JP5806718B2 - Parking assistance device - Google Patents

Description

  The present invention relates to a parking support apparatus that is mounted on a vehicle and guides the vehicle from a support start position to a target parking position via at least one intermediate position.

  2. Description of the Related Art Conventionally, a parking assistance system for parking a vehicle in a desired space by automatic steering is known. For example, Patent Document 1 proposes an automatic steering system that activates a brake and interrupts parking assistance when an operation different from an instruction issued in the automatic steering mode is performed. In particular, paragraph [0029] of this document describes that when the driver desires to change the automatic steering mode, the mode is changed by pressing a specific button.

JP-A-9-193691

  However, in the system described in the above-mentioned Patent Document 1, an operation different from the driving operation and a check operation for mode change are separately required, and the driver is not bothered.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a parking assist device that can reduce a driver's operational burden when interrupting an ongoing assist operation. .

  A parking assist device according to the present invention is a device that is mounted on a vehicle and guides the vehicle from a support start position to a target parking position via at least one intermediate position, and measures the travel distance of the vehicle Distance measuring means for detecting, a shift position detecting means for detecting a shift position of a shift lever for switching the operation state of the vehicle, and guiding the vehicle to the intermediate position in a state where the shift lever is at the first shift position. Vehicle guidance for sequentially executing a first guidance operation and a second guidance operation for guiding the vehicle from the intermediate position in a state where the shift lever is at a second shift position different from the first shift position. The distance measuring means is executing the second guiding operation, and the shift position detecting means determines whether the shift lever is at the second shift position. The travel distance from the time point when the shift position is changed to the first shift position is measured, and the vehicle guiding means is configured to measure the second distance when the travel distance measured by the distance measurement means exceeds a first threshold value. Suspend the guidance operation.

  As described above, when the travel distance from the time when the shift lever is changed from the second shift position to the first shift position exceeds the first threshold, the vehicle is kept in the second shift position. Since the second guiding operation to be guided is interrupted, the second guiding operation is interrupted without requiring another operation and confirmation work by traveling a predetermined distance after returning the operation state of the vehicle. . That is, the guidance operation being executed can be interrupted by a natural and smooth operation for the driver, and as a result, the operational burden on the driver can be reduced.

  Further, the distance measuring means measures the travel distance from the time when the vehicle stops at the intermediate position or the vicinity of the intermediate position, and the vehicle guiding means has the shift lever at the first shift position. When the travel distance measured by the distance measuring means exceeds a second threshold value that is larger than the first threshold value, one of the first and second guiding operations is maintained. It is preferable to interrupt the guiding operation during the execution of.

  When the vehicle stops without changing the shift position after the vehicle has stopped at or around the intermediate position, it is difficult to determine whether the driving itself is due to the driver's intention. Therefore, in this situation, by setting a larger threshold for the travel distance, it is possible to eliminate the inconvenience that the guidance operation is stopped when there is a travel unintended by the driver.

  Further, the distance measuring means measures the travel distance from the time when the vehicle passes the intermediate position, and the vehicle guiding means remains in a state where the shift lever is at the first shift position. When the travel distance exceeds a third threshold value that is greater than the first threshold value, it is preferable that the guidance operation being performed is interrupted.

  When the vehicle travels without changing the shift position after passing through the intermediate position, it is difficult to determine whether the travel itself is due to the driver's omission. Therefore, in this situation, by setting a larger threshold for the travel distance, it is possible to eliminate the inconvenience that the guidance operation is stopped when the driver makes a random travel.

  According to the parking assist device of the present invention, when the travel distance from the time when the shift lever is changed from the second shift position to the first shift position exceeds the first threshold value, the second shift position. Since the second guiding operation for guiding the vehicle in the state of the vehicle is interrupted, the vehicle travels a predetermined distance after returning the vehicle operating state, so that the second operation can be performed without requiring another operation and confirmation work. Is interrupted. That is, the guidance operation being executed can be interrupted by a natural and smooth operation for the driver, and as a result, the operational burden on the driver can be reduced.

