstacle will be described as being another vehicle TA parked.

The peripheral detection unit 9 includes a distance measuring sensor 12 as a means for detecting an obstacle.
The distance measuring sensor 12 is a detector for measuring the distance between the vehicle 2 and an obstacle, emits a search wave such as ultrasonic waves, radio waves, or light, and the search wave is reflected by the obstacle. The returned reflected wave is detected, and the detection result is output to the parking support device 5. In this embodiment, sonar is used for the distance measuring sensor 12. The ranging sensor 12 may be a millimeter wave radar or a laser radar.

The peripheral photographing unit 10 includes a camera 13 that photographs the periphery of the vehicle 2 and outputs the peripheral image 50 obtained by the photographing to the parking support device 5.

In the vehicle 2, the distance measuring sensor 12 of the peripheral detection unit 9 and the camera 13 of the peripheral photographing unit 10 can detect or photograph the entire circumference of the vehicle 2 (a range of 360 degrees centered on the own vehicle position Ps). As many as the number are provided at appropriate positions according to the number.

The HMI unit 11 includes an input device and an output device that serve as a user interface. The output device includes a display device that displays various information and a speaker that outputs various sounds, and the input device includes an operation device (for example, a touch panel, an operator, etc.) for inputting an occupant's instruction.

As a functional configuration, the parking support device 5 includes a vehicle state detection result acquisition unit 20, a peripheral detection result acquisition unit 22, a peripheral image acquisition unit 24, and a vehicle position calculation unit 26, as shown in FIG. Obstacle map generation unit 28, parking space detection unit 30, target parking space determination unit 32, parking route determination unit 34, automatic driving control unit 36, target parking position correction unit 38, collision prediction unit 40. , Equipped with.

The vehicle state detection result acquisition unit 20 acquires the vehicle state detection result from the vehicle state detection unit 8, the peripheral detection result acquisition unit 22 acquires the obstacle detection result from the peripheral detection unit 9, and the peripheral image acquisition unit 24 acquires the obstacle detection result. The peripheral image 50 is acquired from the peripheral photographing unit 10. Further, the own vehicle position calculation unit 26 calculates the above-mentioned own vehicle position Ps based on the detection result of the vehicle state.
The obstacle map generation unit 28 generates an obstacle map 52 based on the obstacle detection result.

FIG. 3 is a schematic view showing an example of each of the peripheral image 50, the obstacle map 52, and the superimposed map 54.
The obstacle map 52 is data showing the positions of obstacles around the vehicle 2. In the present embodiment, as shown in FIG. 3, the obstacle map 52 sets the position Pr of the point where the search wave emitted by the ranging sensor 12 is reflected (hereinafter referred to as “reflection point”) in a two-dimensional orthogonal coordinate system. It is the point group data which is mapped to the 1st coordinate plane 60 of the above. The origin Oa of the first coordinate plane 60 is the own vehicle position Ps at the generation start timing of the obstacle map 52, the Xa axis is the front-rear direction (total length direction) of the vehicle 2 at the same timing, and the Ya axis is at the same timing. This is the left-right direction (vehicle width direction) of the vehicle 2.

Regarding the generation of the obstacle map 52, more specifically, each time the obstacle map generation unit 28 acquires the detection result of the peripheral detection unit 9 through the peripheral detection result acquisition unit 22, the obstacle map generation unit 28 is based on the detection result. The position Pr of the reflection point on the two coordinate planes is calculated.
The second coordinate plane is a Cartesian two-dimensional coordinate system in which the vehicle 2's own vehicle position Ps at the detection timing of the peripheral detection unit 9 is the origin, the front-rear direction of the vehicle 2 is the X-axis, and the left-right direction of the vehicle 2 is the Y-axis. be. The obstacle map generation unit 28 obtains the distance from the own vehicle position Ps to the reflection point and the direction of the reflection point as seen from the own vehicle position Ps based on the detection result by using a known or well-known appropriate method. Then, the position Pr of the reflection point on the second coordinate plane is calculated.

Then, the obstacle map generation unit 28 uses the relative relationship between the second coordinate plane and the first coordinate plane 60 to convert the position Pr of the reflection point in the second coordinate plane to the position Pr in the first coordinate plane 60. Then, the position Pr of the reflection point on the first coordinate plane 60 is obtained. As a result, in the obstacle map 52, as shown in FIG. 2, the surface (outer shape) of the obstacle (other vehicle 5 in the illustrated example) is drawn by the set of the positions Pr of the reflection points.

