JP4353014B2 - Parking assistance device - Google Patents

Description

  The present invention relates to a parking assistance device that supports a parking operation in which a host vehicle moves backward and parks at a target position.

  Conventionally, as a technique for assisting an operation of moving the host vehicle backward and parking at a target parking position, for example, there are a parking assistance device described in Patent Literature 1 and a parking assistance device described in Patent Literature 2. Are known.

  The parking assist device described in Patent Document 1 calculates a movement trajectory from the current position to the set target parking position, performs control of the steering wheel automatically based on the movement trajectory, and performs reverse control with creep torque. Had gone. At this time, the reverse speed was adjusted by adjusting the brakes by the driver.

Further, the parking assist device described in Patent Document 2 calculates the movement trajectory of the host vehicle and the actual host vehicle position, and determines whether the actual host vehicle position matches the movement trajectory. The operation assisting force is controlled. Specifically, when a steering wheel operation is performed so as to coincide with the movement locus, the steering assist with respect to the steering wheel is increased to a predetermined value to enable steering with a light operating force. On the other hand, when the steering wheel operation is performed so as to deviate from the movement locus, the operation force required for the driver is increased by reducing the operation assisting force for the steering wheel.
JP 2003-205808 A JP 2003-104220 A

  However, in the above-described conventional technology, for example, there is a puddle at a position where the driver gets out of the driver's seat, so that the door can be opened widely for parking or avoiding the puddle position or for getting on and off by children or care recipients. Therefore, even when it is desired to park in a state of being biased to the right side or the left side in the parking frame drawn on the ground, since the steering wheel operation is limited, the host vehicle is parked at a desired position. There was a problem that I could not.

  That is, in the parking assistance device described in Patent Document 1 described above, after parking in a preset parking frame is completed, it is necessary to advance the host vehicle and park again on the right or left side of the parking frame. . In addition, as another method of parking the host vehicle at a desired position, there is a method of canceling the automatic parking control while moving backward along the movement trajectory, but for canceling the automatic parking control. However, there is a problem that the steering wheel operation or the like is stopped for a certain period of time due to control reasons.

  Further, in the parking assist device described in Patent Document 2 described above, if the parking position is finely adjusted by the steering wheel operation so as to deviate from the calculated movement locus, the parking operation is performed against the steering wheel operation against a heavy steering force. Had to do.

  Therefore, the present invention has been proposed in view of the above-described circumstances, and allows parking along the target locus to the parking frame and allows easy fine adjustment of the parking position through the intervention of the driver's steering wheel operation. An object of the present invention is to provide a parking assist device.

  The parking assist device according to the present invention includes an entrance line recognition means for recognizing an entrance line of a host vehicle traveling backward to a desired parking position, and a target locus for the host vehicle to travel backward to the entrance line recognized by the entrance line recognition means. A target trajectory calculating means for calculating, and an automatic steering means for moving backward while turning the host vehicle along the target trajectory calculated by the target trajectory calculating means.

  Such a parking assist device calculates the distance from the own vehicle position that is being moved backward by the automatic steering means to the entrance line by the distance calculation means in order to assist the driving operation for parking at a desired parking position, and performs control. If the host vehicle does not reach the entrance line based on the distance detected by the distance calculating unit, it is difficult for the steering wheel to intervene to change the reverse track of the host vehicle with respect to the target track. When the host vehicle has reached the entrance line based on the distance detected by the distance calculating means, it is easy to intervene in the steering wheel to change the reverse track of the host vehicle relative to the target track. The above-mentioned problem is solved.

  According to the parking assist device of the present invention, it is difficult to intervene in the steering wheel when the host vehicle does not reach the entrance line, and when the host vehicle reaches the entrance line, the steering wheel To facilitate operation intervention, the vehicle moves backward along the target trajectory to the parking frame until before the entrance line, and after passing the entrance line, it is easy to fine-tune the parking position by intervention of the driver's steering wheel operation. Can be made possible.

  Hereinafter, a first embodiment and a second embodiment of the present invention will be described with reference to the drawings.

[First Embodiment]
The present invention is applied to, for example, a parking assistance device configured as shown in FIG.

[Configuration of parking assist device]
In this parking assist device, a steering angle sensor 2, a rear camera 3 and a shift position sensor 4, a parking position determination switch 5, a vehicle speed sensor 6, an in-vehicle monitor 7, a steering actuator 8 and a steering wheel 9 are connected to the automatic parking control unit 1. Has been configured. The parking assist device is mounted on a vehicle in which a steering wheel 9 is operated by a driver, and a steering device (not shown) is operated to change a traveling direction according to an operation amount and an operation direction of the steering wheel 9.

  In this parking assist device, a steering wheel 9 and a steering device are rigidly connected, and a driver's operation input to the steering wheel 9 is directly transmitted to the steering device, thereby changing the tire angle of the host vehicle. Control the steering system. At this time, the parking assist device gives an operation reaction force (steering reaction force) of the steering wheel 9 by controlling the output of the steering actuator 8 connected to the steering wheel 9.

  In this parking assistance device, the operation amount and the operation direction of the steering wheel 9 are detected by the rudder angle sensor 2 attached to the steering wheel 9 and supplied to the automatic parking control unit 1.

  The steering actuator 8 is installed on the steering wheel 9 and causes the steering wheel 9 to generate a steering reaction force determined by the automatic parking control unit 1 when the steering wheel 9 is operated.

  When the rear camera 3 is installed at the rear of the host vehicle and detects that the shift position sensor 4 is operated to the reverse range, the rear camera 3 captures the rear of the host vehicle and outputs the rear image data to the automatic parking control unit 1. The rear image data captured by the rear camera 3 is supplied to the in-vehicle monitor 7 via the automatic parking control unit 1 and presented to the driver.

  The parking position determination switch 5 is installed on the steering wheel 9 and is pressed by the driver when determining the automatic parking locus that is the target locus of the host vehicle. As will be described later, the parking position determination switch 5 is operated when the reverse trajectory is adjusted by the steering wheel 9 and the desired parking position is reached by the driver's will with reference to the reverse trajectory. Output to the automatic parking control unit 1.

