JP6044429B2 - Parking assistance device and parking assistance method - Google Patents

Description

  The present invention relates to a parking support apparatus and a parking support method that support driving of a vehicle to a target parking position in a parking lot.

  In this type of parking assist device, there is a device that recognizes a parking lot line drawn by a white line or the like in a captured image and sets a target parking position on the basis of the position of the recognized parking lot line on the image (Patent Document 1). reference).

Japanese Patent No. 4853220

  However, in a parking area adjacent to a target area where the vehicle is to be parked, another vehicle may be parked near one parking line. In this case, if the target parking position is set with reference to the parking lot line, the distance between the host vehicle and the other vehicle may be reduced.

  The present invention has been made to solve these problems, and the main purpose of the present invention is even when other vehicles in the parking area adjacent to the target area are parked with a bias toward the lane marking. An object of the present invention is to provide a parking support device and a parking support method that can park the host vehicle at an appropriate position.

  Hereinafter, means for solving the above-described problems and the operation and effects thereof will be described.

1st invention is a parking assistance apparatus which assists the driving | operation of the vehicle to the set target parking position in the parking lot provided with the several parking area divided by the lane marking, Comprising: Among these parking areas A target area selection unit that selects a target area that is a target for parking the vehicle, a lane line position acquisition unit that acquires a position of a lane line in the target area selected by the target area selection unit, and a target area It is acquired by a bias acquisition unit that acquires a bias with respect to a lane line of another vehicle parked in an adjacent parking area, and a position of the lane line in the target area acquired by the lane line position acquisition unit and the bias acquisition unit. And a setting unit that sets the target parking position based on the bias.

  According to the said structure, the object area used as the object which parks a vehicle is selected from the several parking areas divided by the lane marking in the parking lot. Then, the position of the lane marking in the selected target area is acquired.

  Here, the bias with respect to the lane marking of another vehicle parked in the parking area adjacent to the target area is acquired. And a target parking position is set based on the position of the lane marking in the acquired object area, and the acquired bias of the other vehicles. For this reason, even if the other vehicle in the parking area adjacent to the target area is parked with a bias toward the lane line, the target parking position can be set in consideration of the bias. As a result, the vehicle can be parked at an appropriate position by supporting the driving of the vehicle to the target parking position.

The block diagram which shows the structure of a parking assistance system. The block diagram which shows the main functional blocks of ECU for parking assistance. The flowchart which shows the process sequence of the parking assistance control which concerns on 1st Embodiment. The bird's-eye view which shows the aspect of the parking assistance control of FIG. The flowchart which shows the process sequence of the parking assistance control which concerns on 2nd Embodiment. FIG. 6 is an overhead view showing an aspect of the parking assist control in FIG. 5. The bird's-eye view which shows the aspect of the parking assistance control which concerns on 3rd Embodiment. The flowchart which shows the process sequence of the parking assistance control which concerns on 4th Embodiment. The bird's-eye view which shows the aspect of the parking assistance control of FIG. The overhead view which shows the example of a change of the aspect of parking assistance control.

(First embodiment)
Hereinafter, a first embodiment will be described with reference to the drawings. This embodiment is embodied as a parking assistance system that automatically drives a vehicle to a target parking position.

  As shown in FIG. 1, a parking assistance system 10 mounted on a vehicle includes a parking assistance ECU 15 (parking assistance device), a vehicle speed sensor 20, a clearance sonar 22, a road-to-vehicle communication device 24, a vehicle-to-vehicle communication device 26, and GPS reception. Machine 27, steering device 30, camera 40, shift position sensor 50, height sensor 60, multi-display 70, and speaker 80.

  The parking assist ECU (Electronic Control Unit) 15 is, for example, a computer unit in which a ROM, a RAM, and the like that store programs and the like are connected to each other via a bus with a CPU at the center. The parking assist ECU 15 includes a readable / writable memory 10a such as a hard disk, a DVD (Digital Versatile Disk), a CD-ROM, an EEPROM (Electronically Erasable and Programmable Read Only Memory), an input / output interface, a timer, a counter, and the like. .

  The parking support ECU 15 is connected to the vehicle speed sensor 20, clearance sonar 22, road-to-vehicle communication device 24, vehicle-to-vehicle communication device 26, and steering device 30 via a bus using an appropriate communication protocol such as CAN (Controller Area Network). Are connected to a steering angle sensor 32, a controller 38, and the like.

  The vehicle speed sensor 20 is composed of, for example, a wheel speed sensor attached to each wheel of the vehicle and a skid control computer. The skid control computer converts the wheel speed pulse signal output from the wheel speed sensor into a vehicle speed rectangular wave pulse signal (vehicle speed signal) and outputs the converted signal.

