JP2024009685A - Parking support device - Google Patents

Abstract

To provide a parking support device which can simply start parking support processing.SOLUTION: A parking support device comprises: a target candidate region acquisition unit which acquires a substantially rectangular parking target candidate region where a vehicle can be parked; a route acquisition unit which acquires a recommended movement route for making the vehicle move from a current position of the vehicle to the parking target candidate region; a stop region decision unit which decides a stop region; a display management unit which causes a display device to display the stop region; and a guidance control unit which starts support travel of making the vehicle perform guided travel along the recommended movement route with the parking target candidate region as a parking target position when the vehicle is stopped in the stop region.SELECTED DRAWING: Figure 4

Description

Embodiments of the present invention relate to a parking assistance device.

BACKGROUND ART Parking support devices have been put into practical use that acquire a parking target area (parking space) and a recommended travel route for moving a vehicle to the parking target area, and move the vehicle along the recommended travel route.

Patent Application No. 2002-3784 Patent Application No. 2005-331565

However, the processing procedure for actually using the above-mentioned parking assist device is as follows: First, the first step is to perform a parking operation of the vehicle, and the second step is to select a plurality of parking target candidates displayed on a display device, etc. An operation for selecting a parking target area from among the areas is performed. Furthermore, as a third step, a guidance support start switch is operated to actually start automatic driving, and as a fourth step, guidance control is started. In other words, since a plurality of operations are required in order to cause the vehicle to perform guidance support driving, there is a problem that the series of operations becomes complicated and tends to be unnatural. Therefore, it would be meaningful if the parking assistance process could be started more simply, since a more comfortable driving environment could be provided.

The parking assistance device according to the embodiment of the present invention includes, for example, a target candidate area acquisition unit that acquires a substantially rectangular parking target candidate area in which a vehicle can be parked; a route acquisition unit that acquires a recommended travel route for moving the vehicle; a stop area determination unit that determines a stop area; a display management unit that displays the stop area on a display device; The vehicle also includes a guidance control unit configured to take the parking target candidate area as a parking target position and start support travel for guiding the vehicle along the recommended travel route. According to this configuration, for example, when the vehicle has stopped in the stop area determined by the stop area determination unit, the guided travel control according to the recommended travel route is started. Therefore, it is possible to start the parking assistance process during a series of driving operations, and a more comfortable driving environment can be provided.

For example, the display management unit of the parking assistance device according to the embodiment of the present invention is configured to display the stop area on the condition that the vehicle passes near the parking target candidate area at a predetermined vehicle speed or less. You can also do this. According to this configuration, for example, when the vehicle is traveling at such a speed that there is no intention to park (for example, when the vehicle is simply passing), the stop area is not displayed, and when there is no intention to park, unnecessary It is possible to prevent the display from causing annoyance.

The stop area of the parking assist device according to the embodiment of the present invention may be set, for example, to the end point of a manual travel area in which the vehicle manually travels a predetermined distance starting from the start point of the recommended travel route. According to this configuration, since the route from the current position to the stop area is clearly indicated, it becomes easier to move more smoothly and more accurately to the stop area.

For example, when it is determined that the vehicle does not run toward the stop area along the displayed manual drive area, the target candidate area acquisition unit of the parking assistance device according to the embodiment of the present invention The parking target candidate area may also be acquired. According to this configuration, the process of presenting the next parking target candidate area can be executed by simply expressing the intention not to drive toward the stop area.

For example, the display management unit of the parking assistance device according to the embodiment of the present invention may hide the manual driving area and the stop area when the vehicle is running deviating from the manual driving area by a predetermined amount. It may be done as follows. According to this configuration, for example, by simply expressing your intention not to follow the manual travel area, it is possible to hide the unnecessary manual travel area and stop area, thereby suppressing confusion caused by unnecessary display. be able to.

For example, the stopping area of the parking assist device according to the embodiment of the present invention may have a first direction that is substantially orthogonal to the current traveling direction of the vehicle and a direction in which the parking target candidate area exists, and vice versa. When the direction is a second direction, the direction may be set to cause the vehicle to turn in the second direction. According to this configuration, for example, by detecting that the vehicle is turning (steering) from the current direction of travel, the guidance control unit can detect the driver's intention to move to the stop area and start parking assistance. can be easily detected.

FIG. 1 is an exemplary and schematic perspective view showing a state in which a part of the cabin of a vehicle equipped with a parking assist device according to an embodiment is seen through. FIG. 2 is an exemplary and schematic plan view showing a vehicle equipped with the parking assist device of the embodiment. FIG. 3 is an exemplary and schematic block diagram showing the configuration of a parking support system including the parking support device of the embodiment. FIG. 4 is an exemplary and schematic block diagram showing the configuration of a parking support section implemented by the CPU of the parking support device. FIG. 5 is an exemplary and schematic image diagram of a display screen displayed on the display device in the parking assistance device according to the embodiment at a preparatory stage for starting automatic driving by parking assistance. FIG. 6 is an exemplary and schematic explanatory diagram illustrating the display conditions of the manual drive area and the stop area in the parking assistance device according to the embodiment. FIG. 7 is an illustrative and schematic image diagram of a display screen displayed on a display device after the start of automatic travel by parking assistance in the parking assistance device according to the embodiment. FIG. 8 is a flowchart illustrating the flow of parking assistance processing by the parking assistance device according to the embodiment.

Exemplary embodiments of the invention are disclosed below. The configuration of the embodiment shown below, and the actions, results, and effects brought about by the configuration are examples. The present invention can be realized with configurations other than those disclosed in the embodiments below, and it is possible to obtain at least one of various effects based on the basic configuration and derivative effects. .

As illustrated in FIG. 1, in this embodiment, a vehicle 1 equipped with a parking assistance device (parking assistance system) is, for example, an automobile whose drive source is an internal combustion engine (not shown), that is, an internal combustion engine automobile. Alternatively, the vehicle may be a vehicle using an electric motor (not shown) as a drive source, such as an electric vehicle or a fuel cell vehicle. Further, the vehicle may be a hybrid vehicle that uses both of these as drive sources, or a vehicle that includes another drive source. Further, the vehicle 1 can be equipped with various transmission devices, and can also be equipped with various devices such as systems and parts necessary for driving an internal combustion engine and an electric motor. In addition, the drive system of the vehicle 1 can be a four-wheel drive vehicle in which driving force is transmitted to all four wheels 3 and all four wheels are used as driving wheels, or a front-wheel drive system or a rear-wheel drive system can be used. good. The system, number, layout, etc. of devices related to driving the wheels 3 can be set in various ways.

