JP5380926B2 - Parking assistance device and parking assistance method - Google Patents

Description

  The present invention relates to a parking assistance device and a parking assistance method for guiding a parking operation when attempting to park in a parking frame arranged vertically or horizontally in a horizontal direction along an approach path.

  Conventionally, as a parking assistance device for facilitating parking in a parking frame, there is one disclosed in Japanese Patent No. 3632632 of Patent Literature.

This is because when parallel parking to the target parking frame, the host vehicle is first stopped at a position where the driver's seat is aligned with the rear end line of the front parking frame parallel to the target parking frame and adjacent to the target parking frame. This position is used as a reference position to guide the target parking position via the first to fourth positions set along a trajectory that combines arcs circumscribing each other.
Japanese Patent No. 3632632

  However, the above-mentioned conventional apparatus limits the reference position for starting the parking guidance to a position parallel to the target parking frame and a position where the driver's seat is lined up on the rear end line of the front parking frame. Therefore, it is difficult to satisfy the condition of the reference position, and it is difficult to park at the target parking position.

  Therefore, an object of this invention is to provide the parking assistance apparatus and parking assistance method which can be easily parked to a target parking position, even if the position stopped for parking is arbitrary positions.

For this reason, the present invention creates an overhead view image by imaging the surroundings of the host vehicle with cameras installed at a plurality of positions of the vehicle, and converting and synthesizing the imaged signal to an image signal from a viewpoint with the camera optical axis perpendicular to the road surface. Then, setting a guidance index based on the current position of the vehicle in the overhead image, creating a superimposed image in which the guidance index is arranged on the overhead image, displaying the superimposed image on the display means, and detecting a parking frame from the overhead image And determining the contact between the detected parking frame and the vehicle icon displayed on the display means, and controlling the display of the guidance index displayed on the display means based on the contact determination result. and when a part of the vehicle icon is determined to be contacted, borders of the parking frame and a part of the vehicle icon has been displayed on the display means when it is determined that the contact superimposed Delete the guide indicator in front of the vehicle from the image That borders the parking space and a part of the vehicle icon is displayed on the display means a superimposed image in which the guide index from superimposed image displayed vehicle front side is deleted when it is determined that the contact Features.

  According to the present invention, a bird's-eye view image is created by converting and synthesizing imaging signals obtained by imaging the surroundings of the host vehicle, a guide indicator based on the current position of the host vehicle in the bird's-eye view image is set, and the guide indicator is displayed on the bird's-eye view image. By displaying the superimposed image created by arranging the symbols, the driver can easily grasp the approach position to the parking frame by referring to the displayed guidance index.

  Hereinafter, embodiments of the present invention will be described in detail with reference to Examples 1 to 5.

  FIG. 1 is a block diagram illustrating a configuration of a parking assistance apparatus 1B according to the first embodiment.

  The parking assistance apparatus 1B is configured by connecting a camera 2 (2a, 2b, 2c, 2d), a parking assistance activation switch 3B, and a monitor 8 to the control unit 10B.

  The camera 2 includes a plurality of cameras installed at four corners or four sides of the vehicle, images a road surface within a predetermined distance range around the host vehicle, for example, a range of 5 m, and outputs an imaging signal to the control unit 10B.

  The parking assistance activation switch 3B is installed in the vehicle interior instrument panel (instrument panel) or the steering, and the driver can select the parking direction and method as shown in FIG.

  In FIG. 2, the host vehicle icon 31 represents the host vehicle, and the switch knobs 32 to 36 are switches that select a parking frame in which direction with respect to the direction of the host vehicle. Specifically, when the switch knob 32 moves forward with respect to the parking frame positioned in the left direction of the host vehicle and performs parallel parking, the switch knob 33 moves forward with respect to the parking frame positioned in the right direction of the host vehicle. When performing parallel parking, the switch knob 34 is retracted with respect to the parking frame located in the left direction of the host vehicle and when performing parallel parking, the switch knob 35 is retracted with respect to the parking frame positioned in the right direction of the own vehicle. When parallel parking is performed, the switch knob 36 is operated when reversing the parking frame positioned in the left direction of the host vehicle and performing parallel parking.

  The parking support activation switch 3B outputs the start of parking support display to the control unit 10B and outputs the parking method selected by the driver to the drawing control unit 20B.

  The monitor 8 is installed on the instrument panel, and displays support information as an image by the output of the control unit 10B. As the monitor 8, a liquid crystal or a CRT can be selected as appropriate.

  The control unit 10B is composed of a CPU provided with an internal memory, and has the following functional parts.

  That is, the viewpoint conversion unit 11B converts the image frame based on the image signal from the camera 2 into an image signal in which the pixels are rearranged so that the image frame from the viewpoint with the camera optical axis perpendicular to the road surface.

  The bird's-eye view image creation unit 12B composes images based on the image signals converted from the viewpoints of the respective cameras 2 and creates a bird's-eye view image around the host vehicle viewed from directly above the host vehicle. FIG. 5 shows an example of an overhead view image when there is a frame line H that partitions the parking frame S on the side of the host vehicle represented by the host vehicle icon Mc. The frame line H symbolizes and shows the parking frame line which shows the arrangement of the parking frames S, the wall surface, or the row | line | column of a parked vehicle. The bird's-eye view image around the host vehicle is sent to the superimposed image composition unit 13B.

  The memory 29 stores the host vehicle icon Mc displayed on the monitor 8 and image data of guidance indicators (icons) for assisting the driver in parking.

  FIG. 3 shows an example of the guidance index based on these image data.

  FIG. 3 (a) is a guide index for parallel reverse parking, which is composed of a front outermost periphery guide index 44 and a rear outermost periphery guide index 46. The front outermost periphery guide index 44 is the own vehicle (own vehicle icon Mc). ) On the right side of the turning center point Pcr as a center (required), and has a fan shape having an outer edge of a circular arc of a turning circle trajectory passing through the left front end of the vehicle body of the host vehicle (host vehicle icon Mc). As shown in the drawing, the rear outermost periphery guide index 46 has a fan shape with the same turning center point Pcr as the center (essential) and a quarter arc of a turning circle trajectory passing through the rear end of the host vehicle as an outer edge. I am doing.

  The rear outermost guide indicator 46 indicates a passing area of the rear part of the vehicle body during turning, and the outer edge thereof passes through the left rear end of the vehicle body in the same manner as the front outermost guide indicator 44. However, for the sake of simplicity, it is assumed to pass through the grounding point of the left rear wheel W1. Therefore, if the outer edge is an arc on a circle passing between the ground contact point of the rear wheel on the outside of the turn and the left rear end, it is appropriate as the guide index 46 on the rear outermost periphery.

  The front outermost guide indicator 44 and the rear outermost guide indicator 46 are each provided with a gradation so that the outer edge portion is emphasized so as to become deeper toward the outer edge, and is translucent. Even when the image overlaps with another image, the other image is set to be recognizable.

  In addition, although the guide indicators 44 and 46 have the turning center point on the right side, the guide indicators are similarly set by reversing the left and right even when the left side is the turning center point Pcl.

  FIG. 3B is a guide index for parallel reverse parking. The guide index shown in FIG. 3A is based on the turning center point Pcl on the left side of the host vehicle (the host vehicle icon Mc) and is located at the innermost rear part. A lap guidance index 47 is added. The rear innermost guide indicator 47 forms a quarter arc of a turning circle trajectory passing through the rear end of the host vehicle with the same turning center point Prl as the center.

  Note that the area surrounded by the outer edges of the rear innermost guide indicator 47 and the rear outermost guide indicator 46 indicates the passing area of the rear portion of the vehicle body when turning, so the guide indicator 47 Although it is possible to pass through the right rear end of the vehicle body in the same manner as the guide indicator 44 at the outermost periphery of the vehicle, it is assumed here that it passes through the grounding point of the left rear wheel Wl for simplicity. Accordingly, the guide indicator 47 is suitable as a guide indicator for the innermost rear part as long as it is an arc on a circle passing between the ground contact point of the rear wheel inside the turn and the left rear end.

  The area surrounded by the outer edges of the rear innermost guide indicator 47 and the rear outermost guide indicator 46 is emphasized by the outer edge portions, like the front outermost guide indicator 44 and the rear outermost guide indicator 46. As shown in the figure, gradation is applied so that it becomes darker toward the outer edge from the main point, and it is also set so that other images can be recognized even when they are translucent and overlapped with other images. The

  In FIG. 3 (b), an example of the guidance index in the case of performing reverse parallel parking on the parking frame existing in the left direction of the host vehicle has been described, but the parallel reverse parking in the right direction is selected by the parking support activation switch 3B. If it is, a guidance index that is reversed in the left-right direction with the right turning center point Pcr as the center (essential) is displayed.

  FIG. 3C is a guide index for parallel forward parking, and shows a forward own vehicle trajectory until the vehicle advances in the maximum turning state and the direction of the own vehicle changes by approximately 90 °. Specifically, the guidance index 80 represents a trajectory drawn by the front end of the host vehicle outside (right) around the turning center point Pcl on the left side of the host vehicle when traveling forward, and the guide index 81 is rearward of the host vehicle inside (left) under the same conditions. The guidance index 82 represents the front part of the host vehicle (substantially own vehicle size) at the position when the host vehicle moves forward until it changes by approximately 90 °, and the guidance index 83 advances in the same manner as the guidance index 82. It represents the side of the host vehicle (substantially own vehicle size) at the position of the vehicle, the guide indicator 84 represents the host vehicle, the outer edge portion is emphasized in a region surrounded by the guide indicators 80 to 83, and is translucent. Even when the image overlaps with another image, the other image is set to be recognizable.

  Since the guide indicator 81 indicates the passing area of the rear part of the vehicle body when turning, its outer edge may pass through the end of the vehicle body, but here it passes through the grounding point of the left rear wheel Wl for simplicity. It is supposed to be. Accordingly, if the outer edge is an arc on a circle passing between the ground contact point of the rear wheel on the inside of the turn and the left rear end, it is suitable as a guide indicator.

  Although FIG. 3C illustrates an example of the guidance index when performing forward parallel parking with respect to the parking frame existing in the left direction of the host vehicle, the parallel forward parking in the right direction is selected by the parking assistance activation switch 3B. If it is, a guidance index that is reversed in the left-right direction around the right turn center point Pcr is displayed.

  In FIG. 3, the current turning center point icon of the current turning center point (Pcr on the right side and Pcl on the left side) displayed on the screen of the monitor 8 has a circular shape with a small diameter that makes a point image. Since the shape and size of the host vehicle, the size of the guidance indicator, and the like are unique depending on the specifications of the vehicle, the image data of each icon is set in advance and stored in the memory 29.

  Returning to FIG. 1, the drawing control unit 20 </ b> B is activated when the parking assistance activation switch 3 </ b> B is turned on, and the guidance indicator for parking assistance display of the method selected by the driver is stored in the memory 29. Called out from the image data and sent to the superimposed image composition unit 13B. Furthermore, the drawing control unit 20B controls the placement of each guide indicator based on information on the current turning center point Pr.

  The superimposed image composition unit 13B is connected to the bird's-eye view image creation unit 12B and the drawing control unit 20B, creates a superimposed image in which the host vehicle icon Mc and the guidance index are superimposed on the bird's-eye view image around the host vehicle. The superimposed image is displayed.