  The clearance sonar 22 detects the distance between the surrounding objects of the vehicle and the vehicle using ultrasonic waves or the like. The clearance sonar 22 is disposed toward the front, rear, left and right of the vehicle. The clearance sonar 22 may be arranged in an oblique direction such as the left front, the right front, the left rear, and the right rear of the vehicle.

  The road-vehicle communication device 24 includes an antenna, a transmission unit, a reception unit, a signal processing circuit, and the like. The road-to-vehicle communication device 24 acquires information on the position of the empty parking area, the size of the parking area, the surrounding vehicles in the target area to be parked, and the like by communication with a server installed in the parking lot.

  The inter-vehicle communication device 26 includes an antenna, a transmission unit, a reception unit, a signal processing circuit, and the like. The inter-vehicle communication device 26 acquires information on the position of the empty parking area, the size of the parking area, the surrounding vehicles in the target area to be parked, and the like by communicating with the vehicles around the host vehicle.

  The GPS receiver 27 receives a GPS signal from a GPS satellite and detects the current position of the vehicle.

  The steering device 30 includes, for example, a steering angle sensor 32, a torque sensor 34, an assist motor 36, and a controller 38 that controls the entire steering device 30. The steering angle sensor 32 is disposed, for example, inside the steering column, and transmits a steering angle signal to the controller 38 and the parking assist ECU 15. The torque sensor 34 is disposed, for example, inside the steering column, and transmits a signal corresponding to the steering torque to the controller 38 by detecting torsion of a torsion bar attached between the input shaft and the output shaft. The assist motor 36 is, for example, a DC motor disposed in the column housing part, and assists the driver's steering operation by outputting torque necessary for steering the vehicle. The torque output from the assist motor 36 is deflected and decelerated by the worm gear and the wheel gear and transmitted to the column shaft, and finally changes the direction of the wheel.

  The controller 38 outputs torque necessary for steering the vehicle based on a steering torque signal from the torque sensor 34 and other vehicle state signals (vehicle speed, yaw rate, etc.) during normal times when parking assist control is not performed. Then, a control signal is output to the drive circuit of the assist motor 36. Further, when the parking assist control is being performed, the assist motor 36 is controlled based on an instruction signal from the parking assist ECU 15.

  The parking assist ECU 15 is connected with a camera 40, a shift position sensor 50, a parking switch 52, a height sensor 60, a multi-display 70, and a speaker 80.

  The camera 40 includes an imaging element such as a charge-coupled device (CCD) and a complementary metal oxide semiconductor (CMOS) and a wide-angle lens, and is attached to the left and right parts and the rear part of the vehicle. The mounting angle and the angle of view (viewing angle) of the back monitor camera attached to the rear of the camera 40 are set so that the scenery behind the vehicle is photographed at a predetermined angle substantially symmetrically about the vehicle. The cameras attached to the left and right parts are set so that the scenery on the left and right sides of the vehicle is photographed at a predetermined angle with the vehicle as the center.

  The parking switch 52 is provided in the passenger compartment and can be operated by the driver. The parking switch 52 is normally maintained in an off state and is turned on by a driver's operation. The parking switch 52 includes an indicator lamp, and displays an operating state of parking assist control. The height sensor 60 is attached to, for example, a rear cross member and detects a change in vehicle height.

  The multi-display 70 is a display device that employs a VGA (Video Graphics Array) as a graphic system to display an image including a moving image and allows a driver to perform various input operations as a touch panel. The multi-display 70 detects a change in voltage due to a driver's touch operation on the surface, and recognizes the position where the touch operation is performed. The multi display 70 and the speaker 80 may be shared with the in-vehicle navigation device. In this case, the parking support control function is executed when the parking support control is operating, and it is preferably switched so as to be used for route guidance or the like of the navigation device at other times.

  The parking assistance ECU 15 starts parking assistance control based on the output signal of the parking switch 52. That is, parking support control is started when the output signal from the parking switch 52 indicates an on state. In addition, although parking assistance control may be selected from several control modes, such as parallel parking control, parallel parking control, and garage parking control, the parking assistance control which assists parallel parking is demonstrated below.

  FIG. 2 is a block diagram showing main functional blocks of the parking assist ECU 15. The parking assistance ECU 15 includes an analysis region setting unit 16, a lane marking recognition unit 17, a vehicle guidance unit 18, and an information output control unit 19. Hereinafter, an outline of the functions of these functional blocks will be described.

  The analysis region setting unit 16 (target area selection unit) sets an analysis region in which the lane marking recognition unit 17 performs image analysis. Specifically, the analysis region setting unit 16 sets a temporary analysis region, for example, diagonally to the left rear with respect to the stop position of the vehicle in the real coordinate system for control (a coordinate system in which the vehicle and the parking lot line are viewed from above). . Then, the analysis area setting unit 16 maps the temporary analysis area set on the real coordinate system to the image coordinate system of the multi-display 70 and sets it as the analysis area. Here, the mutual mapping between the area on the real coordinate system and the area on the image coordinate system is determined in advance based on the installation parameters of the camera 40 (roll, pan, pitch, installed height, focal length, etc.). This is done by adding the output value of the height sensor 60 to the mapping map.