The vehicle body 2 constitutes a vehicle interior 2a in which a passenger (not shown) rides. A steering section 4, an acceleration operation section 5, a brake operation section 6, a speed change operation section 7, and the like are provided in the vehicle interior 2a, facing the seat 2b of a driver as a passenger. The steering section 4 is, for example, a steering wheel protruding from the dashboard 24, the acceleration operation section 5 is, for example, an accelerator pedal located under the driver's feet, and the brake operation section 6 is, for example, an accelerator pedal located under the driver's feet. It is a brake pedal located under the foot, and the speed change operation section 7 is, for example, a shift lever protruding from the center console. Note that the steering section 4, acceleration operation section 5, brake operation section 6, speed change operation section 7, etc. are not limited to these.

Further, a display device 8 as a display output section and an audio output device 9 as an audio output section are provided in the vehicle compartment 2a. The display device 8 is, for example, an LCD (liquid crystal display), an OELD (organic electroluminescent display), or the like. The audio output device 9 is, for example, a speaker. Further, the display device 8 is covered with a transparent operation input section 10 such as a touch panel. The occupant can visually recognize the image displayed on the display screen of the display device 8 via the operation input unit 10. Further, the occupant can perform operation input by touching, pressing, or moving the operation input unit 10 with a finger or the like at a position corresponding to the image displayed on the display screen of the display device 8. . The display device 8, the audio output device 9, the operation input unit 10, and the like are provided, for example, in a monitor device 11 located at the center of the dashboard 24 in the vehicle width direction, that is, in the left-right direction. The monitor device 11 can have an operation input unit (not shown) such as a switch, a dial, a joystick, a push button, or the like. Further, an audio output device (not shown) can be provided at a different position in the vehicle compartment 2a than the monitor device 11, and audio can be output from the audio output device 9 of the monitor device 11 and other audio output devices. be able to. Note that the monitor device 11 may also be used as a navigation system or an audio system, for example.

Further, as illustrated in FIGS. 1 and 2, the vehicle 1 is, for example, a four-wheeled vehicle, and has two left and right front wheels 3F and two left and right rear wheels 3R. All of these four wheels 3 may be configured to be steerable. As illustrated in FIG. 3, the vehicle 1 has a steering system 13 that steers at least two wheels 3. The steering system 13 includes an actuator 13a and a torque sensor 13b. The steering system 13 is electrically controlled by an ECU 14 (electronic control unit) or the like to operate an actuator 13a. The steering system 13 is, for example, an electric power steering system, an SBW (steer by wire) system, or the like. Further, the torque sensor 13b detects, for example, torque applied to the steering unit 4 by the driver.

Further, as illustrated in FIG. 2, the vehicle body 2 is provided with, for example, four imaging units 15a to 15d as the plurality of imaging units 15. The imaging unit 15 is, for example, a digital camera incorporating an imaging element such as a charge coupled device (CCD) or a CMOS image sensor (CIS). The imaging unit 15 can output moving image data (captured image data) at a predetermined frame rate. The imaging units 15 each have a wide-angle lens or a fisheye lens, and can image a range of, for example, 140° to 220° in the horizontal direction. Further, the optical axis of the imaging unit 15 may be set diagonally downward. Therefore, the imaging unit 15 captures non-solid objects such as road surfaces on which the vehicle 1 can move, stop lines attached to the road surfaces, parking frame lines, and lot lines, and objects existing around the vehicle 1 (for example, walls, trees, etc.). , three-dimensional objects (sometimes referred to as obstacles) such as humans, bicycles, and vehicles can be sequentially photographed as detection targets, and can also be output as captured image data.

The imaging unit 15a is located, for example, at the rear end 2e of the vehicle body 2, provided on a wall below the trunk door 2h, and images the situation in the rear area of the vehicle 1. The imaging unit 15b is located, for example, at the right end 2f of the vehicle body 2, is provided on the right side door mirror 2g, and images the situation in an area including the right front, right side, and right rear of the vehicle 1. The imaging unit 15c is located, for example, at the front side of the vehicle body 2, that is, at the front end 2c in the vehicle longitudinal direction, is provided on a front bumper, etc., and images the situation in the front area of the vehicle 1. The imaging unit 15d is located, for example, on the left side of the vehicle body 2, that is, on the left end 2d in the vehicle width direction, and is provided on the door mirror 2g as a left side protrusion, and is provided on the left front, left side, and left rear of the vehicle 1. image the situation in the area including the area. The ECU 14 (see FIG. 3) constituting the image processing device executes arithmetic processing and image processing based on the captured image data obtained by the plurality of imaging units 15, and generates an image with a wider viewing angle, and It is possible to generate a virtual overhead image of 1 viewed from above (directly above or diagonally above). Note that the captured image data (images) captured by each imaging unit 15 are provided with overlapping areas that overlap with each other, so that no missing areas will occur when the images are joined together. For example, the end region on the left side in the vehicle width direction of the imaged image data (front image) taken by the imaging section 15c overlaps with the end region on the front side in the vehicle longitudinal direction of the imaged image data taken by the imaging section 15d. . Then, processing for connecting (combining) the two images is executed. Similarly, overlapping areas are provided for the front image and the right side image, the left side image and the rear image, and the rear image and the right side image, and a process of connecting (combining) the two images is executed.

As illustrated in FIGS. 1 and 2, the vehicle 1 includes a plurality of distance measuring sections 16 as distance measuring sections capable of measuring distances to objects existing outside the vehicle 1. The distance measuring unit 16 is, for example, a millimeter wave radar or the like, and is capable of measuring the distance to an object existing in the traveling direction of the vehicle 1. In this embodiment, the vehicle 1 has a plurality of distance measuring units 16a to 16d. The distance measuring unit 16a is provided, for example, at the left end of the rear bumper of the vehicle 1, and is capable of measuring the distance to an object present at the left rear of the vehicle 1. Further, the distance measuring section 16b is provided at the right end of the rear bumper of the vehicle 1, and is capable of measuring the distance to an object present on the right rear side of the vehicle 1. The distance measuring section 16c is provided at the right end of the front bumper of the vehicle 1, and is capable of measuring the distance to an object present in the right front of the vehicle 1. Further, the distance measuring section 16d is provided at the left end of the front bumper of the vehicle 1, and is capable of measuring the distance to an object present on the left front of the vehicle 1.

The vehicle 1 also includes a distance measuring unit 17 (sonar) that can measure the distance to an external object that is relatively close to the vehicle 1 using ultrasonic waves. In this embodiment, the vehicle 1 has a plurality of distance measuring sections 17a to 17h. The distance measuring units 17a to 17d are provided on the rear bumper of the vehicle 1, and are capable of measuring distances to objects located behind the vehicle. The distance measuring units 17e to 17h are provided on the front bumper of the vehicle 1 and can measure the distance to an object present in front of the vehicle 1.

