JP4926413B2 - Vehicle traveling locus generation method and parking assist device using the same - Google Patents

Description

  The present invention relates to a vehicle travel locus generation method for storing a travel locus traveled by a driver's operation and guiding the host vehicle by automatic steering based on the travel locus, and a parking assist device using the method.

  In recent years, a GPS (Global Positioning System) that detects the position of a vehicle based on position data obtained from an artificial satellite has been widely used in navigation devices for vehicles. Various techniques have been proposed and put into practical use for traveling control based on road information in front detected by the above.

For example, in Japanese Patent Application Laid-Open No. 2001-255937, in a vehicle-mounted navigation system, a driver sets a destination, and automatic steering or automatic acceleration / deceleration is performed using a travel locus to the destination generated by the navigation system as a target guide path. Discloses a technique for automatically controlling the own vehicle.
JP 2001-255937 A

  By the way, garage parking or tandem parking performed while the host vehicle is traveling backward is one of the most difficult of the normal operations performed by the driver, and there are many drivers who are not good at parking. .

  In general, when the vehicle is driven backward and parked, the driver needs to perform a plurality of operations such as a steering operation, an accelerator operation, and a brake operation simultaneously while confirming the rear. At that time, it is difficult for a driver having a small parking space or an inexperienced driver to park smoothly by one turn-over, and turns over and parks many times.

  If such an operation for parking the host vehicle is supported by automatic steering control as disclosed in Patent Document 1, the burden on the driver can be considerably reduced.

  However, in the technique disclosed in Patent Document 1, a travel path (target guide path) on which the host vehicle should travel from a travel locus (a node row composed of a plurality of node points) obtained by a single travel. Therefore, the driver must first perform ideal parking in the garage or parallel parking and store it in the navigation system.

  However, it is difficult to store the ideal travel locus in the navigation system in one operation, and it is necessary to park the vehicle several times until a satisfactory travel locus is ensured. There is a problem that is bad.

  In view of the above circumstances, the present invention provides an easy-to-use vehicle travel locus generation method that can construct an ideal travel locus for guiding the host vehicle relatively easily, and a parking assist device using the method. The purpose is to provide.

In order to achieve the above object, the present invention provides a reference station for determining correction information based on information from a GPS satellite and calculating the correction information and self-position information, as well as being installed in a vehicle. A mobile station that calculates a vehicle position based on information from the GPS satellite, and a vehicle that corrects the vehicle position from the information of the reference station and the vehicle position when communication is established between the reference station and the mobile station. Storage means for storing travel locus data for guiding the vehicle to a destination within the communicable area of the reference station, position information transmitted from the GPS satellite, and And a control means for setting the node point to the destination based on information transmitted from the reference station, and generating the travel locus data from a set of a plurality of the node points, Serial control means based on the running of the vehicle by the operation of the driver, the traveling locus data generates a plurality in the same travel path that is set in the parking area with parking spaces to park the vehicle, said plurality of The travel locus data is averaged to generate travel locus data that is an average of the plurality of travel locus data as final travel locus data for guiding the vehicle, and is stored in the storage means, and the plurality of travel Of the trajectory data, travel trajectory data in which the number of turnovers when the vehicle is shifted from forward to reverse is greater than the set number is discarded .

  According to the present invention, it is possible to construct an ideal travel locus for guiding the host vehicle relatively easily, and it is easy to use.

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings. FIG. 1 shows an overall configuration diagram of a vehicle parking assistance apparatus.

  Reference numeral 1 in FIG. 1 denotes a vehicle (own vehicle) such as an automobile, and the traveling control device 2 as a mobile station that performs control using RTK (Real-Time Kinematic) -GPS is mounted on the own vehicle 1. The RTK-GPS in this embodiment is configured so that information from an artificial satellite (GPS satellite) 3 orbiting the earth (data such as satellite orbit information necessary for positioning calculation) is transmitted to the reference station 4 and the host vehicle 1. It is received by both the travel control device 2 provided.