  FIG. 4 is a flowchart showing the flow of control processing in the control unit 10B. The control procedure shown in FIG. 4 starts when the driver visually recognizes the parking frame and stops at an arbitrary position, and the parking assist activation switch 3B is turned on. The initial stop position need not be exact.

  First, in step 300, the camera 2 is started to image and the road surface is imaged.

  In step 301, the bird's-eye view image creation unit 12B creates a bird's-eye view image around the host vehicle based on the imaging signal (image signal) that has passed through the viewpoint conversion unit 11B.

  In step 302, a current turning center point Pc based on the minimum turning radius of the host vehicle at the current position is set.

  In step 303, the drawing control unit 20B reads the image data of the host vehicle icon, the guidance index selected by the driver's switch operation, and the current turning center point icon from the memory 29. In step 304, the drawing control unit 20B reads the superimposed image composition unit 13B. The icon is superimposed on the overhead view image.

  Thereby, the monitor 8 displays an icon such as the host vehicle superimposed on the overhead image around the host vehicle as an image for parking assistance.

  In step 305, it is monitored whether or not the parking assist activation switch 3B is turned off. If it is turned off, the display of the own vehicle icon and the current turning center point icon is erased in step 306, and the process is terminated. On the other hand, if the parking assist activation switch 3B is not turned off in step 305, the processing is continued.

  Since the bird's-eye view image is around the host vehicle imaged by the camera 2, it is convenient in terms of image processing to display the host vehicle icon at the center of the screen on the monitor 8, but the parking assist activation switch 3 </ b> B The surrounding image including the parking frame S in the bird's-eye view image that is first generated when the device is turned on may be fixed, and the monitor screen may be a display in which the position of the current vehicle icon relatively changes.

  As shown in the monitor screen of FIG. 6, the guide index 44 on the outermost periphery of the front part has its fan-shaped key on a straight line K passing through the ground contact points of the left and right rear wheels (Ml, Mr) of the vehicle icon Mc at the current position. The fan-shaped left side is arranged along the straight line K so as to coincide with a certain current turning center point Pr. Further, the rear outermost peripheral guide indicator 46 is arranged so that the fan-shaped key coincides with the current turning center point Pr and the fan-shaped right side is aligned with the straight line K. Since the front outermost periphery guide indicator 44 and the rear outermost periphery guide indicator 46 are translucent, the host vehicle icon Mc can be seen through.

  Next, how to use icons for each parking method will be described.

  First, with reference to FIG. 5 to FIG. 10, how to use the parking assist activation switch 3 </ b> B when the switch knob 36 for parallel reverse parking is operated will be described.

  In FIG. 5, a parking frame S is present with respect to the parking frame H (S may be a region surrounded by a parking frame line or a gap between front and rear stopped vehicles). A state in which the own vehicle (own vehicle icon Mc) stops before S is displayed on the monitor 8 in the passenger compartment as an overhead image.

  FIG. 6 shows a state in which the switch knob 36 for parallel reverse parking of the parking assist activation switch 3B is operated at the vehicle position of FIG. Specifically, since the guide indicators 44 and 46 described with reference to FIG. 3A are added to the host vehicle icon Mc, the guide indicators 44 and 46 are fixed to the host vehicle icon Mc side. In the display method in which the position of the own vehicle icon Mc in the monitor 8 does not change even if the own vehicle position changes thereafter, the position of the guidance index also does not change. Therefore, the parking frame H and the parking frame S in the monitor 8 are not changed. Etc., only the imaging side changes.

  FIG. 7 shows a state where the vehicle has moved forward from the position of FIG. 6 and moved to a position at which parallel reverse parking is started. Although it depends on the size of the parking frame S, as a guide, the boundary between the front portion and the rear portion of the guide indicator (extension line of the rear wheel axle) moves forward to a position exceeding the upper portion of the parking frame S.

  FIG. 8 shows a state in which the vehicle turns backward from the position shown in FIG. As a guide for the maximum turning backward, including the following operations, the front guide indicator 44 does not contact the upper part of the parking frame S, and the rear guide indicator 46 does not contact the left side surface of the parking frame S. Retreat to a position (angle) that can be reached by rectilinear receding to a position that satisfies the conditions.

  FIG. 9 shows a state in which the handle is returned straight from the position shown in FIG. 8 and then retracted straight. In FIGS. 5 to 9, by moving backward straight, the front guide indicator 44 comes close to the upper part of the parking frame S and the rear guide indicator 46 does not contact the left side of the parking frame. Although it has been described that both conditions approaching to the extent are established, the process shown in FIG. 7 is not necessary if the above two conditions can be satisfied with the maximum turning backward shown in FIG. It can be omitted.

  FIG. 10 shows a state in which the vehicle turns backward from the position shown in FIG. The standard of the position to move backward in the maximum steered state is a position where the angle between the host vehicle and the parking frame S is parallel and the rear part of the host vehicle does not protrude from the rear part of the parking frame S. Further, even when the vehicle is reversing, the locus drawn by the left front portion that is the outermost periphery of the host vehicle and the locus of the left rear portion (or left rear wheel portion) that is the front side in the traveling direction at the time of reversing are the same as the state shown in FIG. Therefore, as long as the parking frame S and the guide indicator 44 are not in contact with each other in FIG.

  However, for the contact between the rear part of the host vehicle and the lower part of the parking frame S, it is necessary for the driver to determine the stop position with caution. Similarly, after the parking frame S and the host vehicle become parallel, when the vehicle further moves backward, the rear portion of the host vehicle and the lower portion of the parking frame S, the left front portion of the host vehicle, and the side surface of the parking frame S Since there is a possibility of contact, it is necessary to be careful by the driver himself.

  Next, with reference to FIGS. 11 to 14, another usage when the switch knob 36 for parallel reverse parking of the parking assistance activation switch 3 </ b> B is operated in the same manner as described above will be described. 11 is the same as FIG. 6, FIG. 13 is the same as FIG. 9, and FIG. 14 is the same as FIG.

  FIG. 12 does not move from the vehicle position shown in FIG. 11 in the manner of straight forward advancement → maximum steering reverse described in FIGS. 5 to 10 above, but immediately before the parking frame S to the position shown in FIG. , Showing the vehicle moving forward while turning right. In this way, the two tasks of straight forward advance → maximum steering reverse can be replaced with one forward task while turning right, so that the operation load can be reduced. Furthermore, the maximum turning / retracting task described above has a high load especially for beginners, and if it does not work well, it can replace difficult tasks such as turning over many times with forward tasks that even beginners can easily do. The operation load can be reduced.

  Next, with reference to FIG. 15 to FIG. 20, how to use the parking assist activation switch 3 </ b> B when the switch knob 34 or 35 for parallel reverse parking is operated will be described.

  FIG. 15 shows the vehicle (own vehicle icon) in front of the parking frame 71 with respect to the parking frame 71 (which may be a region surrounded by a parking frame line or a gap between the left and right stopped vehicles). Mc) is a bird's-eye view of the state where the vehicle is stopped, and is displayed on the monitor 8 in the passenger compartment. Further, the three-dimensional obstacle 70 is a three-dimensional obstacle existing opposite to the parking frame 71, and represents, for example, a front end of a vehicle parked on a wall or the opposite parking frame.

  FIG. 16 shows a state in which the switch knob 34 for parallel reverse parking of the parking assist activation switch 3B is operated at the vehicle position of FIG. Specifically, a state in which the guidance index 47 described in FIG. 3B is added to the host vehicle icon Mc is shown.

  FIG. 17 shows a state where the vehicle has moved forward from the position of FIG. 16 and moved to a position where parallel reverse parking is started. Although it depends on the distance between the parking frame 71 and the obstacle 70, as a guide, the front guide indicator 44 does not contact the obstacle 70, and the rear guide indicator 47 inside the turning guide indicator 47 is the parking frame 71. Advance to a position that matches the left side.

  18 to 19 show a state in which the vehicle has turned backward from the position shown in FIG. As an indication of the maximum turning backward, the angle between the host vehicle and the parking frame 71 is parallel, and the rear portion of the host vehicle does not protrude from the parking frame 71. Further, even when the vehicle is reversing, the locus drawn by the right front portion that is the outermost periphery of the host vehicle and the locus of the left and right rear portions (or left and right rear wheel portions) that are the front side in the traveling direction at the time of reversing are shown in FIGS. Therefore, if the parking frame 71 and the rear guide indicators 46, 47 are not in contact with each other in FIG. .

  Although the above has been described with respect to the case where the switch knob 34 of the parking assistance activation switch 3B is operated, FIG. 20 shows the icon display when the switch knob 35 is operated. Specifically, the guide index when the switch knob 34 is operated is not right or left with reference to the central axis in the vehicle longitudinal direction. However, for vehicles in which the minimum turning radius for turning in the right direction and the minimum turning radius for turning in the left direction are different, a guide indicator for each turning direction that satisfies the conditions described in FIG. 3 is prepared individually. There is a need to.

  Next, with reference to FIG. 21 to FIG. 26, the usage when the switch knobs 32 and 33 for parallel forward parking of the parking assistance activation switch 3B are operated will be described.

  FIG. 21 shows the parking frame 71 in front of the parking frame 71 with respect to the farthest parking frame 71 (which may be a region surrounded by a parking frame line or a gap between a parked vehicle and an obstacle). The vehicle (own vehicle icon Mc) is displayed on the monitor 8 in the passenger compartment as a bird's-eye view of how the vehicle is stopped. Further, the three-dimensional obstacle 70 is the same as described above.

  FIG. 22 shows a state where the switch knob 32 for parallel forward parking of the parking assist activation switch 3B is operated at the vehicle position of FIG. Specifically, the guidance index described with reference to FIG. 3C is added to the host vehicle icon Mc.

  FIG. 23 shows a state where the vehicle has moved forward from the position of FIG. 22 and moved to a position where parallel forward parking is started. Although it depends on the distance between the parking frame 71 and the obstacle 70, the guide indices 82 and 83 of the vehicle size at the front end of the guide index do not contact the left and right frame lines of the parking frame 71, and the front guide The index 80 moves forward to a position where it does not contact the obstacle 70.

  24 to 25 show a state in which the vehicle has advanced from the position shown in FIG. As a guide for the maximum turning forward, it is a position where the angle between the host vehicle and the parking frame 71 becomes parallel. That is, it is the position until the host vehicle reaches the position of the guide indexes 82 and 83 of approximately the size of the host vehicle at the tip of the guide index set on the parking frame 71 in FIG.

  Further, when moving forward, the locus drawn by the right front portion, which is the outermost periphery of the host vehicle, and the positional relationship with the obstacle 70 are the same in the states of FIGS. 23, 24 and 25. If the obstacle 70 and the guide indicator 80 are not in contact with each other, the obstacle 70 will not come into contact with the vehicle even if it is steered forward.

  Although the above has been described with respect to the case where the switch knob 32 of the parking assistance activation switch 3B has been operated, FIG. 26 shows an icon display when the switch knob 33 is operated. Specifically, the guide index when the switch knob 32 is operated is not right or left with reference to the center axis in the vehicle front-rear direction. However, for vehicles in which the minimum turning radius for turning in the right direction and the minimum turning radius for turning in the left direction are different, a guide indicator for each turning direction that satisfies the conditions described in FIG. 3 is prepared individually. There is a need to.

