JP3882565B2 - Parking assistance device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a parking assistance device that assists a driver by guiding a vehicle to a rear parking area.
[0002]
[Prior art]
Conventionally, various techniques have been proposed in which the rear of the vehicle is imaged and the driving operation of the driver is assisted during reverse.
For example, in Japanese Patent Laid-Open No. 11-339194, a parking area is detected by an image recognition device based on a rear image of a CCD camera installed at the rear of a vehicle, and a turning radius obtained from a relative position between the parking area and the vehicle. And a turning radius obtained from the current steering angle is determined to determine whether or not the steering angle needs to be corrected, and if necessary, a technique is disclosed in which the driver is instructed about the correction direction and amount. ing.
[0003]
In Japanese Patent Laid-Open No. 10-264841, an image of the environment around the vehicle captured by the CCD camera at the start of the guidance operation is processed to calculate a target route that combines turning and straight travel, and along this target route. A technique for guiding a vehicle is disclosed. When guiding the vehicle, the vehicle is instructed to steer according to the target route when the vehicle moves backward to the steering point set on the target route.
[0004]
[Problems to be solved by the invention]
However, in the technique disclosed in the above Japanese Patent Application Laid-Open No. 11-339194, it is always determined whether the current steering angle is appropriate when the vehicle moves backward, that is, whether the current steering angle can be parked. When it is determined that parking is impossible or when the vehicle is parallel to the parking area, the driver is requested to change the steering angle. For this reason, it is necessary for the driver to correct the steering angle instructed during reverse, and the operation is difficult.
[0005]
Further, in the technique disclosed in the above-mentioned Japanese Patent Application Laid-Open No. 10-339194, a method of following the target route calculated at the start of parking guidance until the completion of parking is employed. It is necessary to steer accurately at points. For this reason, the driver stops and steers once at the steering point, but it is difficult to accurately stop the vehicle to the steering point by the driver's operation, so an automatic braking device is provided to stop the vehicle at the steering point. ing.
[0006]
However, there is a problem that such an automatic braking device causes an increase in cost. In addition, since the accuracy of image processing by the CCD camera decreases as the distance increases, if the distance to the parking area is relatively large at the start of the guidance operation, the vehicle is guided along the target route calculated at the start of the guidance operation. In this case, there is a problem that good parking accuracy cannot always be ensured.
[0007]
In addition, with this technology, after the target route is set, the target route remains fixed even if the vehicle starts moving backward and the rear image changes, so the parking area and the target route are aligned on the screen. There is a problem that there is a risk that the driver may become confused and the driver may be confused.
The present invention was devised in view of such a problem, and was able to be guided to the parking area with high accuracy, and at the same time, the consistency between the parking area and the target route on the screen when the vehicle was retracted, It aims at providing a parking assistance device.
[0008]
[Means for Solving the Problems]
  In the parking assist apparatus of the present invention, the image is displayed on the display unit when the rear of the vehicle is imaged by the imaging unit when the vehicle is moving backward. In addition, the target vehicle reverse target route to the parking section is set by the target route setting unit based on the information captured by the imaging unit, and is displayed superimposed on the image behind the vehicle. When the vehicle moves backward, the target route is changed by the changing means accordingly. Thereby, the consistency between the parking section displayed on the display means and the target route is achieved, and the driver can easily determine the current state.Furthermore, the target rudder angle setting means sets a target rudder angle based on the vehicle reverse target route, and the stop instruction means instructs the vehicle to stop when the vehicle reaches the change point of the target rudder angle. The learning correction means learns and corrects the stop instruction timing based on the driving state of the vehicle. As a result, the vehicle can be stopped at the steering point at an appropriate timing.Note that the change of the target route means, for example, shortening the target image displayed on the display unit, starting blinking, or changing the emission color in accordance with the backward movement of the vehicle.
[0009]
According to a second aspect of the present invention, there is provided the parking assist apparatus according to the first aspect, wherein the parking section is displayed as a parking possible range by a template stored in advance. As a result, the driver can clearly recognize the parking section.
According to a third aspect of the present invention, there is provided the parking assist apparatus according to the first or second aspect, wherein the target rudder angle setting means sets a target rudder angle based on the vehicle reverse target route, and instructs to stop. The means instructs the vehicle to stop when the vehicle reaches the change point of the target rudder angle. The learning correction means learns and corrects the stop instruction timing based on the driving state of the vehicle. As a result, the vehicle can be stopped at the steering point at an appropriate timing.