It is a whole block diagram of the vehicle by which the parking assistance apparatus which concerns on this embodiment is mounted. It is a functional block diagram of the parking assistance apparatus shown in FIG. It is a flowchart with which operation | movement description of the parking assistance apparatus shown in FIG.1 and FIG.2 is provided. It is a schematic plan view which shows the positional relationship of the vehicle which searches a parking space. It is a schematic explanatory drawing which shows the determination result of a parking coordinate system and a parking route. FIG. 6A is an explanatory diagram illustrating a method for calculating the position and inclination of the vehicle. FIG. 6B is an explanatory diagram illustrating a method for calculating the position of the feature point of the vehicle. It is a figure which shows the time chart of the position of a vehicle, guidance operation | movement, and a shift position. It is explanatory drawing which shows the magnitude relationship of each threshold value regarding a travel distance.

  Hereinafter, preferred embodiments of the parking assistance apparatus according to the present invention will be described in detail with reference to the accompanying drawings.

[Overall configuration of vehicle 12 equipped with parking assist device 10]
FIG. 1 is an overall configuration diagram of a vehicle 12 on which a parking assistance device 10 according to this embodiment is mounted. The vehicle 12 that is a four-wheeled vehicle has a right front wheel 13R, a left front wheel 13L, a right rear wheel 14R, and a left rear wheel 14L.

  The vehicle 12 detects a steering wheel 16, a steering shaft 18 to which the steering wheel 16 is attached, a steering actuator 20 having an electric motor that rotationally drives the steering shaft 18, and a rotation angle (steering angle) of the steering shaft 18. A steering angle sensor 22, two electronic control units (hereinafter referred to as ECUs 24 and 25) that execute various controls, and an electronic control unit (hereinafter referred to as parking support ECU 27) that executes various controls related to parking support of the vehicle 12 are provided.

  It is a computer provided with ECU24, 25, parking assistance ECU27, a central processing unit (CPU), and memory. The ECUs 24 and 25 are respectively connected to the parking assistance ECU 27 and acquire signals (hereinafter referred to as guidance signals) for guiding the vehicle 12 to the target parking position Pe (FIG. 5) from the parking assistance ECU 27.

  The ECU 24 is a unit that controls various types of control related to electric power steering. A steering actuator 20 that operates the steering wheel 16 is connected to the ECU 24.

  The ECU 25 is a unit that performs various types of control related to an electric parking brake. A brake actuator 28 for operating a brake (not shown) is connected to the ECU 25.

  The parking assist ECU 27 further includes a shift position sensor 30 (shift position detecting means) for detecting the shift position of the shift lever 60 (FIG. 2) of the automatic transmission and a vehicle speed sensor 31 for detecting the speed of the vehicle 12. It is connected.

  A right wheel sensor 32R that detects the amount of rotation of the right rear wheel 14R is provided in the vicinity of the right rear wheel 14R. A left wheel sensor 32L that detects the amount of rotation of the left rear wheel 14L is provided in the vicinity of the left rear wheel 14L. The right wheel sensor 32R and the left wheel sensor 32L are composed of, for example, a rotary encoder that optically detects the amount of rotation of the right rear wheel 14R and the left rear wheel 14L.

  Cameras 34 and 35 that acquire imaging signals representing front and rear images of the vehicle 12 are disposed at the front center and the rear center of the vehicle 12, respectively. Cameras 36R and 36L that acquire imaging signals representing right and left images of the vehicle 12 are disposed on the right and left sides of the vehicle 12, respectively. The parking assist ECU 27 is sequentially supplied with imaging signals from the cameras 34, 35, 36R, and 36L.

  In the vehicle compartment of the vehicle 12, a speaker 38 that emits sound for notification and the like, and a touch panel display 40 that displays an image captured by the camera 34 and the like, map information, and the like are disposed.

  The parking assist ECU 27 recognizes the situation around the vehicle 12 based on the detection signals supplied from the various sensors described above, and controls the steering wheel 16 via the ECU 24 and the steering actuator 20. In addition to or separately from this, the parking assist ECU 27 performs stop control of the vehicle 12 via the ECU 25 and the brake actuator 28. The parking assistance ECU 27 implements automatic parking assistance control for parking the vehicle 12 in a desired parking space by automatic steering through these controls.

[Functional block diagram of parking assist device 10]
FIG. 2 is a functional block diagram of the parking assistance apparatus 10 shown in FIG. The parking assist ECU 27 functions as a parking position / route determination unit 50, a position calculation unit 52, a distance measurement unit 54 (distance measurement means), and a parking control unit 56.