  As shown in FIG. 56A of Example 4 described later, in the guide index for parallel reverse parking, on the screen of the monitor 8, the corners of the frame line H on the front end side of the parking frame S and the outermost periphery of the front portion. If the guide indicator 44 interferes, or if the host vehicle interferes with the side wall of the parking frame S and the rear outermost guide indicator 46 as shown in FIG. Since it can be grasped that the vehicle moves backward in the maximum steered state and interferes with the corner portion of the frame line H or the side wall of the parking frame S, it moves forward again and turns back (turns back to the position) so that both guide indicators do not contact.

  Similarly, as shown in FIG. 27, in the guide indicator for parallel reverse parking, when the front guide indicator 44 interferes with a parked vehicle (not shown) or an obstacle 70, or the rear guide indicator. When 46 and 47 interfere with a parked vehicle (not shown) or straddle the parking frame line, it can be easily grasped that the parking frame 71 cannot be accommodated from the current position.

  On the other hand, in the guide index for parallel forward parking shown in FIG. 28, when the front guide index 44 interferes with a parked vehicle (not shown) or an obstacle 70, the parking frame 71 is moved from the current position. It is possible to easily grasp that it cannot be accommodated.

  As explained above, since it is easy to grasp that it is impossible to park without interfering with other vehicles and surrounding obstacles from the current position, the position where the maximum turning is started is shifted, and each guide indicator The driver himself changes the parking strategy (parking method) so that the vehicle moves to a position where the vehicle does not interfere with the obstacle.

  In the first embodiment, step 301 in the flowchart of FIG. 4 constitutes an overhead image creation means, steps 303 and 304 constitute superimposing image composition means, and the monitor 8 corresponds to display means.

  The first embodiment is configured as described above, and displays the situation around the host vehicle captured by the camera 2 on the monitor 8 as a bird's-eye view image viewed from directly above, and the right side with the minimum turning radius of the host vehicle Mc at the current position. The current turning center point Pc on the approach road side is obtained, and the guide indicators 44, 46, 47, 80 to 84 having the fan-shaped key points at the current turning center point Pc are appropriately selected according to the parking method. Then, since it is displayed superimposed on the overhead image, it can be easily confirmed on the screen of the monitor 8 whether or not it is possible to enter the parking frame S without interference with others. Thus, the driver can easily park the vehicle by selecting and referring to a guide indicator of an appropriate guide indicator according to the parking method such as parallel or parallel. Therefore, in the apparatus according to the first embodiment, parking assistance can be accurately and sufficiently performed for the driver.

  Next, Example 2 of the present invention will be described.

  FIG. 29 is a block diagram illustrating the configuration of the parking assistance apparatus according to the second embodiment.

  The control unit 10C of the parking assist device 1C employed in the second embodiment is replaced with the parking frame detection unit 14, the parking frame contact detection unit 40, and the drawing control unit 20B with respect to the control unit 10B in the first embodiment. The difference is that the drawing control unit 20C is provided.

  In addition to the host vehicle icon Mc and the various guidance indicators (44, 46, 47, 80 to 84) described in the first embodiment, the memory 29 stores each of the current turning center point icons 56 used in the second embodiment. Image data is stored. The image data of each icon is set in advance and stored in the memory 29.

  The parking frame detection unit 14 is connected to the bird's-eye view image creation unit 12B, performs image processing on the bird's-eye view image, extracts the frame line H, and detects the parking frame S partitioned by the frame line H.

  The parking frame contact detection unit 40 is connected to the parking frame detection unit 14 and the memory 29, and the parking frame S detected by the parking frame detection unit 14 includes a part of the host vehicle icon Mc displayed in the overhead image. Is detected and transmitted to the drawing control unit 20C.

  The drawing control unit 20C is activated when the parking assistance activation switch 3B is turned on, sends image data stored in the memory 29 to the superimposed image synthesis unit 13B, and controls the arrangement of icons based on the image data. Further, when the parking frame contact detection unit 40 detects contact between the host vehicle icon Mc and the parking frame S, the drawing control unit 20C displays a part of the guide index in front of the host vehicle from the screen display of the monitor 8. delete.

  Other configurations are the same as those of the first embodiment shown in FIG.

  FIG. 30 is a flowchart showing the flow of control processing in the control unit 10C.

  First, in step 400, the camera 2 is started to image and the road surface is imaged.

  In step 401, the bird's-eye view image creation unit 12B creates a bird's-eye view image around the host vehicle based on the imaging signal (image signal) that has passed through the viewpoint conversion unit 11B.

  In step 402, the parking frame detection unit 14 detects the parking frame S by performing image processing on the overhead image.

  In step 403, a current turning center point Pr on the right side based on the minimum turning radius of the host vehicle at the current position is set.

  In step 404, the drawing control unit 20C reads out the host vehicle icon Mc, the guidance index selected by the driver's switch operation, and the image data of the current turning center point icon 56 from the memory 29, and in step 405, the superimposed image synthesis unit 13B. The icon is superimposed on the overhead image. Thereby, the monitor 8 displays an icon such as the host vehicle superimposed on the overhead image around the host vehicle as an image for parking assistance.

  In step 406, the positional relationship between the parking frame S detected in step 402 and the host vehicle icon Mc superimposed in step 405 is monitored, and a part of the host vehicle icon Mc enters between the left and right lines of the parking frame S. Judge whether or not (contact). As a result of the determination, if the host vehicle icon Mc is in contact with the parking frame S, the process proceeds to step 407, and if not, step 406 is repeated to monitor the contact between the two.

  In step 407, since a part of the host vehicle is in the parking frame S, the guide indicator (44 or 82, 83, 84) for which confirmation of contact with the surroundings is unnecessary is deleted from the display of the monitor 8.

  In step 408, it is monitored whether or not the parking assistance activation switch 3B is turned off. If it is turned off, the display of the host vehicle icon Mc and the current turning center point icon 56 is erased in step 409, and the process is terminated. On the other hand, if the parking assist activation switch 3B is not turned off in step 408, the processing is continued.

  Next, with reference to FIG. 31 to FIG. 33, how to use the parking assist start switch 3B when the switch knob 34 for parallel reverse parking is operated will be described.

  First, after going through the same state as shown in FIGS. 15 to 17, FIG. 31 shows the parking frame (rectangle formed by the left and right parking frame lines) detected by the parking frame detection unit 14 from the position of the host vehicle, The state which the vehicle icon Mc contacted is shown. That is, the parking frame contact detection unit 40 detects that the straight line connecting the left and right parking frame line ends of the parking frame 71 and the host vehicle icon Mc are in contact (or the predetermined number of pixels exceeds the straight line). It is in the state.

  FIG. 32 shows the same vehicle position as in FIG. 31, but with the front guide indicator 44 removed from the monitor display. Because the rear part of the host vehicle has entered between the left and right parking frame lines, the front guidance indicator 44 that has been noted until then is in a state where an obstacle has been passed. Therefore, attention resources should be invested in subsequent operations. For the purpose of focusing on the rear guide indicator 46 as a location, the front guide indicator 44 is erased from the display, and only the rear guide indicator 46 is displayed.

  FIG. 33 shows a state in which the vehicle further stops from the position of FIG. 32 in parallel with the parking frame line.

  Next, with reference to FIG. 34 to FIG. 37, how to use the parking assist activation switch 3B when the switch knob 32 for parallel forward parking is operated will be described.

  First, after going through the same state as shown in FIGS. 21 to 23, FIG. 34 advances from the own vehicle position shown in FIG. 21, and the parking frame detected by the parking frame detection unit 14 (from the left and right parking frame lines). A rectangle) and the vehicle icon Mc are in contact with each other. That is, the parking frame contact detection unit 40 detects that the straight line connecting the left and right parking frame line ends of the parking frame 71 and the host vehicle icon Mc are in contact (or the predetermined number of pixels exceeds the straight line). It is in the state.

  FIG. 35 shows the same vehicle position as in FIG. 34, but the front guide indicators 82, 83, 84 are erased from the monitor display, and the guide indicators 80, 81 displayed by broken lines at the end of the host vehicle are displayed as solid lines. The guide indicators 90 and 91 are changed.

  As for the guide indicator for parallel forward parking, since the vehicle has a large shape at the tip, the large vehicle guide indicators 82 to 84 set in the parking frame 71 also move as the host vehicle moves forward and stop. The part becomes difficult to understand. Therefore, the guide indicators 90 and 91 serving as trajectory lines for confirming contact with an obstacle when moving forward are left on the monitor display, and the guide indicators 82 to 84 that cause the stop position to be difficult to understand are deleted from the monitor display. To do.

  FIG. 36 and FIG. 37 show the state where the own vehicle position is not displayed, although the vehicle position is the same as that of FIG. 24 and FIG. 25.

  The second embodiment is configured as described above, and displays the surrounding situation of the host vehicle captured by the camera 2 on the monitor 8 as an overhead image viewed from directly above, and the right side (minimum turning radius of the host vehicle at the current position) Since the current turning center point Pr on the approach road side) is obtained and various guidance indicators with the fan-shaped key points at the current turning center point Pr are superimposed on the overhead image and displayed on the overhead image, the parking frame S can be It can be easily confirmed on the screen of the monitor 8 whether or not the vehicle can enter without interference.

  Thus, the driver can easily park the vehicle by selecting and referring to an appropriate guide index of the guide index corresponding to the parking mode such as parallel or column. Therefore, in the apparatus according to the second embodiment, parking assistance can be accurately and sufficiently performed for the driver.

  In addition, by detecting the position of the parking frame and monitoring whether or not the own vehicle icon is in contact with the parking frame, it is possible to make the driver recognize the situation where the own vehicle moves to the parking frame accurately and in detail. It becomes possible, and the parking support capability can be improved.

  Furthermore, in the process of parking assistance, by eliminating unnecessary guidance indicators from the monitor screen, it is possible to concentrate the driver's attention on the guidance indicators that are displayed on the monitor screen and are useful for future parking assistance. Thus, the parking support ability can be improved.

  Next, Embodiment 3 of the present invention will be described.

  FIG. 38 is a block diagram illustrating the configuration of the parking assistance apparatus according to the third embodiment.

  The control unit 10D of the parking assist device 1D employed in the third embodiment is different from the control unit 10B in the first embodiment in place of the steering angle sensor 4, the maximum steering determination unit 23, and the drawing control unit 20B. The difference is that a drawing control unit 20D is provided.

  The steering angle sensor 4 is attached to a steering shaft (not shown) and detects the steering direction and steering angle of the steering wheel.

  The steering angle sensor 4 is connected to the maximum steering determination unit 23, detects that the steering wheel is fully turned to the right or left, and transmits it to the drawing control unit 20D.

  The drawing control unit 20D is activated when the parking assistance activation switch 3B is turned on, and sends the image data stored in the memory 29 to the superimposed image composition unit 13B and controls the arrangement of icons based on the image data.

  Further, when the maximum steering determination unit 23 detects that the steering wheel is steered to the right or fully left, a part of the guidance index in front of the host vehicle is erased from the monitor 8.

  Other configurations are the same as those of the first embodiment shown in FIG.

  FIG. 39 is a flowchart showing the flow of control processing in the control unit 10D.

  First, in step 500, the camera 2 is started to image and the road surface is imaged.