Further, as illustrated in FIG. 3, the parking assist system 100 (parking assist device) includes an ECU 14, a monitor device 11, a steering system 13, distance measuring units 16, 17, etc., as well as a brake system 18, a steering angle sensor, etc. 19, an accelerator sensor 20, a shift sensor 21, a wheel speed sensor 22, a drive system 23, etc. are electrically connected via an in-vehicle network 26 as a telecommunications line. The in-vehicle network 26 is configured as, for example, a CAN (controller area network). The ECU 14 can control the steering system 13, the brake system 18, the drive system 23, etc. by sending control signals through the in-vehicle network 26. In addition, the ECU 14 receives the detection results of the torque sensor 13b, brake sensor 18b, steering angle sensor 19, distance measuring sections 16, 17, accelerator sensor 20, shift sensor 21, wheel speed sensor 22, etc. via the in-vehicle network 26, It is possible to receive operation signals and the like from the operation input unit 10 and the like.

The steering system 13 is an electric power steering system, an SBW (Steer By Wire) system, or the like. Steering system 13 includes an actuator 13a and a torque sensor 13b. The steering system 13 is electrically controlled by a CPU 14a and the like constituting the ECU 14, and operates the actuator 13a to add torque to the steering section 4 to supplement the steering force, thereby turning the wheels 3. steer. The torque sensor 13b detects the torque that the driver applies to the steering section 4, and transmits the detection result to the CPU 14a.

The brake system 18 includes, for example, an ABS (Anti-lock Brake System) that suppresses brake locking, an electronic stability control (ESC) that suppresses skidding of the vehicle 1 during cornering, and an electronic stability control (ESC) that increases braking force. (brake assist) electric brake system, BBW (Brake By Wire), etc. Brake system 18 includes an actuator 18a and a brake sensor 18b. The brake system 18 is electrically controlled by the CPU 14a and the like, and applies braking force to the wheels 3 via the actuator 18a. The brake system 18 detects signs of brake locking, idling of the wheels 3, skidding, etc. from the difference in rotation between the left and right wheels 3, and performs control to suppress locking of the brakes, idling of the wheels 3, and skidding. Execute. The brake sensor 18b is a displacement sensor that detects the position of a brake pedal as a movable part of the brake operation section 6, and transmits the detection result of the position of the brake pedal to the CPU 14a. The CPU 14a can calculate the braking distance from the magnitude of the braking force calculated based on the detection result of the brake sensor 18b and the current speed of the vehicle 1.

The steering angle sensor 19 is a sensor that detects the amount of steering (steering angle) of the steering unit 4 such as a steering wheel. The steering angle sensor 19 is composed of a Hall element or the like, detects the rotation angle of the rotating portion of the steering section 4 as a steering amount, and transmits the detection result to the CPU 14a. The CPU 14a may calculate the tire angle based on the acquired steering angle. In this case, for example, it may be calculated using a conversion map of steering angle and tire angle prepared in advance for each vehicle type, or it may be calculated based on a predetermined calculation formula. Note that in another embodiment, a tire angle sensor may be provided in the steering mechanism to directly obtain the tire angle. The steering angle and tire angle can be used as information indicating the traveling direction of the vehicle 1 when analyzing the behavior of the vehicle 1, which will be described later.

The accelerator sensor 20 is a displacement sensor that detects the position of an accelerator pedal as a movable part of the acceleration operation section 5, and transmits the detection result to the CPU 14a.

The shift sensor 21 is, for example, a sensor that detects the position of the movable part of the shift operation section 7. The shift sensor 21 can detect the position of a lever, arm, button, etc. as a movable part. Shift sensor 21 may include a displacement sensor or may be configured as a switch. Furthermore, when executing parking assistance, information indicating the current shift position is supplied to the CPU 14a.

The wheel speed sensor 22 is a sensor that detects the amount of rotation of the wheel 3 and the number of rotations per unit time. The wheel speed sensor 22 is arranged at each wheel 3 and outputs the number of wheel speed pulses indicating the rotation speed detected by each wheel 3 as a sensor value. The wheel speed sensor 22 may be configured using, for example, a Hall element. Wheel speed sensor 22 transmits the detection result to ECU 14. The CPU 14a calculates the amount of movement of the vehicle 1 based on the sensor values obtained from the wheel speed sensors 22, and executes various controls. When calculating the vehicle speed of the vehicle 1 based on the sensor value of each wheel speed sensor 22, the CPU 14a determines the vehicle speed of the vehicle 1 based on the speed of the wheel 3 having the smallest sensor value among the four wheels, and executes various controls. do. In addition, if there is a wheel 3 among the four wheels that has a larger sensor value than other wheels 3, the CPU 14a may, for example, If there are more than a predetermined number of wheels 3, that wheel 3 is considered to be in a slip state (idling state), and various controls are executed. Note that the wheel speed sensor 22 may be provided in the brake system 18 in some cases. In that case, the CPU 14a may acquire the detection result of the wheel speed sensor 22 via the brake system 18.

The drive system 23 is an internal combustion engine system or a motor system as a drive source. The drive system 23 controls the fuel injection amount and intake amount of the engine and the output value of the motor according to the amount of operation required by the driver (user) (for example, the amount of depression of the accelerator pedal) detected by the accelerator sensor 20. . Moreover, the output values of the engine and motor can be controlled in cooperation with the control of the steering system 13 and the brake system 18, depending on the running state of the vehicle 1, regardless of the user's operation. For example, it is possible to perform driving support such as normal driving support or parking support.

Note that the configuration, arrangement, electrical connection form, etc. of the various sensors and actuators described above are merely examples, and can be variously set (changed).

The ECU 14 is composed of a computer or the like, and controls overall control of the vehicle 1 through cooperation of hardware and software. Specifically, the ECU 14 includes, for example, a CPU 14a (central processing unit), a ROM 14b (read only memory), a RAM 14c (random access memory), a display control section 14d, an audio control section 14e, an SSD 14f (solid state drive), etc. have. The CPU 14a, ROM 14b, and RAM 14c may be provided within the same circuit board.

