JP2023130127A - Parking support method and parking support device - Google Patents

Abstract

To provide a parking support method which calculates a target travel path through which a vehicle can move from a parking start position to a target parking position even when there is an obstacle between the parking start position and the target parking position.SOLUTION: A parking support method comprises the steps of: storing a travel path where a vehicle moves to a target parking position at the time of manually parking the vehicle, as an actual travel path (S2); detecting a distance between the vehicle moving on the actual travel path and an obstacle (S3); calculating a first target travel path being a travel path from a starting point of the actual travel path to the target parking position, based on relative positional relation between the starting position of the actual travel path and the target parking position (S5); calculating a difference obtained by subtracting the distance to the obstacle from a deviation between the actual travel path and the first target travel path (S6); calculating an approach range being a range including a position where the difference is a first prescribed distance or more among positions on the actual travel path, and setting a position within the approach range as a target intermediate position (S7); and calculating a second target travel path being a travel path from the parking start position through the target intermediate position to the target parking position (S12).SELECTED DRAWING: Figure 7

Description

The present invention relates to a parking assistance method and a parking assistance device.

The following Patent Document 1 discloses that the position of an obstacle within a detection range around the own vehicle is detected at a parking start position, and a moving route is generated from the parking start position to a parking target position while avoiding obstacles, A parking support device that supports movement along a movement route is described.

JP2016-60223A

However, if an obstacle exists between the parking start position and the target parking position, a target travel trajectory from the parking start position to the target parking position is generated based on the relative position of the parking start position to the target parking position. However, the vehicle may not actually be able to move along the target travel trajectory.
An object of the present invention is to calculate a target travel trajectory that allows a vehicle to move from a parking start position to a target parking position even if there is an obstacle between the parking start position and the target parking position.

In the parking assistance method of one aspect of the present invention, when parking the vehicle by manual operation, the actual trajectory along which the vehicle moves to the target parking position is stored as an actual traveling trajectory, and the actual traveling trajectory is used to distinguish between the moving vehicle and obstacles. and calculates a first target traveling trajectory, which is a trajectory from the starting point of the actual traveling trajectory to the target parking position, based on the relative positional relationship between the starting point of the actual traveling trajectory and the target parking position. , the distance between an obstacle that exists in the direction in which the first target traveling trajectory deviates from the actual traveling trajectory among the right and left sides in the vertical direction with respect to the extending direction of the actual traveling trajectory, is calculated from the first target traveling trajectory from the actual traveling trajectory. Calculate the difference subtracted from the deviation of the target travel trajectory, calculate the approach range that includes points on the actual travel trajectory where the difference is equal to or greater than the first predetermined distance, and select points within the approach range. When setting as a target intermediate position and supporting parking of the vehicle at the target parking position, the trajectory from the parking start position, which is the position of the vehicle at the time of starting parking, to the target parking position via the target intermediate position. A certain second target travel trajectory is calculated, and parking support control is executed to support movement of the vehicle along the second target travel trajectory.

According to the present invention, even if there is an obstacle between the parking start position and the target parking position, it is possible to calculate a target travel trajectory that allows the vehicle to move from the parking start position to the target parking position.

1 is a diagram illustrating an example of a schematic configuration of a parking assistance device. It is an explanatory view of an example of the parking assistance method of an embodiment. FIG. 3 is a schematic diagram showing an example of clearance with obstacles and trajectory deviation. FIG. 2 is a block diagram of an example of the functional configuration of the controller in FIG. 1. FIG. FIG. 3 is an explanatory diagram of an example of setting a target intermediate position. FIG. 3 is a schematic diagram showing an example of clearance with obstacles and trajectory deviation. FIG. 3 is an explanatory diagram of an example of setting a target intermediate position. FIG. 3 is a schematic diagram showing an example of clearance with obstacles and trajectory deviation. FIG. 3 is an explanatory diagram of an example of calculating a target travel trajectory. FIG. 3 is an explanatory diagram of an example of calculating a target travel trajectory. It is a flowchart of an example of the process performed when parking by manual driving is performed. It is a flowchart of an example of the process when parking assistance is implemented.

Embodiments of the present invention will be described below with reference to the drawings. Note that each drawing is schematic and may differ from the actual drawing. In addition, the embodiments of the present invention shown below illustrate devices and methods for embodying the technical idea of the present invention. is not limited to the following: The technical idea of the present invention can be modified in various ways within the technical scope defined by the claims.

(composition)
Please refer to FIG. Vehicle 1 includes a parking support device 10 that supports parking of vehicle 1 at a target parking position. The parking support device 10 supports the vehicle 1 to travel along a target travel trajectory from the current position to the target parking position. There are various forms of parking assistance provided by the parking assistance device 10. For example, automatic driving may be performed in which the vehicle 1 is controlled to travel along a target travel trajectory of the vehicle 1 to a target parking position. Automated driving that controls the vehicle 1 so that it travels along a target travel trajectory to a target parking position refers to automatic driving that controls all or part of the vehicle's steering angle, driving force, and braking force. control that automatically executes all or part of the vehicle's travel along the target travel trajectory. Furthermore, parking of the vehicle 1 may be supported by displaying the target travel trajectory and the current position of the vehicle 1 on a display device that can be viewed by the occupants of the vehicle 1.

The positioning device 11 measures the current position of the vehicle 1. The positioning device 11 includes, for example, a global positioning system (GNSS) receiver. The GNSS receiver may be, for example, a Global Positioning System (GPS) receiver.
The human machine interface (HMI) 12 is an interface device that exchanges information between the parking assist device 10 and the occupant. The HMI 12 includes a display device that can be viewed by the occupants of the vehicle 1, a speaker, a buzzer, and operators (buttons, switches, levers, dials, touch panels, etc.).

The external sensor 14 detects objects within a predetermined distance from the vehicle 1 . The external sensor 14 detects the surrounding environment of the vehicle 1, such as the relative position of the vehicle 1 and an object existing around the vehicle 1, the distance between the vehicle 1 and the object, and the direction in which the object exists. The external sensor 14 may include, for example, a camera that photographs the surrounding environment of the vehicle 1. The camera may be, for example, an around-view monitor camera that photographs the surroundings of the vehicle 1 and generates a captured image that is converted into an overhead image (around-view monitor image). The external sensor 14 may include a ranging device such as a sonar, a laser range finder, a radar, or a LiDAR (Light Detection and Ranging) laser radar.

The vehicle sensor 15 detects various information about the vehicle 1 (vehicle information). The vehicle sensor 15 includes, for example, a vehicle speed sensor that detects the running speed of the vehicle 1, a wheel speed sensor that detects the rotational speed of each tire included in the vehicle 1, and a wheel speed sensor that detects acceleration (including deceleration) in three axial directions of the vehicle 1. A 3-axis acceleration sensor (G sensor) that detects the steering angle of the steering wheel, a steering angle sensor that detects the turning angle of the steered wheels, a gyro sensor that detects the angular velocity of the vehicle 1, and a yaw rate that detects the yaw rate. It may include a yaw rate sensor.