  The parking position / route determination unit 50 determines the parking space (target parking position Pe) of the vehicle 12 after detecting the external state of the vehicle 12 based on the sensor signal supplied from the sensor group 58. Then, the parking position / route determination unit 50 determines a route (hereinafter, parking route 80; FIG. 5) from the support start position Ps (current position of the vehicle 12) to the target parking position Pe. The sensor group 58 may be all or part of the cameras 34, 35, 36R, and 36L (FIG. 1), or may include other detection means (for example, an ultrasonic sensor or a radar). Good.

  The position calculation unit 52 counts the number of outputs of each pulse from the right wheel sensor 32R and the left wheel sensor 32L, calculates a displacement amount within a predetermined time range based on the pair of count values, and is calculated last time. By adding this displacement amount to the position, the current position of the vehicle 12 is calculated. Here, the “current position” means various information for specifying the current position / posture of the vehicle 12. For example, even if the coordinates and inclination of the reference position 44 (FIG. 1) are used, the vehicle 12 is circumscribed. It may be the coordinates of the vertices of the quadrangle. In the example of FIG. 1, the reference position 44 corresponds to the midpoint of the axle 42 connecting the right rear wheel 14R and the left rear wheel 14L.

  The distance measurement unit 54 measures the travel distance L of the vehicle 12 using various events that occur during execution of the guidance operation as a starting point (trigger). Specifically, the distance measurement unit 54 calculates a travel distance L that is an integrated value of the distance between the measurement start position and the current position based on the position of the vehicle 12 supplied from the position calculation unit 52. The distance measuring unit may be a distance measuring sensor instead of the distance measuring unit 54.

  Based on the parking route 80 determined by the parking position / route determination unit 50, the current position calculated by the position calculation unit 52, and the travel distance L measured by the distance measurement unit 54, the parking control unit 56. Is generated and output to the ECUs 24 and 25. The “guidance” in the present specification includes not only a mode for automatically driving the vehicle 12 but also a mode for prompting the driver to move the vehicle 12.

  The shift lever 60 is between a forward position that allows the vehicle 12 to move forward (such as “D” range, “S” range, and “L” range) and a reverse position that allows the vehicle 12 to move backward (eg, “R” range). The lever is capable of displacing the shift position and switches the operation state of the vehicle 12. The shift position sensor 30 detects the shift position according to the operation of the shift lever 60 by the driver, and outputs the detection signal to the parking assist ECU 27 (specifically, the distance measuring unit 54 and the parking control unit 56).

  The vehicle guiding means 62 guides the vehicle 12 from the support start position Ps to the target parking position Pe via one or more intermediate positions Pm1 to Pm4. In the case of automatic driving, the vehicle guiding means 62 includes a parking control unit 56 and ECUs 24 and 25. On the other hand, in the case of manual driving, the vehicle guiding unit 62 includes a parking control unit 56 and a notification unit (speaker 38 or touch panel display 40 in the example of FIG. 1).

[Operation of Parking Assist Device 10]
Next, the operation of the parking assistance device 10 will be described with reference to the flowchart of FIG. Hereinafter, a case will be described in which the steering wheel 16 is automatically steered while another driving operation (operation of the shift lever 60 and an accelerator pedal / brake pedal (not shown)) is manually performed.

  In step S <b> 1, the parking position / route determination unit 50 determines a parking space of the vehicle 12, more specifically, a target area 78 in the space 76.

  As shown in FIG. 4, it is assumed that the driver searches for a parking space on the left side of the road 70 while moving the vehicle 12 straight in the arrow direction. As understood from this figure, another vehicle (hereinafter, other vehicles 71, 72, 73, 74) is already parked on the left side of the vehicle 12.

  Thereafter, when the driver determines that the vehicle can be parked in the space 76 between the other vehicles 72 and 73, the driver temporarily stops the vehicle 12 and then performs a predetermined operation via the touch panel display 40 (FIGS. 1 and 2). A touch operation (for example, touching the [Start] icon) is executed. Then, the parking support ECU 27 starts a support operation for the vehicle 12 to park in the space 76. Then, the parking position / route determination unit 50 determines a parking coordinate system used for parking control and a parking route 80 from the support start position Ps to the target parking position Pe.