  In step 501, the bird's-eye view image creation unit 12B creates a bird's-eye view image around the host vehicle based on the imaging signal (image signal) that has passed through the viewpoint conversion unit 11B.

  In step 502, the current turning center point Pr on the right side based on the minimum turning radius of the host vehicle at the current position is set.

  In step 503, the drawing control unit 20D reads out the host vehicle icon, the guidance index selected by the driver's switch operation, and the image data of the current turning center point icon 56 from the memory 29. In step 504, the drawing control unit 20D On the other hand, the icon is superimposed on the overhead image. Thereby, the monitor 8 displays an icon such as the host vehicle superimposed on the overhead image around the host vehicle as an image for parking assistance.

  In step 505, the maximum steering determination unit 23 monitors the output of the steering angle sensor 4.

  In step 506, the maximum steering determination unit 23 determines whether or not the steering wheel is steered to the right or fully left. If the maximum turning is detected as a result of the discrimination, the process proceeds to step 507. If the maximum turning is not detected, step 506 is repeated to monitor the operation to the maximum turning.

  In step 507, the guidance index (82, 83, 84) is set to the parking frame 71 to be parked and the confirmation of contact with the surroundings is not necessary because the maximum steering operation toward the parking frame 71 is performed. Disappears from the monitor display.

  In step 508, it is monitored whether or not the parking assistance activation switch 3B is turned off. If it is turned off, the display of the host vehicle icon Mc and the current turning center point icon 56 is erased in step 509, and the process is terminated. On the other hand, if the parking assist activation switch 3B is not turned off in step 508, the processing is continued.

  Next, with reference to FIGS. 40 to 43, a description will be given of how to use the parking assist activation switch 3B when the switch knob 32 for parallel forward parking is operated.

  First, after passing through the same state as shown in FIGS. 21 to 22, FIG. 40 shows a state where the steering wheel is advanced from the position shown in FIG.

  41 is the same as the vehicle position shown in FIG. 40, but the steering wheel is turned to the left when the vehicle is stopped at the position shown in FIG. 40, that is, the maximum turning judgment unit 23 that monitors the steering angle sensor 4 performs the maximum turning. The state which detected that it is a rudder is shown. The drawing control unit 20D that has detected the maximum steering turns off the guide indicators 82, 83, and 84 of the vehicle size at the front end of the front guide indicator from the monitor display, and displays the guide indicators at the end of the host vehicle in broken lines. The guide indicators 80 and 81 are changed to the guide indicators 90 and 91 displayed in solid lines.

  As for the guide indicator for parallel forward parking, the size of the host vehicle is large at the tip, so the guide indicator of the host vehicle size set in the parking frame moves as the host vehicle moves forward, and the stop part is unknown. It becomes easy. In the second embodiment, the target position of the host vehicle is moved even though the host vehicle icon Mc is in contact with the parking frame line and the final parking position is set. Moved and was bothersome.

  Therefore, in the third embodiment, the guide indicators 90 and 91 for confirming contact with an obstacle during forward movement are left on the monitor display, and the own vehicle large guide indicator 80 to cause the stop position to be difficult to understand. 84 was deleted from the display screen of the monitor 8.

  FIG. 42 is the same as FIG. 36 and FIG. 43 is the same as FIG.

  The third embodiment is configured as described above, and displays the surrounding situation of the host vehicle captured by the camera 2 on the monitor 8 as an overhead image viewed from directly above, and the right side with the minimum turning radius of the host vehicle Mc at the current position. Since the current turning center point Pr on the (entrance road side) is obtained and the guidance index is superimposed on the overhead image and displayed on the overhead image, it is monitored whether or not the parking frame S can be entered without interference with others. Eight screens can be easily confirmed.

  Thus, the driver can easily park the vehicle by selecting and referring to an appropriate guide index of the guide index corresponding to the parking mode such as parallel or column. Therefore, in the apparatus according to the third embodiment, parking assistance can be accurately and sufficiently performed for the driver.

  In addition, the maximum steering is determined based on the steering angle of the vehicle, and the guidance index that is unnecessary for future parking support is deleted from the monitor screen based on the determination result. It is possible to concentrate the driver's attention on the guidance index required for parking support, and the parking support capability can be improved.

  Next, a fourth embodiment of the present invention will be described.

  FIG. 44 is a block diagram illustrating the configuration of the parking assistance apparatus 1 according to the fourth embodiment.

  The parking support apparatus 1 is configured with a camera 2 (2a, 2b, 2c, 2d), a parking support start switch 3, a rudder angle sensor 4, an inhibitor switch 5, a yaw rate sensor 6, a wheel speed sensor 7, and a monitor. 8 and a speaker 9 are connected to support parallel parking in particular.

  The camera 2 includes a plurality of cameras installed at four corners or four sides of the vehicle, images a road surface within a predetermined distance range around the host vehicle, for example, a range of 5 m, and outputs an imaging signal to the control unit 10.

  The steering angle sensor 4 is attached to a steering shaft (not shown) and detects the steering direction and steering angle of the steering wheel.

  The inhibitor switch 5 detects the shift position in conjunction with the operation of a shift lever (not shown).

  The yaw rate sensor 6 detects the angle change speed of the vehicle longitudinal axis when the host vehicle turns.

  The wheel speed sensor 7 is installed around the wheel or the propeller shaft and detects the wheel rotation speed. Based on the output of the wheel speed sensor 7, it is possible to determine whether the host vehicle is moving forward or backward, and the traveling distance.

  The monitor 8 is installed on the instrument panel, and the speaker 9 is installed in the passenger compartment, and the support information is displayed as an image and output as sound by the output of the control unit 10, respectively. As the monitor 8, a liquid crystal or a CRT can be selected as appropriate.

  The control unit 10 includes a CPU having an internal memory and has the following functional parts.

  That is, the viewpoint conversion unit 11 converts the image frame by the image signal from the camera 2 into an image signal in which the pixels are rearranged so that the image frame from the viewpoint with the camera optical axis perpendicular to the road surface.

  The bird's-eye view image creation unit 12 synthesizes images based on the image signals converted from the viewpoints of the respective cameras 2 and creates a bird's-eye view image around the host vehicle viewed from directly above the host vehicle.

  FIG. 45 shows an example of an overhead image when there is a frame line H that partitions the parking frame S on the side of the host vehicle.

  In addition, the present Example 4 demonstrates the case where it is going to park in the left parking frame with respect to the advancing direction of the own vehicle.

  The frame line H symbolizes and shows the parking frame line which shows the arrangement of the parking frames S, the wall surface, or the row | line | column of a parked vehicle. A region indicated by a broken line is a position of the host vehicle, and a host vehicle icon to be described later is superimposed thereon.

  The bird's-eye view image around the host vehicle is sent to the superimposed image composition unit 13.

  A parking frame detection unit 14 is connected to the bird's-eye view image creation unit 12, image processing is performed on the bird's-eye view image, the frame line H is extracted, and the parking frame S partitioned by the frame line H is detected.

  The parking position setting unit 15 sets a final parking position where the host vehicle should finally be positioned within the detected parking frame S. Here, the final parking position is such that the rear end of the vehicle body is located at, for example, 10 to 20 cm from the rear end of the parking frame with respect to the vehicle longitudinal axis of the host vehicle, and the vehicle longitudinal axis is located at the center of the width of the parking frame S. Is set to let

  46, the final turning center setting unit 16 sets the final turning center point Pf based on the minimum turning radius of the host vehicle (Mf) at the final parking position, that is, when it is finally located in the parking frame S. . The final turning center point Pf is located on the extension line of the rear wheel axle of the host vehicle, and is located on a straight line passing through the ground contact points of the left and right rear wheels Wl and Wr on the road surface.

  Further, a turning center detection unit 18 is connected to the bird's-eye view image creation unit 12 via a vehicle position detection unit 17.

Although the current position of the host vehicle is the reference position of the overhead view image, the host vehicle position detection unit 17 determines the position of the host vehicle that moves when the final turning center point is a reference and the position of the current turning center point. A relative position of the host vehicle with respect to the upper final turning center point is detected.

  As shown in FIG. 46, the turning center detection unit 18 detects the current turning center point Pcr on the right side based on the minimum turning radius of the host vehicle (Mc) at the current position.

  The current turning center point Pcr is also located on a straight line passing through the ground contact points of the left and right rear wheels of the host vehicle.

  The turning angle calculation unit 19 transfers information of the final turning center point Pf and the current turning center point Pcr to the drawing control unit 20, and, as shown in FIG. 46, a straight line connecting the final turning center point Pf and the current turning center point Pcr. 50 ′ is calculated, an angle difference α between the straight line 50 ′ and the vehicle longitudinal axis CL of the host vehicle at the current position is obtained and output to the yaw angle change monitoring unit 21.

  The memory 29 displays image data of the own vehicle, the vehicle longitudinal axis of the host vehicle, the front outermost shield and the rear outermost shield, and the icons of the final turning center point and the current turning center point displayed on the monitor 8. Stored.

  FIG. 47 shows an example of icons based on these image data.

  The vehicle longitudinal axis icon 51 is a straight line passing through the vehicle width center position of the host vehicle M, as shown in FIG.

  As shown in (b), the front outermost guide indicator 44 is 1 / of a turning circle trajectory passing through the left front end of the vehicle body of the host vehicle M, centered on the turning center point pr on the right side of the host vehicle. It has a fan shape with 4 arcs as outer edges.

  As shown in (c), the rear outermost periphery guide index 46 is a fan having the same turning center point pr as the center (required) and having a quarter arc of a turning circle trajectory passing through the rear end of the vehicle as an outer edge. It has a shape.

  Since the rear outermost guide indicator 46 indicates the passing area of the rear part of the vehicle body when turning, its outer edge passes through the left rear end of the vehicle body in the same manner as the front outermost guide indicator 44. However, for the sake of simplicity, it is assumed to pass through the grounding point of the left rear wheel Wl. Therefore, if the outer edge is an arc on a circle passing between the ground contact point of the rear wheel outside the turn and the left rear end, it is suitable as a guide indicator for the outermost rear part.

  The front outermost guide indicator 44 and the rear outermost guide indicator 46 are each provided with a gradation so that the outer edge portion is emphasized so as to become deeper toward the outer edge, and is translucent. Even when the image overlaps with another image, the other image is set to be recognizable.

  The final turning center point icon 54 and the current turning center point icon 56 (see FIG. 51) each have a circular shape with a small diameter that makes a point image.

  Since the shape and size of the host vehicle, the size of the guidance indicator, and the like are unique depending on the specifications of the vehicle, the image data of each icon is set in advance and stored in the memory 29.

  Returning to FIG. 44, the drawing control unit 20 is activated when the parking assistance activation switch 3 is turned on, and sends the image data of the icon stored in the memory 29 to the superimposed image synthesis unit 13 and the turning angle calculation unit 19. The placement of each icon is controlled based on the information about the final turning center point and the current turning center point input via.

  The superimposed image composition unit 13 is connected to the bird's-eye view image creation unit 12, the drawing control unit 20, and a message control unit 30 described later. Are superimposed and the monitor 8 displays the superimposed image.

  The yaw angle change monitoring unit 21 monitors the angular relationship between the straight line 50 ′ obtained by the turning angle calculation unit 19 and the vehicle longitudinal axis CL of the host vehicle based on outputs from the yaw rate sensor 6 and the wheel speed sensor 7. Then, the timing at which the angle of the straight line 50 ′ and the vehicle longitudinal axis CL in the superimposed image coincides with the movement of the host vehicle is monitored.