The controller 16 is an electronic control unit that performs parking assistance control for the vehicle 1. The controller 16 includes a processor 20 and peripheral components such as a storage device 21. The processor 20 may be, for example, a CPU or an MPU. The storage device 21 may include a semiconductor storage device, a magnetic storage device, an optical storage device, or the like. The functions of the controller 16 described below are realized, for example, by the processor 20 executing a computer program stored in the storage device 21. Note that the controller 16 may be formed from dedicated hardware for executing each information process described below.
The steering actuator 18a controls the steering direction and amount of steering of the steering mechanism of the vehicle 1 according to a control signal from the controller 16. The accelerator actuator 18b controls the accelerator opening degree of a drive device such as an engine or a drive motor in accordance with a control signal from the controller 16. The brake actuator 18c operates a braking device in response to a control signal from the controller 16.

Next, parking assistance control by the parking assistance device 10 will be explained. In parking assistance control, the parking assistance device 10 calculates the relative position of the parking start position with respect to the target parking position Pt. The parking start position is the position of the vehicle 1 at the time when parking assistance control to the target parking position Pt is started. The parking support device 10 calculates a target travel trajectory Tt for moving the vehicle 1 from the parking start position to the target parking position Pt, based on the relative position of the parking start position with respect to the target parking position Pt. The parking support device 10 executes parking support control that supports movement of the vehicle 1 along the target travel trajectory Tt. The target travel trajectory Tt is an example of a "second target travel trajectory" in the claims.

The relative position of the parking start position with respect to the target parking position Pt can be determined by, for example, storing feature points and feature amounts of targets around the target parking position Pt in advance, and combining the stored feature points and feature amounts with the surroundings of the vehicle 1. It may be calculated based on the feature points and feature amounts of the target object detected in .
For example, when parking the vehicle 1 at the target parking position Pt by manual driving, the parking assistance device 10 detects feature points and feature amounts of targets around the target parking position Pt, and detects feature points and feature amounts of the targets around the target parking position Pt. The position and feature amount are stored in the storage device 21. The operation mode in which the parking assist device 10 stores the positions and feature amounts of feature points of targets in the storage device 21 in this manner is referred to as a "target learning mode."
On the other hand, an operation mode that supports parking of the vehicle 1 at the target parking position Pt will be referred to as a "parking support mode." In the parking support mode, the parking support device 10 calculates the positions and feature amounts of the feature points of the target objects relative to the target parking positions Pt around the stored target parking position Pt, and the position and feature amount of the target objects relative to the vehicle 1 detected around the vehicle 1. The relative position of the parking start position with respect to the target parking position Pt is calculated based on the position of the feature point and the feature amount, the target travel trajectory Tt is calculated based on the calculated relative position, and the vehicle 1 is moved along the target travel trajectory Tt. Execute parking assistance control to assist with the movement of the vehicle.

Note that the description in this specification is not intended to limit the technical scope of the present invention by the method of calculating the relative position of the parking start position with respect to the target parking position Pt. The present invention is widely applicable to methods for calculating a target travel trajectory from a parking start position to a target parking position Pt. That is, the relative position of the parking start position with respect to the target parking position Pt can be obtained by various methods. For example, the target parking position Pt may be detected by detecting parking lines and parking spaces around the vehicle 1 with the camera of the external sensor 14, and the parking start position relative to the target parking position Pt may be calculated.

As described above, in the parking support mode, the target traveling trajectory Tt, which is a trajectory for moving the vehicle 1 from the parking start position to the target parking position Pt, is calculated. However, there may be a fixed obstacle such as a pillar or a tree between the parking start position and the target parking position Pt. In such a case, even if the target travel trajectory is generated based on the relative position of the parking start position with respect to the target parking position Pt, the vehicle may not be able to move along the target travel trajectory.
Moreover, if the target travel trajectory is corrected during movement from the parking start position to the target parking position Pt in order to avoid the above-mentioned obstacles, a smooth target travel trajectory may not be generated.

Therefore, the parking assistance device 10 of the embodiment stores an actual trajectory (hereinafter referred to as "actual traveling trajectory") along which the vehicle 1 moves to the target parking position Pt when parking the vehicle 1 by manual operation. See FIG. 2A. A solid line Ta indicates an actual traveling trajectory in which the vehicle 1 was manually moved from the starting point (starting position) Ps to the target parking position Pt.
The parking assist device 10 sets a target intermediate position (position Pi1 in the example of FIG. 2A) through which the vehicle 1 passes on the way from the parking start position to the target parking position Pt, based on the actual travel trajectory Ta.

Specifically, the parking assistance device 10 detects distances CL and CR between the vehicle 1 moving on the actual travel trajectory Ta and surrounding obstacles. In the following description, the distance between the vehicle 1 and surrounding obstacles will be referred to as "clearance". In the examples in this specification, the clearances between the vehicle 1 and obstacles that exist on the left and right sides when facing the front of the vehicle body are expressed as clearances CL and CR, respectively.
For example, in FIG. 2A, the clearances CL and CR when the vehicle 1 approaches the obstacle OL1 on the left side and the obstacle OR1 on the right side when facing the front of the vehicle body are CL1 and CR1, respectively. It schematically shows something. In addition, in this embodiment, the left-right direction means the direction perpendicular to the extending direction of the actual traveling trajectory Ta (the tangential direction of the actual traveling trajectory Ta). That is, the right side and the left side mean the right side and the left side with respect to the vehicle on the actual traveling track Ta. Hereinafter, they will simply be referred to as right side and left side.

In order to set the target intermediate position, the parking assistance device 10 calculates a trajectory from the starting point Ps of the actual travel trajectory Ta to the target parking position Pt. The trajectory calculated for setting the target intermediate position is referred to as a "generated trajectory." The generated trajectory is an example of a "first target traveling trajectory" or a "third target traveling trajectory" in the claims. For example, FIG. 2A shows a generated trajectory Tc1 (dashed line).
The parking assistance device 10 calculates a "trajectory deviation" that is a deviation of the generated trajectory from the actual traveling trajectory Ta. The trajectory deviation may be defined, for example, as the distance between the actual traveling trajectory Ta and the generated trajectory in the normal direction of the actual traveling trajectory Ta.
For example, FIG. 2A shows the trajectory deviation dd1 of the generated trajectory Tc1 from the actual traveling trajectory Ta. Further, FIG. 2B shows the trajectory deviation dd1 and the clearances CL and CR with respect to positions along the actual traveling trajectory Ta.

The parking support device 10 calculates a difference by subtracting the clearance between the vehicle 1 and an obstacle that exists in the direction in which the generated trajectory deviates from the actual traveling trajectory Ta from the trajectory deviation, on the right side and left side of the actual traveling trajectory Ta. do. In the example of FIGS. 2A and 2B, a difference Δ1 is calculated by subtracting the clearance CL between the generated trajectory Tc1 and the obstacle OL1 that exists in the direction in which it deviates from the actual traveling trajectory Ta from the trajectory deviation dd1.
The difference Δ1 is an index indicating how deeply the generated trajectory Tc1 intersects the obstacle OL1. In the following description, the difference obtained by subtracting the clearance between the vehicle 1 and an obstacle that exists in the direction in which the generated trajectory deviates from the actual traveling trajectory Ta from the trajectory deviation will be referred to as "degree of intersection." Point P1 is a point on the actual traveling trajectory Ta where the degree of crossing Δ1 is the largest.