  The reference station 4 includes a GPS antenna 4a, a GPS receiver 4b, a wireless device 4c, and the like, and is installed at a position adjacent to the parking space 21 of the host vehicle 1, for example. The installation position of the reference station 4 is accurately specified in advance. Based on the installation position, the phase information of the radio wave from the GPS satellite 3 observed by itself, the pseudo distance, and the position information of the reference station 4 (self-position information) Correction information such as a certain position coordinate, error correction amount, pseudo distance correction amount, and coordinate value is created, and this information is transmitted to the traveling control device 2 mounted on the host vehicle 1 via the wireless device 4c.

  The wireless device 4c is an access point that transmits and receives based on a wireless local area network (LAN) based on a standard such as IEEE 802.11a / b / g, for example, and maintains SSID (Service Set ID), WEP (WEP) to maintain communication security. Wired Equivalent Privacy (MAC) key and MAC (Media Access Control) address authentication settings are specially made. As shown in FIGS. 10 and 11, in this embodiment, a parking area, a garage parking area, and a garage area are set from the outside with the wireless device 4 c as the center. Each area can be arbitrarily set by a control device 8 (described later) mounted on the host vehicle 1 as long as it is within the receivable range of the reference station 4.

  The own vehicle 1 is equipped with a radio device 5c that communicates with the GPS antenna 5a, the GPS receiver 5b, and the reference station 4. When the host vehicle 1 enters the parking area and communication with the reference station 4 is established, the GPS receiver 5b transmits data such as an error correction amount, a pseudo-range correction amount, and coordinate values transmitted from the reference station 4 (in the wireless device 5c). Data) and information from the GPS satellite 3 received by the host vehicle 1 are compared and analyzed, and the host vehicle position (coordinate value) is detected, for example, with an error of about 1 to 5 cm.

  The travel control device 2 includes a control device 8, and the above-described GPS receiver 5 b and the obstacle recognition unit 7 are connected to the control device 8. A stereo camera 6 is connected to the obstacle recognizing unit 7, and the road environment ahead is examined based on an image captured by the stereo camera 6 to recognize a front obstacle. The vehicle position information is input from the GPS receiver 5 b to the control device 8, and information indicating the presence or absence of a front obstacle is input from the obstacle recognition unit 7.

  The stereo camera 6 is composed of a pair of (left and right) cameras using, for example, a solid-state image sensor such as a charge coupled device (CCD) as a stereo optical system. Is input to the obstacle recognition unit 7.

  The control device 8 includes sensors such as a GPS receiver 5b and an obstacle recognition unit 7, a vehicle speed sensor 9 that detects the vehicle speed V, a handle angle sensor 10 that detects the handle angle θH, and a position sensor 19 that detects the shift position. Switches such as a main switch 11 for automatic steering control, a brake pedal switch 12, an accelerator pedal switch 13, and a turning point registration switch (not shown) for registering a turning point by an ON operation are connected.

  The control device 8 is provided with readable / writable storage means such as HDD, flash memory, CD, DVD, etc., and node points constituting the learning travel locus data κ generated in the area where communication with the reference station 4 is possible. Map information such as (described later) is stored. The map information read from the storage means is appropriately displayed on, for example, a liquid crystal display 14 as a display means provided on the dashboard, and is guided by the position of the reference station 4, the current position of the host vehicle 1, and automatic piloting. A target taxiway, a travel trajectory generated in the past (node sequence), or a currently generated travel trajectory (node sequence) is displayed.

  The control device 8 is connected to an electric throttle valve control device 15, a brake control device 16, and an electric power steering control device 17 as actuators that execute automatic steering control. When the own vehicle 1 enters the communicable area and communication with the reference station 4 is established, the control device 8 substantially matches the traveling locus on the map data created in the past. If there is, the autopilot control is performed using the coincident traveling path as the target guiding path.

  Specifically, vehicle speed control is performed to maintain the target vehicle speed by controlling the opening degree of the throttle valve 18 by a drive signal from the electric throttle valve control device 15, and when the target vehicle speed is greatly reduced, brake control is performed. The brake is actuated by a drive signal from the device 16 to perform deceleration control. Further, the electric power steering control device 17 is driven to perform steering control so that the host vehicle 1 travels along the target taxiway.

  This target guiding path is generated based on the node points constituting the learning travel locus data κ. The node point setting will be described later. The learned travel locus data κ is learned when the driver enters the parking area on the return road and travels the same road a plurality of times. Specifically, the learning travel locus data κ is learned according to the learning travel locus data generation main routine shown in FIG.