[0010]
  Claims3The parking assist device according to the present invention is the above-mentioned claim.1 or 2In the described configuration, the learning correction unit performs learning based on the stop time from the stop command. Thereby, it becomes possible to output a stop instruction to the vehicle at an appropriate timing.
  In this case, the learning may be performed separately when the driver puts his foot on the brake pedal and when the driver does not. In such a configuration, a stop instruction can be output with higher accuracy.
[0011]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, a parking assistance device according to an embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a schematic functional block diagram showing the main configuration of the parking assistance device.
As shown in FIG. 1, the parking assist device according to the present embodiment includes a CCD camera (imaging means) 1 that is installed at the center of the rear end of a vehicle (see reference numeral 15 in FIG. 3) and the like and images a vehicle rear area. An ECU (electronic control unit) 2 that performs various calculations and settings based on image information captured by the CCD camera 1, a monitor (display means) 3 that displays a rear image captured by the CCD camera 1, A speaker (voice guidance means) 3a for outputting voice is provided.
[0012]
The image information captured by the CCD camera (imaging means) 1 is displayed on the monitor 3 after image processing is performed by the image processing means 4 provided in the ECU 2. Then, the ECU 2 recognizes the parking lot line based on the information obtained by the image processing means 4, sets the parking lot area based on the parking lot line, and displays it on the monitor 3 together with the rear image. It has become. Specifically, a template indicating a parking area is stored in advance in the ECU 4, and the parking possible range is superimposed and displayed (superimposed) on an actual image by this template. In this case, the rear image and the template are displayed with the left and right reversed in consideration of the consistency with the rearview mirror.
[0013]
Further, the vehicle 15 is provided with a gear position sensor (shift speed detecting means) 6 for detecting the shift speed of the transmission, and a parking assist switch (main switch) 7 for switching on / off of the operation of the parking assist device. . When the main switch 7 is on and it is detected that the gear position is the reverse gear (reverse) based on the detection information from the gear position sensor 6, parking assistance described later is executed. It has become. Note that a sensor that detects the shift speed from the shift lever position may be applied as the shift speed detection means 6.
[0014]
In the ECU 2, target route setting means 5 is provided for setting a reverse target route (hereinafter simply referred to as a target route) of the vehicle 15 to the parking area based on information captured by the CCD camera 1 when the vehicle 15 moves backward. Yes. Then, when the target route setting means 5 predicts the vehicle reverse target route 13 to the parking section, as shown in FIG. 2, the target route 13 is converted into a state seen from the rear of the vehicle, and the rear image 20 Is displayed on the monitor 3 in a superimposed manner.
[0015]
Here, the target route 13 will be briefly described. As shown in FIG. 3, the target route 13 travels in a steady circular turn (circular arc) and straight ahead in order to eliminate the necessity of correcting the steering operation while the vehicle 15 is moving backward. (Line) is set in combination.
As shown in FIG. 1, the target route setting means 5 includes a target rudder angle setting means 5a for setting a target rudder angle of the vehicle 15 and a steering position setting means 5b for setting a steering position (steering point). Is provided.
[0016]
Then, at the current stop position (first steering point) A1 shown in FIG. 3, the steering wheel is operated by image display or voice to the driver so that the first steering angle δ1 set by the target steering angle setting means 5a is obtained. Is to be encouraged. When the actual steering angle reaches the first steering angle δ1, the vehicle 15 is guided to move backward to the second steering point A2 set by the steering position setting means 5b while maintaining the steering angle. When the second steering point A2 is reached, the vehicle is prompted to stop.
[0017]
When the vehicle 15 stops at the second steering point A2, the steering angle change is guided to guide the backward movement of the vehicle 15 to the next steering point (not shown). Then, the vehicle 15 is guided to the parking section 11 by repeatedly guiding such driving operation. The target route setting means 5 calculates and sets the target route 13 so that the number of steerings is minimized (that is, the number of steering points is minimized).
[0018]
3 shows that the vehicle 15 moves backward from the stop position (first steering point) A1 to the second steering point A2 at a predetermined steering angle δ1, and then goes straight at the second steering point A2 (steering angle δ2 = 0). The case where guidance to the parking section 11 is performed by moving backward is shown.