  As shown in FIG. 5, the x-y axis parking coordinate system is defined by a target area 78 that is part of the space 76. Specifically, the x axis is parallel to the short side direction of the target area 78, and the y axis is parallel to the long side direction of the target area 78. The midpoint of the short side corresponding to the head position of the vehicle 12 is set as the origin O of the parking coordinate system.

  Further, the parking path 80 that is the locus of the reference position 44 (FIG. 1) is determined under a condition that does not interfere with the other vehicles 71 to 74 as the vehicle 12 moves. In the illustrated example, a parking path 80 is shown in which the head portion of the vehicle 12 is turned with respect to the space 76 and stopped, and parking in the target area 78 is performed only once. The parking path 80 includes a first path 81 that moves forward while turning in the right direction, and a second path 82 that moves backward while turning in the left direction.

  The travel operation on the first route 81 ends the support start position Ps, which is a position where parking assistance is started, the intermediate position Pm1, which is a position where steering to the right starts, and the rightward turning. It is characterized by an intermediate position Pm2 that is a position, and an intermediate position Pm3 that is a position that switches back from forward to backward and that starts a counterclockwise backward turn. The traveling operation on the second path 82 is a position that turns backward while turning leftward, and is an intermediate position Pm4 that is a position where the backward movement is started in a straight state, and a target that is a position where the parking assistance is finished. Characterized by the parking position Pe. As described above, the travel schedule along the parking route 80 can be determined by giving the coordinates of each position and the turning conditions (specifically, the radius and the center point) between the adjacent positions.

  Hereinafter, the operation of guiding the vehicle 12 to the intermediate position Pm3 in a state where the shift lever 60 is in the “D” range (first shift position) is referred to as “first guidance operation”. The operation of guiding the vehicle 12 from the intermediate position Pm3 in a state where the shift lever 60 is in the “R” range (second shift position) is referred to as “second guidance operation”. Here, the number of shift position changes (substantially, the number of times of turning back) is one, but a guidance operation involving a plurality of changes may be used.

  In step S <b> 2, the parking control unit 56 determines the current shift position of the shift lever 60 based on the detection signal from the shift position sensor 30. If it is determined that it is outside the “D” range (step S2: other than “D”), it remains in step S2 until it is changed to the “D” range. On the other hand, when it is determined that the range is the “D” range (step S2: “D”), the process proceeds to the next step (S3).

  In step S3, the parking control unit 56 performs a first guiding operation for guiding the vehicle 12 along the first route 81 determined in step S2. The first guiding operation includes [1] an operation for moving the vehicle 12 to the intermediate position Pm3 and [2] an operation for stopping the vehicle 12 at the intermediate position Pm3.

  The parking control unit 56 sequentially executes a travel schedule related to the first guidance operation while recognizing the current position of the vehicle 12 in the parking coordinate system based on the position sequentially calculated by the position calculation unit 52. Hereinafter, a method for calculating the current position of the vehicle 12 will be described with reference to FIGS. 6A and 6B.

FIG. 6A is an explanatory diagram illustrating a method for calculating the position (x, y) and the inclination θ of the vehicle 12. Assume that the coordinates and inclination of the reference position 44 at time (t−Δt) are (xo, yo) and θo. In this case, the inclination θ of the vehicle 12 after the time Δt has elapsed (time t) is calculated by the following equation (1).
θ = θo + k · Δt (N1-N2) / Lb (1)

  Here, N1 and N2 are the numbers of pulses output from the right wheel sensor 32R and the left wheel sensor 32L, respectively, in the range of time [t−Δt, t]. K is a positive coefficient, and Lb is the tread size of the rear wheel.

  Further, the coordinates (x, y) of the reference position 44 are calculated by geometrical consideration, for example, on the assumption that the turning center point does not change in the range of time [t−Δt, t].

FIG. 6B is an explanatory diagram illustrating a method for calculating the positions of the feature points 91, 92, 93, 94 of the vehicle 12. Assume that the coordinates and inclination of the reference position 44 at time t are (x, y) and θ. Here, assuming that the vertices of the circumscribed rectangle of the vehicle 12 are feature points 91 to 94, these x coordinates (in order, x1, x2, x3, x4) are calculated by the following equations (2) to (5), respectively. Is done.
x1 = x + (WB + FO) cos θ + 0.5 · VW · sin θ (2)
x2 = x + (WB + FO) cos θ−0.5 · VW · sin θ (3)
x3 = x−RO · cos θ + 0.5 · VW · sin θ (4)
x4 = x-RO.cos .theta.-0.5.VW.sin .theta. (5)

  Note that WB represents the length of the wheel base, FO represents the length of the front overhang, RO represents the length of the rear overhang, and VW represents the full width of the vehicle 12.