  This main routine is executed every set calculation cycle after turning on an ignition switch (not shown). First, in step S1, the value of the learning end flag F1 is referred to. The learning end flag F1 is used to determine whether learning of the learning travel locus data κ is completed. The initial value is 0. When learning is completed, the learning end flag F1 is set in step S9 described later (F1 ← 1). Stored in the storage means.

  In the first return after the reference station 4 is installed at a position adjacent to the parking space 21, there is still no data to be learned, and the learning end flag F1 is 0, so step S2 Proceed to On the other hand, if the learning has already been completed, the routine is directly exited.

  If it progresses to step S2, it will be investigated whether the own vehicle 1 entered the parking area. In other words, the control area 8 of the host vehicle 1 is preset with a parking area approach distance (for example, a distance in the home premises) from the reference station 4, and on the return path, the host vehicle 1 (to be precise, the radio device 5c) When the distance from the reference station 4 is the parking area entry distance, it is determined that the vehicle has entered the parking area, and the process proceeds to step S3. When the distance between the host vehicle 1 and the reference station 4 has not reached the parking area entry distance, the routine is exited as it is.

  If it progresses to step S3, the process which acquires the traveling locus of the own vehicle 1 will be performed, and it will progress to step S4. The process of acquiring the travel locus is performed according to the travel locus acquisition subroutine of FIG.

  Here, the travel locus acquisition subroutine will be described. In this subroutine, first, travel data is acquired in step S11. This travel data sets the node point by converting the current location of the vehicle 1 into the XY coordinate axis format on the map data according to the position information (latitude, longitude) transmitted from the GPS satellite 3 at regular intervals. The vehicle information (vehicle speed V, steering wheel angle θH, etc.) when the position information is received is linked to this node point and stored.

  Next, the process proceeds to step S12 to search for a turning point. As shown in FIGS. 10 and 11, the turning point is a point at which the traveling direction of the host vehicle 1 is switched from forward to reverse in order to park the host vehicle 1 in a predetermined posture in the parking space 21. This search for the turning point is performed according to a turning point search subroutine shown in FIG.

  Here, the turning point search subroutine will be described. In this subroutine, first, in steps S21 to S24, it is determined whether or not the host vehicle 1 is at the turning point. In this embodiment, the turning point determination conditions are the vehicle speed V detected by the vehicle speed sensor 9 (step S21), the brake pedal switch 12 (step S22), the shift position detected by the position sensor 19 (step S23), and the own vehicle 1. Is in the garage parking area (step S24).

  Then, the vehicle speed V is 0, the brake pedal switch 12 is ON, the brake pedal is depressed, the shift position is set to the R (reverse) range, and the host vehicle 1 is in the garage parking area. When the turning point determination condition is satisfied, that is, the host vehicle 1 is determined to be at the turning point, and the process proceeds to step S25. On the other hand, when one of these conditions is not satisfied, that is, when the host vehicle 1 is at a position before reaching the turning point, for example, it is determined that the turning point determination condition is not satisfied, and the routine is directly exited. In addition, in the control apparatus 8, it is judged whether the driver | operator is performing garage entry operation by investigating whether the own vehicle 1 exists in a garage entry parking area.

  When it is determined that the turning point determination condition is satisfied and the process proceeds to step S25, it is checked whether or not a turning point registration switch (not shown) is ON. When it is OFF, the process branches to step S26, and a message prompting registration of the turning point is displayed with caution. As a means for displaying the message, a message prompting registration of the turning point may be displayed on the liquid crystal display 14, or a message prompting registration of the turning point may be notified by voice from a speaker (not shown). A message prompting registration may be output from both the speaker and the speaker.

  Next, the process proceeds to step S27, where the operation standby time count C1 is started (C1 ← C1 + 1), and the process proceeds to step S28, where the count C1 is compared with a set value T1 (for example, 10 [sec]), Check if the corresponding time has passed. If the set time of C1 ≦ T1 has not been reached, the process returns to step S25. When the set time of C1> T1 is reached, the process jumps to step S19 of the subroutine shown in FIG. 3 without registering the current turning point.