The CPU 14a can read a program installed and stored in a non-volatile storage device such as a ROM 14b, and perform arithmetic processing according to the program. The CPU 14a can, for example, execute arithmetic processing and control of image processing related to images displayed on the display device 8. The CPU 14a also performs a distortion correction process that corrects distortion by performing arithmetic processing and image processing on the captured image data of the wide-angle image (data of a curved image) obtained by the imaging unit 15, and Based on the captured image data, a bird's-eye view image (surrounding image) in which the own vehicle icon representing the vehicle 1 is displayed at the center position, for example, can be created and displayed on the display device 8. The CPU 14a can change the width of the field of view (display area) by changing the height of the viewpoint of the generated overhead image according to the processing stage of image processing for, for example, parking assistance or surrounding monitoring. . The CPU 14a can identify lane markings and the like shown on the road surface around the vehicle 1 from the captured image data provided by the imaging unit 15, and perform driving support such as parking support. For example, the CPU 14a detects (extracts) a partition (for example, a parking lot line, etc.), sets a parking target area in which the vehicle 1 can move, or recommends movement for guiding the vehicle 1 to the parking target area. A route can be acquired and the vehicle 1 can be completely automatically guided to a parking target area. In the present embodiment, the parking assistance itself is, for example, guidance that guides the vehicle 1 to the parking target area semi-automatically (only some operations are automatic) or manually (for example, the driver performs all operations using voice operation guidance). It may also include a function to execute control.

The ROM 14b stores various programs and parameters necessary for executing the programs. The RAM 14c temporarily stores various data used in calculations by the CPU 14a. Among the arithmetic processing performed by the ECU 14, the display control unit 14d mainly processes image data acquired from the imaging unit 15 and output to the CPU 14a, and performs image processing for displaying image data acquired from the CPU 14a on the display device 8. Executes conversion to data, etc. Among the calculation processing performed by the ECU 14, the audio control unit 14e mainly executes audio processing that is acquired from the CPU 14a and output to the audio output device 9. The SSD 14f is a rewritable nonvolatile storage unit that continues to store data acquired from the CPU 14a even when the ECU 14 is powered off. Note that the CPU 14a, ROM 14b, RAM 14c, etc. can be integrated in the same package. Further, the ECU 14 may have a configuration in which other logic processors such as a DSP (digital signal processor), logic circuits, etc. are used instead of the CPU 14a. Further, an HDD (hard disk drive) may be provided in place of the SSD 14f, or the SSD 14f and the HDD may be provided separately from the ECU 14.

FIG. 4 is an exemplary block diagram of a configuration for realizing the parking assistance process of this embodiment and the display process during the parking assistance process in the CPU 14a included in the ECU 14. In addition, in the CPU 14a, components other than those for executing the parking assistance process of this embodiment and the display process at that time are omitted from illustration. The parking assistance process of this embodiment is intended to smoothly transition from manual driving operation by the driver to automatic driving control while reducing the number of operations required to start parking assistance control. The CPU 14a executes the above-described parking assistance process, and includes various modules for executing the display process at that time. The various modules are realized by the CPU 14a reading out and executing programs installed and stored in a storage device such as the ROM 14b. For example, as shown in FIG. 4, the CPU 14a controls modules such as a target candidate area acquisition section 30, a route acquisition section 32, a stop area determination section 34, a running state detection section 36, a display management section 38, and a guidance control section 40. Be prepared. Further, the running state detection unit 36 includes detailed modules such as a distance detection unit 36a, a running comparison unit 36b, and a stop detection unit 36c. Further, the guidance control section 40 includes detailed modules such as a parking target area determination section 40a and a driving support section 40b.

The target candidate area acquisition unit 30 acquires candidates for parking target areas where the vehicle 1 can be parked. The target candidate area acquisition unit 30 detects, for example, a parking possible area that may exist around the vehicle 1 using a well-known technique, and sets the area as a parking target candidate area. For example, parking is possible when vehicle 1 is traveling at low speed (for example, 10 km/h or less) in an area that is considered to be a parking lot based on map information etc. (when it can be considered that it is searching for a parking place). Detects candidate areas. The target candidate area acquisition unit 30 can detect an area candidate where the vehicle 1 can park, using, for example, image information acquired by the imaging unit 15 or overhead image information acquired by image processing the image information. can. Note that when detecting a parking target candidate area, the target candidate area acquisition unit 30 detects a parking frame (detects a white line, etc.), detects a distance from an obstacle (adjacent vehicle, wall, pillar, etc.), and detects a parking target area. Width and depth can be detected based on the shape of the vehicle (vehicle width, vehicle length, etc.). Furthermore, it is detected whether or not there is a movement space (traveling space) necessary for the vehicle 1 to enter from the entrance portion of the area, and a parking target candidate area is set. In another embodiment, the parking target candidate area may be obtained from an external host system. For example, when the parking lot management system detects vehicle 1 entering the parking lot, it takes into consideration the vehicle type and size of vehicle 1 and detects possible parking areas (vacant areas) within the parking lot. However, it may be provided to the target candidate area acquisition unit 30 (vehicle 1).

The route acquisition unit 32 acquires a recommended travel route for moving the vehicle 1 from the current position of the vehicle 1 to the parking target candidate area set by the target candidate area acquisition unit 30 using a well-known technique. When acquiring the recommended travel route, the route acquisition unit 32 may acquire the recommended travel route according to preset rules, or may select the recommended travel route as appropriate according to the size of the space around the vehicle 1 at that time. The route acquisition unit 32 may, for example, determine a route that allows the vehicle 1 to move to the parking target candidate area with the minimum number of turns, or a route that can move the vehicle 1 to the parking target candidate area with a minimum number of turns, or a route that can move the vehicle 1 to the parking target candidate area with a minimum number of turns, or while securing a space at least a certain distance from surrounding obstacles even if the number of turns increases. A route or the like that can be traveled with plenty of time may be acquired. Note that the route acquisition unit 32 may acquire the recommended travel route from an external host system. For example, the parking lot management system may calculate a recommended travel route based on the current position of the vehicle 1 and the parking target candidate area, and provide the recommended travel route to the route acquisition unit 32 (vehicle 1).