  The lane marking recognition unit 17 (the lane marking position acquisition unit) performs a lane marking recognition process in the analysis region. Specifically, the lane marking recognition unit 17 extracts feature points (points in which the luminance change exceeds a threshold value) within the analysis region. Then, the feature points on the image are mapped to the positions on the real coordinate system, and the feature points arranged in a straight line recognized using a straight line extraction method such as Hough transform are the outlines of the parking lot lines. Recognize.

  The vehicle guiding unit 18 (setting unit) controls the steering device 30 based on the contour line of the lane line recognized by the lane line recognition unit 17 to park the vehicle at the target parking position. Specifically, the vehicle guidance unit 18 includes a basic position calculation unit 18a, a correction unit 18b, and a movement unit 18c, which will be described later.

  The information output control unit 19 notifies the driver of the state of parking support control through the multi-display 70 and the speaker 80. Specifically, the information output control unit 19 displays an image captured by the camera 40 on the multi-display 70, or outputs a sound indicating that the automatic operation is being performed through the speaker 80.

  As shown in FIG. 4, a server 90 is installed in the parking lot. The server 90 includes a CPU, a ROM, a RAM, a storage device such as a hard disk and a DVD, an input / output interface, a road-to-vehicle communication device 91 (not shown), a vehicle detection device, and the like. The road-to-vehicle communication device 91 is configured in the same manner as the road-to-vehicle communication device 24 described above, and has a communication function with the vehicle. The vehicle detection device detects whether or not a vehicle is parked in each parking area by using a sensor or a camera installed in each parking area of the parking lot. Vehicles B and C have the same configuration as the vehicle described above, and can perform similar control.

  Next, with reference to FIGS. 3 and 4, parking assistance control for assisting driving of a vehicle to a set target parking position in a parking lot having a plurality of parking areas divided by lane markings will be described. FIG. 3 is a flowchart showing a processing procedure of parking support control, which is executed by the vehicle A and the server 90, respectively. FIG. 4 is an overhead view showing an aspect of the parking assistance control.

  First, when the vehicle A enters the parking lot and the parking switch 52 is turned on by the driver (S11), the parking support ECU 15 indicates that the vehicle A has entered the server 90 through the road-to-vehicle communication device 24. Vehicle information is transmitted (S12, S13). When the server 90 receives the fact that the vehicle A has entered the parking lot and the vehicle information of the vehicle A through the road-to-vehicle communication device 91 (S41, S42), the server 90 transmits the following various information to the vehicle A through the road-to-vehicle communication device 91. (S43 to S47).

  As shown to Fig.4 (a), the server 90 is the vehicle of the vehicles B and C parked in the parking area Y and Z adjacent to the parking area X, the positional information (S43) of the empty parking area X in a parking lot. Information (S44), position information of vehicles B and C (S45), distance information from vehicle B to vehicle C (S46), and deviation of vehicle B (C) from lane lines YL and YR (division lines ZL and ZR) Send.

  As a premise, the storage device of the server 90 stores position information of each parking area in the parking lot. The server 90 detects the presence or absence of a vehicle in each parking area by the vehicle detection device, and grasps an empty parking area. And the server 90 transmits the positional information on the vacant parking area grasped to the vehicle A (S43).

  The server 90 performs road-to-vehicle communication with the vehicles B and C that are already parked, and receives vehicle information of the vehicles B and C, position information of the vehicles B and C, and bias information of the vehicles B and C. ing. The vehicle information is information including the shape and dimensions of the vehicle. The vehicle position information is information including the current position of the vehicle detected by the GPS receiver 27. The vehicle bias information is information including the vehicle bias with respect to the lane marking of the parking area where the vehicle is parked. For example, the vehicle B is parked in the parking area Y, and the deviation of the vehicle B with respect to the left lane line YL and the right lane line YR of the parking area Y is calculated. The lane marking YR is the same as the lane marking XL on the left side of the parking area X. Here, the vehicle B is biased toward the side approaching the lane marking YL, that is, the side away from the lane marking YR (XL). This bias is calculated by the ECU 15 of the vehicle B based on an image taken by the camera 40 of the vehicle B when the vehicle B is parked.

  And ECU15 of the vehicle A receives said various information through the road-vehicle communication apparatus 24 (S14-S18). Subsequently, the ECU 15 calculates a parking start position, a target parking position, and an automatic driving route based on these various pieces of information (S19). Specifically, the ECU 15 selects the empty parking area X that is the closest to the current position of the vehicle A detected by the GPS receiver 27 among the received empty parking areas as the target area that is a target for parking the vehicle A. The ECU 15 calculates the positions of the lane markings XL and XR in the selected parking area X based on the image photographed by the camera 40. Then, the ECU 15 sets the target parking position based on the calculated positions of the lane markings XL and XR in the parking area X and the received deviations of the vehicles B and C.