  The vehicle speed sensor 6 is installed on a wheel or a drive shaft of the host vehicle, detects the speed of the host vehicle or a moving distance per unit time, and outputs the detected speed to the automatic parking control unit 1.

  The in-vehicle monitor 7 is composed of a liquid crystal display or the like installed at a position where it can be easily seen by the driver, displays a rear image captured by the rear camera 3, and moves backward at the steering wheel operation position detected by the steering angle sensor 2. The backward trajectory and the like at the time are superimposed and displayed.

  The automatic parking control unit 1 stores a parking support program in a ROM (Read Only Memory) (not shown), for example, and executes the parking support program by a CPU (Central Processing Unit), thereby causing each unit 11 to 20 described later to Prepare.

  The automatic parking control unit 1 includes a reverse trajectory calculation unit 11 connected to the rudder angle sensor 2, a reverse trajectory superimposed display unit 12 connected to the rear camera 3 and the in-vehicle monitor 7, the rudder angle sensor 2, the rear camera 3, and the parking. A target parking position setting unit 13 connected to the position determination switch 5, a parking frame distance calculation unit 14 connected to the rear camera 3, an automatic parking locus calculation unit 15, a steering control unit 16 connected to the steering actuator 8, a steering counter A force region setting unit 17, a current position detection unit 18 connected to the vehicle speed sensor 6, a region determination unit 19, and a steering reaction force control unit 20 connected to the steering actuator 8 are configured.

  When a signal indicating the operation amount and the operation direction of the steering wheel 9 is supplied from the steering angle sensor 2, the reverse trajectory calculation unit 11 causes the host vehicle to travel backward with the operation amount and the operation direction of the steering wheel 9. The backward trajectory of the case is calculated. At this time, the reverse trajectory calculation unit 11 calculates the reverse trajectory as a central trajectory between the rear wheel or the left and right rear wheels of the host vehicle, and sends the reverse trajectory to the reverse trajectory superimposed display unit 12.

  The reverse trajectory superimposition display unit 12 is supplied with information indicating the reverse trajectory from the reverse trajectory calculation unit 11 and the rear image data from the rear camera 3. The reverse trajectory superimposition display unit 12 creates an image in which information indicating the reverse trajectory is superimposed on the rear image data and outputs the image to the in-vehicle monitor 7. Thereby, the automatic parking control unit 1 is in a state in which the shift position sensor 4 is operated to the reverse range, and in the period until the parking position determination switch 5 is operated, the steering wheel 9 is The backward trajectory calculation unit 11 detects the amount of operation and the operation direction of the rearward trajectory, calculates the backward trajectory, and updates the image in which the backward trajectory and the rear image data are superimposed.

  The target parking position setting unit 13 inputs a steering angle signal from the steering angle sensor 2, rear image data from the rear camera 3, and an operation input signal from the parking position determination switch 5. The target parking position setting unit 13 obtains a backward trajectory from the steering angle signal when the operation input signal is input, and obtains a target parking position that is an entrance line from the backward trajectory to the parking frame line in the rear image. That is, the automatic parking control unit 1 presents the driver with an image in which the rear image and the reverse locus are superimposed on the in-vehicle monitor 7, and then operates the steering wheel 9 to display the rear parking frame line and the reverse locus. The position at which the parking position determination switch 5 is operated by matching is set as the target parking position.

  The parking frame distance calculation unit 14 detects the position of the parking frame line existing in the vicinity of the backward trajectory from the rear image data from the rear camera 3 to the target parking position set by the target parking position setting unit 13, by image processing. The distance to the parking frame is calculated. At this time, the parking frame distance calculation unit 14 calculates the distance from the host vehicle to the parking frame line from the installation position and installation angle of the rear camera 3, the imaging field angle, the magnification of the lens, and the like. Thereby, the parking frame distance calculation unit 14 functions as an entrance line recognition unit that recognizes an entrance line composed of two parking frame lines, and a distance calculation unit that calculates a distance from the vehicle position to the entrance line. Since the rear camera 3 is fixed to the host vehicle, map data of a distance corresponding to the position in the rear image data may be stored and referenced in advance.

  The automatic reverse locus calculation unit 15 calculates an automatic parking locus that is a target locus from the current position of the host vehicle to the target parking position set by the target parking position setting unit 13. This automatic parking locus is used for actually controlling the steering actuator 8 by the steering controller 16, unlike the backward locus calculated by the backward locus calculator 11.

  The steering control unit 16 controls the steering actuator 8 so that the host vehicle moves backward and parks along the automatic parking locus calculated by the automatic backward locus calculating unit 15. That is, the steering control unit 16 controls the steering actuator 8 so as to have a constant operation amount and operation direction along the automatic parking locus, thereby setting the steering wheel 9 to a constant operation amount and operation direction.

  The steering reaction force region setting unit 17 generates a steering reaction force based on the automatic parking locus calculated by the automatic reverse locus calculating unit 15 and the distance to the parking frame line detected by the parking frame distance calculating unit 14. Determine the region and magnitude of the steering reaction force. At this time, the steering reaction force area setting unit 17 sets a constant operation amount and operation direction of the steering wheel 9 controlled by the steering control unit 16 as a reference steering position, and an area corresponding to the operation amount from the reference steering position and Determine the magnitude of the steering reaction force. That is, the steering reaction force region setting unit 17 increases the steering reaction force as the distance from the automatic parking locus calculated by the automatic reverse locus calculating unit 15 increases, and the parking frame distance calculating unit 14 detects the parking. The steering reaction force is set to increase as the distance to the frame line (target position) increases.

  The current position detection unit 18 detects the current position of the host vehicle from the vehicle speed signal from the vehicle speed sensor 6 and the steering angle signal from the steering angle sensor 2, and supplies the current position to the region determination unit 19. Further, the current position detection unit 18 may predict the vehicle position based on the steering wheel operation amount obtained from the steering angle sensor 2.

  The region determination unit 19 compares the positional relationship between the current position of the host vehicle supplied from the current position detection unit 18 and the region set by the steering reaction force region setting unit 17, and the actual host vehicle position is Determine if it applies. Specifically, the region determination unit 19 determines whether the actual vehicle position is a region where a high steering reaction force is generated or a region where a low steering reaction force is generated, and the determination result is used as a steering reaction force control unit 20. To supply.