The parking space detection unit 30 detects the parking space 4 around the vehicle 2 based on the peripheral image 50.
More specifically, the parking space detection unit 30 extracts the parking lot line 62 shown in the peripheral image 50 by image recognition. The parking lot line 62 is a line drawn on the ground to partition the parking space 4. The parking space detection unit 30 converts the peripheral image 50 into a bird's-eye view image of the periphery of the vehicle 2 from the viewpoint position above the vehicle 2, the own vehicle position Ps when the peripheral image 50 is taken, and the vehicle. Based on the posture (yaw rate) of 2, the superimposed map 54 in which the bird's-eye view image is superimposed on the obstacle map 52 is generated. Then, the parking space detection unit 30 detects the position of the parking space 4 on the first coordinate plane 60 by specifying the position of the parking lot line 62 on the superimposition map 54.
A known or well-known viewpoint conversion process can be used for conversion from the peripheral image 50 to the bird's-eye view image. Further, FIG. 3 shows a bird's-eye view image as the peripheral image 50.

The target parking space determination unit 32 extracts a parking space 4 that can be parked without contacting surrounding obstacles from the parking spaces 4 detected by the parking space detection unit 30 based on the obstacle map 52. Then, the target parking space determination unit 32 determines the target parking space 4 TGT (FIG. 2) in which the vehicle 2 is parked based on an appropriate selection method from the extracted parking spaces 4. The selection method may be either a method in which the occupant selects the target parking space 4 TGT or a method in which the occupant automatically selects the target parking space 4 TGT without requiring instructions from the occupant.

The parking route determination unit 34 determines the parking route Tp (FIG. 2) that travels from the own vehicle position Ps to the arrival of the vehicle 2 in the target parking space 4 TGT based on the obstacle map 52.
The automatic driving control unit 36 automatically drives the vehicle 2 without the driver's driving operation and puts the vehicle in the target parking space 4 TGT (hereinafter referred to as "automatic parking control") in the parking route Tp. Execute based on. Specifically, the automatic driving control unit 36 generates a control signal for controlling the vehicle control unit 6 based on the parking path Tp, and transmits the control signal to the vehicle control unit 6. When the vehicle control unit 6 controls the vehicle 2 for traveling according to the control signal, the vehicle 2 automatically travels along the parking route Tp and automatically enters the target parking space 4 TGT.

The target parking position correction unit 38 corrects the position of the target parking space 4 TGT based on the detection result of the parking space detection unit 30 while the automatic driving control unit 36 is executing the automatic parking control.
More specifically, while the automatic parking control is being executed, the peripheral photographing unit 10 continues to photograph the surroundings of the vehicle 2 and sequentially outputs peripheral images 50, and the parking space detecting unit 30 sequentially outputs these peripheral images. The detection of the parking space 4 is continued based on 50.
While the automatic parking control is being executed, the vehicle 2 gradually approaches the target parking space 4 TGT and the distance between the two gradually decreases, so that the detection accuracy of the target parking space 4 TGT based on the image recognition of the peripheral image 50 also gradually increases. As a result, the position of the target parking space 4 TGT may deviate from the initial position of the start of the automatic driving control.

Therefore, the target parking position correction unit 38 is the difference between the latest value for the position of the target parking space 4 TGT and the value at the start of the automatic parking control based on the detection results sequentially output by the parking space detection unit 30. Are sequentially obtained as the correction amount of the position of the target parking space 4 TGT (hereinafter referred to as the target position correction amount VA). In the present embodiment, the target position correction amount VA is a difference generated in the left-right direction of the target parking space 4 TGT, and this left-right direction is the vehicle width direction when the vehicle 2 is parked in the target parking space 4 TGT (hereinafter, hereinafter, It is called "misalignment direction A").

While executing the automatic parking control, the automatic driving control unit 36 sets the control signal transmitted to the vehicle control unit 6 to the target position correction amount VA in order to direct the vehicle 2 to the latest position of the target parking space 4 TGT. Based on the correction, the corrected control signal is transmitted to the vehicle control unit 6. Then, when the vehicle control unit 6 travels the vehicle 2 according to the corrected control signal, the vehicle 2 gradually deviates from the initial parking path Tp and deviates by the target position correction amount VA, as shown in FIG. You will be heading for the target parking space 4 TGT at the position.
When the target position correction amount VA is so large that it is difficult or impossible for the vehicle 2 to reach the target parking space 4 TGT, the automatic driving control unit 36 sends a control signal for stopping the vehicle 2 to the vehicle control unit 6. It may be output and the automatic parking control may be stopped.