  The target parking position is set by the basic position calculation unit 18a and the correction unit 18b described above. The basic position calculation unit 18a calculates a basic position serving as a basis for the target parking position based on the position of the lane marking in the target area acquired by the lane marking recognition unit 17. The correcting unit 18b corrects the basic position calculated by the basic position calculating unit 18a based on the received deviation of the vehicles B and C.

  Specifically, the correction unit 18b obtains the respective deviations of the vehicles B and C toward the lane markings XL and XR that divide the parking zone X and the adjacent parking zones Y and Z acquired by the lane marking recognition unit 17, respectively. Is larger, the basic position is corrected on the side away from the vehicles B and C. Moreover, the correction | amendment part 18b has each large bias | inclination of the vehicles B and C to the division lines YL and ZR side on the opposite side to the parking area X in the adjacent parking areas Y and Z acquired by the division line recognition part 17 The basic position is corrected closer to the vehicles B and C. In the example of FIG. 4A, the basic parking position is corrected and the target parking position is set on the side closer to the vehicle B and away from the vehicle C. Further, the ECU 15 sets a target parking position in the parking area X. That is, the ECU 15 sets a target parking position near the center between the left and right vehicles B and C in the parking area X (target area).

  The correcting unit 18b may correct the basic position based on the received positions of the vehicles B and C and the shapes and dimensions of the vehicles B and C. For example, based on these, when the distance between the vehicles B and C is narrowed, the basic position is corrected on the side away from the vehicles B and C, and when the distance between the vehicles B and C is widened, the vehicles B and C are What is necessary is just to correct | amend a basic position to the near side.

  As described above, the ECU 15 includes the moving unit 18c that moves the vehicle A to the set start position when starting driving assistance of the vehicle A to the target parking position. The moving unit 18c sets a start position based on the positions of the lane markings XL and XR in the parking area X acquired by the lane marking recognition unit 17 and the received bias of the vehicles B and C. That is, the start position is set in correspondence with the target parking position set in consideration of the bias of the vehicles B and C.

  Then, the ECU 15 calculates an automatic driving route from the set start position to the target parking position. Also in this case, the automatic driving route may be corrected based on the received positions of the vehicles B and C and the shapes and dimensions of the vehicles B and C.

  Subsequently, the moving unit 18c moves the vehicle A by automatic driving to a parking start position by automatic driving and stops (S20). Specifically, the moving unit 18c controls the steering device 30 based on the current position of the vehicle A and the set start position, moves the vehicle to the start position, and stops the vehicle. Then, the ECU 15 displays on the multi-display 70 that automatic parking support is being executed, that the vehicle has stopped at the start position, etc. (S21).

  Subsequently, the gear of the transmission of the vehicle A is put into the back gear (S22). This operation may be performed based on the control of the ECU 15, or may be performed manually by the driver. The ECU 15 transmits to the server 90 through the road-to-vehicle communication device 24 that automatic parking support up to the target parking position has started (S23). The server 90 receives a notification that automatic parking support up to the target parking position has been started through the road-to-vehicle communication device 91 (S48).

  Subsequently, the above-described vehicle guidance unit 18 of the ECU 15 controls the steering device 30 based on the contour line of the lane line recognized by the lane line recognition unit 17 to park the vehicle at the target parking position (S24 to S24). S27). Since the parking method at the target parking position is the same as in the prior art, detailed description is omitted. At that time, when the brake pedal of the vehicle A is operated (S26: YES), the automatic parking assist control is ended (S32).

  When the vehicle A is moved to the target parking position (S27: YES), the ECU 15 measures the position and bias of the vehicle A (S28). Specifically, the ECU 15 causes the GPS receiver 27 to detect the current position of the vehicle A. Further, the ECU 15 calculates the deviation of the vehicle A with respect to the lane markings XL and XR of the parking area X based on the image taken by the camera 40 of the vehicle A. The ECU 15 may detect the inclination of the vehicle A, that is, the inclination of the parking area X, based on the detection value of the acceleration sensor or the like.

  Subsequently, as shown in FIG. 4B, the ECU 15 transmits the measured position and bias of the vehicle A to the server 90 through the road-to-vehicle communication device 24 (S29, 30). The server 90 receives the position and bias of the vehicle A through the road-to-vehicle communication device 91 (S49, S51). The server 90 stores the vehicle A based on the positions of the vehicles D and E and the shapes and dimensions of the vehicles D and E stored in the storage device, and the received shapes and dimensions of the vehicle A and the positions and biases of the vehicle A. And the distance between the vehicle D and the distance between the vehicle A and the vehicle E are calculated (S50). The distance between the vehicles A and D and the distance between the vehicles A and E are used when other vehicles park in the parking areas Y and Z after the vehicles B and C depart from the parking areas Y and Z, respectively. The

  Subsequently, the ECU 15 transmits to the server 90 through the road-to-vehicle communication device 24 that the parking of the vehicle A at the target parking position has been completed (S31). The server 90 receives the fact that parking of the vehicle A at the target parking position has been completed through the road-to-vehicle communication device 91 (S52). Then, the ECU 15 ends the automatic parking assistance control (S32).