  The steering reaction force control unit 20 sends a command for generating a steering reaction force corresponding to the position of the host vehicle to the steering actuator 8 according to the relationship between the region determined by the region determination unit 19 and the steering reaction force. As a result, a steering reaction force is generated when an intervention operation of the steering wheel 9 by the driver occurs during automatic parking that automatically controls the steering device.

[Automatic parking control processing of parking assist device]
Next, an automatic parking control process in which the vehicle is automatically parked at a desired parking position by the parking assistance device configured as described above will be described with reference to the flowchart of FIG.

  In step S1, the parking assist device first determines whether or not the shift position has been operated from the D range to the R range in a state where the vehicle speed of the host vehicle is 0 km / h. Is detected by the shift position sensor 4, and the rear camera 3 starts imaging the rear of the host vehicle in step S2. Thereby, the automatic parking control unit 1 starts to input the rear image data from the rear camera 3 and recognizes that the automatic parking control process of the own vehicle is started.

  Next, in step S3, the automatic parking control unit 1 inputs the steering angle signal from the steering angle sensor 2 by the reverse trajectory calculation unit 11, and calculates the reverse trajectory from the current operation amount and operation direction of the steering wheel 9. Then, the reverse trajectory superimposed display unit 12 superimposes the reverse trajectory calculated by the reverse trajectory calculating unit 11 and the rear image data from the rear camera 3 and displays them on the in-vehicle monitor 7. Thereby, the automatic parking control part 1 makes a driver | operator recognize the locus | trajectory of the own vehicle at the time of reverse drive with the present steering wheel 9, and the parking position of the own vehicle. Further, the reverse trajectory superimposition display unit 12 prompts the driver to operate the steering wheel 9 and the parking position determination switch 5 by performing a display prompting the user to operate the steering wheel 9 to determine the reverse trajectory. Also good.

  And in step S4, the automatic parking control part 1 determines whether the parking position determination switch 5 was operated, and when it determines with the steering wheel 9 being operated without operating the parking position determination switch 5, The processing is returned to step S3, and the backward trajectory presented on the in-vehicle monitor 7 is updated based on the operation amount and the operation direction of the steering wheel 9. Thereby, as shown in FIG. 3A, the automatic parking control unit 1 determines the maximum turning angle locus 41R with the maximum operation amount when the operation direction of the steering wheel 9 is the right direction, and the operation direction of the steering wheel 9. Is the maximum turning angle locus 41L with the maximum operation amount in the left direction, and the backward locus 42 extending from the approximate center position between the left and right rear wheels of the host vehicle 30 can be presented to the driver. At this time, as shown in FIG. 3A, the automatic parking control unit 1 displays the backward trajectory 42 and presents the parking frame line 43 included in the rear image data, thereby parking the vehicle 30 and the position. The backward trajectory 42 is moved by recognizing the positional relationship with the frame line 43.

  Further, the automatic parking control unit 1 is not the reverse trajectory 42 extending from the approximate center position between the left and right rear wheels of the host vehicle 30 as shown in FIG. The reverse trajectory 42 may be displayed with the width of the host vehicle 30 by displaying the reverse trajectory 42 extending from the left rear wheel 30 and the reverse trajectory 42 extending from the right rear wheel. Furthermore, the automatic parking control unit 1 presents a maximum turning angle locus 41L and a maximum turning angle locus 41R to indicate whether or not parking can be performed within the parking frame line 43 from the current position of the host vehicle 30. May be. At this time, the automatic parking control unit 1 determines the maximum turning angle locus 41L and the maximum turning angle locus 41R based on the minimum turning radius of the host vehicle 30. When the position where the driver intends to park is not between the maximum turning angle locus 41L and the maximum turning angle locus 41R, the turning operation of the host vehicle 30 becomes necessary. A message to change the position is displayed on the in-vehicle monitor 7 and a message prompting the movement to a position where the reverse trajectory 42 is between the maximum turning angle trajectory 41L and the maximum turning angle trajectory 41R is presented. Also good.

  As a result, the backward trajectory based on the current steering angle while the host vehicle 30 is stopped is approximately at the center of the parking frame line 43 to be parked (see FIG. 3A), or between the left and right parking frame lines 43. The steering wheel 9 is adjusted so that the position is within the range (see FIG. 3B), and the parking position determination switch 5 is operated to set the target parking position.

  And in step S4, if the automatic parking control part 1 detects that the parking position determination switch 5 was operated, the target parking position setting part 13 will determine a target parking position, and will advance a process to step S5. At this time, as shown in FIG. 4, the target parking position setting unit 13 sets the line position connecting the tip portions closest to the host vehicle 30 of the two parking frame lines 43 included in the rear image data as the target parking position. decide.

  Next, in step S5, the automatic parking control unit 1 calculates the distance between the target parking position determined in step S4 and the host vehicle 30 by the parking frame distance calculation unit 14 based on the rear image data. At this time, the automatic parking control unit 1 uses the map data of the distance stored in correspondence with the pixels of the rear image data, and the like, from the position of the parking frame line 43 included in the rear image data, to the target parking position. The distance between the vehicle 30 and the host vehicle 30 is obtained. Moreover, the automatic parking control unit 1 may calculate the distance between the host vehicle 30 and the target parking position from the parking frame line 43 position of the rear image data and the installation position of the rear camera 3.

  Next, in step S6, the automatic parking control unit 1 performs automatic parking from the vehicle trajectory reference position 50, which is the current host vehicle 30 position, to the target parking position, as shown in FIG. A trajectory is calculated, and it is determined in step S7 whether or not an automatic parking trajectory can be calculated. At this time, the automatic reverse trajectory calculation unit 15 can calculate the automatic parking trajectory up to the target parking position when the vehicle travels backward with the rudder angle when the parking position determination switch 5 is operated in step S4 being constant. Whether or not it is possible to reverse the vehicle to the target parking position without switching back. If the automatic parking locus can be calculated, the process proceeds to step S9. If the automatic parking locus cannot be calculated, a message for changing the position of the host vehicle 30 is presented on the in-vehicle monitor 7 in step S8. The process returns to step S1.