  On the other hand, when the driver turns on the turning point registration switch, the process proceeds from step S25 to step S29, the position coordinates of the turning point are recorded in the travel locus, the routine is exited, and the process proceeds to step S13 of the subroutine shown in FIG. In this case, the processing in steps S25 to S28 may be omitted, and if it is determined in step S24 that the vehicle is in the garage parking area, the process may proceed to step S29.

  Then, when proceeding to step S13 of the travel locus acquisition subroutine shown in FIG. 3, it is checked from the shift position detected by the position sensor 19 whether or not the shift lever is set in the P (parking) range, and is set in the P range. If not, it is determined that the garage entry operation is continued, and the process returns to step S11 to continuously acquire travel data.

  On the other hand, if it is determined that the shift position is set to the P range, it is determined that the garage has been completed, the process proceeds to step S14, and the number of shift switching from the D (drive) range operated at the time of the garage to the R range. Sc is searched, and it is examined how many times the turning operation is performed from when the own vehicle 1 enters the parking area until the shift position is set to the P range. FIG. 10 shows a case where the host vehicle 1 is parked in the parking space 21 by one turnover, and FIG. 11 shows a case where the host vehicle 1 is parked in the parking space 21 by two turnovers.

  In FIG. 11, after the host vehicle 1 is temporarily stored in the parking space 21, the shift position is set to the D range to correct the position, the host vehicle 1 is moved forward, and then the shift position is set to the R range again. (Sc = 2), and the parking position is corrected by driving the host vehicle 1 backward.

  Next, the process proceeds to step S15, where the current shift switching frequency Sc is compared with the shift switching frequency Sc (n-1) at the previous garage entry operation, and Sc ≦ Sc (n-1), that is, the current one is If garage parking has been performed with a small number of turnovers Sc, the process proceeds to step S16. Further, when Sc> Sc (n-1), that is, when the garage entry operation is performed with the smaller number of turnover Sc in the previous time, the process branches to step S19, and the travel locus data acquired this time is discarded, and FIG. The routine is exited without proceeding to step S7.

  As described above, in the present embodiment, the current turnover number Sc is compared with the previous turnover number Sc (n−1) at the time of the garage entry, and when the current turnover number Sc is large, the travel locus data acquired this time is obtained. Since the travel locus at the time of the garage entry operation is learned with a small number of turn-back times Sc, it is possible to easily obtain the ideal travel position of the driver.

  On the other hand, when the process proceeds from step S15 to step S16, the previous turnover number Sc (n-1) is updated with the current turnover number Sc, and the process proceeds to step S17 to search for a parking point.

  A parking point is a position coordinate when the own vehicle 1 is parked in the parking space 21. This parking point search is performed according to a parking point search subroutine shown in FIG. Here, the parking point search subroutine will be described.

  In this subroutine, first, in step S31, it is checked whether or not the own vehicle 1 is in the garage area. If it is in the garage area, the process proceeds to step S32. If it is not in the garage area, the routine is directly exited and the process proceeds to step S15 in FIG.

As shown in FIGS. 10 and 11, the garage area is set to an area including the area of the parking space 21, and if the own vehicle 1 is in the parking space 21, it is determined that the garage parking has been completed. And it progresses to step S32 and it is investigated whether a parking point registration switch (not shown) is ON. The parking point registration switch may also be used as the turning point registration switch described above.

  When the parking point registration switch is OFF, the process branches to step S33, and a message prompting registration of the parking point is displayed with caution. Since the means for displaying the message is the same as that for prompting registration of the return, the description is omitted.

  Next, the process proceeds to step S34, and the operation standby time count C2 is started (C2 ← C2 + 1). The process proceeds to step S35, where the count C2 is compared with a set value T2 (for example, 10 [sec]), and set to the set value T2. Check if the corresponding time has passed. If the set time of C2 ≦ T2 has not been reached, the process returns to step S32. When the set time of C2> T2 is reached, the process jumps to step S19 of the subroutine shown in FIG. 3 without registering the current parking point.

  On the other hand, when the driver turns on the parking point registration switch, the process proceeds from step S32 to step S36, the position coordinates of the parking point are recorded in the travel locus data, the routine is exited, and the process proceeds to step S18 of the subroutine shown in FIG. The current travel locus data is stored in the storage means, the routine is exited, and the routine proceeds to step S4 of the routine shown in FIG. In this case, the processing in steps S32 to S35 may be omitted, and if it is determined that the garage area is in step S31, the process may proceed to step S36 uniquely.