Further, as shown in FIG. 1, the vehicle 15 is provided with a steering angle sensor (steering angle detection means) 8, and based on feedback information from the steering angle sensor 8, the target steering angle and the actual steering angle are determined. When the deviation is within a range that can be regarded as substantially 0, this is notified to the driver by voice or image.
[0019]
Further, when the vehicle 15 moves backward to the second steering point A2, the stop instruction means 9 in the ECU 2 issues a stop instruction. This stop instruction is executed, for example, by voice guidance or blinking display such as “STOP” on the monitor 3. Further, after that, the change of the rudder angle is instructed. However, since the change of the rudder angle is executed in a stopped state, there is no problem even if the instruction is given on the screen of the monitor 3.
[0020]
Moreover, as shown in FIG. 2, in the parking assistance device according to the present embodiment, when the target route 13 is set by the target route setting means 5, not all the target route 13 is displayed, but at first, A target route 13 from the current stop position (first steering point) A1 to the next steering point (second steering point) A2 is displayed. When the vehicle 15 moves backward to the steering point A2, a target route from the steering point A2 to the next steering point (not shown) is displayed.
[0021]
In addition, the target route setting means 5 calculates a predicted route 12 when the vehicle moves backward while maintaining the current steering angle in addition to the target route, and displays it on the monitor 3. When these two routes are completely overlapped, they are specially colored and output special sounds such as “ping pawn” and “OK” to inform the driver of the coincidence of both steering angles. Has been.
[0022]
Further, as shown in FIGS. 4A to 4C, when the distance to the steering point is gradually shortened as the vehicle 15 moves backward, the target to the steering point displayed on the monitor 3 is accordingly increased. The path 13 itself is gradually shortened. Although not shown, the predicted route 12 is also gradually shortened as the vehicle 15 moves backward, similar to the target route 13. Such image processing is executed by the changing means 5c of the target route setting means 5.
[0023]
Then, by changing the target route 13 to the steering point in accordance with the movement of the vehicle 15 in this way, a state where the guidance route is actually drawn on the road surface can be displayed on the monitor 3. This makes it easier for the driver to judge the current situation. Therefore, it is possible to provide a parking assist device that is easy for the driver to use.
Further, instead of setting the target route 13 short, the target route may be blinked, the emission color may be changed, or the combination may be displayed as appropriate. When configured in this manner, the target route 13 is changed according to the backward movement, so that the driver can easily determine the current state.
[0024]
4D to 4F are schematic diagrams illustrating a case where the target route 13 is not changed according to the movement of the vehicle 15. As shown in FIGS. 4D to 4F, when the target route 13 to the next stop position A2 is not changed, the target route 13 is fixed with respect to the actual change in the rear image. Since it is left as it is, the parking section 11 and the target route 13 are shifted on the screen, and the driver may be confused. Of course, if the steering angle δ1 set by the target rudder angle setting means 5a is maintained before the reverse starts and the vehicle reverses, the steering point A2 is reached, and the driver is aware of reaching the steering point A2 by voice guidance or the like. However, as described above, if the driver is confused and operates the steering wheel in the middle, the backward path is greatly deviated from the target path 13 and the original function of parking assistance is impaired.
[0025]
Therefore, in the present embodiment, as described above, such a problem is solved by shortening the target route 13 displayed on the monitor 3 as the vehicle 15 moves backward.
Further, when the vehicle 15 moves backward and stops from the first stop position (first steering point) A1 to the vicinity of the next stop position (second steering point) A2, the changing means 5c causes a new stop to the parking section 11. The calculation and setting of the target path 13 is executed. Thus, every time the vehicle 15 reaches the vicinity of the steering point and the vehicle 15 stops, the resetting of the target route 13 is executed.
[0026]
This is because in the detection of the parking section 11 by image processing using the CCD camera 1, the detection accuracy tends to decrease as the distance increases. That is, when the vehicle is stopped for the first time, that is, when parking assistance is started, the parking area 11 is far away and not high in accuracy. Therefore, if parking guidance is executed on the target route calculated at the start of parking assistance, the parking accuracy may be lowered. There is.