When a parking target candidate area is presented, the driver needs to approve the parking target candidate area as a parking target area at some timing and switch to automatic driving control. That is, in the parking support process, it is necessary to divide the recommended travel route for moving to the parking target candidate area into a state before approval of the parking target area, that is, a manual driving state, and an automatic driving state after approval. Therefore, the stop area determination unit 34 refers to the recommended travel route acquired by the route acquisition unit 32 and determines a stop area indicating the end point of the route section in which the vehicle 1 travels according to the driver's driving operation along the recommended travel route. Identify. For example, the stop area determination unit 34 sets a manual travel area in which the vehicle manually travels a predetermined distance (section) starting from the starting point of the recommended travel route, and also sets a stop area. For example, in the stopping area, the first direction (the left direction in FIG. 5, which will be described later) is approximately orthogonal to the current traveling direction of the vehicle 1 and the direction in which the parking target candidate area exists, and the opposite direction is the second direction. direction (rightward in FIG. 5), the vehicle 1 is set to turn in the second direction. In this case, the driver voluntarily turns the vehicle 1 in the opposite direction (second direction) to the parking target candidate area with respect to the direction of travel in the current posture of the vehicle 1, and parks the vehicle 1 in the front and rear direction. Traveling along the recommended travel route toward the target candidate area can be considered to mean that the driver has accepted the recommended travel route presented by the parking assistance device during a series of manual driving operations. In other words, it can be considered that the parking target candidate area acquired by the target candidate area acquisition unit 30 has been accepted. That is, by detecting that the vehicle 1 is turned (steering) from the current direction of travel, it is possible to easily detect the driver's intention to move to the stop area and start parking assistance. The manual driving area only needs to be included in the recommended travel route, but in order to determine that the parking target candidate area has been accepted early in the series of driving operations of the vehicle 1, it is set with the starting point of the recommended travel route as the starting point. It is desirable to do so.

By the way, in a parking lot or the like, driving for parking the vehicle 1 in a parking target area is generally performed by a combination of forward driving and backward driving. In other words, while driving, the vehicle often stops and turns back. In particular, when parking in a parking target area in a backward position, a turning operation is always included. Therefore, if we provide driving guidance along the recommended travel route to the turning point, and then switch to automatic driving at the timing when the driver stops to turn back, the driver can park the car while traveling along the recommended travel route, following the driver's manual driving. It is possible to transition to automatic driving using support processing without any discomfort. Therefore, the stop area determination unit 34 determines the turning position as the end point of the manual travel area as the stop area. That is, by stopping the vehicle 1 in the parking area, the driver can approve the parking target candidate area that can be reached along the recommended travel route as the parking target area. As mentioned above, stopping in a parking area is a necessary action to move to the parking target area, and it is possible to make it difficult for the driver to perceive that a special operation is required in order to switch to automatic driving. can. Furthermore, even if the driving position or stopping position deviates slightly (less than a predetermined amount of deviation) due to manual driving during the initial section of the recommended travel route, it can be corrected by automatic driving during the latter section of the recommended travel route. . Therefore, it is reasonable to set the manual travel area up to the first turnaround position on the recommended travel route and to set the end point of the manual travel area as the stop area. Note that the stopping area may be clearly set as the stopping position, but even if the stopping position is slightly shifted, as mentioned above, the shift can be corrected during automatic driving in the latter half of the recommended travel route. It is possible. Therefore, by setting a wide stopping area, there is no need to require the driver to stop at a precise position (advanced stopping technology), and an easy-to-use system can be provided.

The running state detection section 36 includes the distance detection section 36a, the running comparison section 36b, and the stop detection section 36c, as described above, in order to detect the running state of the vehicle 1, such as the running position and the stop position.

The distance detection unit 36a detects the vehicle 1 and the parking target candidate area, which is used to determine the timing for displaying (presenting to the driver) the manual driving area and the stopping area determined by the stopping area determining unit 34 on the display device 8. Detect the approaching distance. The distance detection unit 36a detects the approach between the vehicle 1 and the parking target candidate area by, for example, well-known image processing using captured image data captured by the imaging unit 15, overhead image data generated using the captured image data, etc. Distance can be detected. Details regarding the detection of the approach distance between the vehicle 1 and the parking target candidate area will be described later.

The travel comparison unit 36b detects whether the vehicle 1 is traveling along the manual travel area determined by the stop area determination unit 34. For example, the traveling comparison unit 36b sets a coordinate system having the starting point position of the recommended travel route as its origin, and calculates the steering angle acquired by the steering angle sensor 19, the vehicle speed based on the detection result of the wheel speed sensor 22, and the vehicle speed acquired from the shift sensor 21. The actual movement state (actual movement route) of the vehicle 1 is estimated based on the shift state and the like. The travel comparison unit 36b then compares the estimated actual travel route with the recommended travel route, and determines whether the vehicle 1 is moving along the recommended travel route or has deviated from the recommended travel route. . The determination result output by the driving comparison unit 36b can be used for display control by the display management unit 38, determination of a parking target area, and driving support control by the guidance control unit 40. Note that even when the parking target candidate area is approved as the parking target position and the vehicle 1 is moved along the recommended travel route, the travel comparison unit 36b monitors whether the vehicle 1 is moving along the recommended travel route. do.

The stop detection unit 36c detects whether the vehicle 1 has stopped in the stop area determined by the stop area determination unit 34. In this case as well, similarly to the process of the traveling comparison unit 36b, a stopping area is set on the coordinate system having the starting point position of the recommended travel route as the origin, and it is determined whether the vehicle 1 has stopped in an area including the stopping area. do. The determination result (stopping result) output by the travel comparison section 36b can be used for display control by the display management section 38, determination of a parking target area, and travel support control by the guidance control section 40.

The display management unit 38 executes display control to display on the display device 8 at least the manual travel area and the stop area determined by the stop area determination unit 34. The display management unit 38 determines when the current position of the vehicle 1 detected by the distance detection unit 36a satisfies the display conditions (display timing conditions) for displaying the manual travel area and the stop area set by the stop area determination unit 34. Then, a manual drive area and a stop area are displayed in a predetermined display area of the display device 8. Furthermore, when the vehicle 1 deviates from the manual travel area by a predetermined amount or more, a process is executed to hide the manual travel area and stop area that are currently being displayed. In addition, the display management unit 38 may also display, for example, an actual image based on captured image data captured by the imaging unit 15c, etc., or an overhead image generated using a plurality of captured image data captured by each imaging unit 15. It also controls.

When the vehicle 1 travels in the manual travel area and stops in the stop area, the guidance control unit 40 sets the parking target candidate area as the parking target position and moves the vehicle 1 along the recommended travel route following the manual travel area. Starts support driving to guide driving. Therefore, the guidance control section 40 includes the parking target area determination section 40a and the driving support section 40b, as described above.

When the stop detection unit 36c confirms that the vehicle 1 has traveled in the manual drive area and stopped in the stop area, the parking target area determination unit 40a determines that the parking target candidate area including the manual drive area has been approved by the driver. The parking target area is determined based on the parking target area. The parking target area determination unit 40a suspends the parking target area determination process when the vehicle 1 is traveling beyond the manual travel area by a predetermined amount or more, that is, when the vehicle 1 does not stop in the stop area.