The parking assistance device 10 calculates an approach range that includes a portion of the actual travel trajectory Ta where the degree of intersection is equal to or greater than the first predetermined distance d1. For example, FIG. 2A shows an approach range R1 that includes a portion of the actual traveling trajectory Ta where the degree of intersection is greater than or equal to the first predetermined distance d1.
In the following description, a portion of the actual traveling trajectory Ta where the degree of intersection is greater than or equal to the first predetermined distance d1 will be referred to as an "approach portion." For example, if the degree of intersection at a certain point on the actual traveling trajectory Ta is a first predetermined distance d1, and the degree of intersection before and after that point is less than the first predetermined distance d1, the approach portion is a single point on the actual traveling trajectory Ta. It becomes a point. Further, for example, the degree of intersection at two points on the actual traveling trajectory Ta is a first predetermined distance d1, and the degree of intersection continuously is the first predetermined distance in a section on the actual traveling trajectory Ta sandwiched between these two points. If it is larger than d1, the section between these two points becomes a single approaching section.

The parking assistance device 10 may calculate a range including part or all of the approach portion as the approach range. For example, a single point on the actual traveling trajectory Ta included in the approach portion may be calculated as the approach range. For example, in an approach portion having a non-zero length, a point on the actual traveling trajectory Ta where the degree of intersection is greatest may be calculated as the approach range. For example, point P1 in FIG. 2A may be calculated as the approach range.
For example, a plurality of points on the actual traveling trajectory Ta included in the approach portion may be calculated as the approach range. For example, a plurality of points included in the approach portion having a non-zero length may be calculated as the approach range.
For example, a part or all of the approach portion having a non-zero length may be calculated as the approach range.

Furthermore, when there are multiple approaching parts, a single point, multiple points, or sections included in any of these approaching parts may be set as the approaching range. For example, a single point, a plurality of points, or a section included in an arbitrarily selected approach portion from among these approach portions may be set as the approach range. A single point, a plurality of points, or a section included in the approach portion with the greatest degree of intersection among these approach portions may be set as the approach range.
Further, for example, as the approach range, a range within a second predetermined distance d2 from these single point, multiple points, or section may be designated as the approach range R1. The second predetermined distance d2 may be appropriately set to be shorter than the first predetermined distance d1.
In addition, the parking assist device 10 is configured to detect obstacles between the vehicle 1 and obstacles that are present on the right and left sides of the actual traveling trajectory Ta, among the approach portions of the actual traveling trajectory Ta where the degree of intersection is greater than or equal to the first predetermined distance d1. The approach range may be set to include an approach portion where the total clearance (CL+CR) is less than a predetermined threshold.

The parking assist device 10 sets a target intermediate position within the approach range. The target intermediate position may be arbitrarily set within the approach range. For example, FIG. 2A shows a target intermediate position Pi1 set within the approach range R1. The target intermediate position Pi1 may be set to the same position as the point P1. That is, the target intermediate position may be set, for each approach range, to a point on the actual travel trajectory Ta within the approach range and at a point where the degree of intersection is greatest.
The target intermediate position Pi1 may be set to a different position from the point P1. That is, the target intermediate position may be set for each approach range to a point on the actual travel trajectory Ta within the approach range that is different from the point where the degree of intersection is greatest. In the example of FIG. 2A, the distance may be set within a second predetermined distance d2 from the point P1.

The parking support device 10 calculates a trajectory from the parking start position to the target parking position Pt via the target intermediate position (target intermediate position Pi1 in the example of FIG. 2A) as a target traveling trajectory Tt (dotted chain line).
In this way, the target intermediate position is set based on the actual traveling trajectory Ta in which the vehicle 1 actually moves from the starting point Ps to the target parking position Pt by manual driving, and the target parking position is set from the parking start position via the target intermediate position. By calculating the target travel trajectory Tt leading to Pt, it is possible to generate a target travel trajectory on which the vehicle 1 can travel even if there is an obstacle between the parking start position and the target parking position Pt.
Moreover, since a trajectory passing through the target intermediate position Pi1 can be generated before starting movement from the parking start position to the target parking position Pt, a smooth target travel trajectory can be generated.

The functional configuration of the controller 16 will be described in more detail below. See FIG. 3. The controller 16 includes an image conversion section 40, a self-position calculation section 41, a feature point detection section 42, a map data generation section 43, an actual trajectory acquisition section 44, a clearance detection section 45, an intermediate position setting section 46, a relative position calculation section 47, It functions as a target trajectory generation section 48, a steering control section 49, a vehicle speed control section 50, and a support image generation section 51.
The image conversion unit 40 converts the image captured by the camera of the external sensor 14 into an overhead image (around-view monitor image) viewed from a virtual viewpoint directly above the vehicle 1. Hereinafter, the bird's-eye view image after conversion by the image conversion unit 40 may be referred to as a "surrounding image."
The self-position calculation unit 41 calculates the current position of the vehicle 1 on the fixed coordinate system by dead reckoning or the like based on vehicle information output from the vehicle sensor 15. A fixed coordinate system is a coordinate system (for example, a map coordinate system) that has a specific point as its coordinate origin. The self-position calculation unit 41 corrects the calculated current position by map mapping between the target position around the vehicle 1 detected by the external sensor 14 and the known target position or high-precision map information. It's okay.

The feature point detection unit 42 detects feature points of targets around the vehicle 1 from the surrounding image output from the image conversion unit 40, and calculates the feature amount of the feature points. The feature point of the surrounding image is a point that has characteristics as a target, such as an edge point in the surrounding image, and the feature amount is information representing the feature of the feature point such as brightness on the image. The positions of feature points detected from the surrounding image are expressed by coordinates on a coordinate system (hereinafter referred to as "vehicle coordinate system") based on the current position of the vehicle 1. For example, methods such as SIFT, SURF, ORB, BRIAK, KAZE, and AKAZE can be used to detect feature points and calculate image feature amounts. Note that the timing at which the feature point detection unit 42 detects the feature points is not particularly limited, and for example, the feature point detection unit 42 may always detect the feature points regardless of whether the operation mode of the parking assist device 10 is the target object learning mode or the parking assist mode. It's okay.
Further, the feature point detection section 42 receives the current position of the vehicle 1 from the self-position calculation section 41 . The feature point detection unit 42 generates feature point data including the position of the detected feature point, its feature amount, and the current position of the vehicle 1 at the time the feature point was detected. The feature point detection section 42 outputs the feature point data to the map data generation section 43 and the relative position calculation section 47. Note that here, the feature point detection unit 42 only needs to be able to detect at least the position of the feature point. That is, the feature point data only needs to include at least the position of the feature point and the current position of the vehicle 1, and detection of the feature amount is not necessarily required.