[0027]
Therefore, in this apparatus, every time the vehicle 15 stops in the vicinity of the nearest steering point, the target route 13 is reset, so that the recognition accuracy is improved as the parking guidance advances, and the final parking accuracy is increased. It is trying to increase.
By the way, there is a reaction delay time (time until the driver steps on the brake + time until the vehicle 15 stops after the brake is depressed) until the driver actually stops the vehicle 15 after the stop instruction is output. Therefore, the timing of the stop instruction is corrected by learning the reaction delay time.
[0028]
That is, as shown in FIG. 1, the target route setting means 5 is provided with a learning correction means 5d for learning the reaction delay time and correcting the timing of the stop instruction. The learning correction means 5d The driver's reaction delay time Td is learned on the basis of information from a vehicle speed sensor (not shown) and a brake sensor 10 serving as a braking detection means. Then, in consideration of the reaction delay time td learned by the learning correction means 5d, the stop instruction means 9 outputs a stop instruction.
[0029]
Hereinafter, an example of the learning method of the reaction delay time Td in the learning correction means 5d will be briefly described. The ECU 2 is provided with a table as shown in FIG. This table is subdivided by the vehicle speed range at the time of reverse and the time from when the stop instruction is actually output until the vehicle 15 stops. When the stop instruction of the vehicle 15 is output, the vehicle 15 stops. Time (reaction delay time) is measured, and the number of times is counted in a corresponding portion of the table shown in FIG. 5 according to the measurement time and the vehicle speed. For example, when the reverse vehicle speed is 2 km / h and the reaction delay time is 0.2 sec, 1 is added to the column [a: 0 to 5 km / h, b: 0.2] in the table shown in FIG. To do.
[0030]
At the time of correction, referring to the current reverse vehicle speed, the delay time that appears most frequently (delay time with a large count) from the table in FIG. 5 is used as the response delay time of the driver. For example, when the reverse vehicle speed is 3 km / h, the reaction delay time is set as 0.6 sec from the table shown in FIG.
[0031]
The method for learning the reaction delay time Td is not limited to the above-described method, and the reaction delay time may be measured for each reverse vehicle speed and the average value thereof may be used. In addition, some drivers may retreat only by creep force while putting their feet on the brake pedal. In this case, since the reaction time is advanced by the amount that the foot is not removed from the brake pedal, the learning correction may be divided depending on whether or not the foot is placed on the brake pedal. In this case, it is possible to determine whether or not the foot is put on the brake pedal by referring to the outputs from the vehicle speed sensor and the brake sensor 10.
[0032]
When the reaction delay time Td is learned, the ECU 2 uses this reaction delay time Td to calculate at which position before the target steering point the stop instruction should be output. In this case, for example, a distance Dd from when the stop instruction is output by the following formula to when the vehicle 15 stops is calculated, and the stop instruction is output before the distance Dd from the target steering point. . In the above equation, K is a correction coefficient and V is a vehicle speed.
Dd = K × (V × Td)
Since the parking assistance apparatus according to an embodiment of the present invention is configured as described above, parking assistance is executed based on, for example, the flowchart shown in FIG. In addition, this flowchart is a flowchart when the relationship between the first vehicle stop position and the parking section 11 is in a state as shown in FIG.
[0033]
First, in step S1, the main switch 7 installed in the passenger compartment is on and the transmission of the vehicle 15 is stopped with the vehicle 15 first stopped in order to allow the vehicle 15 to enter the parking section 11 behind the vehicle. It is determined whether or not the gear position (or shift position) is in reverse (reverse). If the above condition is satisfied, the process proceeds to step S2. If not satisfied, the process returns. When the process proceeds to step S2, an image behind the vehicle is picked up by the CCD camera 1, and then the ECU 2 searches (or recognizes) the parking section 11 behind the vehicle at step S3.
[0034]
Next, whether or not the parking section 11 can be recognized based on evaluation parameters such as the number of white line candidate points that can be recognized as the parking section 11 in step S4, the measurement accuracy of the parking section 11, and the linearity with respect to the parking section 11 is determined as the target route setting means 5. If it is determined that the recognition of the parking section 11 is difficult or impossible, the process proceeds to step S5. In this case, based on a command from the ECU 2, an instruction is given to the driver by voice or image so that the vehicle 15 is moved to a more appropriate position in order to cause the vehicle 15 to enter the parking section 11. Return to.