When the parking target area is determined, the driving support unit 40b starts automatic driving control of the vehicle 1 after the vehicle 1 has stopped in the stop area for a predetermined period (for example, 3 seconds), and moves the vehicle 1 to the determined parking target area. Vehicle 1 starts moving. That is, the driving support unit 40b coordinately controls the steering system 13, the brake system 18, the drive system 23, etc., and executes automatic driving control to move the vehicle 1 along the recommended travel route to the parking target area. In this case, the vehicle 1 is operated without the driver touching, for example, the steering section 4 (steering wheel), the acceleration operation section 5 (accelerator pedal), the braking operation section 6 (brake pedal), the speed change operation section 7 (shift lever), etc. , can be driven automatically. Note that during automatic driving under parking assistance control (guidance control), there is a possibility that an obstacle (for example, a pedestrian, etc.) is detected entering the recommended travel route, and the driving assistance unit 40b comes into contact with the vehicle 1. If it is determined that this is the case, the vehicle 1 is immediately stopped. In this case, the obstacle can be detected based on output information from the ranging sections 16, 17, the imaging section 15, etc., for example. The route acquisition unit 32 acquires a modified travel route that allows the vehicle 1 to move safely while avoiding the detected obstacles, and the driving support unit 40b can restart the guidance control based on the modified travel route. good. In another embodiment, the driving support unit 40b can stop the vehicle 1, that is, temporarily stop or cancel the parking support control, according to the driver's intention. In this case, the parking assist control can be temporarily stopped or canceled by, for example, an operation intervention by the driver. Specifically, for example, touching or operating the steering section 4 (steering wheel), acceleration operation section 5 (accelerator pedal), braking operation section 6 (brake pedal), speed change operation section 7 (shift lever), etc. By doing so, it is possible to temporarily stop or cancel the parking assistance control and bring the vehicle 1 to an emergency stop. In this case, the parking assist control can be restarted by executing a predetermined operation.

Next, examples of displays displayed on the display device 8 during parking assistance control in this embodiment will be explained using FIGS. 5 to 7.

FIG. 5 is an exemplary and schematic image diagram of a display screen displayed on the display device 8 in the parking assistance device according to the embodiment at a preparatory stage for starting automatic driving by parking assistance. The display screen 42 of the display device 8 is composed of, for example, a two-split screen of a real image screen 42a and an overhead image screen 42b, and the display is managed by the display management section 38.

The display management unit 38 controls the display of the real image displayed on the real image screen 42a, for example, based on the front image of the vehicle 1 (front captured image data) captured by the imaging unit 15a. The actual image includes, for example, a plurality of other vehicles W parked around the vehicle 1, a parking frame line Ln dividing the parking area, and the like. Also displayed are a manual drive area 44 and a stop area 46 determined by the stop area determination unit 34 based on the recommended travel route corresponding to the parking target candidate area. The manual drive area 44 and the stop area 46 are displayed, for example, in a semi-transparent and colored state for easy recognition so as not to obstruct the visibility of the actual image. The manual drive area 44 may be expressed, for example, in translucent blue, and the stop area 46 may be expressed, for example, in translucent red. Note that the manual drive area 44 and the stop area 46 may be changed to other display modes as appropriate, as long as visibility of the actual image is not hindered. By displaying the actual image, it is possible to make it easier for the driver to understand what kind of situation the parking assistance system is currently recognizing and processing, contributing to an improved sense of security. . Furthermore, since the manual driving area 44 and the stopping area 46 are displayed on the actual image, when the vehicle 1 is manually driven to approve the parking target candidate area, the driver can recognize the moving route and the stopping position. can be made easier.

In addition, the display management unit 38 performs display control to generate an overhead image by performing image processing on, for example, front, rear, left, and right captured image data acquired by each imaging unit 15 using a well-known technique, and to display it on the overhead image screen 42b. I do. In addition to the host vehicle icon 1a corresponding to the vehicle 1, the bird's-eye view image includes, for example, a parking frame line Ln, a plurality of parking target candidate areas N, and a processing target parking target candidate area that is currently requesting approval as a parking target area. Na is clearly indicated. The processing target parking target candidate area Na may be displayed as a parking slot, for example. The processing target parking target candidate area Na may be shown, for example, in a colored highlighted display (for example, light blue).

Also on the bird's-eye view image screen 42b, a manual driving area 44 and a stopping area 46 are displayed starting from the front part of the own vehicle icon 1a, and the route that the driver moves from the current position of the vehicle 1 by manual driving and the position where the driver stops. It is now easier to understand objectively. By displaying an overhead image, the driver objectively recognizes that the parking target area can be determined (approved) by manually moving the vehicle 1 to the stop position based on the surrounding situation and current control state of the vehicle 1. This makes it easier to perform parking assistance processing, and it is possible to further improve the sense of security regarding parking assistance processing. Note that the display management unit 38 acquires the own vehicle icon 1a from the ROM 14b, etc., and displays it, for example, at approximately the center position of the bird's-eye view image screen 42b. Furthermore, a message screen 42c may be displayed in the lower area of the actual image screen 42a to notify that parking assistance processing will be started by stopping in the displayed stop area 46. For example, when the manual drive area 44 and the stop area 46 are displayed, an operation guidance message such as "If you stop near the red line, parking will start" may be displayed. Incidentally, this operation guidance message may be provided in the form of voice using the voice output device 9.

Note that when the vehicle 1 travels in the manual travel area at a speed exceeding a predetermined speed (for example, 10 km/h), that is, when it is deemed that there is no intention to park, the display management unit 38 displays the manual travel area 44 and the stop area. It is determined that the display condition No. 46 is not satisfied and the display is not performed. In other words, the display management unit 38 displays the manual drive area 44 and the stop area 46 on the condition that the vehicle 1 passes near the parking target candidate area N at a predetermined vehicle speed or less. In this case, the manual drive area 44 and the stop area 46 can be displayed more appropriately.