When the operation mode of the parking assistance device 10 is the target object learning mode, the map data generation unit 43 stores the feature point data generated by the feature point detection unit 42 in the storage device 21. Hereinafter, the feature points stored in the storage device 21 may be referred to as "learned feature points." Furthermore, the map data generation unit 43 stores the position of the target parking position Pt in the storage device 21. For example, when the vehicle 1 is located at the target parking position Pt, the user of the vehicle 1 may input that the current position of the vehicle 1 is the target parking position Pt by operating the HMI 12. Further, in the target object learning mode, when the user switches the shift position of the vehicle 1 to the parking range or applies the parking brake, the current position of the vehicle 1 may be detected as the target parking position Pt. In this way, the position of the learned feature point on the vehicle coordinate system, the position of the vehicle 1 on the fixed coordinate system when the learned feature point is detected, and the target parking position Pt on the fixed coordinate system are stored. Accordingly, the relative positional relationship between the learned feature points and the target parking position Pt can be stored.
Note that the form in which the relative positional relationship between the learned feature point and the target parking position Pt is stored is not limited to the form described above, and, for example, the form in which the relative positional relationship between the learned feature point and the target parking position Pt is stored is stored in a relative coordinate system based on the target parking position Pt. The position of the point may also be stored.

The actual trajectory acquisition unit 44 acquires an actual traveling trajectory Ta that is an actual trajectory along which the vehicle 1 moves to the target parking position Pt while parking the vehicle 1 at the target parking position Pt by manual driving. For example, the actual trajectory acquisition unit 44 continuously receives the current position of the vehicle 1 output from the self-position calculation unit 41 while parking the vehicle 1 at the target parking position Pt by manual driving, thereby determining the current position of the vehicle 1 while the vehicle is moving. The actual traveling trajectory Ta may be acquired based on the point sequence of the current position of the vehicle 1.
Note that the actual trajectory acquisition unit 44 may acquire the actual traveling trajectory Ta at the opportunity to manually park the vehicle 1 at the target parking position Pt in order to learn feature points in the target object learning mode.
Alternatively, when parking the vehicle 1 at the target parking position Pt simply by manual driving, the actual traveling trajectory Ta may be acquired without learning the feature points. For example, the user of the vehicle 1 may instruct the start of acquisition of the actual travel trajectory Ta by operating the HMI 12.
The actual trajectory acquisition unit 44 completes the acquisition of the actual traveling trajectory Ta when it detects the completion of parking of the vehicle 1 due to manual driving. The actual trajectory acquisition unit 44 stores the acquired actual traveling trajectory Ta in the storage device 21. For example, the user of the vehicle 1 may instruct the completion of acquisition of the actual travel trajectory Ta by operating the HMI 12. In addition, the actual trajectory acquisition unit 44 performs manual operation when the user switches the shift position of the vehicle 1 to the parking range, applies the parking brake, or when the current position of the vehicle 1 reaches the target parking position Pt. Completion of parking of the vehicle 1 may also be detected.

The clearance detection unit 45 detects the clearances CL and CR between the vehicle 1 and obstacles around the vehicle 1 while the vehicle 1 is moving on the actual traveling trajectory Ta. For example, the clearance detection unit 45 detects the clearances CL and CR based on the distance from objects around the vehicle 1 detected by the sonar of the external sensor 14 . The clearance detection unit 45 stores the clearances CL and CR in the storage device 21.
When parking of the vehicle 1 by manual operation is completed, the intermediate position setting unit 46 sets a target intermediate position based on the actual traveling trajectory Ta and the clearances CL and CR.
See Figures 4A and 4B. When setting the first target intermediate position Pi1, the intermediate position setting unit 46 calculates a generated trajectory Tc1 from the starting point Ps of the actual traveling trajectory Ta to the target parking position Pt. For example, the intermediate position setting unit 46 may calculate a clothoid curve connecting the starting point Ps and the target parking position Pt as the generated trajectory Tc1.

The intermediate position setting unit 46 calculates a trajectory deviation dd1 that is a deviation of the generated trajectory Tc1 from the actual traveling trajectory Ta. The intermediate position setting unit 46 determines the clearance CL between the vehicle 1 and an obstacle OL1 that exists in the direction in which the generated trajectory Tc1 deviates from the actual trajectory Ta, from the trajectory deviation dd1, on the right side and the left side of the actual trajectory Ta. The degree of intersection Δ1, which is the subtracted difference, is calculated. Then, it is determined whether there is an approaching portion where the degree of intersection Δ1 is greater than or equal to the first predetermined distance d1. If there is no approaching portion, the intermediate position setting unit 46 does not set the first target intermediate position Pi1. In this case, no target intermediate position is set. If an approach portion exists, the intermediate position setting unit 46 calculates an approach range R1 that includes the approach portion. If there are multiple approach parts, an approach range R1 that includes any one of these approach parts is calculated. For example, the approach range R1 may be set to include an arbitrarily selected approach part or an approach part with the greatest degree of intersection among these approach parts.

The intermediate position setting unit 46 sets a target intermediate position Pi1 within the approach range R1. Note that when setting the target intermediate position Pi1, the intermediate position setting unit 46 calculates a trajectory from the starting point Ps to the target parking position Pt via the target intermediate position Pi1, and the vehicle 1 can move on the calculated trajectory. It may be determined whether or not. If it is determined that the vehicle 1 cannot move on the calculated trajectory, the target intermediate position Pi1 may be reset to another point within the approach range R1. The intermediate position setting unit 46 may repeat the process of resetting the target intermediate position Pi1 within the approach range R1 until the trajectory on which the vehicle 1 can move can be calculated.

After setting the target intermediate position Pi1, the intermediate position setting unit 46 calculates a generated trajectory Tc2 from the starting point Ps to the target parking position Pt via the target intermediate position Pi1. The generated trajectory Tc2 is an example of the "third target traveling trajectory" in the claims. For example, the intermediate position setting unit 46 calculates the generated trajectory Tc2 by connecting a clothoid curve connecting the starting point Ps and the target intermediate position Pi1 and a clothoid curve connecting the target intermediate position Pi1 and the target parking position Pt. You may do so.
The intermediate position setting unit 46 calculates a trajectory deviation dd2 that is a deviation of the generated trajectory Tc2 from the actual traveling trajectory Ta.

See Figures 5A and 5B. The intermediate position setting unit 46 determines the clearance CR between the vehicle 1 and an obstacle OR2 that exists in the direction in which the generated trajectory Tc2 deviates from the actual trajectory Ta on the right and left sides of the actual trajectory Ta, based on the trajectory deviation dd2. The degree of intersection Δ2, which is the subtracted difference, is calculated.
Then, it is determined whether there is an approaching portion where the degree of intersection Δ2 is greater than or equal to the first predetermined distance d1. That is, it is determined whether the degree of intersection Δ2 is less than the first predetermined distance d1 from the starting point Ps to the target parking position Pt.
If there is no approaching portion, the intermediate position setting unit 46 does not set the second target intermediate position. In this case, only the target intermediate position Pi1 is set. If an approach portion exists, the intermediate position setting unit 46 calculates an approach range R2 that includes the approach portion, and sets an additional target intermediate position Pi2 within the approach range R2. Point P2 is a point on the actual traveling trajectory Ta where the degree of crossing Δ2 is the largest.