[0035]
On the other hand, if it is determined in step S4 that the parking area 11 can be recognized, the process proceeds to step S6, where the current coordinate position (x, y) of the vehicle 15 relative to the parking area 11 and the yaw angle θ are determined as the target route. Calculated by the setting means 5. The coordinates are set with reference to the second steering point A2, for example, as shown in FIG.
Then, in the next step S7, it is determined whether or not the vehicle 15 is stopped within the applicable range of the parking assist device. In step S7, when it is determined that the vehicle 15 has stopped outside the applicable range of the present apparatus, that is, the relative positional relationship between the vehicle 15 and the parking section 11 or other vehicles in the adjacent parking section 11 If it is determined that it is physically impossible for the vehicle 15 to enter the parking section 11 by steering due to circumstances such as stopping, the process proceeds to step S8. In step S8, an instruction is given to the driver by voice and image so as to move the vehicle 15 to a more appropriate position for the vehicle 15 to enter the parking section 11, and the process returns to step S3.
[0036]
On the other hand, when it is determined in step S7 that the vehicle 15 is stopped within the application range of the present system, the process proceeds to step S9, and as shown in FIG. A center portion of the rear end is set as the first steering point A1, and a target parking route (target route) 13 for allowing the vehicle 15 to enter the parking section 11 from the first steering point A1 is calculated.
[0037]
Next, in step S10, a fixed target rudder angle (first target rudder angle) δ1 for retreating along the target parking path 13 between the first steering point A1 and the second steering point A2 is displayed as an image and sound. To instruct the driver.
Thereafter, the process proceeds to step S11, where it is determined whether or not the actual steering angle of the vehicle 15 detected by the steering angle sensor 8 matches the target steering angle δ1. Here, the coincidence between the actual rudder angle and the target rudder angle is not an exact coincidence in a strict sense. It is determined that you are doing. If the deviation between the actual rudder angle and the target rudder angle δ1 is not within the predetermined range, it is determined that these rudder angles do not match, and the determination in step S11 is repeated.
[0038]
If it is determined in step S11 that the actual rudder angle and the target rudder angle are the same, the process proceeds to step S12, and the vehicle 15 is moved backward while maintaining the rudder angle with images and sounds. Instruct the driver to
Next, in step S13, the target route 13 to the second steering point A2 is displayed on the monitor 3, and is displayed on the monitor 3 as the vehicle 15 moves backward as shown in FIGS. 4 (a) to 4 (c). The target route 13 to the second target steering point A2 is gradually shortened.
[0039]
Next, in step S14, it is determined whether or not the vehicle 15 has arrived at the stop instruction output position in front of the second steering point A2 calculated based on the driver's learned response delay time Td. If not, the process returns to step S13.
If the vehicle 15 has arrived at the stop instruction output position in consideration of the driver's reaction delay time Td, the process proceeds to step S15 to instruct the driver to stop the vehicle 15 by an image and sound.
[0040]
Next, in step S16, it is determined whether or not the vehicle 15 is stopped. If the vehicle 15 is not stopped, step S16 is repeated. If the vehicle 15 is stopped, the process proceeds to step S17. The reaction delay time Td from the instruction until the vehicle stop is determined in step S16 is learned.
Thereafter, the process proceeds to step S18, and the inclination (yaw angle of the vehicle 15) θ with respect to the coordinates of the second steering point A2 is calculated. If θ ≠ 0, the process returns to step S3.
[0041]
On the other hand, if the yaw angle θ of the vehicle 15 is 0 in step S18, the process proceeds to step S19, the target route is reset again, and the target rudder angle (second target rudder angle) δ2 is set. Then, based on a command from the ECU 2, the driver is instructed with an image and a sound so that the steering angle becomes the target steering angle (second target steering angle) δ2 at the second steering point A2. Here, as shown in FIG. 3, δ2 = 0.
[0042]
In step S20, it is determined based on information from the steering angle sensor 8 whether or not the actual steering angle and the second target steering angle δ2 match (that is, whether or not the actual steering angle has become 0). . If it is determined that the actual steering angle is equal to the second target steering angle δ2, the process proceeds to step S21. If not, the determination in step S20 is repeated until the actual steering angle is equal to the second target steering angle δ2. Execute. In step S20, as in step S11, if the deviation between the two steering angles is within a predetermined range, it is determined that the steering angles match.