  In step S9, the automatic parking control unit 1 calculates a region for generating a steering reaction force centered on the automatic parking locus calculated in step S6. At this time, as shown in FIG. 4, the steering reaction force region setting unit 17 sets the operation amount of the steering wheel 9 within a predetermined distance from the automatic parking locus 51 as the steering reaction force low region 52, and determines the predetermined amount from the automatic parking locus 51. The operation amount of the steering wheel 9 that deviates more than the distance is set as the steering reaction force high region 53. Further, as shown in FIG. 5, the steering reaction force region setting unit 17 generates a higher steering reaction force at a position where the distance from the vehicle locus reference position 50 to the target parking position is longer.

  That is, the steering reaction force in the steering reaction force high region 53 at the vehicle position A and the vehicle position B (middle point between the host vehicle 30 and the rear end of the parking frame line 43) closer to the vehicle locus reference position 50 than the target parking position. F1 and F2 make it difficult to intervene in the steering operation. At the vehicle position C that has passed the target parking position, the steering reaction force in the high steering reaction force region 53 is set to F3 that is lower than F1 and F2, thereby intervening in the steering operation. Make it easy to do. As a result, the automatic parking control unit 1 increases the steering reaction force as the distance in the width direction from the automatic parking locus 51 increases, and further increases the steering reaction force as the distance between the parking frame 43 and the host vehicle 30 increases. To do.

  Further, as shown in FIG. 5, the steering reaction force region setting unit 17 starts from the automatic parking locus 51 for each vehicle position in the steering reaction force low region 52 corresponding to the steering positions L1 and L2 from the automatic parking locus 51. The steering reaction force is set to gradually increase before reaching the steering reaction force high region 53. In the case shown in FIG. 5, the steering reaction force is set to increase in proportion to the operation amount of the steering wheel 9 in the low steering reaction force region 52.

  As described above, after setting the automatic parking locus 51, the steering reaction force low region 52, and the steering reaction force high region 53, the parking assist device generates creep torque so as to travel backward and follows the automatic parking locus 51. Then, the steering device is controlled so that the host vehicle 30 moves backward.

  Next, in step S10, the automatic parking control unit 1 determines whether or not the brake operation is in an off state. When the brake operation is in an off state, the process proceeds to step S11 to start automatic steering. .

  Next, in step S11, the automatic parking control unit 1 controls the steering actuator 8 by the steering control unit 16 so that the host vehicle 30 travels backward along the automatic parking locus 51 calculated in step S6. Set to the automatic steering state.

  Next, the automatic parking control unit 1 determines the current position of the host vehicle 30 by the current position detection unit 18 from the steering angle and vehicle speed of the steering wheel 9 detected by the steering angle sensor 2 and the vehicle speed sensor 6 in step S12. To detect. Note that the process of step S12 is performed when the driver operates the steering wheel 9 when the host vehicle 30 actually deviates from the automatic parking locus 51, and the host vehicle position is predicted from the steering angle of the steering wheel 9. You may ask for.

  Next, in step S13, the automatic parking control unit 1 determines whether the position of the host vehicle 30 detected in step S12 by the region determination unit 19 is the steering reaction force low region 52 or the steering reaction force high region 53. And the distance between the host vehicle 30 and the target parking position according to the travel distance of the host vehicle 30 is determined.

  Then, the automatic parking control unit 1 is the case where the region determination unit 19 determines that the current position of the host vehicle 30 is the steering reaction force high region 53 and the driver has made an operation intervention on the steering wheel 9. In step S14, the steering actuator 8 is controlled so as to generate a steering reaction force in the steering reaction force high region 53 according to the distance between the host vehicle 30 and the target parking position, and the process returns to step S11. Thereby, when the own vehicle position has not reached the target parking position, the automatic parking control unit 1 generates a high steering reaction force like F1 and F2 in FIG. 5, and the own vehicle position becomes the target parking position. If it has reached, a low steering reaction force is generated as in F3.

  On the other hand, when the automatic parking control unit 1 determines in step S13 that the current position of the host vehicle 30 is the steering reaction force low region 52 and the driver has made an operation intervention on the steering wheel 9, In step S15, the position in the width direction between the automatic parking locus 51 and the steering reaction force high area 53 and the distance between the host vehicle 30 and the target parking position are determined, and the steering in the steering reaction force low area 52 corresponding to the position is determined. The steering actuator 8 is controlled so as to generate a reaction force.

  Next, the automatic parking control unit 1 determines whether or not the host vehicle 30 has reached the desired parking position by detecting the current position of the host vehicle 30 in step S16 as in step S12. If not, the process ends. If not reached, the processes in and after step S11 are repeated.

  As described above, by performing the processing of step S11 to step S16, as shown in FIGS. 4 and 5, for example, the vehicle trajectory reference position 50 is adjusted in response to the steering reaction by the driver's steering wheel 9 at the vehicle position A. When the vehicle is in the high-power region 53, steering reaction forces F1 and F2 higher than the steering reaction force F3 at the vehicle position B and vehicle position C are generated, and when the vehicle passes the target parking position, the steering reaction force A steering reaction force F3 lower than F1 and F2 can be generated. This makes it difficult for the driver to perform an intervention operation until the host vehicle 30 reaches the target parking position so as not to hinder automatic parking (steering), and the vehicle travels backward to the parking frame line 43 with high accuracy by automatic parking (steering). In the case where the host vehicle 30 has passed the target parking position, the narrow parking position of the host vehicle 30 can be adjusted.

[Effect of the first embodiment]
As described above in detail, according to the parking assistance device according to the first embodiment to which the present invention is applied, the host vehicle 30 has not reached the target parking position that is the entrance line determined by the parking frame line 43. In this case, it is difficult to intervene in the steering wheel 9 to change the backward trajectory of the own vehicle with respect to the automatic parking trajectory 51, and when the own vehicle 30 has reached the target parking position that is the entrance line, Since it is easy to perform the operation intervention of the steering wheel 9 that changes the backward trajectory of the host vehicle 30 with respect to the automatic parking locus 51, the vehicle is parked along the automatic parking locus 51 and easily operated by the driver intervention of the steering wheel 9 Allows fine adjustment of the parking position. Therefore, according to this parking assist device, automatic steering is prioritized until the rear end of the host vehicle 30 enters the parking frame line 43, and fine adjustment according to the driver's will is performed when the parking frame line 43 is reached. be able to.