  In this way, the vehicle 12 temporarily stops at the intermediate position Pm3 or its peripheral position with the end of the travel schedule related to the first guidance operation.

  In step S <b> 4, the parking control unit 56 determines the current shift position of the shift lever 60 based on the detection signal from the shift position sensor 30. If it is determined that it is outside the “R” range (step S4: other than “R”), it remains in step S4 until it is changed to the “R” range. On the other hand, when it is determined that the range is the “R” range (step S4: “R”), the process proceeds to the next step (S5).

  In step S5, the parking control unit 56 executes a second guidance operation following the first guidance operation in step S3. The second guiding operation includes [1] an operation of steering the vehicle 12 in a stopped state (so-called a stationary operation), [2] an operation of moving the vehicle 12 to the target parking position Pe, and [3]. This includes an operation of stopping the vehicle 12 at the target parking position Pe. As with step S3, the parking controller 56 recognizes the current position of the vehicle 12 in the parking coordinate system based on the position sequentially calculated by the position calculator 52, and travels related to the second guidance operation. Run the schedule sequentially.

  In step S6, the parking control unit 56 determines whether or not a condition for interrupting the second guiding operation (hereinafter referred to as an interrupt condition) is satisfied. When it is determined that the interruption condition is not satisfied (step S6: NO), the process proceeds to the next step (S7).

  In step S7, the parking control unit 56 determines whether or not the vehicle 12 has reached the target parking position Pe. If it is determined that it has not been reached yet (step S7: NO), the process returns to step S6, and steps S6 and S7 are sequentially repeated.

  On the other hand, when it is determined in step S6 that the interruption condition is satisfied (step S6: YES), the parking control unit 56 interrupts the second guidance operation (step S8). Moreover, when it determines with having arrived at the target parking position Pe in step S7 (step S7: YES), the parking control part 56 complete | finishes 2nd guidance operation | movement (step S9). As described above, the operation of the parking assistance device 10 is completed.

[Example of interrupt condition settings]
Subsequently, a setting example of the guide operation interruption condition (step S6 in FIG. 3) will be described with reference to FIGS.

  FIG. 7 is a diagram showing a time chart of the position of the vehicle 12, the guidance operation, and the shift position. This time chart starts the guidance operation at the support start position Ps at time t = t1, reaches / stops the intermediate position Pm3 at time t = t2, and shifts the shift position to “D” at time t = t3. Change from range to “R” range, change shift position from “R” range to “D” range at time t = t4, resume running at time t = t5, guide at time t = t6 Assume that the vehicle has passed the end position Pc1. For example, the driver is scheduled to park until the time t <t4, but since another parking space is found during the turn-back operation, parking at that position is assumed to be stopped.

  At time t = t1, the vehicle 12 starts moving forward in response to the brake release operation by the driver. At this time, the guidance state transitions from “OFF” to “first operation” (a state where “first guidance operation” is ON). At this time, the shift position is maintained in the “D” range.

  During the time t = t1 to t2, the vehicle 12 passes through the intermediate position Pm1 while going straight from the support start position Ps. Then, the vehicle 12 travels while turning in the right direction according to the clockwise steering, and passes through the intermediate position Pm2. Thereafter, the vehicle guiding means 62 instructs the driver to stop the vehicle 12 at the intermediate position Pm3.

  At time t = t2, the vehicle 12 stops at the intermediate position Pm3 according to the brake operation by the driver. At this time, the guide state is maintained in the “first operation”, and the shift position is maintained in the “D” range.

  At time t = t3, the parking control unit 56 performs the operation of the shift lever 60 (change operation from the “D” range to the “R” range) by the driver under the “first operation” state. The guiding state is shifted from “first operation” to “second operation” (“second guiding operation” is ON).

  Thereafter, before or during the operation of “stationary” in which the vehicle 12 is steered in a direction opposite to the steering direction (here, counterclockwise) while the vehicle 12 is stopped, the driver moves to the target area 78 (FIG. 5). The operation of returning the shift lever 60 to the original position is performed in order to stop parking and leave the place.