[0043]
Next, in step S21, the driver is instructed by the image and sound to move the vehicle 15 backward. In step S22, the vehicle 15 moves backward such as a stop line of the parking section 11 or a wall or an obstacle behind the parking section 11. It is determined whether or not the limit point has been reached. If the reverse limit point has not been reached, step S22 is repeatedly executed. If the reverse limit point has been reached, the process proceeds to step S23, and the vehicle 15 Instruct to stop.
[0044]
Next, it progresses to step S24, it is determined whether the vehicle 15 stopped and this control flow is complete | finished by determining the stop of the vehicle 15. FIG.
As described above, in the parking assist device according to the embodiment of the present invention, at each steering point set by the target route setting means 5, the driver makes the steering angle the same as the target steering angle until the next steering point. Since it is sufficient to reverse the vehicle, there is an advantage that the vehicle 15 can be easily moved backward while confirming the surrounding situation without depriving the driver of attention. In addition, this makes it possible to prevent the vehicle 15 from wobbling at the time of reverse, and to park the vehicle 15 accurately.
[0045]
Further, since the steering at each steering point is performed when the vehicle 15 is stopped, the steering can always be performed stably. Therefore, it is possible to reliably suppress the occurrence of an erroneous operation during reverse.
Furthermore, since the distance to the parking section 11 is relatively large at the stop position (first steering point A1) of the vehicle 15 that first recognized the parking section 11, the parking section 11 recognized at the first steering point A1 is set. Even if the accuracy of the target parking route is not so high, or even if the stop position of the vehicle 15 for changing the steering angle next time is slightly deviated from the target parking route or the next steering point A2, Since the ECU 2 recognizes the parking section 11 again and calculates the target parking path at the stop position closer to the parking section 11 than the first steering point A1, the accuracy of the target parking path can be improved. For this reason, the vehicle 15 can be guided into the parking section 11 with high accuracy.
[0046]
Moreover, since the target parking path 13 is calculated again at the stop position (for example, the second steering point) closer to the parking section 11 than the first steering point A1 as described above, the vehicle 15 at the next steering point A2 is calculated. Eliminates the need to stop exactly. Therefore, an expensive mechanism such as an automatic braking device is unnecessary, which is advantageous in terms of cost.
Further, as shown in FIG. 2, on the image 20 behind the vehicle shown on the monitor 3, a predicted trajectory line (that is, a target route) 13 when the vehicle 15 moves backward at the target rudder angle, and the actual result at that time Since the predicted trajectory line (predicted path) 12 when the vehicle 15 moves backward at the rudder angle is superimposed and displayed, and each of these predicted trajectory lines 12 and 13 is simply shown as a single line, The driver can grasp at a glance the difference between the predicted trajectory lines 12 and 13, that is, the direction and amount of mismatch between the actual rudder angle and the target rudder angle. Further, an operation for matching the actual rudder angle with the target rudder angle is facilitated, and when the predicted trajectory lines 12 and 13 are completely overlapped due to the coincidence of the actual rudder angle and the target rudder angle, the trajectory line on the image is displayed. 12 and 13 are displayed in special colors or a special sound is output to notify the driver of the coincidence between the target rudder angle and the actual rudder angle, so that the actual rudder angle can be accurately adjusted to the target rudder angle without excessive or insufficient steering. It becomes easy to match.
[0047]
Further, as the vehicle moves backward, the target route 13 is gradually shortened on the image, and the stop position (steering point) for the next steering is also moved, so that the parking section 11 and the target route 13 on the image are moved. Consistency is achieved, and a state in which a guidance route is actually drawn on the road surface can be displayed on the monitor 3. Therefore, it is possible to provide a parking assist device that is easy for the driver to use.
[0048]
In addition, since the parking area 11 is displayed as a parking area by using a template stored in advance, the driver can recognize which parking area is guided by the target route 13, and the advantage that the usability is also improved. There is.
Further, the learning correction means 5d learns and corrects the stop instruction timing of the vehicle 15 at the steering point based on the driving state of the vehicle, so that the stop instruction can be output at an appropriate timing. Furthermore, since the learning correction means 5d performs learning based on the time from when the stop command is output until the vehicle stops, it is possible to easily perform learning and there is no need to provide a complicated control program or device. Therefore, there is an advantage that the cost is not increased.