FIG. 6 is an exemplary and schematic explanatory diagram illustrating the display conditions of the manual drive area 44 and the stop area 46 in the parking assistance device according to the embodiment. The manual drive area 44 and the stop area 46 are displayed when the vehicle 1 approaches the processing target parking target candidate area Na. Specifically, when the vehicle 1 passes near the processing target parking target candidate area Na acquired by the target candidate area acquisition unit 30, the display management unit 38 displays the information on the entrance side of the processing target parking target candidate area Na. When the distance between the area corner E1 on the rear side in the direction of movement of the vehicle 1 and the rear corner E2 on the processing target parking target candidate area Na side of the vehicle 1 reaches a minimum value, this is used as an opportunity for manual driving. The area 44 and the stop area 46 are displayed. For the distance between the area corner E1 of the processing target parking target candidate area Na and the rear corner E2 of the vehicle 1, the detection result by the distance detection unit 36a can be used. For example, when the distance detection unit 36a sets the area corner E1 with the coordinates set on the bird's-eye view image, the distance detection unit 36a detects the distance of the vehicle 1 moving along the arrangement direction (for example, the Y direction) of the parking target candidate area N. The relative distance to the rear corner portion E2 can be successively estimated. When the vehicle 1 moves along the arrangement direction (Y direction) of the parking target candidate areas N, regardless of the separation distance of the vehicle 1 in the direction (X direction) perpendicular to the arrangement direction (Y direction) of the parking target candidate areas N. First, when the area corner part E1 and the rear corner part E2 face each other, the distance connecting the area corner part E1 and the rear corner part E2 becomes the minimum. If the manual driving area 44 and the stop area 46 are displayed on the display device 8 at this timing, that is, the timing when the processing target parking target candidate area Na and the vehicle 1 face each other, the driver can understand the processing target parking target candidate area Na. If Na is to be approved as the parking target area, manual driving becomes possible by referring to the manual driving area 44. In other words, the vehicle 1 can be directed toward the stop area 46 by steering in the direction indicated by the arrow R1. Note that by displaying the arrow R1, the driver can more clearly recognize the steering direction, but if the number of display items increases too much, the displayed content becomes complicated, so the arrow R1 may not be displayed.

Note that if the vehicle 1 does not head toward the stop area 46 along the manual drive area 44, that is, if the vehicle 1 deviates from the manual drive area 44 and moves along the arrow R2, that is, if the driver This is a case where there is no intention to approve the processing target parking target candidate area Na. In this case, the display management unit 38 hides the currently displayed manual driving area 44 and stop area 46 when the vehicle 1 deviates from the manual driving area 44 by a predetermined amount, for example, by 1 meter. do. As a result, the driver can quickly recognize that the parking target candidate area N currently being presented has been cancelled.

When the vehicle 1 moves in the direction of arrow R2, the rear corner E2 approaches the area corner E11 of the next parking target candidate area N (Na1). In this case, the distance detection section 36a starts detecting the distance between the area corner E11 and the rear corner E2. The display management unit 38 selects the manual driving area 44 and the stop area corresponding to the processing target parking target candidate area Na1 at the timing of acquiring the detection result in which the distance between the area corner portion E11 and the rear corner portion E2 is the minimum from the distance detection unit 36a. The area 46 is displayed on the real image screen 42a and the overhead image screen 42b of the display device 8. In other words, the driver can confirm whether or not to approve the next parking target candidate area N as a parking target area. Similarly, when the vehicle 1 moves in the direction of arrow R2, a manual drive area 44 and a stop area 46 corresponding to the parking target candidate area N are sequentially displayed, and the driver can park the vehicle at a desired parking position. It becomes possible to receive support control.

As shown in FIG. 6, arrow R1 and arrow R2 are displayed, and if you move in the direction of arrow R1, you can approve the parking target area, and if you move in the direction of arrow R2, you can confirm the next parking target candidate area N. The message screen 42c or the like may be used to provide guidance that the parking target area corresponding to the parking target area can be approved.

FIG. 7 is an exemplary and schematic image diagram of a display screen displayed on the display device 8 after the start of automatic travel with parking assistance.

When the stop detection unit 36c detects that the vehicle 1 has stopped in the stop area 46, and the parking target area Na2 (N) is determined (approved) by the parking target area determination unit 40a, the driving support unit 40b performs the above-mentioned Thus, the steering system 13, the brake system 18, the drive system 23, etc. are cooperatively controlled to execute automatic travel control to move the vehicle 1 along the recommended travel route to the parking target area Na2. In this case, the display management unit 38 hides the manual drive area 44 and the stop area 46 that were displayed on the actual image screen 42a, and hides the image captured by the image capture unit 15c according to the orientation of the vehicle 1. For example, display the front image). Further, the display management unit 38 hides the manual driving area 44 and the stop area 46 that were displayed on the bird's-eye view image screen 42b, and displays the bird's-eye view image that changes as the vehicle 1 moves. In this case, the display management unit 38 displays the recommended travel route Ta on which the vehicle 1 is scheduled to travel automatically (and the recommended travel route Tm that has already traveled according to the manual travel area 44) on the overhead image screen 42b. Good too. In this case, it is easy for the driver to recognize the behavior of the vehicle 1 under automatic driving control, and this can contribute to improving the sense of security during automatic driving. In addition, when automatic driving is started, by displaying a message such as "Automatic driving will move to the parking position" on the message screen 42c, it becomes easier for the driver to recognize the progress status of the parking assistance process. This can contribute to further improving the sense of security regarding parking assist control.

In this way, the driver can smoothly start the parking assist control without having to approve (select) the parking target area and subsequently start the parking assist control during the manual driving operation. This makes it possible to provide a more comfortable driving environment.

The flow of parking assistance processing including display of the manual drive area 44 and the stop area 46 by the parking assistance device configured as described above will be described using a flowchart exemplarily shown in FIG. 8.

When the vehicle 1 is in a system drive state in which the vehicle 1 can travel, the target candidate area acquisition unit 30 constantly monitors whether or not parking assistance processing has been started (S100). The target candidate area acquisition unit 30 performs parking assistance processing when, for example, the vehicle 1 is traveling at a low speed (for example, 10 km/h or less) in an area that is considered to be a parking lot by referring to map information or the like. It is determined that the process has started (Yes in S100). In this case, the target candidate area acquisition unit 30 acquires the parking target candidate area N (S102), and acquires the manual driving area 44 and the stop area 46 corresponding to the parking target candidate area N to be processed (S104). ). Note that in the process of S100, if the intention to start the parking assistance process cannot be confirmed due to the driving state of the vehicle 1 or the driver's operation (No in S100), this flow is temporarily ended.

The display management unit 38 determines whether the display conditions for the manual drive area 44 and the stop area 46 are satisfied (S106). If the display conditions are satisfied (Yes in S106), the display management unit 38 displays the manual drive area 44 and stop area 46 for the processing target parking target candidate area Na on the real image screen 42a and the overhead image screen 42b of the display device 8. (S108). For example, when the vehicle speed of the vehicle 1 is below a predetermined speed (for example, 10 km/h or below) and the distance between the area corner E1 and the rear corner E2 explained in FIG. 46 are displayed. Note that if the display conditions are not satisfied (No in S106), the process moves to S102, and a process for acquiring another parking target candidate area N is executed. Note that since the target candidate area acquisition unit 30 can acquire a plurality of parking target candidate areas N at the same time, it may read out the stored parking target candidate areas N and perform processing. Further, the manual drive area 44 and stop area 46 for each parking target candidate area N may be acquired at the same timing as the acquisition of the parking target candidate area N, or the manual drive area 44 and the stop area 46 may need to be displayed. It may be possible to acquire the information at the appropriate timing.