When setting a plurality of target intermediate positions Pi1 and Pi2, the intermediate position setting unit 46 sets the target intermediate positions Pi1 and Pi2 in order of distance from the target parking position Pt (that is, in order of distance from the starting point Ps) along the actual traveling trajectory Ta. (referred to as "intermediate position order" in the following explanation). In the following description, the order in which the target intermediate positions are set will be referred to as "intermediate position order."
The intermediate position setting unit 46 calculates a generated trajectory Tc3 from the starting point Ps to the target parking position Pt via the target intermediate positions Pi1 and Pi2. The generated trajectory Tc3 is an example of a "third target traveling trajectory" in the claims. At this time, the intermediate position setting unit 46 calculates the generated trajectory Tc3 so as to pass through the target intermediate positions Pi1 and Pi2 according to the intermediate position order. That is, a generated trajectory Tc3 is calculated that starts from the starting point Ps, passes through the target intermediate positions Pi1 and Pi2 in order of distance from the starting point Ps in order along the actual traveling trajectory Ta, and reaches the target parking position Pt. For example, in the example of FIG. 5B, a generated trajectory Tc3 that passes through the target intermediate positions Pi1 and Pi2 in this order is calculated. For example, the intermediate position setting unit 46 creates a clothoid curve connecting the starting point Ps and the target intermediate position Pi1, a clothoid curve connecting the target intermediate position Pi1 and the target intermediate position Pi2, and a clothoid curve connecting the target intermediate position Pi2 and the target intermediate position Pt. The generated trajectory Tc3 may be calculated by connecting the clothoid curve connecting the .

The intermediate position setting unit 46 calculates a trajectory deviation dd3 that is a deviation of the generated trajectory Tc3 from the actual traveling trajectory Ta. The intermediate position setting unit 46 subtracts from the trajectory deviation dd3 the clearance between the vehicle 1 and an obstacle that exists in the direction in which the generated trajectory Tc3 deviates from the actual trajectory Ta on the right side and left side of the actual trajectory Ta. Calculate the degree of intersection, which is the difference. Then, it is determined whether there is an approaching portion whose degree of intersection is equal to or greater than the first predetermined distance d1.
If there is no approaching portion, the intermediate position setting unit 46 does not set the third target intermediate position. In this case, only the target intermediate positions Pi1 and Pi2 are set. If an approaching portion exists, the intermediate position setting unit 46 adds a third target intermediate position using the same method as the method used to set the second target intermediate position Pi2.
Thereafter, target intermediate positions are added until it is possible to generate a generated trajectory in which no approaching portion occurs where the degree of intersection is equal to or greater than the first predetermined distance d1. If it is possible to generate a generated trajectory in which no approach portion occurs where the degree of intersection is greater than or equal to the first predetermined distance d1, the intermediate position setting unit 46 completes the setting of the target intermediate position and stores the set target intermediate position in the storage device 21. to be memorized.

Note that the obstacle between the starting point Ps and the target parking position Pt may be a temporary obstacle (for example, a movable object). In this case, the target intermediate position may not be necessary. Therefore, the intermediate position setting unit 46 may accept a selection input in which the user of the vehicle 1 selects one of the set target intermediate positions, and may store only the selected target intermediate position in the storage device 21. .
For example, the intermediate position setting unit 46 displays a plurality of set target intermediate positions on the display device of the HMI 12, and selects a target intermediate position to be stored from among the displayed target intermediate positions using the operator of the HMI 12. Accepts selection input. The selection input may be, for example, an input specifying a target intermediate position to be registered, or an input specifying an unnecessary target intermediate position.
For example, when N target intermediate positions are set, all combinations for extracting 1 to N target intermediate positions from these N target intermediate positions are set, and the target intermediate positions included in the combinations are set. The trajectory from the starting point Ps to the target parking position Pt may be displayed on the display device of the HMI 12 via the HMI 12, and an input specifying one of the displayed trajectories may be accepted. In this case, the intermediate position setting unit 46 may store in the storage device 21 the target intermediate position through which the designated trajectory passes.

See FIG. 3. To start parking support control that supports parking of the vehicle 1 at the target parking position Pt, the operation mode of the parking support device 10 is switched to the parking support mode. For example, the parking assistance device 10 may switch the operation mode to the parking assistance mode when the vehicle 1 is located near the target parking position Pt. At this time, when the shift position is switched from the drive range to the reverse range or from the reverse range to the drive range, the operation mode may be switched to the parking assist mode. Further, the operation mode may be switched to the parking assistance mode when a "parking assistance activation switch" provided in the HMI 12 is operated. The conditions for switching the operation mode to the parking assist mode can be set arbitrarily.

When the operation mode of the parking assistance device 10 is switched to the parking assistance mode, the relative position calculation unit 47 sets the current position of the vehicle 1 at the time when parking assistance control to the target parking position Pt is started as the parking start position Pps. Further, the relative position calculation unit 47 matches the learned feature points stored in the storage device 21 with the feature points of the feature point data output from the feature point detection unit 42, and matches the same feature points with each other. Match. In the following description, the feature points detected around the vehicle 1 by the feature point detection unit 42 when the operation mode of the parking support device 10 is the parking support mode will be referred to as "surrounding feature points."

The relative position calculation unit 47 calculates, based on the relative positional relationship between the surrounding feature points and the vehicle 1 and the relative positional relationship between the learned feature points associated with the surrounding feature points and the target parking position Pt. The relative position of the parking start position Pps with respect to the target parking position Pt is calculated. For example, the surrounding feature points are expressed as (x _i , y _i ), and the learned feature points respectively associated with the surrounding feature points (x _i , y _i ) are expressed as (x _mi , y _mi ) (i =1~N). The relative position calculation unit 47 calculates an affine transformation matrix M _affine using the following equation based on the least squares method.

相対位置算出部４７は、次式により記憶装置２１に記憶された固定座標系上の目標駐車位置Ｐｔの位置（ｔａｒｇｅｔｘ_ｍ，ｔａｒｇｅｔｙ_ｍ）を、車両座標系の位置（ｔａｒｇｅｔｘ，ｔａｒｇｅｔｙ）に変換する。

車両座標系における目標駐車位置Ｐｔの位置（ｔａｒｇｅｔｘ，ｔａｒｇｅｔｙ）は、目標駐車位置Ｐｔに対する駐車開始位置Ｐｐｓの相対位置を表している。相対位置算出部４７は、目標駐車位置Ｐｔに対する駐車開始位置Ｐｐｓの相対位置を目標軌道生成部４８に出力する。 The column vector (a ₁ , a ₂ , a ₃ , a ₄ ) ^T may be calculated using the weighted least squares method as shown in the following equation.