The collision prediction unit 40 predicts the occurrence of a collision between the vehicle 2 and an obstacle while the automatic parking control is being executed. Specifically, the collision prediction unit 40 makes such a prediction using the prediction route Tk, which is predicted to be followed by the vehicle 2 by the time the vehicle 2 enters the target parking space 4 TGT, instead of the parking route Tp. That is, the collision prediction unit 40 repeatedly obtains the latest prediction path Tk while the automatic parking control is being executed, and predicts the occurrence of a collision based on the prediction path Tk and the latest obstacle map 52. .. Details of the predicted path Tk and the like will be described later.

FIG. 5 is a diagram showing a parking support process by the parking support device 5.
This parking support process is executed when the vehicle 2 is traveling in the parking lot 3. That is, when the parking support device 5 detects the entrance to the parking lot 3, for example, based on the reception of a signal emitted by the navigation device provided in the vehicle 2 or the equipment (for example, the management device) provided in the parking lot 3. As shown in FIG. 5, each of the obstacle map generation process 70, the parking space detection process 72, and the parking support control process 74 is started. The obstacle map generation process 70, the parking space detection process 72, and the parking support control process 74 are performed synchronously or asynchronously with each other.

In the obstacle map generation process 70, the obstacle map generation unit 28 generates the obstacle map 52 based on the obstacle detection result (step Sa1). After that, the obstacle map generation unit 28 repeats updating the obstacle map 52 at predetermined time intervals (step Sa2).
On the other hand, in the parking space detection process 72, the parking space detection unit 30 detects the position of the parking space 4 based on the peripheral image 50 (step Sb1). After that, the parking space detection unit 30 repeats updating the position of the parking space 4 at predetermined time intervals (step Sb2).
The update of the obstacle map 52 and the update of the position of the parking space 4 are continued until an appropriate timing such as when the vehicle 2 leaves the parking lot 3.

In the parking support control process 74, when the target parking space determination unit 32 determines the target parking space 4 TGT from the parking space 4 according to, for example, a user operation (step Sc1: Yes), the parking route determination unit 34 determines the obstacle map. The parking route Tp is determined based on 52 and the position of the target parking space 4 TGT (step Sc2). Next, the automatic driving control unit 36 generates a control signal based on the parking path Tp, and outputs the control signal to the vehicle control unit 6 (step Sc3). As a result, the automatic parking control is started, and the vehicle 2 starts to travel along the parking route Tp.

Then, the automatic driving control unit 36 sends a control signal to the vehicle control unit 6 until the vehicle 2 enters the target parking space 4 TGT (step Sc4: Yes), that is, until the automatic parking control is performed up to the end point of the parking route Tp. Output as appropriate.

On the other hand, during the period T from the start to the end of the automatic parking control, the parking support device 5 executes each of the target parking position correction process 76 and the collision prediction process 78. The target parking position correction process 76 and the collision prediction process 78 are performed synchronously or asynchronously with each other.

In the target parking position correction process 76, the target parking position correction unit 38 obtains the target position correction amount VA based on the detection result of the parking space detection unit 30 (step Sd1), and the automatic driving control unit 36 determines the vehicle control unit 6 The control signal output to is corrected based on the target position correction amount VA (step Sd2). The series of processes of steps Sd1 and Sd2 are repeatedly executed at predetermined time intervals. The corrected control signal is output to the vehicle control unit 6 by the automatic driving control unit 36 in step Sc3 of the automatic parking control process. Then, when the vehicle control unit 6 drives the vehicle 2 in accordance with the control signal, as shown in FIG. 4 above, the target parking space 4 TGT is located at a position deviated by the target position correction amount VA regardless of the parking route Tp. The vehicle 2 automatically travels toward the target parking space 4 TGT.

On the other hand, in the collision prediction process 78, the collision prediction unit 40 obtains the above-mentioned prediction path Tk (step Se1), and based on the prediction path Tk and the latest obstacle map 52, the vehicle 2 and the obstacle It is determined whether or not a collision occurs (step Se2).
The processes of Step Se1 and Step Se2 will be further described with reference to FIGS. 6 and 7.