  Further, according to this parking assist device, when the own vehicle position corresponds to the steering reaction force high region 53, the greater the reaction distance between the own vehicle 30 and the entrance line, the higher the operation reaction force is generated. In this case, it is difficult to perform the intervention operation for the automatic steering at a position far from the target parking position where the selection range of the steering wheel operation is large, and it is easy to perform the intervention operation for the automatic steering in the vicinity of the parking frame line 43. The driving operation up to the target parking position is supported by automatic steering, and the will of the driver can be reflected during a simple driving operation after passing through the target parking position. As a result, the host vehicle 30 can be steered in the vicinity of the parking frame line 43 with high accuracy, the parking position can be finely adjusted, and further, for example, the trouble of canceling the automatic steering and switching to manual operation can be eliminated.

  Furthermore, according to this parking assist device, the backward image and the reverse trajectory corresponding to the steering wheel operation direction and the operation amount are superimposed and displayed, and the reverse trajectory is automatically parked when the parking position determination switch 5 is operated. Since it can determine as a locus | trajectory, it can eliminate the need to determine a target parking position and an automatic parking locus | trajectory using another operation mechanism, and can reduce the time which parking requires. Specifically, for example, to use a joystick or the like, the steering wheel can be operated while the vehicle is stopped in an operation system during normal operation without releasing the hand from the steering wheel 9 and adjusting the icon position on the display screen. Since the target parking position can be set by using it, the time spent for setting the target parking position can be shortened. Therefore, for example, when it is attempted to park in a crowded parking lot or the like, it is possible to reduce a mental burden due to the presence of another vehicle that follows.

[Second Embodiment]
Below, the parking assistance apparatus which concerns on 2nd Embodiment is demonstrated. In addition, about the part similar to the above-mentioned 1st Embodiment, the detailed description is abbreviate | omitted by attaching | subjecting the same code | symbol.

[Configuration of parking assist device]
As shown in FIG. 6, the parking assist device according to the second embodiment includes a steering device 61 connected to the steering actuator 8, and a switch unit 62 connected to the steering wheel 9 and the steering actuator 8. It differs from the above-mentioned 1st Embodiment by the point which controls the stop of automatic steering by controlling the steering apparatus 61 and the switch part 62 according to the operation direction and operation amount of the steering wheel 9. FIG. In the steering system according to the second embodiment, the steering wheel 9 and the steering device 61 are not connected to the rigid, and a signal detected by the steering angle sensor 2 is output to the control device of the steering device 61.

  The steering device 61 changes the tire angle of the host vehicle in accordance with the operation direction and the operation amount of the steering wheel 9, as in the steering device in the first embodiment described above. Further, the switch unit 62 switches whether to transmit the operation of the steering wheel 9 to the steering device 61 according to the control of the automatic parking control unit 1. That is, the switch unit 62 transmits the driver's operation of the steering wheel 9 to the steering device 61 via the steering actuator 8, or cuts off the transmission of the driver's operation of the steering wheel 9 to the steering device 61. Or As a result, the parking assist device operates the steering device 61 to change the tire angle, or conversely operates the steering wheel 9 even though the steering wheel 9 is not operated. Regardless, it is possible to perform control so that the steering device 61 is not operated.

  When the steering wheel 9 is operated by the driver, the parking assist device changes the tire angle of the host vehicle by causing the steering device 61 to generate a torque corresponding to the operation of the steering wheel 9, thereby moving in the traveling direction. And the switch unit 62 is controlled so as to stop or continue the automatic parking control process in accordance with the operation direction and the operation amount of the steering wheel 9.

  Further, the automatic parking control unit 1 in this parking assist device includes an automatic steering region setting unit 71 instead of the steering reaction force region setting unit 17 of the automatic parking control unit 1 in the first embodiment, and the steering reaction force control unit 20. Instead, an automatic / manual switching control unit 72 is provided.

  The automatic steering region setting unit 71 determines a region for performing automatic steering based on the automatic parking locus calculated by the automatic reverse locus calculating unit 15 and the distance to the parking frame line detected by the parking frame distance calculating unit 14. Set.

  At this time, as shown in FIGS. 7 and 8, the automatic steering region setting unit 71 includes an automatic steering region 81 that controls the switch unit 62 so as not to transmit the operation of the steering wheel 9 to the steering device 61, and the steering wheel. The automatic steering stop region 82 for controlling the switch unit 62 is set so that the operation 9 is transmitted to the steering device 61. The automatic steering area 81 is set with a predetermined width in the outer direction of the automatic parking locus 51 calculated by the automatic reverse locus calculating section 15 and detected by the parking frame distance calculating section 14 in the inner direction of the automatic parking locus 51. The larger the distance to the parking frame line 43 is, the wider the width is set.

  That is, as shown in FIG. 8, when the vehicle locus reference position 50 is the vehicle position A, an operation up to the steering position L11 in the inner direction and an operation up to the steering position L12 in the outer direction are permitted. When the position 50 is the vehicle position B closer to the target parking position than the vehicle position A, the operation up to the steering position L13 is permitted on the inner side, and the vehicle locus reference position 50 is the vehicle position C that has passed the target parking position. In some cases, an operation up to the steering position L14 that is the same as the steering position L12 is permitted on the inside. As a result, at the steering position within the allowable range, the automatic parking control unit 1 performs the automatic parking control process without transmitting the steering position to the steering device 61.

  The region determination unit 19 compares the automatic steering region 81 set by the automatic steering region setting unit 71 with the own vehicle position detected by the current position detection unit 18, and determines whether or not the own vehicle position is the automatic steering region 81. The determination result is supplied to the automatic / manual switching control unit 72.