The relative position calculation unit 47 converts the position (targetx _m , targety _m ) of the target parking position Pt on the fixed coordinate system stored in the storage device 21 into the position (targetx, targety) on the vehicle coordinate system using the following equation. .

The position (targetx, target) of the target parking position Pt in the vehicle coordinate system represents the relative position of the parking start position Pps with respect to the target parking position Pt. The relative position calculation unit 47 outputs the relative position of the parking start position Pps to the target parking position Pt to the target trajectory generation unit 48.

The target trajectory generation unit 48 calculates the target travel trajectory Tt based on the relative position of the parking start position Pps with respect to the target parking position Pt and the target intermediate position.
See FIG. 6A. The target trajectory generation unit 48 calculates the target traveling trajectory Tt so as to pass through the target intermediate positions Pi1 and Pi2 according to the intermediate position order. That is, starting from the parking start position Pps, passing through the target intermediate positions Pi1 and Pi2 according to the intermediate position order (that is, passing through the target intermediate positions Pi1 and Pi2 in the order of distance from the target parking position Pt in the order along the actual traveling trajectory Ta) ), a target travel trajectory Tt leading to the target parking position Pt is calculated. A well-known method used in automatic parking systems can be applied to calculate the target travel trajectory Tt. For example, it can be calculated by connecting the parking start position Pps to the target parking position Pt via the target intermediate positions Pi1 and Pi2 using a clothoid curve.

Note that the target trajectory generation unit 48 may calculate the trajectory Tc from the parking start position Pps to the target parking position Pt before calculating the target travel trajectory Tt. For example, the target trajectory generation unit 48 may calculate the trajectory Tc by connecting the parking start position Pps to the target parking position Pt using a clothoid curve.
The target trajectory generation unit 48 may calculate the target travel trajectory Tt from the parking start position Pps to the target parking position Pt via the target intermediate positions Pi1 and Pi2 only when there is an obstacle on the trajectory Tc. .

See Figure 6B. It may not be possible to calculate the target traveling trajectory Tt so as to pass through all the target intermediate positions Pi1 and Pi2 stored in the storage device 21. For example, if the parking start position Pps is closer to the target parking position Pt than a certain target intermediate position (target intermediate position Pi1 in the example of FIG. 6B), the target travel trajectory Tt cannot be calculated so as to pass through this target intermediate position. Such a situation may occur, for example, when the driver manually parks the vehicle part way and starts parking assistance control at a position closer to the target parking position Pt than the starting point Ps of the actual travel trajectory Ta.
In this case, the target trajectory generation unit 48 selects the target intermediate positions Pi1 and Pi2 read from the storage device 21 according to the intermediate position order (that is, in order of distance from the target parking position Pt along the actual traveling trajectory Ta). The positions are removed one after another, and a target travel trajectory Tt from the parking start position Pps to the target parking position Pt is calculated via the target intermediate positions that were not removed. In the example of FIG. 6B, the target traveling trajectory Tt from the parking start position Pps to the target parking position Pt is calculated via the target intermediate position Pi2, excluding the target intermediate position Pi1.

Furthermore, the target trajectory generation unit 48 calculates a target vehicle speed profile for the vehicle 1 to travel on the target travel trajectory Tt. For example, the target vehicle speed profile may be a vehicle speed profile in which the vehicle accelerates from the parking start position Pps to a predetermined set speed, decelerates before the target parking position Pt, and then stops at the target parking position Pt. The set speed may be set based on the calculated curvature of the target travel trajectory so that the larger the curvature, the lower the speed.
See FIG. 3. The target trajectory generation section 48 outputs the target traveling trajectory Tt and the target vehicle speed profile to the steering control section 49 and the vehicle speed control section 50, respectively.

The steering control unit 49 controls the steering actuator 18a so that the vehicle 1 travels along the target travel trajectory Tt. Vehicle speed control section 50 controls accelerator actuator 18b and brake actuator 18c so that the vehicle speed of vehicle 1 changes according to the target vehicle speed profile. Thereby, the vehicle 1 is controlled to travel along the target travel trajectory Tt. The support image generation unit 51 generates a parking support image representing the target traveling trajectory Tt and the current position of the vehicle 1. For example, the parking assistance image may be an image in which the target traveling trajectory Tt and the current position of the vehicle 1 are superimposed on a bird's-eye view or an overhead image of the surroundings of the vehicle 1 viewed from above. The assistance image generation unit 51 displays a parking assistance image on the display device of the HMI 12.

(motion)
FIG. 7 is a flowchart of an example of a process executed when parking is performed by manual driving. In step S1, the feature point detection unit 42 stores feature points of targets around the vehicle 1 in the storage device 21 as learned feature points. In step S2, the actual trajectory acquisition unit 44 acquires the actual traveling trajectory Ta and stores it in the storage device 21. In step S3, the clearance detection unit 45 detects the clearances CL and CR between the vehicle 1 and obstacles around the vehicle 1 while the vehicle 1 is moving on the actual traveling trajectory Ta, and to be memorized.

In step S4, the parking assistance device 10 determines whether the vehicle 1 has reached the target parking position Pt. If the vehicle 1 has not reached the target parking position Pt (step S4: N), the process returns to step S1. When the vehicle 1 reaches the target parking position Pt (step S4: Y), the process advances to step S5. In step S5, the intermediate position setting unit 46 calculates a generated trajectory.
In step S6, the intermediate position setting unit 46 calculates a trajectory deviation that is a deviation of the generated trajectory from the actual traveling trajectory Ta, and moves the generated trajectory toward the right side and the left side of the actual traveling trajectory Ta in the direction in which the generated trajectory deviates from the actual traveling trajectory Ta. The degree of intersection is calculated by subtracting the clearance between the existing obstacle and the vehicle 1 from the trajectory deviation dd1.
The intermediate position setting unit 46 determines whether the degree of intersection is less than the first predetermined distance d1 from the starting point Ps of the actual traveling trajectory Ta to the target parking position Pt.

If the degree of intersection is not less than the first predetermined distance d1 (step S6: N), the process proceeds to step S7. If the degree of intersection is less than the first predetermined distance d1 (step S6: Y), the process proceeds to step S8. In step S7, the intermediate position setting unit 46 sets a target intermediate position in the approach range. If step S7 is executed two or more times in the processing loops S5 to S7, additional target intermediate positions are set from the second time onwards. After that, the process returns to step S5. In step S8, the set target intermediate position is stored in the storage device 21. The process then ends.

FIG. 8 is a flowchart of an example of processing when implementing parking assistance. In step S10, the relative position calculation unit 47 calculates the relative position of the target parking position Pt with respect to the parking start position Pps, which is the current position of the vehicle 1 at the time when parking assistance control is started. That is, the relative position of the parking start position Pps with respect to the target parking position Pt is calculated. In step S11, the target trajectory generation unit 48 reads the target intermediate position from the storage device 21. In step S12, the target trajectory generation unit 48 attempts to calculate a target traveling trajectory Tt from the parking start position Pps to the target parking position Pt via the read target intermediate position.
In step S13, the target trajectory generation unit 48 determines whether the target travel trajectory Tt has been calculated. If the target travel trajectory Tt cannot be calculated (step S13: N), the process proceeds to step S14. If the target travel trajectory Tt has been calculated (step S13: Y), the process proceeds to step S15.