Subsequently, the travel comparison unit 36b monitors whether the vehicle 1 is moving toward the stop area 46 along the displayed manual travel area 44 (S110), and whether or not the vehicle 1 is moving toward the stop area 46 along the manual travel area 44 (S110). If it is determined that the vehicle 1 is present (Yes in S110), it is confirmed whether the vehicle 1 has stopped in the stop area 46 (S112). If it is confirmed that the vehicle 1 has stopped in the stop area 46 (Yes in S112), the parking target area determination unit 40a determines the parking target candidate area N for the manual driving area 44 that has been traveled as the parking target area Na2. (S114).

When the parking target area Na2 is determined, the driving support unit 40b starts guidance driving control to move the vehicle 1 stopped in the stopping area 46 toward the parking target area Na2 along the recommended travel route (S116 ). The traveling comparison unit 36b compares the position of the vehicle 1 with the recommended travel route, and confirms whether the vehicle 1 has reached the parking target area Na2 (S118). If it can be considered that the vehicle 1 has reached the parking target area Na2 (Yes in S118), this flow is temporarily ended and the series of parking support processes is completed. In this case, the completion of the parking assistance process may be notified by display or audio.

In the process of S118, if it can be considered that the vehicle 1 has not reached the parking target area Na2 (No in S118), the process moves to the process of S116 and the parking assistance driving is continued.

In the process of S112, if the user does not stop at (passes through) the stop area 46 despite heading towards the stop area 46 (No in S112), the displayed manual drive area 44 and stop area 46 are disabled. It is displayed (S120). Similarly, in the process of S110, if the user is not heading toward the stop area 46 along the manual drive area 44 (deviates from the manual drive area 44 by a predetermined amount) (No in S110), the displayed manual drive area 44 and the stop area The area 46 is hidden (S120).

When the manual driving area 44 and the stop area 46 are hidden in the process of S120, the driving state detection unit 36 determines whether the vehicle 1 satisfies the vehicle speed conditions for displaying the manual driving area 44 and the stop area 46. (S122). For example, if the driver continues to drive at a predetermined speed (for example, 10 km/h or less) (Yes in S122), the process returns to S102, moves to the process for the next parking target candidate area N, and is similar to the above. Display processing of the manual drive area 44 and the stop area 46 is executed. In the process of S122, if the driver starts driving at a speed exceeding the predetermined speed, it is assumed that the driver has no intention of parking, and this flow is temporarily terminated.

As described above, according to the parking assistance device of the present embodiment, the guided travel control is performed according to the recommended travel route Ta, which is triggered by driving in the manual travel region 44 and stopping in the stop region 46, which is determined by the stop region determination unit 34. is started. Therefore, it is possible to start the parking assistance process during a series of driving operations, simplifying the operation steps and providing a more comfortable driving environment.

In addition, in the embodiment described above, the stop area determination unit 34 determines the manual drive area 44 and the stop area 46, and the display management unit 38 shows an example in which the manual drive area 44 and the stop area 46 are displayed. . In other embodiments, the stop area determination unit 34 may decide only the stop area 46, and the display management unit 38 may display only the stop area 46. As a result, the display contents on the real image screen 42a and the bird's-eye view image screen 42b can be simplified, which can contribute to improving the visibility of the display contents. Even in this case, since the stop area 46 is clearly marked, the driver can easily and smoothly move the vehicle 1 toward the stop area 46.

The program for parking assistance processing executed by the CPU 14a of this embodiment is a file in an installable or executable format and can be stored on a CD-ROM, flexible disk (FD), CD-R, or DVD (Digital Versatile Disk). It may also be configured to be recorded and provided on a computer-readable recording medium such as.

Furthermore, the parking assistance processing program may be stored on a computer connected to a network such as the Internet, and may be provided by being downloaded via the network. Further, the parking assistance processing program executed in this embodiment may be provided or distributed via a network such as the Internet.

Although the embodiments and modifications of the present invention have been described, these embodiments and modifications are presented as examples and are not intended to limit the scope of the invention. These novel embodiments can be implemented in various other forms, and various omissions, substitutions, and changes can be made without departing from the gist of the invention. These embodiments and their modifications are included within the scope and gist of the invention, as well as within the scope of the invention described in the claims and its equivalents.

DESCRIPTION OF SYMBOLS 1... Vehicle, 1a... Self-vehicle icon, 8... Display device, 13... Steering system, 14... ECU, 14a... CPU, 15, 15a, 15b, 15c, 15d... Imaging section, 16, 17... Distance measuring section, 18 ... Brake system, 19... Steering angle sensor, 20... Accelerator sensor, 21... Shift sensor, 22... Wheel speed sensor, 23... Drive system, 30... Target candidate area acquisition section, 32... Route acquisition section, 34... Stop area determination Parts, 36... Traveling state detection section, 36a... Distance detection section, 36b... Traveling comparison section, 36c... Stop detection section, 38... Display management section, 40... Guidance control section, 40a... Parking target area determination section, 40b... Traveling Support section, 42...Display screen, 42a...Actual image screen, 42b...Overhead image screen, 44...Manual travel area, 46...Stop area, E1, E11...Area corner portion, E2...Rear corner portion.

Claims (6)

a target candidate area acquisition unit that acquires a substantially rectangular parking target candidate area in which a vehicle can be parked;
a route acquisition unit that acquires a recommended travel route for moving the vehicle from its current position to the parking target candidate area;
a stop area determination unit that determines a stop area;
a display management unit that displays the stop area on a display device;
a guidance control unit that, upon stopping of the vehicle in the stop area, starts a support run that guides the vehicle along the recommended travel route using the parking target candidate area as a parking target position;
A parking assistance device equipped with The parking assistance device according to claim 1, wherein the display management unit displays the stop area on the condition that the vehicle passes near the parking target candidate area at a predetermined vehicle speed or less. The parking assist device according to claim 1, wherein the stop area is set at the end point of a manual travel area in which manual travel is performed a predetermined distance starting from the start point of the recommended travel route. 3. The target candidate area acquisition unit executes acquisition of another parking target candidate area when it is determined that the vehicle does not travel toward the stop area along the displayed manual travel area. The parking assist device described in . 5. The display management unit hides the manual driving area and the stop area when the vehicle is running deviating from the manual driving area by a predetermined amount. Parking assistance device. The stopping area has a first direction that is substantially perpendicular to the current traveling direction of the vehicle and a direction in which the parking target candidate area exists, and a second direction that is the opposite direction. The parking assist device according to claim 1, wherein the parking assist device is set in a direction that causes the vehicle to turn in a direction.

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