  The automatic / manual switching control unit 72 determines whether to continue the automatic steering or to stop the automatic steering and switch to manual steering according to the determination result of the region determination unit 19, and switches according to the determination result. The unit 62 is controlled. Accordingly, the automatic / manual switching control unit 72 performs the automatic parking control process when an intervention operation of the steering wheel 9 by the driver occurs during the automatic parking control process in which the steering device 61 is automatically controlled. Control continuation or stop.

[Automatic parking control processing by parking assist device]
Next, the automatic parking control process of the parking assistance apparatus configured as described above will be described with reference to the flowchart of FIG.

  This automatic parking control process is based on the automatic parking locus 51 calculated in step S6 by the automatic steering region setting unit 71 in step S21 after determining that the automatic parking locus can be calculated in step S7. An automatic steering area 81 is set. Thereby, the automatic steering area setting unit 71 sets an automatic steering stop area 82 other than the automatic steering area 81 together with the automatic steering area 81.

  Thereafter, when the brake operation is turned off and the host vehicle 30 starts to move backward (step S10), the switch unit 62 is controlled in order to perform automatic steering based on the automatic parking locus 51, and the turning by the steering device 61 is performed. The process starts (step S11), and further detects the vehicle position based on the operation direction and the operation amount of the steering wheel 9 (step S12).

  Next, in step S22, the automatic parking control unit 1 determines in the region determination unit 19 whether the host vehicle position detected in step S12 is the automatic steering region 81 or the automatic steering stop region 82. That is, the region determination unit 19 determines whether or not the vehicle 30 is in the steering position where the host vehicle 30 moves backward in the automatic steering region 81 when the steering operation intervention of the steering wheel 9 occurs. When the region determination unit 19 determines that the vehicle is within the automatic steering region 81, the switch unit is configured to continue the state in which the operation of the steering wheel 9 is not transmitted to the steering device 61 by the automatic / manual switching control unit 72. 62 is controlled and the process proceeds to step S16.

  On the other hand, when the area determination unit 19 determines that the area is not the automatic steering area 81 but the automatic steering stop area 82, the process proceeds to step S23. In step S23, the automatic parking control unit 1 controls the switch unit 62 to transmit the operation of the steering wheel 9 to the steering device 61 in order to stop the automatic steering by the automatic / manual switching control unit 72. Switch from automatic steering to manual steering.

  Next, in step S24, the automatic parking control unit 1 performs a gap reduction process that suppresses a sudden change in the traveling direction of the host vehicle 30 in response to switching to manual steering in step S23. And the automatic parking control part 1 switches from automatic steering to manual steering, and complete | finishes a process.

  The reason why this gap reduction processing is performed is that, as shown in FIG. 10, the driver steering wheel operation locus 91 when the steering wheel 9 is operated while the host vehicle 30 is moving backward in the automatic steering region 81. Is within the automatic steering area 81, the automatic steering is continued without the steering wheel 9 operation being transmitted to the steering device 61, and the host vehicle 30 is moved backward on the steering device operation locus 92. This is because when the operation locus 91 is outside the automatic steering region 81 at the vehicle position D, the tire angle is changed so that the steering device operation locus 92 is suddenly outside the automatic steering region 81 at the vehicle position D. . That is, when the steering wheel operation becomes the automatic steering stop region 82, the gap between the tire angle changed by the output of the steering device 61 according to the steering wheel operation and the automatic parking locus 51 becomes large. In particular, when the distance between the host vehicle 30 and the parking frame line 43 is large, or when the vehicle reaches the automatic steering stop region 82 beyond the automatic steering region 81 in the inner direction of the automatic parking track 51, the automatic parking track 51 The difference with the output of the steering device 61 according to the steering wheel operation is large, and the discomfort given to the driver is increased.

  On the other hand, in the gap reduction process, when the trajectory of the host vehicle 30 predicted by the steering wheel operation exceeds the automatic steering stop region 82, the tire angle is gradually changed by gradually changing the actual output of the steering device 61. Control to change. That is, the difference between the steering wheel operation amount and the output of the steering device 61 is small every predetermined distance interval Δl or predetermined time interval Δt from when the driver's steering wheel operation becomes an operation that deviates from the automatic steering region 81. An intermediate value between the steering wheel operation amount and the output of the steering device 61 by automatic steering is used as the actual output of the steering device 61 until the value becomes (predetermined value or less).

Specifically, as shown in FIG. 11, when the steering wheel 9 is operated like a driver steering wheel operation locus 91 and the steering position θ becomes θ ₀ exceeding the automatic steering area 81 at the vehicle position 10. The steering device 61 sets the tire angle to 0 degrees that is an angle along the automatic parking locus 51. Then, when it is detected that the steering position is θ ₀ and manual steering is canceled, the output of the steering device 61 is not suddenly set to θ _{0 as} shown by the steering device operation locus 92, modifying the output theta _{1 'of} the turning device 61 so as to change the half of theta _0/2 by the tire angle of the steering position theta ₀ to reach the vehicle position l ₀ on the vehicle position l _1.

Thereafter, the steering position becomes θ ₂ , θ ₃ , θ ₄ , θ ₅ every time the position of the host vehicle 30 advances by a predetermined distance from l ₂ , l ₃ , l ₄ , l _5. in the actual output of the turning device _{61 θ 2 '= {θ 1} - (θ 0/2)} / 2, θ 3' = [θ 2 - {θ 1 - (θ 0/2)}] _{/ 2, θ 4 '= [} θ 3 - [θ 2 - {θ 1 - (θ 0/2)}] / 2] / 2, θ 5' to correct the = theta _5. Here, θ ₅ ′ = θ ₅ is set when the difference between the steering position θ _n and the output θ _n ′ of the steering device 61 is equal to or smaller than a predetermined value. Thereby, the steered device operation locus 92 can be gradually brought closer to the driver steering wheel operation locus 91, and the steered device can be steered by the modified steered device operation locus 92 'in FIG.

  In this gap reduction process, not only when the output of the steering device 61 is corrected for each predetermined distance, but also the output of the steering device 61 is corrected every predetermined period from the time when the steering position exceeds the automatic steering region 81. You may make it do.