  The icon state determination unit 22 determines whether the final turning center point icon 54 arranged at the final turning center point Pf and the current turning center point icon 56 arranged at the current turning center point Pcr in the superimposed image overlap each other. It is determined whether or not the host vehicle icon Mc at the current position overlaps the host vehicle icon Mf. The icon state determination unit 22 also determines a contact state between the front outermost shield and the rear outermost guide indicators 44 and 46 and the frame line H at a predetermined timing.

  The monitoring and determination detection results in the yaw angle change monitoring unit 21 and the icon state determination unit 22 are sent to the message control unit 30.

  The maximum steering determination unit 23 monitors the output of the rudder angle sensor 4 and determines the maximum steering state, that is, the state in which the vehicle can move forward or backward with the minimum turning radius and the direction of the steering. The determination result is sent to the control unit 30.

  The message control unit 30 determines the angle relationship by the yaw angle change monitoring unit 21, the icon state by the icon state determination unit 22, whether the maximum steering determination unit 23 is in the maximum turning state, the shift position from the inhibitor switch 5, and the like. Based on this, a support message as support information is sent to the superimposed image composition unit 13 at a predetermined timing, and the support message is superimposed on the image of the monitor 8. The message control unit 30 also sends a support message suitable for voice presentation to the speaker 9 for voice output.

  In the following description, the support message is simply referred to as a message throughout the present embodiment.

  48, 49 and 50 are flowcharts showing the flow of control processing in the control unit 10. FIG.

  The control is started when the driver visually recognizes the parking frame, stops at a position where the rear portion of the vehicle is near the front end of the parking frame, and the parking assist activation switch 3 is turned on. The initial stop position need not be exact.

  First, in step 100, the camera 2 is started to image and the road surface is imaged.

  In step 101, the bird's-eye view image creation unit 12 creates a bird's-eye view image around the host vehicle based on the imaging signal (image signal) that has passed through the viewpoint conversion unit 11.

  In step 102, the parking frame detection unit 14 detects the parking frame S by performing image processing on the overhead image.

  Subsequently, in step 103, the parking position setting unit 15 sets the final parking position in the parking frame S.

  In step 104, the final turning center setting unit 16 sets the final turning center point Pf on the right side (entrance road side) of the vehicle based on the minimum turning radius at the final parking position in the detected parking frame S.

  In step 105, the own vehicle position detecting unit detects the position of the own vehicle with respect to the final turning center point Pf, and in step 106, the turning center detecting unit 18 determines the current turning on the right side based on the minimum turning radius of the own vehicle at the current position. A center point Pcr is set.

  In step 107, as shown in FIG. 46, the turning angle calculation unit 19 calculates a straight line 50 'passing through the final turning center point Pf and the current turning center point Pcr, and the vehicle longitudinal axis of the host vehicle at the current position. The angle difference α from CL is calculated. FIG. 46 shows the host vehicle (Mc) having the same shape as the icon for easy understanding.

  In step 108, the drawing control unit 20 reads the image data of the host vehicle icon, the vehicle longitudinal axis icon, the final turning center point icon, and the current turning center point icon from the memory 29. The icon is superimposed on the overhead view image. Further, a guide straight line 50 connecting the final turning center point Pf and the current turning center point Pcr is superimposed. Thereby, the monitor 8 displays an icon such as the host vehicle superimposed on the overhead image around the host vehicle as an image for parking assistance.

  FIG. 51 shows a screen display of the monitor 8 at this time.

  That is, in the bird's-eye view image showing the parking frame S partitioned by the frame line H, the vehicle icon Mc at the current position is displayed as shown by the solid line, and the vehicle is positioned at the final parking position of the parking frame S. The own vehicle icon Mf is displayed with a broken line.

  A vehicle longitudinal axis icon 51 is superimposed on the host vehicle icon Mc at the current position.

  The host vehicle icon Mf located at the final parking position may be displayed in a thin line or at a low concentration so as to be distinguishable from the host vehicle icon Mc at the current position in addition to the illustrated broken line.

  Then, the current turning center point icon 56 is displayed at the current turning center point Pcr on the right side with the minimum turning radius of the own vehicle icon Mc at the current position, and the own vehicle icon Mf when it is assumed to be located at the final parking position. The final turning center point icon 54 is displayed at the right final turning center point Pf at the minimum turning radius of the current turning point, and the current turning center point icon 56 and the final turning center point icon 54 are connected by a guide straight line 50.

  If the turning center point icons 54 and 56 are connected to the rear wheels of the host vehicle icons Mf and Mc by broken lines or the like as shown in the figure, it is easy to understand that the turning center point icon is the turning center point.

  In subsequent step 110, the message control unit 30 outputs a voice message “Please stop” from the speaker 9. Simultaneously with the voice message, a text message having the same meaning is displayed on the screen of the monitor 8 via the superimposed image synthesis unit 13.

  In the following description, the monitor 8 and the speaker 9 that are output destinations of the message are not particularly referred to individually, but simply described as “to output a message”.

  In step 111, when the yaw angle change monitoring unit 21 checks the output of the wheel speed sensor 7 and confirms that the host vehicle is stopped, the yaw angle change monitoring unit 21 notifies the message control unit 30 accordingly.

  The yaw angle change monitoring unit 21 holds the angle difference α between the straight line 50 ′ calculated by the turning angle calculation unit 19 and the vehicle longitudinal axis CL at this time.

  In step 112, the message control unit 30 deletes the message output in step 110 and outputs a message indicating that the maximum right steering should be performed, such as “Please turn the steering wheel to the right”.

  In step 113, the message control unit 30 checks whether or not the host vehicle is in the leftward maximum steering state based on the output from the maximum steering determination unit 23.

  When the above check is repeated and the maximum steering state is reached, the process proceeds to step 114 where the message control unit 30 deletes the previous message from the monitor 8 and outputs a message “go forward”.

  In response to these messages, the driver moves his vehicle forward with maximum right steering. On the monitor screen, the driver can confirm that the direction of the vehicle longitudinal axis icon 51 of the own vehicle approaches the guide straight line 50 between the current turning center point icon 56 and the final turning center point icon 54.

In step 115, the yaw angle change monitoring unit 21 time-integrates the angular velocity output from the yaw rate sensor 6 to obtain the angle change amount of the vehicle longitudinal axis CL of the host vehicle, and the angle change amount causes the host vehicle to stop. It is checked whether or not the angle difference α held at the time is reached (angle difference at the current position = 0).

  The above check is repeated until the angle change amount due to the forward movement reaches the angle difference. When the angle change amount matches the angle difference, the process proceeds to step 116.

  The display on the monitor screen at this time is as shown in FIG.

  Since the bird's-eye view image is around the host vehicle imaged by the camera 2, it is convenient in terms of image processing to display the host vehicle icon Mc at the center of the screen on the monitor 8. The surrounding image including the parking frame S in the bird's-eye view image that is first generated when is turned on may be fixed, and the monitor screen may be a display in which the position of the current vehicle icon Mc is relatively changed.

  In FIG. 52, the surrounding image is shown fixed for easy understanding on the monitor screen of FIG. The same applies throughout the embodiments.

  In step 116, the message control unit 30 deletes the message output in step 113 and outputs a “Please stop” message.

  In the next step 117, when the yaw angle change monitoring unit 21 checks the output of the wheel speed sensor 7 and confirms that the host vehicle is stopped, the yaw angle change monitoring unit 21 notifies the message control unit 30 accordingly.

  In response to this, in step 118, the message control unit 30 deletes the message output in step 116, and displays a message indicating that the vehicle should retreat after neutral steering, such as “Please move the steering wheel to the neutral position”. Output.

  At this time, the guide straight line 50 superimposed on the screen of the monitor 8 serves as an index in the backward direction.

  In step 119, the message control unit 30 checks whether the shift position of the R range (reverse) is selected from the output of the inhibitor switch 5.

  When the R range is selected and the host vehicle moves backward, as shown in FIG. 53, the current turning center point Pcr approaches the final turning center point Pf, and the final turning center point Pf (final turning center point icon 54) and the current turning center point Pf. The guide straight line 50 connecting the turning center point Pcr (current turning center point icon 56) becomes shorter on the overhead image.

  When the above check is repeated and the R range is selected, the process proceeds to step 120, and the message control unit 30 outputs the current turning center point icon 56 in the superimposed image to the final turning center point icon 54 by the output of the icon state determining unit 22. Check if it overlaps.

  If the current turning center point icon 56 and the final turning center point icon 54 overlap with each other, it means that the current turning center point Pcr and the final turning center point Pf overlap, and from this position, a minimum rotation around the final turning center point Pf. If you turn around the radius, you can reach the final parking position.

  The above check is repeated until the current turning center point icon 56 overlaps the final turning center point icon 54. When both icons overlap as shown in FIG. 54, in step 121, the message control unit 30 outputs in step 118. Turn off the message and output the message “Please stop”.

  In step 122, the drawing control unit 20 displays the vehicle longitudinal axis icon 51 and the final turning center point icon 54 in response to the output from the icon state determination unit 22 that the icons 54 and 56 overlap. Turn off. Note that the guide straight line 50 also disappears when both icons overlap.

  Subsequently, in step 123, the drawing control unit 20 reads the image data of the front outermost periphery guide indicator 44 and the rear outermost periphery guide indicator 46 from the memory 29, and in step 124, confirms the presence or absence of interference with the surroundings of the parking frame S. Therefore, the superimposed image composition unit 13 is caused to superimpose an icon on the overhead image.

  Here, as shown in the monitor screen of FIG. 55, the front outermost periphery guide indicator 44 is the current fan-shaped key on the straight line K passing through the ground contact points of the left and right rear wheels of the vehicle icon Mc at the current position. The fan-shaped left side is arranged along the straight line K so as to coincide with the turning center point Pcr. Further, the rear outermost periphery guide indicator 46 is arranged so that the fan-shaped key coincides with the current turning center point Pcr, and the fan-shaped right side is aligned with the straight line K.

  Since the front outermost periphery guide indicator 44 and the rear outermost periphery guide indicator 46 are translucent, the vehicle icons Mc and Mf can be seen through.

  In the next step 125, the icon state determination unit 22 determines whether the frame line H that defines the parking frame S interferes with (overlaps) the front outermost periphery guide indicator 44 or the rear outermost periphery guide indicator 46. The determination result is output to the message control unit 30.

  As shown to (a) of FIG. 56, when the corner | angular part of the frame line H in the front end side of the parking frame S interferes with the guidance parameter | index 44 of the front outermost periphery, or the own vehicle Mc is shown on the monitor screen. Although the current turning center point icon 56 and the final turning center point icon 54 overlap with each other due to reasons such as not moving in parallel with the guide straight line 50, the current turning center point Pcr deviates from the final turning center point Pf. As shown in b), when the side wall of the parking frame S and the rear outermost peripheral guide indicator 46 interfere with each other, the process proceeds to step 134 and the message control unit 30 outputs the message output in step 121. Is turned off, and a message indicating that parking guidance is not possible is output, such as “This parking frame cannot be used for parking guidance”.

  Thereafter, the process proceeds to Step 135 described later.

  On the other hand, if it is determined in step 125 that neither the front outermost guide indicator 44 nor the rear outermost guide indicator 46 interferes with the frame H as shown in FIG.