  In addition, the process of S18 corresponds to the process (bias acquisition process) as a bias acquisition part, and the process of S19 is a process (target area selection process, lane line) as a target area selection part, a lane line position acquisition part, and a setting part. Corresponds to a position acquisition step and a setting step), the process of S20 corresponds to a process (moving process) as a moving unit, and the processes of S11 to S32 correspond to a parking assistance method.

  The embodiment described in detail above has the following advantages.

  The bias with respect to the lane markings YL, YR (ZL, ZR) of the other vehicle B (C) parked in the parking area Y (Z) adjacent to the parking area X (target area) is acquired. Then, the target parking position is set based on the positions of the lane markings XL and XR in the acquired parking area X and the acquired bias of the other vehicle B (C). For this reason, even if the other vehicle B (C) of the parking area Y (Z) adjacent to the parking area X is parked with respect to the lane markings YL, YR (ZL, ZR), the deviation is taken into consideration. The target parking position can be set. As a result, the driving of the vehicle A is supported at the target parking position, so that the vehicle A can be parked at an appropriate position.

  The farther the other vehicle C is biased toward the lane line XR that partitions the parking zone X and the adjacent parking zone Z, that is, the more the other vehicle C is biased toward the parking zone X side, the farther away from the other vehicle C. The target parking position is set on the side. For this reason, according to the degree to which the other vehicle C is biased toward the parking area X, the target parking position can be set with an appropriate distance from the other vehicle C.

  The other vehicle B, the greater the bias of the other vehicle B toward the lane marking YL opposite to the parking zone X in the adjacent parking zone Y, that is, the greater the other vehicle B is biased to the opposite side of the parking zone X. The target parking position is set on the side approaching. For this reason, according to the degree to which the other vehicle B is biased to the opposite side to the parking area X, the target parking position can be set with an appropriate distance from the other vehicle B.

  A target parking position is set in the parking area X based on the positions of the lane markings XL and XR in the acquired parking area X and the acquired biases of the other vehicles B and C. Therefore, the target parking position can be set in consideration of the bias of the other vehicles B and C within a range that does not deviate from the parking area X.

  The bias with respect to the left and right lane markings of the other vehicle B (C) parked in the parking area Y (Z) adjacent to the parking area X is acquired. For this reason, even if the other vehicle B (C) of the parking area Y (Z) adjacent to the parking area X is parked with respect to the left and right lane markings YL and YR (ZL, ZR), the bias The target parking position can be set in consideration.

  Based on the acquired positions of the lane markings XL and XR in the parking area X, a basic position serving as a basis for the target parking position is calculated. Then, the calculated basic position is corrected based on the obtained deviation of the other vehicles B and C. For this reason, the target parking position can be appropriately set by calculating the basic position of the target parking position by a method similar to the conventional method and correcting the basic position based on the bias of the other vehicles B and C.

  When the driving support for the vehicle A to the target parking position is started, the vehicle A is moved to the set start position. Here, the start position is set based on the positions of the lane markings XL and XR in the acquired parking area X and the acquired deviations of the other vehicles B and C. For this reason, the driving assistance start position can be set in consideration of the bias of the other vehicles B and C, and the driving assistance of the vehicle A to the target parking position becomes easy.

  -Road-to-vehicle communication is performed with the server 90 provided in the parking lot, and the bias of the other vehicles B and C is acquired based on the information that the server 90 has. For this reason, the information of the bias of the other vehicles B and C is acquirable using the information which the server 90 provided in the parking lot has.

  -As information which server 90 has, the deviation of other vehicles B and C is acquired. For this reason, ECU15 can abbreviate | omit the process which calculates the bias of the other vehicles B and C. FIG.

(Second Embodiment)
The second embodiment will be described below with reference to the drawings. In the present embodiment, as shown in FIG. 6, the vehicle A performs vehicle-to-vehicle communication with the vehicles B and C without performing road-to-vehicle communication with the server 90 provided in the parking lot. The vehicle C is an electric vehicle or a hybrid vehicle. A charger 92 is provided in the parking lot, and the battery of the vehicle C is being charged by the charger 92.

  FIG. 5 is a flowchart showing a processing procedure of parking support control, which is executed by the vehicle A and the vehicles B and C, respectively. FIG. 6 is an overhead view showing an aspect of parking support control. About the process same as 1st Embodiment, description is abbreviate | omitted by attaching | subjecting the same step number.