  In step S4, the traveling locus data accumulation number Sn is incremented (Sn ← Sn + 1). The initial value of the running locus data accumulation number Sn is 0. For example, when the reference station 4 is moved, it is detected and initialized.

  Then, in step S5, it is checked whether or not the travel locus data accumulation number Sn is 2 or more, that is, whether or not the number of learnable times has been reached, and Sn <2, that is, the travel locus data acquired this time is the first time. Will exit the routine.

  On the other hand, when Sn ≧ 2, the process proceeds to step S6, where the travel trajectory data learned up to the previous time is learned from the travel trajectory data acquired this time to generate learned travel trajectory data κ. If the travel locus data acquired last time is the first time, the travel locus data acquired last time is learned from the travel locus data acquired this time to generate learning travel locus data κ.

  Next, the process proceeds to step S7, and it is checked whether or not the number of learning times (Sn-1) has reached a set learning number N (for example, twice). When Sn-1 <N, the routine is exited, and when Sn-1 = N is reached, the process proceeds to step S8. The set learning frequency N may be three or more, or may be arbitrarily set by the driver. By increasing the set learning frequency N, the driver's habits and driving variations are corrected, and learning travel locus data κ conforming to the actual road shape can be obtained. However, it is not preferable to increase the set learning frequency N more than necessary because it takes time to acquire the travel locus data for executing the autopilot control.

  By the way, various methods can be considered as the traveling locus learning method executed in step S6. FIGS. 9A and 9B show an example of the learning method. In this case, the set learning frequency N is set to 2 times. Therefore, in FIG. 9, the final learned travel locus data κ is generated from the three travel locus data α, β, γ.

  First, as shown in FIG. 2A, the node points until the own vehicle 1 enters from the parking area and the parking in the garage is completed are sampled in at least three times of traveling. Note that the travel locus data α, β, and γ shown in FIG. 6A are described for easy understanding of the description of the drawings, and are not yet generated at this stage.

  Next, as shown in FIG. 4B, the travel locus data α, β, γ converted into the XY coordinate axis format on the map data based on the sampled node points are respectively generated. In the figure, three traveling locus data α, β, and γ are shown side by side, but each traveling locus data α, β, and γ is generated one by one in one traveling.

  Then, the first learning travel locus data is generated based on the first two travel locus data α and β. This learning method is based on one traveling locus data α (β), and an arbitrary coordinate point of the basic traveling locus data α (β) and the other one in a direction orthogonal to the vector of this coordinate point. The distance from the coordinate point of the travel locus data β (α) is obtained, and the average value is used as a learning value between the coordinate points, and the basic coordinate point of the travel locus data α (β) is shifted by this learned value. Let By repeating this, the learning traveling locus data is created by learning and correcting the basic traveling locus data α (β). Next, the travel trajectory data γ acquired third based on this learning travel trajectory data is compared, the first learned travel trajectory data is learned and corrected by the same averaging process as described above, and the final learned travel trajectory data κ. Is generated. In this case, average processing is also performed on the position coordinates of the turning points and parking points set in the respective travel locus data α, β, γ. Furthermore, the method for calculating the average value may be a simple average or a weighted average weighted in a predetermined manner.

  Thereafter, the process proceeds to step S8, and as shown in FIG. 9C, node points are set on the XY coordinate axes on the map data based on the learning travel locus data κ, and are stored on the map data of the navigation system. In step S9, the learning end flag F1 is set (F1 ← 1), and the routine is exited. Note that vehicle information (vehicle speed V, steering wheel angle θH, etc.) is linked to this node point.

  Then, a travel locus is generated based on the node points stored in the map data, and when the own vehicle 1 enters the travel locus of the map data, automatic steering control is performed using the travel locus as a target guiding path, The own vehicle 1 is automatically parked in the parking space 1.

  As described above, in this embodiment, since the target guiding path for parking the host vehicle 1 is obtained from a plurality of travel locus data, the driver parks the host vehicle in the parking space by one driving operation. It is not necessary to generate an ideal traveling locus at the time of parking, and an ideal traveling locus for guiding the host vehicle 1 can be generated relatively easily at the time of parking. Or even the driver who is not good at parallel parking can easily park the host vehicle 1.