  In step 126, the message control unit 30 deletes the message output in step 121 and outputs a message indicating that the maximum right steering should be performed, such as “Please turn the steering wheel all the way to the right”.

  In step 127, the message control unit 30 checks whether or not the host vehicle is in the maximum steering state in the right direction based on the output from the maximum steering determination unit 23.

  When the above check is repeated and the maximum turning state is reached, the process proceeds to step 128 where the message control unit 30 deletes the message output in step 126 from the monitor 8 and outputs the message “Please retreat”. . At the same time, in step 129, based on an instruction from the message control unit 30, the drawing control unit 20 displays the front outermost guide indicator 44 and the rear outermost guide indicator 46 on the superimposed image composition unit 13. To turn off.

  In step 130, the message control unit 30 checks whether or not the R range (reverse) shift position is selected again from the output of the inhibitor switch 5.

  When the R range is selected and the vehicle moves backward, the host vehicle approaches the final parking position in the parking frame S.

  After the above check is repeated and the R range is selected, in step 131, the message control unit 30 checks whether the host vehicle is located at the final parking position based on the output of the icon state determination unit 22.

  Since the host vehicle icon Mc entering the parking frame S is displayed on the monitor 8 as the vehicle moves backward, the driver can see the broken host vehicle located in the parking frame S as shown in FIG. It can be known from the monitor display in which the solid vehicle icon Mc overlaps the icon Mf that the final parking position of the parking frame S has been reached.

  When the host vehicle reaches the final parking position, in step 132, the message control unit 30 deletes the message output in step 128 from the monitor 8 and outputs a message “parking is completed”.

  At this time, the display color of the host vehicle icon Mc may be changed or blinked.

  Thereafter, the routine proceeds to step 133, where it is checked whether or not the shift position of the P range (parking) has been selected. This confirms that the driver has stopped the vehicle.

  After step 133 is repeated until the P range is selected, in step 135, the message control unit 30 controls the superimposed image composition unit 13 to turn off the entire display on the monitor 8, and the process is terminated.

  Further, when the parking assistance activation switch 3 is turned off at any stage of the above flow, the processing is stopped and the parking assistance control is ended.

  In the fourth embodiment, step 101 in the flowcharts of FIGS. 48 to 50 constitutes an overhead image creating means in the invention, step 102 is a parking frame detecting means, step 103 is a final parking position setting means, and step 104. Are the first turning point setting means, step 105 is the current position detecting means, and step 106 is the second turning point setting means.

  The final turning center point corresponds to the first turning point, and the current turning center point corresponds to the second turning point.

  The guide straight line 50 corresponds to a straight line passing through the first turning point and the second turning point, and the vehicle longitudinal axis icon 51 corresponds to an image showing the vehicle longitudinal axis.

  Steps 108, 109, 122 to 124, and 129 constitute superimposed image composition means, Step 107 is an angle difference calculation means, Step 115 is a yaw angle change monitoring means, Step 120 is a turning point state determination means, Steps 110 to 114, 116 to 118, 121, 126 to 128, 130 to 132, and 134 constitute support information control means.

  The monitor 8 and the speaker 9 correspond to message presenting means.

  The fourth embodiment is configured as described above, and displays the situation around the host vehicle captured by the camera 2 on the monitor 8 as an overhead image viewed from directly above, and the host vehicle is within the parking frame S detected from the overhead image. The final parking position to be finally positioned is set, the final turning center point Pf on the right side (the approach road side) at the minimum turning radius of the own vehicle Mf at the final parking position is obtained, and the minimum of the own vehicle Mc at the current position is obtained. Since the current turning center point Pcr on the right side (the approach road side) at the turning radius is obtained and the guide straight line 50 connecting the final turning center point Pf and the current turning center point Pcr is superimposed on the overhead image, the driver monitors The approach angle to the parking frame S can be easily grasped with reference to the guide straight line 50 on the screen.

  Further, by superimposing the vehicle longitudinal axis icon 51 of the host vehicle Mc on the overhead view image, an operation of bringing the host vehicle parallel to the guide straight line 50 with reference to the vehicle longitudinal axis icon 51 is facilitated, and the parking frame S It is also easy to confirm the direction holding while heading.

  In particular, in a position where the vehicle longitudinal axis CL (vehicle longitudinal axis icon 51) and the straight line 50 ′ (guide straight line 50) of the host vehicle are parallel to each other, a message to reverse the neutral steering is output. Will be more accurate.

  In addition, after that, at the position where the final turning center point icon 54 and the current turning center point icon 56 overlap, a support message is output to the effect that the steering wheel is turned up and back in the direction with the current turning center point Pcr as the turning center. As the final stage movement, the final parking position can be reached with the minimum turning radius.

  Further, when the final turning center point icon 54 and the current turning center point icon 56 overlap, before the backward movement start of the final stage movement to the final parking position is performed, that is, before the message to reverse the maximum turning is output. Since the front outermost periphery guide indicator 44 and the rear outermost periphery guide indicator 46 are superimposed on the bird's-eye view image with the respective fan-shaped points at the current turning center point Pcr, the final parking position in the parking frame S is displayed. It can be easily confirmed on the monitor screen whether the vehicle can enter without interference with others.

  In addition, although the guide straight line 50 superimposed on the bird's-eye view image is assumed to connect the final turning center point icon 54 and the current turning center point icon 56, the guide straight line 50 is not limited to this and may be extended in both directions as appropriate.

  Similarly, the length of the vehicle longitudinal axis icon 51 may be arbitrarily set.

  In step 120 of the control flow, the icon state determination unit 22 determines whether the current turning center point icon 56 overlaps the current turning center point icon 56 and the final turning center point Pf. Although the check is made based on the output, the turning center points coincide with each other by using the direct information of the current turning center point Pcr and the final turning center point Pf obtained through the turning angle calculation unit 19 instead of overlapping the icons. The timing may be determined.

  Next, a fifth embodiment of the present invention will be described.

  FIG. 58 is a block diagram illustrating the configuration of the parking assistance apparatus according to the fifth embodiment.

  The control unit 10A of the parking assistance device 1A is different from the control unit 10 in the fourth embodiment in that the turning center detection unit 18, the drawing control unit 20, the yaw angle change monitoring unit 21, the icon state determination unit 22, and the message control unit. Instead of 30, the turning center detection unit 18A, the drawing control unit 20A, the yaw angle change monitoring unit 21A, the icon state determination unit 22A, and the message control unit 30A are different.

  Further, an approach angle calculation unit 26 is provided instead of the turn angle calculation unit 19, and a tangent calculation unit 25 is provided between the final turn center setting unit 16 and the approach angle calculation unit 26, and between the turn center detection unit 18 </ b> A and the tangent calculation unit 25. Has an arc setting section 24.

  In the memory 29, the same own vehicle icons Mc and Mf as in the first embodiment, the front outermost periphery guide indicator 44 and the rear outermost periphery guide indicator 46, the vehicle longitudinal axis icon 51, and the final turning center point icon are displayed. 54, the current turning center point icon 56, and the image data of the arc icon 60 are stored.

  The image data of each icon is set in advance and stored in the memory 29.

  The drawing control unit 20A is activated when the parking assistance activation switch 3 is turned on, sends image data stored in the memory 29 to the superimposed image composition unit 13, and controls the arrangement of icons based on the image data.

  Further, the turning center detection unit 18A detects left and right current turning center points Pcl and Pcr at the current position.

  As shown in FIG. 59, the arc setting unit 24 is located between the current turning center point Pcl on the left side (parking frame side) and the current turning center point Pcr on the right side (entrance road side) based on the minimum turning radius of the host vehicle (Mc). A circular arc 60 'that is a half of a circle having a radius as a distance is set, and represents a turning trajectory of the current turning center point Pcr on the right side centered on the current turning center point Pcl on the left side. The arc setting unit 24 sets the arc 60 'to extend backward from the current turning center point Pcr.

  An arc icon 60 in which image data is stored in the memory 29 corresponds to the arc 60 '.

  The tangent calculation unit 25 calculates a tangent line 52 ′ that passes through the final turning center point Pf and touches the arc 60 ′, and calculates the position of the contact point G between the tangent line 52 ′ and the arc 60 ′.

  The approach angle calculation unit 26 calculates the inclination of the tangent line 52 ′ as the approach angle to the parking frame S. In addition, information such as the final turning center point Pf, the current turning center points Pcl, Pcr, the setting position of the arc 60 ', and the position of the contact point G obtained via the tangent calculation unit 25 is transferred to the drawing control unit 20A.

  Based on the outputs from the yaw rate sensor 6 and the wheel speed sensor 7, the yaw angle change monitoring unit 21A monitors the angular relationship between the tangent line 52 ′ obtained by the approach angle calculation unit 26 and the vehicle longitudinal axis CL of the host vehicle. Then, the timing at which the angle between the tangent line 52 ′ in the superimposed image and the vehicle longitudinal axis CL coincides with the movement of the host vehicle is monitored.

  The monitoring result in the yaw angle change monitoring unit 21A is sent to the message control unit 30A.

  The operations of the message control unit 30A and the icon state determination unit 22A will be described in the later-described control process.

  Other configurations are the same as those of the fourth embodiment shown in FIG.

  60, 61, and 62 are flowcharts showing the flow of control processing in the control unit 10A.

  Steps 200 to 205 and 225 to 237 are the same as steps 100 to 105 and 123 to 135 in FIGS. 48 to 50 of the fourth embodiment.

  In step 206, left and right current turning center points Pcl and Pcr at the current position are detected and set.

  In step 207, as shown in FIG. 59, the arc setting unit 24 sets the distance between the left turning center point Pcl and the right turning center point Pcr around the turning center point Pcl on the left side of the host vehicle (Mc). An arc 60 ′ having a radius of is set with its starting point placed on the right turning center point Pcr.

  In step 208, the tangent calculation unit 25 calculates a tangent line 52 'that contacts the arc 60' through the final turning center point Pf, and calculates a contact point G between the tangent line 52 'and the arc 60'.

  In step 209, the approach angle calculator 26 calculates the inclination of the tangent line 52 'as the approach angle to the parking frame S, and calculates an angle difference β from the vehicle longitudinal axis CL of the host vehicle at the current position.

  In step 210, the drawing control unit 20 </ b> A reads the image data of the own vehicle icons Mc and Mf, the vehicle longitudinal axis icon 51, the final turning center point icon 54, the current turning center point icon 56 on the right side, and the arc icon 60 from the memory 29. .

  In step 211, the superimposed image composition unit 13 is caused to superimpose an icon on the overhead image. The drawing control unit 20A controls the arrangement of each icon based on the information from the approach angle calculation unit 26, and further, a guide tangent line 52 connecting the contact point G between the tangent line 52 ′ and the arc 60 ′ and the final turning center point Pf. Superimpose.

  As a result, as shown in FIG. 63, the monitor 8 displays an icon such as the host vehicle superimposed on the overhead view image around the host vehicle as an image for parking assistance.

  When the icons are displayed in a superimposed manner on the monitor 8, in step 212, the message control unit 30A outputs a message “Please stop”.

  In step 213, when the yaw angle change monitoring unit 21A checks the output of the wheel speed sensor 7 and confirms that the host vehicle is stopped, the yaw angle change monitoring unit 21A notifies the message control unit 30A accordingly.