FIG. 6 is a schematic diagram showing an example of the parking route Tp, and FIG. 7 is an explanatory diagram of the predicted route Tk.
In step Se1, the collision prediction unit 40 first acquires the vehicle position Ps from the vehicle position calculation unit 26 in order to obtain the prediction path Tk, and the deviation of the vehicle position Ps from the planned position Pp on the parking route Tp. A vector (hereinafter referred to as "path deviation vector VB") indicating the magnitude and the direction of the deviation is obtained.
The planned position Pp is the position of the vehicle 2 when it is assumed that the target position correction amount VA of the target parking space 4 TGT is always zero and the vehicle 2 is traveling on the parking route Tp. In the present embodiment, the parking route Tp is represented by a large number of nodes N as shown in FIG. 6, and the collision prediction unit 40 is set to the current planned position Pp of the vehicle 2 from among these nodes N. Identify the corresponding node Nt. Then, the collision prediction unit 40 obtains the path deviation vector VB based on the node Nt and the own vehicle position Ps. The positions of each node N and the own vehicle position Ps of the parking route Tp are defined by the coordinate values of the first coordinate plane 60, and the route deviation vector VB is the coordinates of the node Nt and the own vehicle position Ps. Obtained based on the value.

Next, as shown in FIG. 7, the collision prediction unit 40 shifts all the nodes N constituting the parking path Tp (that is, the path leading to the completion of parking) in the magnitude and direction of the path deviation vector VB. By doing so, the predicted path Tk is obtained. As a result, the parking route Tp is corrected by the route deviation vector VB at that time, and a route that is likely to be followed by the vehicle 2 until warehousing is obtained as the predicted route Tk.

FIG. 8 is an explanatory diagram of collision occurrence prediction.
In step Se2, in order to predict the occurrence of a collision, the collision prediction unit 40 first sets an obstacle map 52 as a passing region Rp that the vehicle 2 passes through when the vehicle 2 travels along the prediction path Tk, as shown in FIG. Superimpose on. Then, the collision prediction unit 40 predicts that a collision between the vehicle 2 and the obstacle will occur when an obstacle (position Pr of any reflection point) exists in the passing region Rp (when the certainty of collision occurrence is high). to decide). For example, in FIG. 8, the collision prediction unit 40 predicts that a collision between the vehicle 2 and an obstacle (another vehicle TA) will occur at the location indicated by the arrow X.

As shown in FIG. 5 above, when it is determined in the collision prediction process 78 that a collision will occur (step Se3: Yes), the automatic driving control unit 36 outputs a control signal for stopping the vehicle 2 to the vehicle control unit 6. (Step Se4). As a result, the vehicle 2 stops before the collision occurs, and the collision is quickly avoided.

According to the above-described embodiment, the following effects are obtained.

The parking support device 5 of the present embodiment predicts that the vehicle 2 will follow before warehousing based on the path deviation vector VB indicating the difference between the parking route Tp and the own vehicle position Ps while the vehicle 2 is automatically traveling. A collision prediction unit 40 is provided which obtains a route Tk and predicts the occurrence of a collision between the vehicle 2 and an obstacle based on the predicted route Tk.
According to this configuration, the collision prediction unit 40 predicts the occurrence of a collision between the vehicle 2 and an obstacle based on the prediction route Tk that the vehicle 2 is likely to follow, not on the parking route Tp. Therefore, even when the vehicle 2 travels off the parking route Tp, the collision prediction can be appropriately executed and the collision occurrence can be predicted more accurately.

In the parking support device 5 of the present embodiment, the collision prediction unit 40 obtains the prediction path Tk by offsetting the parking path Tp in the size and direction indicated by the path deviation vector VB.
As a result, at the time of calculating the predicted route Tk, a route that is likely to be followed by the vehicle 2 before warehousing can be easily and accurately obtained.

In the parking support device 5 of the present embodiment, the collision prediction unit 40 repeatedly executes the calculation of the prediction path Tk and the prediction of the occurrence of a collision based on the prediction path Tk while the automatic parking control is being executed.
As a result, even if the vehicle 2 follows an irregular route such that the misalignment of the target parking space 4 TGT is corrected many times by the target parking position correction unit 38, the accuracy of the predicted route Tk is maintained and a collision occurs. Can be predicted accurately.