  First, in S11 to S13 and S41 to S42, only the communication partner is changed, and the same processing as in the first embodiment is performed. The vehicles B and C transmit the following various information to the vehicle A through the inter-vehicle communication device 26 (S143, S44, S45, S47).

  As shown in FIG. 6A, the vehicles B and C are respectively position information (S143) of the empty parking area X in the parking lot, vehicle information (S44) of the vehicles B and C, and position information of the vehicles B and C ( S45), and the deviation of the vehicle B with respect to the lane markings YL and YR and the deviation of the vehicle C with respect to the lane markings ZL and ZR (S47) are transmitted.

  As a premise thereof, the memory 10a of the vehicles B and C stores position information of adjacent parking areas in the parking lot. The vehicles B and C respectively detect the presence or absence of vehicles in the adjacent parking areas V and X and the adjacent parking areas X and W by the camera 40 and grasp the empty parking area X. Vehicles B and C detect their current positions by the GPS receiver 27. Then, the vehicles B and C transmit the position information of the empty parking area to the vehicle A based on the grasped empty parking area X and the detected current position (S143).

  And ECU15 of the vehicle A receives said various information through the road-vehicle communication apparatus 24 (S14-S16, S18). Here, the ECU 15 calculates the distance between the vehicles B and C on both sides of the vacant parking area X based on the received vehicle information (shape and dimensions) of the vehicles B and C and the position information of the vehicles B and C. (S117).

  Subsequently, in S19 to S32 and S48 to S52, only the communication partner is changed, and the same processing as in the first embodiment is performed.

  In addition, the process of S18 corresponds to the process (bias acquisition process) as a bias acquisition part, and the process of S19 is a process (target area selection process, lane line) as a target area selection part, a lane line position acquisition part, and a setting part. The process of S20 corresponds to a process (moving process) as a moving unit, and the processes of S11 to S32 (including S117) correspond to a parking assistance method.

  The embodiment described in detail above has the following advantages. Here, only the advantages different from the first embodiment will be described.

  Inter-vehicle communication is performed with the other vehicles B and C, and the bias of the other vehicles B and C is acquired based on the information of the other vehicles B and C. For this reason, the information which the other vehicles B and C have can be acquired using the information which the other vehicles B and C have.

  -Since inter-vehicle communication is performed with the other vehicle C while the mounted battery is being charged, even if the other vehicle C performs inter-vehicle communication and consumes power, the consumed power is charged Can be supplemented. Therefore, it can suppress that the battery remaining charge of the other vehicle C reduces.

(Third embodiment)
Hereinafter, a third embodiment will be described with reference to the drawings. In this embodiment, as shown in FIG. 7, the vehicle A performs inter-vehicle communication with the vehicle C without performing communication with the server 90 and the vehicle B provided in the parking lot. Vehicle B and vehicle C perform inter-vehicle communication.

  In the present embodiment, only the communication partner is changed, and the same processing as in the first embodiment is performed. Specifically, the ECU 15 of the vehicle C performs the processing performed by the server 90 in the first embodiment. However, the following points are different from the first embodiment in the process of S19 of FIG.

  The ECU 15 sets the target parking position based on the calculated positions of the lane markings XL and XR in the parking area X and the received bias of the vehicles B and C (S19). Here, the ECU 15 sets the target parking position regardless of the inside or outside of the parking area X. That is, the ECU 15 sets the target parking position near the center between the left and right vehicles B and C regardless of the inside or outside of the parking area X (target area).

  In addition, the process of S18 corresponds to the process (bias acquisition process) as a bias acquisition part, and the process of S19 is a process (target area selection process, lane line) as a target area selection part, a lane line position acquisition part, and a setting part. Corresponds to a position acquisition step and a setting step), the process of S20 corresponds to a process (moving process) as a moving unit, and the processes of S11 to S32 correspond to a parking assistance method.

  The embodiment described in detail above has the following advantages. Here, only the advantages different from the first embodiment will be described.

  The target parking position is set regardless of the inside or outside of the parking area X based on the positions of the lane markings XL and XR in the acquired parking area X (target area) and the acquired bias of the other vehicles B and C. Therefore, when the vehicle A cannot be appropriately parked in the parking area X, the target parking position can be set by using up to the outside of the parking area X.

(Fourth embodiment)
Hereinafter, a fourth embodiment will be described with reference to the drawings. In the present embodiment, as shown in FIG. 9, after the vehicle A is parked at the target parking position, the vehicles D and E separated by one vehicle on the left and right sides are separated based on the distance to the vehicles B and C on the left and right sides. Calculate the distance.

  FIG. 8 is a flowchart showing a processing procedure of parking support control, which is executed by the vehicle A and the vehicles B and C, respectively. FIG. 9 is an overhead view showing an aspect of parking support control. Since the processes of S11 to S27 and S41 to S48 are the same as those in the first embodiment except for the communication partner, they are omitted here.