The yaw angle change monitoring unit 21A holds the angle difference β between the tangent line 52 ′ calculated by the approach angle calculation unit 26 and the vehicle longitudinal axis CL at this time.

  In step 214, the message control unit 30A deletes the message output in step 212, and outputs a message indicating that left maximum steering should be performed, such as “Please turn the handle all the way to the left”.

  In step 215, the message control unit 30 </ b> A checks whether or not the host vehicle is in the leftward maximum steering state based on the output from the maximum steering determination unit 23.

  When the above check is repeated and the maximum steering state is reached, the process proceeds to step 216, where the message control unit 30A deletes the previous message from the monitor 8 and outputs the message “Please move backward”.

  In response to these messages, the driver moves the vehicle backward with maximum left steering. The driver can confirm on the monitor screen that the direction of the vehicle longitudinal axis icon 51 of the host vehicle Mc approaches the guide tangent line 52 between the contact point G and the final turning center point icon 54.

  Next, in step 217, the yaw angle change monitoring unit 21A time-integrates the angular velocity output from the yaw rate sensor 6 to obtain the angle change amount of the vehicle longitudinal axis CL of the own vehicle, and the angle change amount is the own vehicle. It is checked whether or not the angle difference β with the tangent line 52 ′ held at the time of stopping is reached (angle difference at the current position = 0).

  The above check is repeated until the amount of angle change due to retraction reaches the angle difference. When the amount of angle change matches the angle difference, the process proceeds to step 218.

  The display on the monitor screen at this time is as shown in FIG. The starting point (Pcr) of the arc 60 reaches the contact point G between the arc 60 and the guide tangent line 52, and the current turning center point icon 56 overlaps the position of the contact point G.

  In step 218, the message control unit 30A deletes the message output in step 216 and outputs a message “Please stop”.

  In the next step 219, when the yaw angle change monitoring unit 21 checks the output of the wheel speed sensor 7 and confirms that the host vehicle is stopped, the yaw angle change monitoring unit 21 notifies the message control unit 30A accordingly.

  In response to this, in step 220, the message control unit 30 deletes the message output in step 218 and displays a message indicating that the vehicle should move backward after neutral steering, such as “Please move the steering wheel to the neutral position”. Output.

  At this time, the guide tangent line 52 superimposed on the screen of the monitor 8 serves as an index in the backward direction.

  At this time, the display color of the guide tangent 52 and the turning center point icons 54 and 56 may be changed or blinked to alert the driver.

  In step 221, the message control unit 30A checks whether the shift position of the R range (reverse) is selected from the output of the inhibitor switch 5.

  When the above check is repeated and the R range is selected, the routine proceeds to step 222.

  When the R range is selected and the host vehicle moves backward, the guide tangent line 52 is parallel to the vehicle longitudinal axis CL of the host vehicle. Therefore, the current turning center point icon 56 is last along the guide tangent line 52 on the monitor screen. The turning center point icon 54 is approached.

  During this time, the icon state determination unit 22 </ b> A monitors the positional relationship between the current turning center point icon 56 and the final turning center point icon 54.

  In step 222, the message control unit 30A checks whether the current turning center point icon 56 (contact point G) in the superimposed image overlaps the final turning center point icon 54 based on the output of the icon state determination unit 22A.

  The above check is repeated, and when the current turning center point icon 56 overlaps the final turning center point icon 54 as shown in the monitor screen of FIG.

  In step 223, the message control unit 30A outputs a “Please stop” message.

  In step 224, the drawing control unit 20A receives the output of the icon state determination unit 22A that the current turning center point icon 56 and the final turning center point icon 54 overlap, and the vehicle longitudinal axis icon 51 and the final turning The display of the center point icon 54 and the arc icon 60 is turned off. At this point, the guide tangent line 52 has also disappeared.

  Subsequently, in step 225, the drawing control unit 20A reads the image data of the front outermost periphery guide indicator 44 and the rear outermost periphery guide indicator 46 from the memory 29, and in step 226, overlooks the superimposed image composition unit 13. Causes the icon to be superimposed on the image.

  The subsequent steps 227 to 237 are the same as the processing steps 125 to 135 with reference to FIGS. 55 to 57 in the fourth embodiment.

  In other words, the presence or absence of interference between the frame line H and the front outermost periphery guide indicator 44 or the rear outermost periphery guide indicator 46 is checked. In this case, the vehicle turns around the turning center point icon 54 (Pf) by turning backward after the right maximum turning, and the vehicle is turned to the final parking position of the parking frame S as shown in FIG. Can reach.

  Therefore, detailed description of the subsequent steps is omitted.

  In the second embodiment, step 201 in the flowcharts of FIGS. 60 to 62 constitutes an overhead image creation means, step 202 is a parking frame detection means, step 203 is a final parking position setting means, and step 204 is a first turn. Point setting means, step 205 constitutes current position detection means, and steps 206 to 208 constitute second turning point setting means.

  The final turning center point Pf corresponds to the first turning point, and the contact point G corresponds to the second turning point.

  The vehicle longitudinal axis icon 51 corresponds to an image indicating the vehicle longitudinal axis, the guide tangent line 52 corresponds to a straight line passing through the first turning point and the second turning point, and the arc icon 60 corresponds to an image indicating an arc.

  Steps 210, 211, 224 to 226, and 231 constitute superimposed image composition means, and steps 212 to 216, 218 to 220, 223, 228 to 230, 232 to 234, and 236 constitute support information control means. Yes.

  The monitor 8 and the speaker 9 correspond to message presenting means.

  The fifth embodiment is configured as described above, and displays the surrounding situation of the host vehicle captured by the camera 2 on the monitor 8 as an overhead image viewed from directly above, and the host vehicle is finally in the parking frame S detected from the overhead image. The final parking position to be positioned is set, the final turning center point Pf on the right side (the approach road side) at the minimum turning radius of the own vehicle at the final parking position is obtained, and the turning center point on the left side of the own vehicle at the current position A circular arc 60 'having a radius between the left turning center point Pcl and the right turning center point Pcr centered on Pcl is set, and a guide tangent line 52 that contacts the arc 60' at the contact point G through the final turning center point Pf. Is superimposed on the bird's-eye view image, the driver can easily grasp the angle of approach to the parking frame S with reference to the guide tangent line 52 on the monitor screen.

  In addition, by superimposing the vehicle longitudinal axis icon 51 of the host vehicle Mc on the overhead view image, an operation of bringing the host vehicle parallel to the guide tangent line 52 with reference to the vehicle longitudinal axis icon 51 is facilitated, and the parking frame S It is also easy to confirm the direction holding while heading.

  Furthermore, since the arc icon 60 centered on the left turning center point Pcl is also superimposed on the overhead view image, the driver intuitively recognizes the turning direction for bringing the host vehicle parallel to the guide tangent line 52. Can do.

  In particular, in a position where the vehicle longitudinal axis CL (vehicle longitudinal axis icon 51) and the tangent 52 ′ (guide tangent 52) of the host vehicle are parallel to each other, a message to reverse the neutral steering is output. Will be more accurate.

  In addition, after that, at the position where the final turning center point icon 54 and the current turning center point icon 56 overlap, a support message is output to the effect that the steering wheel is turned up and back in the direction with the current turning center point Pcr as the turning center. As the final stage movement, the final parking position can be reached with the minimum turning radius.

  Further, when the final turning center point icon 54 and the current turning center point icon 56 overlap, before the backward movement start of the final stage movement to the final parking position is performed, that is, before the message to reverse the maximum turning is output. Since the front outermost periphery guide indicator 44 and the rear outermost periphery guide indicator 46 are superimposed on the bird's-eye view image with the respective fan-shaped points at the current turning center point Pcr, the final parking position in the parking frame S is displayed. It can be easily confirmed on the monitor screen whether the vehicle can enter without interference with others.

  The guide tangent line 52 superimposed on the bird's-eye view image is connected between the final turning center point icon 54 and the contact point G, but is not limited to this, and may be extended in both directions as appropriate.

  Similarly, the length of the vehicle longitudinal axis icon 51 may be arbitrarily set.

  In step 217 of the control flow, the output of the yaw rate sensor 6 is used by the yaw angle change monitoring unit 21A to confirm that the direction of the vehicle longitudinal axis CL of the host vehicle is parallel to the tangent line 52 ′. Although the angle change amount is monitored, in addition to this, the information obtained via the approach angle calculation unit 26 is used to indicate that the current turning center point Pcr overlaps the contact point G, or the current turning center point Pcr. It can also be determined from the fact that is in contact with the tangent line 52 '.

  Alternatively, the icon state determination unit 22 </ b> A may determine that the current turning center point icon 56 overlaps the contact point G, or that the current turning center point icon 56 contacts the guide tangent line 52.

  Further, in step 222, the current turning center point Pcr and the final turning center point Pf are checked by the output of the icon state determination unit 22A that determines whether the current turning center point icon 56 and the final turning center point icon 54 overlap. However, instead of overlapping the icons, the direct information of the current turning center point Pcr and the final turning center point Pf obtained via the approach angle calculation unit 26 is used to determine the timing at which these turning center points match. You may make it do.

  In step 224, the arc icon 60 is turned off together with the vehicle longitudinal axis icon 51. However, the arc icon 60 has an angular difference of 0 between the tangent line 52 ′ before this and the vehicle longitudinal axis CL. You can turn it off at any time after it becomes.

  In the fourth and fifth embodiments, prior to the start of the final stage movement to the final parking position, the guide indicators 44 and 46 indicating the passing area of the host vehicle are superimposed on the overhead image and there is no interference with the frame line H. After confirming that the guidance index is erased in step 129 (step 231) following the reverse instruction, the guidance index remains superimposed until the final parking position so that the confirmation can be performed to the end. Good.

  In the fourth and fifth embodiments, the message control unit 30 (30A) in step 131 and 132 (steps 233 and 234) confirms that the host vehicle is located at the final parking position based on the output of the icon state determination unit 22 (22A). The check is made to output a message indicating that the parking has been completed, but since the driver can confirm whether or not the final parking position of the parking frame S has been reached from the actual vehicle surroundings or the screen of the monitor 8, the device itself For example, the above check and message processing are omitted, and for example, the control processing for assisting that the final parking position has been reached when the shift position of the P range (parking) is selected in the check of step 133 (step 235). May be terminated.

  When the guidance indicators 44 and 46 and the frame line H interfere with each other, it is assumed that the parking guidance is not possible and the display of the monitor 8 is turned off and the control processing is terminated. As a reference when performing the parking operation, the display of the overhead image on which the host vehicle icon Mc at the current position is superimposed may be continued until the parking assist activation switch 3 is turned off.

  In the fourth and fifth embodiments, the case where parking is attempted in the left parking frame with respect to the traveling direction of the host vehicle has been described. What is necessary is just to reverse right and left.