[0049]
In addition, this invention is not limited to the above-mentioned embodiment, A various deformation | transformation is possible in the range which does not deviate from the meaning of this invention. For example, in the above-described embodiment, it is configured such that the guidance on the image display by the monitor 3 and the voice guidance by the speaker 3a are performed at the same time, but only one of them is operated as necessary. Also good. Also in this case, it is needless to say that the same effect as the above embodiment can be obtained.
[0050]
Moreover, FIG. 7 is a figure which shows the modification of this embodiment. In this modified example, the target route displayed on the monitor 3 is displayed not on the nearest steering point but on the entire route, and the rest is configured in the same manner as in the above-described embodiment. When displayed in this way, since all the target routes 13 are displayed, there is an advantage that the driver can confirm at a glance what kind of guide route is being used.
[0051]
【The invention's effect】
  As described above in detail, according to the parking assist device of the present invention described in claim 1, consistency between the parking section and the target route on the image is achieved, and the guidance route is actually drawn on the road surface. Such a state can be displayed on the display means. Therefore, it is possible to provide a parking assist device that is easy for the driver to use.Furthermore, since the learning correction means learns and corrects the stop instruction timing of the vehicle at the steering point based on the driving state of the vehicle, there is an advantage that the stop instruction can be output at an appropriate timing.
[0052]
  According to the parking assist device of the present invention described in claim 2, since the parking area is displayed as a parking area by the template stored in advance, the driver recognizes which parking area is guided by the guidance. Can still be used, and there is also an advantage of improved usability.
[0053]
  Claim3According to the described parking assist device of the present invention, the learning correction means learns based on the time from when the stop command is output until the vehicle stops, so that the learning can be easily performed, and a complicated control program or device It is not necessary to provide Therefore, there is an advantage that the cost is not increased.
[Brief description of the drawings]
FIG. 1 is a schematic block diagram showing a main configuration of a parking assist device according to an embodiment of the present invention, paying attention to functions.
FIG. 2 is a schematic diagram showing an example of an image displayed on the monitor of the parking assistance apparatus according to the embodiment of the present invention.
FIG. 3 is a diagram for explaining a target route of the parking assistance device according to the embodiment of the present invention.
FIGS. 4A and 4B are diagrams for explaining the operation of a parking assistance apparatus according to an embodiment of the present invention while comparing with a conventional apparatus, and FIGS. 4A to 4C are image tables when the apparatus is applied. FIGS. It is an example, Comprising: (d)-(f) is an example of an image display by the conventional apparatus.
FIG. 5 is a diagram for explaining learning correction of the parking assistance device according to the embodiment of the present invention.
FIG. 6 is a flowchart for explaining the operation of the parking assistance apparatus according to the embodiment of the present invention.
FIG. 7 is a schematic diagram showing an example of an image displayed on a monitor of a modified example in the parking assistance device according to the embodiment of the present invention.
[Explanation of symbols]
1 CCD camera (imaging means)
2 ECU
3 Monitor (display means)
5 Target route setting means
5a Target rudder angle setting means
5b Steering position setting means
5c Change means
9 Stop instruction means
5d learning correction means
13 Backward target route

Claims (3)

Imaging means for imaging the rear of the vehicle;
Display means for displaying an image captured by the imaging means;
When the vehicle moves backward, the vehicle backward target route to the parking section is set based on the information captured by the imaging means, and the vehicle backward target route is superimposed and displayed on the image behind the vehicle displayed on the display means. Target route setting means,
Changing means for changing the target route as the vehicle moves backward ;
Target rudder angle setting means for setting a target rudder angle as a target based on the vehicle reverse target route;
Stop instruction means for instructing to stop the vehicle when the vehicle reaches the change point of the target rudder angle;
A parking assistance device comprising learning correction means for learning and correcting the stop instruction timing based on a driving state of the vehicle . The parking assist device according to claim 1, wherein the parking section is displayed as a parking available range by a template stored in advance. The parking assist device according to claim 1 or 2 , wherein the learning correction means performs learning based on a time from when a stop command is output until the vehicle stops .

Images