  As shown in FIG. 12, the gap reduction process is performed as follows. First, in step S <b> 31, the operation amount of the steering wheel 9 predicted by the area determination unit 19 to be out of the automatic steering area 81 by the area determination unit 19. If so, the process proceeds to step S32.

  Next, the automatic parking control unit 1 sets an interval of the predetermined distance Ln or the predetermined time Tn in step S32, substitutes 1 for the variable n, and operates the steering wheel at the predetermined distance Ln or the predetermined time Tn in step S33. The amount and the output of the actual steering device 61 based on automatic steering are acquired and compared. Whether the output of the steering device 61 predicted from the steering wheel operation amount and the actual output of the steering device 61 are less than a predetermined value so that the driver does not feel uncomfortable when switching from automatic steering to manual steering. If it is less than the predetermined value, the steering device 61 is controlled so as to generate an output according to the steering wheel operation amount, and the process is terminated.

  On the other hand, if it is determined that the output of the steering device 61 predicted from the steering wheel operation amount and the actual output of the steering device 61 based on automatic steering are not less than a predetermined value, the process proceeds to step S36. The intermediate value between the output of the steering device 61 predicted from the steering wheel operation amount and the actual output of the steering device 61 based on automatic steering is the output of the steering device 61 at a predetermined distance Ln + 1 or a predetermined time Tn + 1. In step S37, the variable n is incremented, and the processes in and after step S33 are repeated.

  As a result, the automatic parking control unit 1 can manually steer the host vehicle 30 with the turning device operation locus 92 ′ corrected from the turning device operation locus 92, as described with reference to FIG. 11.

[Effects of Second Embodiment]
As described above in detail, according to the parking assistance apparatus according to the second embodiment to which the present invention is applied, the automatic steering area 81 is set to the automatic parking locus 51 as the distance between the host vehicle 30 and the target parking position increases. Since the distance in the width direction is set to be large, similarly to the first embodiment, when the host vehicle 30 has not reached the entrance line, it is difficult for the steering wheel 9 to intervene, and the host vehicle 30 becomes the entrance line. When it has reached, it is possible to facilitate the operation intervention of the steering wheel 9.

  Further, according to this parking assist device, the distance in the width direction of the inner automatic steering area 81 where the host vehicle 30 is steered increases as the distance between the host vehicle position and the target parking position increases. It is difficult to perform the intervention operation for the automatic steering at a position where the selection range of the steering wheel operation is far from the vehicle, and the intervention operation for fine adjustment of the parking position near the parking frame line 43 can be facilitated. Automatic steering is performed at troublesome positions, and the intention of the driver can be easily reflected at other positions.

  In particular, when the host vehicle 30 is brought close to the parking frame line 43, it can be easily understood that a driver with low driving ability may operate the steering wheel 9 on either the left or right side, but the operation amount is unclear. In addition, it is possible to provide a large automatic steering area 81 in the inner direction of the automatic parking locus 51 so that automatic steering is not hindered.

  Therefore, by setting the automatic steering region 81 having a width that does not hinder the automatic steering when approaching the parking frame line 43 and can also allow the driver's intervention operation, the steering wheel operation can be performed. The vehicle can be moved backward to the parking frame line 43 with high accuracy by automatic steering only in a place where the allowable range of the amount is large, that is, a place where the distance from the parking frame line 43 is far.

  In addition, according to this parking assist device, after the target parking position, by providing the automatic steering area 81 having the same width with the automatic parking locus 51 as the center, it is an obstacle when finely adjusting the vehicle position within the parking frame line 43. In addition, it is possible to eliminate troublesome operations such as waiting until automatic parking (steering) is completed and manually canceling automatic steering.

  Furthermore, according to this parking assistance apparatus, when automatic steering is stopped, the intermediate value between the turning amount based on the steering wheel operation amount and the turning amount when turning along the automatic parking locus is used. Thus, since the actual steering amount can be gradually brought closer to the steering amount according to the steering wheel operation amount, the steering wheel operation amount that interrupts automatic steering at a position where the automatic steering region 81 is large in the width direction and Even in this case, the driver's uncomfortable feeling can be reduced without suddenly changing from the turning amount by automatic steering to the turning amount corresponding to the steering wheel operation amount.

  Furthermore, according to the parking assist device, when the steering amount in automatic steering is gradually brought closer to the steering amount according to the steering wheel operation amount, the steering amount based on the current steering wheel operation amount for each predetermined travel distance. And an intermediate value between the steering amount in the case of automatic steering, the vehicle 30 can be converged to a steering amount corresponding to the steering wheel operation amount while the host vehicle 30 is traveling, and the host vehicle 30 is traveling. It is possible to avoid an operation feeling that the operation amount of the steering wheel 9 suddenly increases despite the absence.

  Furthermore, according to the parking assist device, when the turning amount in the automatic steering is gradually brought close to the turning amount corresponding to the steering wheel operation amount, the steering amount based on the current steering wheel operation amount is determined every predetermined time. Since the intermediate value with the amount of steering for automatic steering is updated, when driving at extremely low speeds, such as when parked, the amount of steering wheel operation can be reduced by taking time even for a short distance. It is possible to converge to the corresponding steering amount, and to reduce the uncomfortable feeling with respect to the operation.

  The above-described embodiment is an example of the present invention. For this reason, the present invention is not limited to the above-described embodiment, and various modifications can be made depending on the design and the like as long as the technical idea according to the present invention is not deviated from this embodiment. Of course, it is possible to change.