In the parking support device 5 of the present embodiment, the obstacle map generation unit 28 repeatedly updates the obstacle map 52 indicating the position of the obstacle while the automatic parking control is being executed, and the collision prediction unit 40 is updated. The occurrence of a collision is predicted based on the obstacle map 52 of.
By repeatedly updating the obstacle map 52, the accuracy of the position of the obstacle is gradually improved. Further, the collision prediction unit 40 predicts the occurrence of a collision based on the latest obstacle map 52, so that the occurrence of a collision can be predicted more accurately.

It should be noted that the above-described embodiment is merely an example of one aspect of the present invention, and can be arbitrarily modified and applied without departing from the gist of the present invention.

In the above-described embodiment, the parking support system 1 and the parking support device 5 support not only the traveling when the vehicle 2 enters the target parking space 4 TGT but also the traveling when the vehicle 2 leaves the parking space 4. You can also do it. In this case, instead of the position of the target parking space 4TGT, a position where the parking is completed, a position where the vehicle is stopped to change the traveling direction until the parking is completed (so-called turning position), and the like are used.
The parking support system 1 and the parking support device 5 support the traveling when the vehicle 2 leaves the garage, so that the vehicle 2 and other vehicles parked in the vicinity (next to the vehicle 2) of the vehicle 2 are obstructed. It is possible to accurately predict the collision with.

In the above-described embodiment, the functional blocks shown in FIG. 1 classify and show the components of the parking support system 1 and the parking support device 5 according to the main processing contents in order to facilitate understanding of the present invention. It is a schematic diagram, and the component can be classified into more components according to the processing content. It can also be categorized so that one component performs more processing.

In the above-described embodiment, the description relating to the directions such as horizontal and vertical, various numerical values, and the shape excludes the periphery of the direction, the periphery of the numerical value, and the approximate shape unless otherwise specified. is not it. That is, as long as the direction, the numerical value, and the shape have the same effect and effect, the direction, the numerical value, and the shape in the embodiment are the periphery of the direction, the periphery of the numerical value, and the approximate shape (so-called uniform range). )including.

1 Parking support system 2 Vehicle 4 Parking space 4 TGT Target parking space 5 Parking support device 20 Vehicle condition detection result acquisition unit 22 Peripheral detection result acquisition unit 24 Peripheral image acquisition unit 26 Vehicle position calculation unit 28 Obstacle map generation unit 30 Parking space detection Part 32 Target parking space determination unit 34 Parking route determination unit 36 Automatic operation control unit 38 Target parking position correction unit 40 Collision prediction unit 50 Peripheral image 52 Obstacle map Ps Own vehicle position Tk Prediction route Tp Parking route (predetermined route)
VA target position correction amount VB path deviation vector

Claims (5)

In a parking support device that supports the running of a vehicle along a predetermined parking route
The own vehicle position calculation unit that calculates the own vehicle position of the vehicle, and the own vehicle position calculation unit.
A collision prediction unit that obtains a predicted route to be followed by the vehicle using the parking route and the position of the own vehicle and predicts the occurrence of a collision between the vehicle and an obstacle based on the predicted route.
A parking support device characterized by being equipped with. The collision prediction unit
The difference between the parking route and the position of the own vehicle is obtained, and the difference is used to offset the parking route to obtain the predicted route.
The parking support device according to claim 1. The collision prediction unit
The parking support according to claim 1 or 2, wherein the calculation of the predicted route and the prediction of the occurrence of the collision based on the predicted route are repeatedly executed while the vehicle is automatically traveling. Device. Peripheral detection result acquisition unit that acquires the detection result of obstacles around the vehicle,
An obstacle map generation unit that generates an obstacle map indicating the position of the obstacle based on the detection result of the obstacle is provided.
The obstacle map generator
While the vehicle is running automatically, the obstacle map is repeatedly updated.
The collision prediction unit
The parking support device according to any one of claims 1 to 3, wherein the occurrence of a collision between the vehicle and an obstacle is predicted based on the latest obstacle map. A vehicle control unit that controls the running of the vehicle,
A parking support device that controls the vehicle control unit to support the running of a vehicle along a predetermined parking route.
In the parking support system equipped with
The parking support device is
The own vehicle position calculation unit that calculates the own vehicle position of the vehicle, and the own vehicle position calculation unit.
A collision prediction unit that obtains a predicted route to be followed by the vehicle using the parking route and the position of the own vehicle and predicts the occurrence of a collision between the vehicle and an obstacle based on the predicted route.
A parking support system characterized by being equipped with.

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