  When the vehicle A is moved to the target parking position (S27: YES), the ECU 15 measures the position and bias of the vehicle A (S28). Subsequently, the ECU 15 of the vehicle A transmits to the vehicles B and C through the inter-vehicle communication device 26 that the movement to the target parking position has been completed (S229). The ECUs 15 of the vehicles B and C receive information that the movement of the vehicle A to the target parking position is completed through the inter-vehicle communication device 26 (S249).

  Subsequently, the ECU 15 of the vehicle A causes the clearance sonar 22 to detect the distances between the vehicles B and C and the vehicle A (S230). Further, the ECU 15 of the vehicle B (C) causes the clearance sonar 22 to cause the distance between the vehicle D and the vehicle B (the distance between the vehicle A and the vehicle C) and the distance between the vehicle A and the vehicle B (the vehicle E and the vehicle C). And the distance) are detected. (S250).

  Subsequently, the ECU 15 of the vehicle A transmits the distances between the vehicles B and C and the vehicle A to the vehicles B and C through the inter-vehicle communication device 26 (S231). The ECU 15 of the vehicle B receives the distances between the vehicles B and C and the vehicle A through the inter-vehicle communication device 26 (S251). Further, the ECU 15 of the vehicle B (C) transmits the distance between the vehicles D and A and the vehicle B (the distance between the vehicles A and E and the vehicle C) to the vehicle A through the inter-vehicle communication device 26 (S252). . The ECU 15 of the vehicle A receives the distance between the vehicles D and A and the vehicle B (the distance between the vehicles A and E and the vehicle C) through the inter-vehicle communication device 26 (S232).

  Subsequently, the ECU 15 of the vehicle A receives the size and shape of the received vehicle B (C), the detected distance between the vehicle B (C) and the vehicle A, and the received distance between the vehicle D and the vehicle B (vehicle E and Based on the distance to the vehicle C), the distance between the vehicle D and the vehicle A (the distance between the vehicle E and the vehicle A) is calculated (S233). In S29 to S32 and S49 to S52, only the communication partner is changed, and the same processing as in the first embodiment is performed.

  In addition, the process of S18 corresponds to the process (bias acquisition process) as a bias acquisition part, and the process of S19 is a process (target area selection process, lane line) as a target area selection part, a lane line position acquisition part, and a setting part. The process of S20 corresponds to a process (moving process) as a moving unit, and the processes of S11 to S32 (including S229 to 233) correspond to a parking assistance method.

  The embodiment described in detail above has the following advantages. Here, only the advantages different from the first embodiment will be described.

  Since the distance between the vehicles is detected by the clearance sonar 22, the distance between the vehicles can be accurately detected.

  -By performing vehicle-to-vehicle communication, the distance between the vehicles D, E and the vehicle A that are separated by one on the left and right sides can be calculated based on the distance between the vehicles detected by the clearance sonar 22.

  In addition, each said embodiment can also be changed and implemented as follows. About the same member as the said embodiment, description is abbreviate | omitted by attaching | subjecting the same code | symbol.

  -You may acquire the image image | photographed with the camera 40 mounted in the other vehicles B and C as information which the other vehicles B and C have. According to such a configuration, the bias of the other vehicle can be accurately calculated using information suitable for calculating the bias of the other vehicle.

  -Based on the image image | photographed with the camera 40 mounted in the vehicle A, the deviation with respect to the division line YR of the vehicle B and the deviation with respect to the division line ZL of the vehicle C can also be calculated. According to such a configuration, the bias of the other vehicles B and C is calculated based on the image taken by the camera 40 mounted on the vehicle A. Therefore, it is possible to calculate the bias of the other vehicles B and C using only the device of the vehicle A.

  -Based on the image image | photographed with the camera 40 mounted in the vehicles B and C, ECU15 of the vehicle A can also calculate the bias with respect to the lane markings of the vehicles B and C. Further, the ECU 15 of the vehicle A can also calculate a bias with respect to the lane markings of the vehicles B and C based on an image taken by a camera provided in the parking lot. Alternatively, based on the position of each parking area in the parking lot and the positions of the vehicles B and C detected by the GPS receiver 27, the bias of the vehicles B and C with respect to the lane marking can be calculated.

  -As shown in FIG. 10, the bias | inclination with respect to the division lines VF and VR before and behind the other vehicle F parked in the parking area V adjacent to the parking area X (target area) is acquired, and target parking is based on this deviation You can also set the position. According to such a configuration, even if the other vehicle F of the parking area V is parked with a bias with respect to the front and rear lane markings VF and VR, the target parking position can be set in consideration of the bias.

  -The target area used as the object which parks the vehicle A can also be selected based on the image image | photographed with the camera 40 of the vehicle A, or can also be selected by a driver's manual operation (instruction).