In step S14, the target trajectory generation unit 48 removes the target intermediate position furthest from the target parking position Pt along the actual travel trajectory Ta from among the target intermediate positions. After that, the process returns to step S12.
In step S15, the target trajectory generation unit 48 calculates a target vehicle speed profile for the vehicle 1 to travel on the target travel trajectory Tt. The steering control unit 49 controls the steering actuator 18a so that the vehicle 1 travels along the target traveling trajectory Tt. Vehicle speed control section 50 controls accelerator actuator 18b and brake actuator 18c so that the vehicle speed of vehicle 1 changes according to the target vehicle speed profile. The process ends when the vehicle 1 reaches the target parking position Pt.

(Effects of embodiment)
(1) When parking the vehicle 1 by manual operation, the controller 16 stores the actual trajectory on which the vehicle 1 moves to the target parking position Pt as an actual traveling trajectory Ta, and the controller 16 stores the actual trajectory on which the vehicle 1 moves to the target parking position Pt as an actual traveling trajectory Ta, and connects the moving vehicle 1 and obstacles along the actual traveling trajectory Ta. The distance to the object is detected, and based on the relative positional relationship between the starting point Ps of the actual traveling trajectory Ta and the target parking position Pt, the distance is detected, and based on the relative positional relationship between the starting point Ps of the actual traveling trajectory Ta and the target parking position Pt, the distance is determined. The first target traveling trajectory is calculated, and the distance between the first target traveling trajectory and an obstacle that exists in the direction in which the first target traveling trajectory deviates from the actual traveling trajectory Ta among the right and left sides, which are both sides in the vertical direction with respect to the extending direction of the actual traveling trajectory Ta. is subtracted from the deviation of the first target travel trajectory from the actual travel trajectory Ta to calculate the degree of intersection, and include points on the actual travel trajectory Ta where the degree of intersection is equal to or greater than the first predetermined distance. When an approach range is calculated, a point within the approach range is set as a target intermediate position, and the vehicle 1 is to be supported for parking at the target parking position Pt, the position of the vehicle 1 at the time of starting parking is A second target travel trajectory is calculated from a certain parking start position Pps to a target parking position Pt via a target intermediate position, and parking support control is performed to support movement of the vehicle 1 along the second target travel trajectory. Execute.
In this way, by setting the target intermediate position based on the actual driving trajectory Ta and calculating the target driving trajectory from the parking start position to the target parking position Pt via the target intermediate position, the parking start position and the target intermediate position can be set. It is possible to calculate a target travel trajectory on which the vehicle can travel even if there are obstacles between the vehicle and the vehicle. Moreover, since a trajectory passing through a target intermediate position can be generated before starting movement from the parking start position Pps to the target parking position Pt, a smooth target traveling trajectory can be generated.

(2) For each approach range, the controller 16 sets, as a target intermediate position, a point within a second predetermined distance range from a point on the actual travel trajectory Ta within the approach range where the degree of intersection is greatest. Good too. Points where the degree of intersection is large can be estimated to be points where the vehicle 1 has traveled to avoid obstacles. By calculating a trajectory that passes through a target intermediate position set near such a point, a target travel trajectory that avoids obstacles can be calculated.
(3) The controller 16 calculates the total distance between the vehicle 1 and obstacles in the actual traveling trajectory Ta that have a degree of intersection that is equal to or greater than a first predetermined distance and that exist on the right and left sides of the actual traveling trajectory Ta, respectively. An area including a portion where is less than or equal to a predetermined threshold may be calculated as the approach range.
Thereby, it is possible to calculate locations where the distance between obstacles that are present on the right and left sides of the actual traveling trajectory Ta, respectively, is narrow as the approach range.

(4) At the time when the controller 16 supports parking of the vehicle 1 at the target parking position Pt, the controller 16 calculates a first trajectory from the parking start position Pps to the target parking position Pt, and detects obstacles on the first trajectory. The second target traveling trajectory from the parking start position Pps to the target parking position Pt via the target intermediate position may be calculated only when there exists the target intermediate position. This makes it possible to prevent unnecessary calculation of the second target traveling trajectory that passes through the target intermediate position when there is no longer an obstacle at the time of assisting the parking of the vehicle 1 at the target parking position Pt.
(5) The controller 16 (a1) calculates a second trajectory from the starting point Ps to the target parking position Pt via the target intermediate position, and (b1) determines whether the vehicle 1 can move on the second trajectory. (c1) If it is determined that the vehicle 1 cannot move on the second trajectory, the target intermediate position may be reset to another point within the approach range. The controller 16 may repeat (a1) to (c1) until it is determined in the above (b1) that the vehicle 1 can move on the second trajectory. Thereby, the second target traveling trajectory can be calculated so that the vehicle 1 can actually move.

(6) The controller 16 calculates (a2) a third target travel trajectory that is a trajectory from the starting point Ps to the target parking position Pt via the target intermediate position, and (b2) Of these, the degree of intersection, which is the difference obtained by subtracting the distance between the third target traveling trajectory and the obstacle that exists in the direction in which it deviates from the actual traveling trajectory Ta, from the deviation of the third target traveling trajectory from the actual traveling trajectory Ta, is calculated. (c2) determine whether the degree of intersection is less than the first predetermined distance over the range from the starting point Ps to the target parking position Pt, and (d2) determine whether the degree of intersection from the starting point Ps to the target parking position Pt is If the degree of intersection is not less than a first predetermined distance over the range, an additional target intermediate position is set within an approach range that includes a portion of the actual traveling trajectory Ta where the degree of intersection is equal to or greater than the first predetermined distance. You may. The controller 16 repeats (a2) to (d2) until it is determined in (c2) that the degree of intersection is less than the first predetermined distance over the range from the starting point Ps to the target parking position Pt. good. Thereby, the second target traveling trajectory can be calculated so as not to intersect with any obstacles.

(7) The controller 16 receives a selection input in which the user of the vehicle 1 selects one of the plurality of set target intermediate positions, and moves from the parking start position Pps to the target parking position via the target intermediate position selected by the user. A second target travel trajectory leading to position Pt may be calculated. This makes it possible to avoid setting unnecessary target intermediate positions.
(8) When the controller 16 is unable to calculate the second target travel trajectory from the parking start position Pps to the target parking position Pt via a plurality of target intermediate positions, the controller 16 determines that the controller 16 is far from the target parking position Pt along the actual travel trajectory Ta. The second target traveling trajectory may be calculated from the parking start position Pps to the target parking position Pt by removing the target intermediate positions from the target intermediate positions and using the target intermediate positions that have not been removed from among the plurality of target intermediate positions. Thereby, even if parking assistance control is started near a point in the middle of the actual traveling trajectory Ta, the second target traveling trajectory leading to the target parking position Pt can be calculated.