It is a figure which shows the structure of the parking assistance apparatus which concerns on Example 1 of this invention. It is a figure which shows the structure of the parking assistance starting switch which concerns on Example 1. FIG. It is a figure which shows the guidance parameter | index which assists parking 3 is a flowchart illustrating a flow of control processing in the first embodiment. It is a figure which shows the mode of the guidance parameter | index at the time of parallel parking in Example 1. FIG. It is a figure which shows the mode of the guidance parameter | index at the time of parallel parking in Example 1. FIG. It is a figure which shows the mode of the guidance parameter | index at the time of parallel parking in Example 1. FIG. It is a figure which shows the mode of the guidance parameter | index at the time of parallel parking in Example 1. FIG. It is a figure which shows the mode of the guidance parameter | index at the time of parallel parking in Example 1. FIG. It is a figure which shows the mode of the guidance parameter | index at the time of parallel parking in Example 1. FIG. It is a figure which shows the mode of the guidance parameter | index at the time of parallel parking in Example 1. FIG. It is a figure which shows the mode of the guidance parameter | index at the time of parallel parking in Example 1. FIG. It is a figure which shows the mode of the guidance parameter | index at the time of parallel parking in Example 1. FIG. It is a figure which shows the mode of the guidance parameter | index at the time of parallel parking in Example 1. FIG. It is a figure which shows the mode of the guidance parameter | index at the time of parallel reverse parking in Example 1. FIG. It is a figure which shows the mode of the guidance parameter | index at the time of parallel reverse parking in Example 1. FIG. It is a figure which shows the mode of the guidance parameter | index at the time of parallel reverse parking in Example 1. FIG. It is a figure which shows the mode of the guidance parameter | index at the time of parallel reverse parking in Example 1. FIG. It is a figure which shows the mode of the guidance parameter | index at the time of parallel reverse parking in Example 1. FIG. It is a figure which shows the mode of the guidance parameter | index at the time of parallel reverse parking in Example 1. FIG. It is a figure which shows the mode of the guidance parameter | index at the time of parallel advance parking in Example 1. FIG. It is a figure which shows the mode of the guidance parameter | index at the time of parallel advance parking in Example 1. FIG. It is a figure which shows the mode of the guidance parameter | index at the time of parallel advance parking in Example 1. FIG. It is a figure which shows the mode of the guidance parameter | index at the time of parallel advance parking in Example 1. FIG. It is a figure which shows the mode of the guidance parameter | index at the time of parallel advance parking in Example 1. FIG. It is a figure which shows the mode of the guidance parameter | index at the time of parallel advance parking in Example 1. FIG. It is a figure which shows the mode of the guidance parameter | index at the time of parallel advance parking in Example 1. FIG. It is a figure which shows the mode of the guidance parameter | index at the time of parallel advance parking in Example 1. FIG. It is a figure which shows the structure of the parking assistance apparatus which concerns on Example 2 of this invention. 10 is a flowchart illustrating a flow of control processing in the second embodiment. It is a figure which shows the mode of the guidance parameter | index at the time of parallel reverse parking in Example 2. FIG. It is a figure which shows the mode of the guidance parameter | index at the time of parallel reverse parking in Example 2. FIG. It is a figure which shows the mode of the guidance parameter | index at the time of parallel reverse parking in Example 2. FIG. It is a figure which shows the mode of the guidance parameter | index at the time of parallel advance parking in Example 2. FIG. It is a figure which shows the mode of the guidance parameter | index at the time of parallel advance parking in Example 2. FIG. It is a figure which shows the mode of the guidance parameter | index at the time of parallel advance parking in Example 2. FIG. It is a figure which shows the mode of the guidance parameter | index at the time of parallel advance parking in Example 2. FIG. It is a figure which shows the structure of the parking assistance apparatus which concerns on Example 3 of this invention. 10 is a flowchart illustrating a flow of control processing according to the third embodiment. It is a figure which shows the mode of the guidance parameter | index at the time of parallel advance parking in Example 3. FIG. It is a figure which shows the mode of the guidance parameter | index at the time of parallel advance parking in Example 3. FIG. It is a figure which shows the mode of the guidance parameter | index at the time of parallel advance parking in Example 3. FIG. It is a figure which shows the mode of the guidance parameter | index at the time of parallel advance parking in Example 3. FIG. It is a figure which shows the structure of the parking assistance apparatus which concerns on Example 4 of this invention. It is a figure which shows the example of an overhead image. It is explanatory drawing which shows the setting point of a turning center point, and the calculation procedure of a straight line. FIG. 10 is a diagram illustrating an example of icons in the fourth embodiment. 10 is a flowchart illustrating a flow of control processing according to the fourth embodiment. 10 is a flowchart illustrating a flow of control processing according to the fourth embodiment. 10 is a flowchart illustrating a flow of control processing according to the fourth embodiment. It is a figure which shows a monitor screen display when a parking assistance starting switch is turned on. It is a figure which shows a monitor screen display when the angle difference of a straight line and a vehicle front-back direction axis | shaft becomes zero. It is a figure which shows the monitor screen display in reverse while the angle difference of a straight line and a vehicle front-back direction axis | shaft is 0. It is a figure which shows the state in which the present turning center point icon overlapped with the last turning center point icon. It is a figure which shows the state which superimposed the guidance parameter | index of the front outermost periphery and the guidance parameter | index of the rear outermost periphery. It is a figure which shows the state which the frame and the guidance parameter | index interfered. It is a figure which shows the state which the own vehicle icon reached | attained the last parking position of a parking frame. It is a figure which shows the structure of the parking assistance apparatus which concerns on Example 5 of this invention. It is explanatory drawing which shows the setting point of a circular arc and a tangent. 10 is a flowchart showing a flow of control processing in Embodiment 5. 10 is a flowchart showing a flow of control processing in Embodiment 5. 10 is a flowchart showing a flow of control processing in Embodiment 5. It is a figure which shows a monitor screen display when a parking assistance starting switch is turned on. It is a figure which shows a monitor screen display when the angle difference of a tangent and a vehicle front-back direction axis | shaft becomes zero. It is a figure which shows the state in which the present turning center point icon overlapped with the last turning center point icon.

Explanation of symbols

1, 1A, 1B, 1C, 1D Parking support device 2, 2a, 2b, 2c, 2d Camera 3, 3B Parking support start switch 4 Rudder angle sensor 5 Inhibitor switch 6 Yaw rate sensor 7 Wheel speed sensor 8 Monitor 9 Speaker 10 10A 10B, 10C, 10D Control unit 11, 11B View point conversion unit 12, 12B Overhead image creation unit 13, 13B Superimposed image composition unit 14 Parking frame detection unit 15 Parking position setting unit 16 Final turning center setting unit 17 Own vehicle position detection unit 18, 18A Turning center detection unit 19 Turning angle calculation unit 20, 20A, 20B, 20C, 20D Drawing control unit 21, 21A Yaw angle change monitoring unit 22, 22A Icon state determination unit 23 Maximum steering determination unit 24 Arc setting unit 25 Tangent calculation unit 26 Approach angle calculation unit 29 Memory 30, 30A Message system Control unit 40 Parking frame contact detection unit 44 Front outermost periphery guide indicator 46 Rear outermost periphery guide indicator 50 Guide straight line 50 ′ straight line 51 Vehicle longitudinal axis icon 52 Guide tangent line 52 ′ tangent line 54 Final turning center point icon 56 Current turning Center point icon 60 Arc icon 60 'Arc 81-84 Parallel parking guidance indicator CL Vehicle longitudinal axis G Contact point H Frame line Mc, Mf Own vehicle icon Pc, Pcl, Pcr Current turning center point Pf Final turning center point S Parking Frame Wl, Wr Rear wheel

Claims (8)

A camera that is installed at multiple positions of the vehicle and images the surroundings of the host vehicle;
An overhead view image creating means for creating an overhead view image by converting and synthesizing an imaging signal from the camera into an image signal from a viewpoint with the camera optical axis perpendicular to the road surface
Index setting means for assisting parking to the driver in the overhead image created by the overhead image creating means, and setting a guidance index including a trajectory through which the front end of the vehicle passes and a trajectory through which the rear end of the vehicle passes;
Superimposed image composition means for creating a superimposed image by superimposing the guidance index set by the index setting means on the overhead image created by the overhead image creation means;
Display means for displaying the superimposed image created by the superimposed image synthesis means;
Parking frame detecting means for detecting a parking frame from the overhead image created by the overhead image creating means;
Contact determination means for determining contact between the parking frame detected by the parking frame detection means and the host vehicle icon displayed on the display means;
Display control means for controlling display of the guide indicator displayed on the display means based on the determination result of the contact determination means;
If a portion of the border and the vehicle icon of the parking space is determined to be contacted by the contact determination unit, wherein the display control unit, the self and borders of the parking space by the contact determination means When it is determined that a part of the vehicle icon is in contact, the guidance indicator on the front side of the host vehicle is deleted from the superimposed image displayed on the display unit, and the display unit is configured to display the parking frame by the contact determination unit. Parking assistance characterized by displaying a superimposed image in which the guidance index on the front side of the host vehicle is deleted from the superimposed image displayed when it is determined that the frame line of the vehicle and a part of the host vehicle icon are in contact with each other apparatus. The guide indicator requires a turning center point on the opposite side of the approach path at the minimum turning radius of the host vehicle, and has a fan shape having an outer edge as an arc passing through the front end on the outer side of the host vehicle, and a rear side outside the host vehicle turning. The parking assist device according to claim 1, wherein the parking assistance device is configured in a shape of a fan shape having an arc passing through the end as an outer edge. The guidance indicator requires a turning center point on the approach road side with the minimum turning radius of the host vehicle, and a fan-shaped first region having an outer edge as an arc passing through the front end on the outer side of the host vehicle, and the turning of the host vehicle. 2. The parking assist device according to claim 1, wherein the parking assist device is configured by a second area surrounded by an arc passing through the outer rear end and an arc passing through the rear inner end. . The guide indicator requires a turning center point on the approach road side at the minimum turning radius of the host vehicle, and is surrounded by an arc passing through the front end on the outer side of the host vehicle and an arc passing through the front end on the inner side of the turn. 2. The parking assist according to claim 1, wherein the parking assistance is configured by a shape of a front portion of the own vehicle and a side shape inside the turning of the own vehicle, and a shape of a trajectory rotated by a quarter turn with a minimum turning radius. apparatus. The parking assistance device according to any one of claims 2 to 4, wherein the guide indicator is displayed translucently on the display means. The parking assistance device according to any one of claims 2 to 4, wherein a length of the guide indicator is ¼ of a circumference. The parking assistance device according to any one of claims 2 to 4, wherein the guide indicator is displayed on the display unit with a gradation that increases from the main point toward the outer edge. Take an image of the surroundings of your vehicle with cameras installed at multiple locations on the vehicle,
The imaging signal obtained by the imaging is converted and synthesized to an image signal from a viewpoint in which the camera optical axis is perpendicular to the road surface to create an overhead image,
Set a guidance index to assist the driver in parking the created overhead image,
A superimposed image is created by superimposing the set guide indicator on the created overhead view image,
Displaying the created superimposed image on a display means;
A parking frame is detected from the created overhead image,
Determining contact between the detected parking frame and the vehicle icon displayed on the display means;
Based on the contact determination result, display control of the guidance index displayed on the display means,
When the when the parking frame borders and the part of the vehicle icon is determined to be contacted, and a portion of the border and the vehicle icon of the parking space is determined to be contacted When the guidance index on the front side of the host vehicle is deleted from the superimposed image displayed on the display unit, and the display unit determines that the frame line of the parking frame and a part of the host vehicle icon are in contact with each other A parking assistance method, comprising: displaying a superimposed image in which a guidance index on the front side of the host vehicle is deleted from the displayed superimposed image .

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