  The driving assistance of the vehicle A to the target parking position is not limited to automatic driving, but the target parking position may be displayed on the multi-display 70, and the driver may drive to the target parking position based on the display.

  DESCRIPTION OF SYMBOLS 10 ... Parking assistance system, 15 ... ECU for parking assistance (parking assistance apparatus), 18 ... Vehicle guidance part (setting part), 18a ... Basic position calculation part, 18b ... Correction part, 18c ... Moving part, 40 ... Camera, 90 …server.

Claims (15)

In a parking lot comprising a plurality of parking areas partitioned by a lane marking, a parking assistance device (15) that assists driving the vehicle to a set target parking position,
A target area selection unit for selecting a target area to be a target for parking the vehicle among the plurality of parking areas;
A lane line position acquisition unit (17) for acquiring a position of a lane line in the target area selected by the target area selection unit;
A bias acquisition unit for acquiring a bias with respect to a lane marking of another vehicle parked in a parking area adjacent to the target area;
A setting unit (18) for setting the target parking position based on the position of the lane line in the target area acquired by the lane line position acquisition unit and the bias acquired by the bias acquisition unit;
Equipped with a,
The setting unit acquires the target closer to the other vehicle as the deviation of the other vehicle toward the lane marking opposite to the target area in the adjacent parking area acquired by the deviation acquisition unit increases. A parking assist device, wherein a parking position is set .   The setting unit obtains the target on the side away from the other vehicle as the deviation of the other vehicle toward the lane line that divides the target area and the adjacent parking area acquired by the deviation acquisition unit increases. The parking assistance device according to claim 1, wherein the parking position is set. The setting unit sets the target parking position in the target area based on the position of the lane line in the target area acquired by the lane line position acquisition unit and the bias acquired by the bias acquisition unit. The parking assistance device according to claim 1 or 2 . The setting unit, based on the position of the lane line in the target area acquired by the lane line position acquisition unit and the bias acquired by the bias acquisition unit, the target parking position regardless of the inside or outside of the target area The parking assistance device according to claim 1 or 2 , wherein The parking support device according to any one of claims 1 to 4 , wherein the bias acquisition unit acquires a bias with respect to left and right lane markings of the other vehicle parked in a parking area adjacent to the target area. The parking support device according to any one of claims 1 to 5 , wherein the bias acquisition unit acquires a bias with respect to a lane line before and after the other vehicle parked in a parking area adjacent to the target area. The setting unit
A basic position calculation unit (18a) for calculating a basic position serving as a basis of the target parking position based on the position of the lane line in the target area acquired by the lane line position acquisition unit;
A correction unit (18b) for correcting the basic position calculated by the basic position calculation unit based on the bias acquired by the bias acquisition unit;
Parking assist apparatus according to any one of claims 1 to 6, comprising a. A moving unit (18c) for moving the vehicle to a set start position when starting driving support of the vehicle to the target parking position;
The moving part, based on the deviation obtained by the position and the deviation acquiring unit of a lane mark in the area of interest acquired by the lane mark position acquiring unit, according to claim 1-7 to set the starting position The parking assistance device according to any one of claims. The parking support apparatus according to any one of claims 1 to 8 , wherein the bias acquisition unit performs inter-vehicle communication with the other vehicle and acquires the bias based on information of the other vehicle. The parking support device according to claim 9 , wherein the information of the other vehicle is an image taken by a camera (40) mounted on the other vehicle. The parking assistance device according to claim 9 or 10 , wherein the bias acquisition unit performs the inter-vehicle communication with the other vehicle being charged with a battery to be mounted. The deviation acquiring unit is configured performed parking provided server (90) the road-vehicle communication, according to any one of claims 1 to 11 for obtaining the deviation on the basis of the information which the server has Parking assistance device. The parking support apparatus according to claim 12 , wherein the information included in the server is the bias. The parking assistance device according to any one of claims 1 to 13 , wherein the bias acquisition unit calculates the bias based on an image taken by a camera (40) mounted on the vehicle. In a parking lot having a plurality of parking areas partitioned by lane markings, a parking support method for supporting driving of a vehicle to a set target parking position,
A target area selection step of selecting a target area to be a target for parking the vehicle among the plurality of parking areas;
A lane line position acquisition step of acquiring a position of a lane line in the target area selected in the target area selection step;
A bias acquisition step of acquiring a bias with respect to a lane marking of another vehicle parked in a parking area adjacent to the target area;
A setting step of setting the target parking position based on the position of the lane line in the target area acquired in the lane line position acquisition step and the bias acquired in the bias acquisition step;
Equipped with a,
In the setting step, the target closer to the other vehicle is obtained as the deviation of the other vehicle toward the lane marking opposite to the target area in the adjacent parking area acquired in the bias acquisition step is larger. A parking assistance method characterized by setting a parking position .

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