  Next, processing when the host vehicle executed by the control device 8 is parked by automatic steering control will be described according to the flowcharts shown in FIGS.

  FIG. 6 shows a parking assistance control routine. This routine is executed at every set calculation cycle when the automatic steering control main switch 11 is in the ON state, and ends when the automatic steering control main switch 11 is turned OFF.

  First, in step S41, the value of the learning end flag F1 is referred to. When F1 = 0, the learning traveling locus data κ has not been generated yet, and the routine is exited.

  On the other hand, when F1 = 1, since the learning of the travel locus data has been completed, the process proceeds to step S42 to check whether or not the vehicle has entered the parking area. Wait until you enter.

  And if the own vehicle 1 enters into a parking area, it will progress to step S43, will perform autopilot control, and will escape from a routine. The autopilot control executed in step S43 is performed according to the autopilot control subroutine shown in FIG.

  In this subroutine, first, in step S51, based on the node point set on the map data stored in the navigation system, a target taxiway to be traveled by the host vehicle 1 is generated and linked to this node point. The vehicle speed V, the handle angle θH, and the like are read from the vehicle information that has been set, and guidance control such as vehicle speed control, deceleration control, and steering control is performed using these vehicle speed V, the handle angle θH, and the like as target values.

  As for vehicle speed and handle angle as vehicle information linked to node points, the vehicle speed was calculated by averaging between corresponding node points used in learning of the travel locus data, and the handle angle was learned. Vehicle information is generated by setting a target steering angle for each node point based on the travel locus.

    Next, the process proceeds to step S52 where a distance Dp from the position information of the host vehicle 1 to the turning point is calculated, and it is checked whether or not the distance Dp has reached the set value Dpo. This set value Dpo is set based on the vehicle speed V, and is set to a long value when the vehicle speed V is fast, and is set to a short value when the vehicle speed V is slow.

    When Dp> Dpo, the process of step S51 is repeated. Therefore, the guidance control executed in step S51 is executed until the distance Dp between the host vehicle 1 and the turning point reaches the set value Dpo.

    Thereafter, when the distance Dp between the host vehicle 1 and the turning point reaches the set value Dpo (Dp ≦ Dpo), the process proceeds to step S53, and stop control is executed. The stop control sets a target vehicle speed at which the vehicle speed V is 0 [Km / h] at the turning point based on the distance Dp between the host vehicle 1 and the turning point, and the actual vehicle speed V converges to the target vehicle speed. The vehicle speed control is performed as described above, and at the same time, the steering control is performed so that the own vehicle 1 stops at an appropriate posture at the turning point. This stop control may be controlled by fuzzy inference according to a fuzzy inference rule created based on a membership function using well-known fuzzy control.

    Then, the process proceeds to step S54 to check whether or not the vehicle speed V is 0 [Km / h]. When V> 0, the process returns to step S53 and the stop control is continued. When the host vehicle 1 stops (V = 0), the process proceeds to step S55, and information that prompts the user to set the shift lever to the R range is operated via the liquid crystal display 14 or a notification means such as a speaker. Inform the person. When the vehicle speed V is 0 [Km / h], the brake operation state is maintained via the brake control device 16.

    Thereafter, the process proceeds to step S56, and the operation standby time count C3 is started (C3 ← C3 + 1). The process proceeds to step S57, where the count C3 is compared with a set value T3 (for example, 20 [sec]) to obtain the set value T3. Check if the corresponding time has passed. If the set time of C3 ≦ T3 has not been reached, the process proceeds to step S58. If the set time has been reached (C3> T3), the process jumps to step S61.

    When the routine proceeds to step S58, it is checked whether or not the shift lever has been switched from the D range to the R range. When the shift lever has been switched to the R range, the routine proceeds to step S59 where reverse steering control is executed and the routine is exited. The reverse steering control will be described later.

    If the shift lever is not set to the R range, the process proceeds to step S60 to check whether it is set to the P range, and if it is not set to the P range, the process returns to step S55. If the shift lever is set to the P range, the process proceeds to step S61.

    Then, when the process proceeds from step S57 or step S60 to step S61, the driver is notified of information indicating that the autopilot control is canceled via the liquid crystal display 14 or a notification means such as a speaker, and the process proceeds to step S62. Cancel the control and exit the routine.