(9) The controller 16 may control the vehicle 1 so that the vehicle 1 moves from the parking start position Pps to the target parking position Pt along the second target travel trajectory, and The position may be displayed on a display device that is visible to the user of the vehicle 1. Thereby, parking of the vehicle 1 can be supported.
(10) The controller 16 may calculate the second target travel trajectory by connecting the parking start position Pps and the target intermediate position and between the target intermediate position and the target parking position Pt with clothoid curves. . Thereby, a smooth second target traveling trajectory can be calculated.

DESCRIPTION OF SYMBOLS 1... Vehicle, 10... Parking assistance device, 11... Positioning device, 12... Human machine interface, 14... External sensor, 15... Vehicle sensor, 16... Controller, 18a... Steering actuator, 18b... Accelerator actuator, 18c... Brake actuator, 20... Processor, 21... Storage device, 40... Image conversion section, 41... Self-position calculation section, 42... Feature point detection section, 43... Map data generation section, 44... Actual trajectory acquisition section, 45... Clearance detection section, 46 ...Intermediate position setting section, 47...Relative position calculation section, 48...Target trajectory generation section, 49...Steering control section, 50...Vehicle speed control section, 51...Support image generation section

Claims (12)

storing an actual trajectory along which the vehicle moves to a target parking position when parking the vehicle by manual operation as an actual traveling trajectory;
detecting a distance between the vehicle moving on the actual travel trajectory and an obstacle;
Based on the relative positional relationship between the starting point of the actual traveling trajectory and the target parking position, calculate a first target traveling trajectory that is a trajectory from the starting point of the actual traveling trajectory to the target parking position,
The distance between the first target traveling trajectory and an obstacle that exists in a direction in which the first target traveling trajectory deviates from the actual traveling trajectory among the right and left sides in the vertical direction with respect to the extending direction of the actual traveling trajectory is calculated based on the actual traveling trajectory. Calculate the difference subtracted from the deviation of the first target traveling trajectory from
Calculating an approach range that includes points on the actual traveling trajectory where the difference is a first predetermined distance or more;
Setting a point within the approach range as a target intermediate position,
When supporting parking of the vehicle at the target parking position, a first trajectory is provided that is a trajectory from a parking start position, which is the position of the vehicle at the time of starting parking, to the target parking position via the target intermediate position. 2. Calculate the target travel trajectory,
executing parking assistance control that supports movement of the vehicle along the second target travel trajectory;
A parking assistance method characterized by: For each approach range, a point within a second predetermined distance range from a point on the actual traveling trajectory within the approach range where the difference is the longest is set as the target intermediate position. The parking assistance method according to claim 1. A portion of the actual traveling trajectory in which the difference is greater than or equal to a first predetermined distance, and the total distance between the vehicle and an obstacle present on the right and left sides of the actual traveling trajectory is less than or equal to a predetermined threshold. 3. The parking assistance method according to claim 1, wherein an area including the area is calculated as the approach range. At the time of assisting parking of the vehicle at the target parking position, calculating a first trajectory from the parking start position to the target parking position,
calculating the second target travel trajectory from the parking start position to the target parking position via the target intermediate position only when an obstacle exists on the first trajectory;
The parking assistance method according to any one of claims 1 to 3, characterized in that: (a1) calculating a second trajectory from the starting point to the target parking position via the target intermediate position;
(b1) determining whether the vehicle can move on the second trajectory;
(c1) If it is determined that the vehicle cannot move on the second trajectory, reset the target intermediate position to another point within the approach range;
According to any one of claims 1 to 4, the steps (a1) to (c1) are repeated until it is determined in the step (b1) that the vehicle can move on the second trajectory. parking assistance method. (a2) calculating a third target travel trajectory that is a trajectory from the starting point to the target parking position via the target intermediate position;
(b2) The distance between the third target traveling trajectory and an obstacle that exists in the direction in which the third target traveling trajectory deviates from the actual traveling trajectory on the right side and the left side of the actual traveling trajectory is calculated from the third target traveling trajectory from the actual traveling trajectory. Calculate a second difference subtracted from the deviation of the target travel trajectory,
(c2) determining whether the second difference is less than the first predetermined distance over the range from the starting point to the target parking position;
(d2) If the second difference is not less than the first predetermined distance over the range from the starting point to the target parking position, the second difference of the actual traveling trajectory is equal to or greater than the first predetermined distance. setting the additional target intermediate position within an approach range that includes a portion;
Repeating (a2) to (d2) until it is determined in (c2) that the second difference is less than the first predetermined distance over the range from the starting point to the target parking position. The parking assistance method according to any one of claims 1 to 5, characterized in that: Accepting a selection input in which a user of the vehicle selects one of the plurality of target intermediate positions,
calculating the second target travel trajectory from the parking start position to the target parking position via the target intermediate position selected by the user;
The parking assistance method according to any one of claims 1 to 6, characterized in that: If the second target travel trajectory from the parking start position to the target parking position cannot be calculated through a plurality of target intermediate positions, the target intermediate positions are selected in order from the distance from the target parking position along the actual travel trajectory. A claim characterized in that the second target travel trajectory is calculated from the parking start position to the target parking position via the target intermediate positions that were not removed among the plurality of target intermediate positions. The parking assistance method according to any one of Items 1 to 7. Parking according to any one of claims 1 to 8, characterized in that the vehicle is controlled so that the vehicle moves along the second target travel trajectory from the parking start position to the target parking position. How to help. 10. The parking assistance method according to claim 1, further comprising displaying the second target travel trajectory and the position of the vehicle on a display device that is visible to a user of the vehicle. A claim characterized in that the second target travel trajectory is calculated by connecting the parking start position and the target intermediate position and the target intermediate position and the target parking position with clothoid curves. The parking support method according to any one of items 1 to 10. storing an actual trajectory on which the vehicle moves to a target parking position when parking the vehicle by manual operation as an actual traveling trajectory, detecting a distance between the vehicle and an obstacle while traveling on the actual traveling trajectory; A first target traveling trajectory, which is a trajectory from the starting point of the actual traveling trajectory to the target parking position, is calculated based on the relative positional relationship between the starting point of the actual traveling trajectory and the target parking position, and The distance from the actual traveling trajectory to an obstacle that exists in a direction in which the first target traveling trajectory deviates from the actual traveling trajectory among the right and left sides in the vertical direction with respect to the extending direction of the track, A difference subtracted from the deviation of the first target travel trajectory is calculated, an approach range is calculated that includes points on the actual travel trajectory where the difference is equal to or greater than a first predetermined distance, and the approach range is When supporting parking of the vehicle at the target parking position by setting a point in The vehicle is characterized by comprising a controller that calculates a second target travel trajectory that is a trajectory that leads to the target parking position via the vehicle, and executes parking support control that supports movement of the vehicle along the second target travel trajectory. Parking assistance device.

Images