  At time t = t4, the distance measurement unit 54 performs the operation of the shift lever 60 (change operation from the “R” range to the “D” range) by the driver under the “second operation” state. The measurement operation of the travel distance L is started. In addition, the parking control part 56 maintains a guidance state with "2nd operation | movement".

  At time t = t5, the vehicle 12 resumes forward according to the brake release operation by the driver. At this time, the guide state is maintained in the “second operation”, and the shift position is maintained in the “D” range.

  At time t = t6, when the travel distance L measured by the distance measurement unit 54 exceeds the threshold value Lth1, the parking control unit 56 shifts the guidance state from “second operation” to “OFF”. Thereby, the guidance operation including the measurement operation by the distance measurement unit 54 is interrupted.

  Thus, after returning the operation state of the vehicle 12 and traveling to the guidance end position Pc1, the second guidance operation is set to the “OFF” state without requiring another operation and confirmation work. That is, the guidance operation being executed can be interrupted by a natural and smooth operation for the driver, and as a result, the operational burden on the driver can be reduced.

  FIG. 8 is an explanatory diagram showing the magnitude relationship between the thresholds Lth1 to Lth3 related to the travel distance L. This figure corresponds to a partially enlarged view around the intermediate position Pm3 shown in FIG.

  The guidance end position Pc1 corresponds to a position where the vehicle 12 travels along the travel route 83 indicated by the dashed arrow and the travel distance L from the intermediate position Pm3 is L = Lth1 (first threshold). The travel distance L is a distance traveled by the vehicle 12 from the time when the second guiding operation is being performed and the shift position of the shift lever 60 is changed from the “R” range to the “D” range. . In this case, the vehicle guidance means 62 interrupts the second guidance operation when the travel distance L exceeds the threshold value Lth1.

  The guidance end position Pc2 corresponds to a position where the travel distance L from the intermediate position Pm3 is L = Lth2 (second threshold) where the vehicle 12 traveled along the travel route 84 indicated by the broken line arrow. The travel distance L is a distance traveled from the time point when the vehicle 12 stopped at or around the intermediate position Pm3. In this case, the vehicle guiding means 62 performs the first and second guiding operations when the travel distance L exceeds the threshold value Lth2 (Lth2> Lth1) while the shift lever 60 remains in the “D” range. Suspend the guidance operation during execution of either one of them.

  When the vehicle 12 travels without changing the shift position after the vehicle 12 stops at or around the intermediate position Pm3, it is difficult to determine whether the travel itself is due to the driver's intention. Therefore, in this situation, by setting the threshold value Lth2 with respect to the travel distance L to be larger, the inconvenience that the guidance operation is stopped when there is a travel unintended by the driver can be solved.

  Here, as an example of “unintentional travel”, the vehicle 12 that occurs immediately after changing the shift position of the shift lever 60 while temporarily stopping at the intermediate position Pm3 when parking in the space 76 having a downward slope on the front side. Movement downward due to its own weight.

  The guidance end position Pc3 corresponds to a position where the vehicle 12 travels along the travel route 84 and the travel distance L from the intermediate position Pm3 is L = Lth3 (third threshold). The travel distance L is a distance traveled from the time when the vehicle 12 passes the intermediate position Pm3. In this case, the vehicle guiding means 62 is in the state where the shift lever 60 remains in the “D” range and the travel distance L exceeds the threshold value Lth3 (Lth3> Lth1, more preferably Lth3> Lth2). One of the first and second guiding operations is interrupted.

  When the vehicle 12 travels without changing the shift position after passing the intermediate position Pm3, it is difficult to determine whether the travel itself is due to the driver's omission. Therefore, in this situation, by setting the threshold value Lth3 for the travel distance L to be larger, the inconvenience that the guidance operation is stopped when the driver makes a random travel can be solved.

[Effects of this embodiment]
As described above, the parking assist device 10 includes the distance measuring unit 54 that measures the travel distance L of the vehicle 12, the shift position sensor 30 that detects the shift position of the shift lever 60 that switches the operation state of the vehicle 12, and the shift lever. A first guiding operation for guiding the vehicle 12 to the intermediate position Pm3 in a state where 60 is in a first shift position (for example, “D” range), and the shift lever 60 is in a second shift position (for example, “ Vehicle guidance means 62 for sequentially executing a second guidance operation for guiding the vehicle 12 from the intermediate position Pm3 in a state of being in the “R” range).