    Even if the automatic control is canceled, the brake operation is continued through the brake control device 16 until the driver depresses the brake pedal.

    On the other hand, the reverse operation control executed in step S59 is performed according to the reverse operation control subroutine shown in FIG.

    In this subroutine, first, in step S71, according to the target taxiway generated in step S51 described above, the vehicle information linked to the node point set in the target taxiway is changed to the vehicle speed V, the steering wheel angle θH, etc. Based on this, guidance control in the backward direction is performed.

    Next, the process proceeds to step S72, where a distance Ds to the parking point is calculated from the position information of the host vehicle 1, and it is checked whether or not the distance Ds has reached the set value Dso. This set value Dso is a fixed value. In this embodiment, since it is assumed that the reverse travel is performed at an extremely low speed using the creep phenomenon of the torque converter, it is not necessary to consider the vehicle speed V.

    When Ds> Dso, the process of step S71 is repeated. Therefore, the guidance control executed in step S71 is executed until the distance Ds between the host vehicle 1 and the parking point reaches the set value Dso.

    Thereafter, when the distance Ds between the host vehicle 1 and the parking point reaches the set value Dso (Ds ≦ Dso), the process proceeds to step S73, and stop control is executed. The stop control sets a target vehicle speed at which the vehicle speed V is 0 [Km / h] at the parking point based on the distance Ds between the host vehicle 1 and the parking point so that the actual vehicle speed converges to the target vehicle speed. At the same time, steering control is performed so that the host vehicle 1 stops at an appropriate posture at the parking point. In addition, you may make it perform this stop control using well-known fuzzy control as mentioned above.

    And it progresses to step S74, it is investigated whether the vehicle speed V is 0 [Km / h], and when V> 0, it returns to step S73 and performs stop control continuously. When the host vehicle 1 stops (V = 0), the process proceeds to step S75, and information that prompts the user to set the shift lever to the P range is operated via the liquid crystal display 14 or a notification means such as a speaker. Inform the person. When the vehicle speed V is 0 [Km / h], the brake operation state is maintained via the brake control device 16.

    Thereafter, the process proceeds to step S76, and the operation standby time count C4 is started (C4 ← C4 + 1). The process proceeds to step S77, where the count C4 is compared with a set value T4 (for example, 10 [sec]) to obtain the set value T4. Check if the corresponding time has passed. If the set time of C4 ≦ T4 has not been reached, the process proceeds to step S78. If the set time has been reached (C4> T4), the process jumps to step S81.

    When the routine proceeds to step S78, it is checked whether or not the shift lever has been switched from the R range to the P range. When the shift lever has been switched to the P range, the routine proceeds to step S79, where the automatic steering control is terminated and the routine is exited.

    If the shift lever is not set to the P range, the process proceeds to step S80 to check whether the shift lever is set to the D range. If not, the process returns to step S75. Further, when the shift lever is set to the D range, since there is a possibility of re-starting, the process proceeds to step S81.

    Then, when the process proceeds from step S77 or step S80 to step S81, the driver is notified of information to cancel the autopilot control via the liquid crystal display 14 or a notification means such as a speaker, and the process proceeds to step S82. Cancel the control and exit the routine. Even if the automatic control is canceled, the brake operation is continued through the brake control device 16 until the driver depresses the brake pedal.

    As described above, in this embodiment, when the host vehicle 1 reaches the turning point and the parking point, the fact that the shift lever is switched is displayed on the liquid crystal display 14 or notified to the driver via a notification means such as a speaker. As a result, the driver can be urged to operate the shift lever without a sense of incongruity, and smooth parking assistance can be provided. Similarly, in the case of canceling the automatic steering control, the driver is notified through the notification means, so that parking assistance without a sense of incongruity can be performed.

    Although the case where parking in a garage is supported has been described in the above-described form, it goes without saying that the present invention can be applied to a case where the host vehicle 1 is parked in parallel.

  In the embodiment described above, the configuration in which the travel route is acquired based on the own vehicle position measured by the control device 8 has been described. Then, the reference station 4 can calculate the vehicle position based on the reference station information and the vehicle position. That is, vehicle position calculation means may be provided on the reference station 4 side. In this case, information such as the target taxiway can be accumulated on the reference station side.