It is a block diagram which shows the structure of the parking assistance apparatus which concerns on 1st Embodiment to which this invention is applied. It is a flowchart which shows the process sequence of the automatic parking control process by the parking assistance apparatus which concerns on 1st Embodiment to which this invention is applied. In the parking assistance apparatus which concerns on 1st Embodiment to which this invention is applied, it is a figure for demonstrating the process which determines an automatic parking locus, (a) is an automatic parking locus extended from the vehicle locus reference position of the own vehicle. (B) is a case where an automatic parking locus extending from the left and right rear wheels of the host vehicle is presented. It is a figure which shows the steering reaction force low area | region and steering reaction force high area | region set with respect to the automatic parking locus in the parking assistance apparatus which concerns on 1st Embodiment to which this invention is applied. In the parking assistance apparatus which concerns on 1st Embodiment to which this invention is applied, it is a figure for demonstrating changing operation reaction force according to the distance from the own vehicle position to a target parking position. It is a block diagram which shows the structure of the parking assistance apparatus which concerns on 2nd Embodiment to which this invention is applied. It is a figure for demonstrating setting an automatic steering area | region and an automatic steering stop area | region with respect to an automatic parking locus in the parking assistance apparatus which concerns on 2nd Embodiment to which this invention is applied. In the parking assistance apparatus which concerns on 1st Embodiment to which this invention is applied, it is a figure for demonstrating changing the magnitude | size of an automatic steering area | region according to the distance from the own vehicle position to a target parking position. It is a flowchart which shows the process sequence of the automatic parking control process by the parking assistance apparatus which concerns on 2nd Embodiment to which this invention is applied. It is a figure for demonstrating the reason for performing the gap reduction process in the automatic parking control process by the parking assistance apparatus which concerns on 1st Embodiment to which this invention is applied. It is a figure for demonstrating correcting a steering device operation locus | trajectory by the gap reduction process in the automatic parking control process by the parking assistance apparatus which concerns on 1st Embodiment to which this invention is applied. It is a flowchart which shows the process sequence of the gap reduction process by the parking assistance apparatus which concerns on 2nd Embodiment to which this invention is applied.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Automatic parking control part 2 Steering angle sensor 3 Back camera 4 Shift position sensor 5 Parking position determination switch 6 Vehicle speed sensor 7 In-vehicle monitor 8 Steering actuator 9 Steering wheel 11 Reverse locus calculation part 12 Reverse locus superimposition display part 13 Target parking position setting part DESCRIPTION OF SYMBOLS 14 Parking frame distance calculation part 15 Automatic reverse locus calculation part 16 Steering control part 17 Steering reaction force area | region setting part 18 Current position detection part 19 Area | region determination part 20 Steering reaction force control part 30 Own vehicle 41 Maximum turning angle locus 42 Reverse movement locus 43 Parking frame line 51 Automatic parking locus 52 Steering reaction force low region 53 Steering reaction force high region 61 Steering device 62 Switch unit 71 Automatic steering region setting unit 72 Automatic / manual switching control unit 81 Automatic steering region 82 Automatic steering stop region 91 Driver stearin Wheel operation track 92 turning device operation trajectory

Claims (8)

In the parking assistance device that supports the driving operation of moving the host vehicle backward and parking at a desired parking position,
An entrance line recognition means for recognizing an entrance line of the host vehicle traveling backward to the desired parking position;
Target trajectory calculating means for calculating a target trajectory in which the host vehicle moves backward to the entrance line recognized by the entrance line recognizing means;
Automatic steering means for moving backward while turning the host vehicle along the target trajectory calculated by the target trajectory calculating means;
A distance calculating means for calculating a distance from the position of the host vehicle being driven backward by the automatic steering means to the entrance line;
When the host vehicle does not reach the entrance line based on the distance detected by the distance calculating means, an operation of a steering wheel is performed to change the reverse track of the host vehicle with respect to the target track. When the host vehicle has reached the entrance line based on the distance detected by the distance calculation means, the steering wheel for changing the backward track of the host vehicle with respect to the target track And a control means for facilitating operation intervention. A host vehicle position prediction means for detecting an operation amount of the steering wheel and predicting a host vehicle position with respect to the operation amount;
An operation reaction force generating means for generating an operation reaction force on the steering wheel;
An area setting means for setting a reaction force generation area for generating an operation reaction force by the operation reaction force generation means,
When the host vehicle position predicted by the host vehicle position predicting unit corresponds to a reaction force generation region set by the region setting unit, the control unit calculates the host vehicle calculated by the distance calculating unit. The parking assist device according to claim 1, wherein the operation reaction force generating means is controlled to generate a higher operation reaction force as the distance between the operation line and the entrance line increases. A host vehicle position prediction unit that detects an operation amount of the steering wheel and predicts a host vehicle position with respect to the operation amount;
The control means increases the distance in the width direction with respect to the target locus as the distance between the own vehicle and the entrance line increases in an automatic steering area in which the own vehicle moves backward along the target locus by the automatic steering means. And when the host vehicle position predicted by the host vehicle position predicting unit corresponds to the auto steering region set by the region setting unit, the auto steering by the auto steering unit is continued, and the host vehicle Controlling the automatic steering means to stop the automatic steering by the automatic steering means when the own vehicle position predicted by the position prediction means does not correspond to the automatic steering area set by the area setting means; The parking assistance device according to claim 1, wherein:   The said control means increases the distance in the width direction of the inner side automatic steering area | region where the said own vehicle steers, so that the distance of the said own vehicle and the said entrance line is large. Parking assistance device.   The automatic steering means rotates at an intermediate value between a turning amount based on the steering wheel operation amount and a turning amount when turning along the target locus when the automatic steering is stopped by the control means. The parking assist device according to claim 2, wherein the parking assist device is steered.   The automatic steering means detects a current steering wheel operation amount for each predetermined travel distance, and an intermediate value between a steering amount based on the steering wheel operation amount and a turning amount when turning along the target locus The parking assist device according to claim 5, wherein the parking assist device is updated.   The automatic steering means detects a current steering wheel operation amount every predetermined time, and calculates an intermediate value between a steering amount based on the steering wheel operation amount and a turning amount when turning along the target locus. The parking assistance device according to claim 5, wherein the parking assistance device is updated. Imaging means for imaging the rear of the host vehicle;
A reverse trajectory calculating means for calculating a reverse trajectory when the steering wheel is operated backward in the steering wheel operation direction and the operation amount;
Display means for displaying the image of the backward trajectory calculated by the backward trajectory calculating means superimposed on the image captured by the imaging means;
The said target locus | trajectory calculation means detects a driver | operator's operation, and sets the reverse locus | trajectory currently displayed on the said display means to a target locus | trajectory, The Claim 1 thru | or 3 characterized by the above-mentioned. Parking assistance device.