  Then, the distance measuring unit 54 measures the travel distance L from when the second guiding operation is being performed and the shift lever 60 is changed from the second shift position to the first shift position. The vehicle guiding means 62 interrupts the second guiding operation when the measured travel distance L exceeds the threshold value Lth1.

  Since it comprised in this way, 2nd guidance operation | movement is interrupted without requiring another operation and confirmation work by driving | running only the predetermined distance (here threshold value Lth1) after returning the operation state of the vehicle 12. FIG. . In other words, it is possible to interrupt the support operation being executed by a natural and smooth operation for the driver, and as a result, it is possible to reduce the operational burden on the driver.

[Supplement]
In addition, this invention is not limited to embodiment mentioned above, Of course, it can change freely in the range which does not deviate from the main point of this invention.

  In this embodiment, the shift to the second guidance operation is performed by changing the shift position under the state where the vehicle 12 is stopped at the intermediate position Pm3. However, the condition for transitioning the guidance operation is not limited to this.

  In this embodiment, the determination using the threshold value Lth1 is performed at the branch point of the first path 81 and the second path 82 (that is, the intermediate position Pm3), but an arbitrary position on the second path 82 ( The determination may be performed at the target parking position Pe).

  In this embodiment, the automatic steering has been described as an example, but various operations and operation modes combining automatic / manual can be adopted on condition that the shift lever 60 can be manually operated.

DESCRIPTION OF SYMBOLS 10 ... Parking assistance apparatus 12 ... Vehicle 16 ... Steering wheel 18 ... Steering shaft 20 ... Steering actuator 22 ... Rudder angle sensor 24, 25 ... ECU 27 ... Parking assistance ECU
DESCRIPTION OF SYMBOLS 28 ... Brake actuator 30 ... Shift position sensor 31 ... Vehicle speed sensor 32R, 32L ... Wheel sensor 40 ... Touch panel display 44 ... Reference position 50 ... Parking position and route determination part 52 ... Position calculation part 54 ... Distance measurement part 56 ... Parking control part 60 ... shift lever 62 ... vehicle guiding means 70 ... road 71-74 ... other vehicle 76 ... space 78 ... target area 80 ... parking route 81 ... first route 82 ... second route 83, 84 ... travel route L ... travel distance Lth1 ~ Lth3 ... Threshold values Pc1 to Pc3 ... Guidance end position Pe ... Target parking position Pm1 to Pm4 ... Intermediate position Ps ... Support start position

Claims (3)

A parking support device that is mounted on a vehicle and guides the vehicle from a support start position to a target parking position via at least one intermediate position,
Distance measuring means for measuring the travel distance of the vehicle;
Shift position detecting means for detecting a shift position of a shift lever for switching the operation state of the vehicle;
A first guiding operation for guiding the vehicle to the intermediate position while the shift lever is in the first shift position; and the shift lever is in a second shift position different from the first shift position. Vehicle guidance means for sequentially executing a second guidance operation for guiding the vehicle from the intermediate position in a state;
The distance measuring means is executing the second guiding operation, and from the time when the shift lever is changed from the second shift position to the first shift position by the shift position detecting means. Measure the mileage of
The said vehicle guidance means interrupts said 2nd guidance operation, when the said driving distance measured by the said distance measurement means exceeds the 1st threshold value. The parking assistance apparatus characterized by the above-mentioned. In the parking assistance device according to claim 1,
The distance measuring means measures the travel distance from the time when the vehicle stops at the intermediate position or around the intermediate position,
The vehicle guiding means is in a state where the travel distance measured by the distance measuring means exceeds a second threshold greater than the first threshold while the shift lever is in the first shift position. The parking support device that interrupts one of the first and second guiding operations during execution. In the parking assistance device according to claim 1 or 2,
The distance measuring means measures the travel distance from the time when the vehicle passes the intermediate position,
The vehicle guidance means interrupts the guidance operation being performed when the travel distance exceeds a third threshold value that is greater than the first threshold value while the shift lever is in the first shift position. A parking assist device characterized by that.

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