  It is possible to receive information from the reference station and the mobile station at a station other than the reference station 4 instead of the reference station 4 and accumulate information such as the vehicle position and the target taxiway.

Overall configuration diagram showing a parking assist device for a vehicle Flowchart showing a learning travel locus data generation main routine Flowchart showing travel locus acquisition subroutine Flow chart showing the return point search subroutine Flow chart showing parking point search subroutine Flow chart showing parking support control routine Flow chart showing the autopilot control subroutine Flowchart showing reverse steering control subroutine Explanatory drawing which shows the learning method of a running locus Explanatory drawing of the state where the host vehicle is parked in one turn Explanatory drawing of the state where the host vehicle is parked in two turns

Explanation of symbols

1 own vehicle,
2 travel control device,
3 GPS satellites,
4 reference stations,
8 control device,
11 Main switch for autopilot control,
12 Brake pedal switch,
13 accelerator pedal switch,
14 Liquid crystal display,
15 electric throttle valve control device,
16 Brake control device,
17 electric power steering control device,
18 Throttle valve,
19 position sensor,
21 Parking space,
α, β, γ travel locus data,
θH Handle angle,
κ Learning driving track data,
N number of learning times,
Sc The number of turn-backs,
Number of Sn running track data accumulation

Claims (7)

A reference station for which the installation position is specified and correction information is obtained based on information from a GPS satellite and the correction information and self-position information are calculated;
A mobile station mounted on a vehicle and calculating a vehicle position based on information from the GPS satellite;
Vehicle position calculating means for correcting the vehicle position from the information of the reference station and the vehicle position when communication between the reference station and the mobile station is established;
The mobile station
Storage means for storing travel locus data for guiding the vehicle to a destination within the communicable area of the reference station;
Control means for setting a node point to the destination based on position information transmitted from the GPS satellite and information transmitted from the reference station, and generating the travel locus data from a set of a plurality of the node points; With
The control means generates a plurality of the traveling locus data on the same traveling path set in a parking area having a parking space for parking the vehicle based on the traveling of the vehicle by a driver's operation. The travel locus data is averaged to generate travel locus data that is an average of the plurality of travel locus data as final travel locus data for guiding the vehicle, and is stored in the storage means, and the plurality of travel A vehicle trajectory generation method characterized in that , among trajectory data, travel trajectory data in which the number of turnovers when the vehicle is shifted from forward to reverse is greater than a set number of times is discarded . The control means detects the vehicle speed and shift position when the vehicle transitions from forward to reverse, and uses the vehicle position when the vehicle speed is 0 and the shift lever is set in the reverse range as a turning point. running locus generating method for a vehicle according to claim 1, wherein the setting the travel locus data. The control means detects a distance and a shift position between the reference station and the vehicle when the vehicle is parked in the parking space in reverse travel, and the distance between the reference station and the vehicle is within a set range. There within, and the travel locus generating method for a vehicle according to claim 1 or 2, wherein the position of the vehicle is set to the traveling locus data as a parking point when the shift lever is set to the parking range . In the vehicle parking assistance device using the vehicle travel locus generating method according to claim 2 ,
The control means sets a target guideway to at least the turning point in the parking area based on the final travel locus data, performs automatic steering control of the vehicle along the target guideway, A target vehicle speed when the vehicle reaches the turning point by the autopilot control is set to 0, and when the vehicle stops at the turning point, information indicating that the shift lever is switched to the reverse range is provided via a notification unit. A parking assist device for a vehicle, characterized by notifying. Said control means, after the vehicle has reached the turning-back point, when not set to the reverse range the shift lever within the set time of the vehicle according to claim 4, wherein the canceling the autopilot Parking assistance device. In the vehicle parking assistance device using the vehicle travel locus generating method according to claim 3 ,
The control means sets a target taxiway to the parking point in the parking area based on the final travel locus data, performs automatic steering control of the vehicle along the target taxiway, and Information indicating that the shift lever is switched to the parking range when the vehicle stops at the parking point when the vehicle reaches the parking point by automatic steering control is set to 0 via the notification means. A parking assist device for a vehicle, characterized by notifying. 7. The vehicle according to claim 6, wherein the control means cancels the automatic steering control when the shift lever is not set in the parking range within a set time after the vehicle reaches the parking point. Parking assistance device.

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