JP6088205B2 - Automatic parking apparatus and automatic parking control method - Google Patents

Description

  The present invention relates to an automatic parking apparatus and an automatic parking control method, and is particularly suitable for use in an automatic parking apparatus that detects a sign shown on a road surface of a parking space and automatically parks the vehicle in the parking space.

  Conventionally, an automatic parking device that automatically steers a vehicle and parks the vehicle in a parking space is known (see, for example, Patent Documents 1 and 2). In the automatic parking apparatus described in Patent Document 1, guidance is performed from the current position based on the relative position between the current position of the vehicle and the parking frame and the posture angle formed by the axis of the vehicle body in the traveling direction between the current position and the guidance position. A guided trajectory is calculated using a curve (secondary curve or cubic curve) whose curvature continuously changes to the position, and the vehicle is automatically steered according to the guided trajectory.

  Further, in the automatic parking device described in Patent Document 2, an arc inscribed in the garage entrance center line and the vehicle front-rear center line to be parked is calculated, and the vehicle front-rear center line according to the relative position of the vehicle to the garage, The steering angle of the vehicle is controlled so that the vehicle travels along either the inscribed arc or the approach center line of the garage.

JP-A-9-50596 Japanese Patent No. 2785472

  According to the automatic parking devices described in Patent Documents 1 and 2, if the vehicle moves according to the guide locus calculated in advance at the current position where parking is started, the vehicle is automatically parked in the target parking space. be able to. However, even if automatic steering is performed in accordance with the calculated guide locus, the vehicle does not always move according to the guide locus.

  For example, if the road surface has unexpected irregularities or slopes and the vehicle's moving direction deviates halfway, the vehicle's tires have poor air pressure balance and the vehicle does not advance according to the calculated steering angle. There are a number of reasons why the vehicle does not move according to the guidance trajectory, such as when the equilibrium of the vehicle is lost due to the seating of the passenger and the vehicle does not advance according to the calculated steering angle.

  Therefore, in the techniques described in Patent Documents 1 and 2, even though the vehicle can theoretically be automatically parked in the parking space along the guidance locus, the vehicle is actually automatically parked appropriately according to the guidance locus. There was a problem that it could not be used as a practical technology.

  The present invention has been made to solve such a problem, and can ensure that the vehicle is automatically parked in the target parking space regardless of the road surface condition or the vehicle condition. The purpose is to.

  In order to solve the above-described problem, in the present invention, the angle defined by the two virtual lines set along the traveling direction of the vehicle and the straight line drawn on the road surface before and after the movement of the vehicle at the sampling interval is defined. The first condition, the length between two contact points where the two virtual lines and the straight line contact each other, and the second condition defined for the linear movement amount that is the linear component of the vehicle movement vector at the sampling interval From the above, it is determined whether or not a convergence condition necessary for the vehicle to be parked along a straight line is satisfied, and based on the determination result, the steering angle for driving the vehicle during the next sampling interval is determined. The vehicle is automatically parked along a straight line by repeatedly setting and controlling the vehicle to run during the sampling interval according to the set steering angle. I have to so that.

  According to the present invention configured as described above, when the vehicle is parked at the position of the straight line drawn on the road surface, the conditions necessary for the vehicle to move and converge to the position of the straight line are the first condition and A determination is made at each sampling interval according to the second condition, and a steering angle when the vehicle is driven is set every sampling interval based on the determination result. Thus, even when the vehicle does not move as planned due to road conditions, vehicle conditions, etc. during movement at a certain sampling interval, the steering angle is controlled each time so as to approach the target parking position. Therefore, the vehicle can be surely automatically parked at the target parking position regardless of the road surface condition or the vehicle condition.

It is a block diagram which shows the function structural example of the automatic parking apparatus by this embodiment. It is a figure for demonstrating each parameter calculated for automatic parking control by this embodiment. It is a figure for demonstrating the calculation formula of the length between contacts calculated by the length detection part between contacts of this embodiment. It is a figure which shows the mode of the forward control of the vehicle performed by the traveling control part of this embodiment. It is a figure which shows the mode of the reverse control of the vehicle performed by the traveling control part of this embodiment. It is a figure which shows the example of adjustment of a steering angle in case a virtual line does not cross | intersect a straight line at the time of automatic parking start. It is a flowchart which shows the operation example of the automatic parking apparatus by this embodiment. It is a flowchart which shows the operation example of the automatic parking apparatus by this embodiment.

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a block diagram illustrating a functional configuration example of the automatic parking apparatus 100 according to the present embodiment. FIG. 2 is a diagram for explaining each parameter set or detected for automatic parking control. In FIG. 2, the direction parallel to the straight line drawn on the road surface is defined as the Y axis, and the direction perpendicular to the straight line is defined as the X axis.

  The automatic parking apparatus 100 of the present embodiment automatically parks the vehicle along a straight line drawn on the road surface by running the vehicle while controlling the steering angle at each sampling interval.

  As shown in FIG. 1, the automatic parking apparatus 100 of the present embodiment has an image recognition unit 1, a movement amount setting unit 2, a first angle detection unit 3, a contact length detection unit 4, a straight line as its functional configuration. Direction movement amount detection unit 5, second angle detection unit 6, third angle detection unit 7, virtual line length detection unit 8, remaining distance detection unit 9, first condition determination unit 11, second condition determination unit 12, a third condition determination unit 13, a fourth condition determination unit 14, a fifth condition determination unit 15, a sixth condition determination unit 16, a steering angle setting unit 17, and a travel control unit 18. Yes. Moreover, the automatic parking apparatus 100 of this embodiment is connected to the camera 200 which image | photographs the image around a vehicle.

  Each of the functional blocks 1 to 18 can be realized by any of a hardware configuration, a DSP, and software. For example, when realized by software, each of the functional blocks 1 to 18 is actually configured by including a computer CPU or MPU, RAM, ROM, etc., and a program stored in a recording medium such as RAM, ROM, hard disk, or the like. It can be realized by operating.

  The image recognizing unit 1 recognizes a straight line drawn on the road surface from images taken by the camera 200. When recognizing a straight line, it is preferable to perform viewpoint conversion processing of the image as preprocessing. The viewpoint conversion process refers to a process of converting an image photographed by the camera 200 into an image from directly above viewed from a virtual viewpoint above the vehicle.

  In addition, the 1st angle detection part 3 demonstrated below, the contact length detection part 4, the linear direction movement amount detection part 5, the 2nd angle detection part 6, the 3rd angle detection part 7, virtual line length detection Each process of the unit 8 and the remaining distance detection unit 9 is performed on an image in which a straight line is recognized by the image recognition unit 1.

  The movement amount setting unit 2 sets the movement amount of the vehicle in the sampling interval, that is, the vector length of the movement vector ef shown in FIG. In FIG. 2, dotted squares 101 and 102 indicate vehicle positions, 101 indicates a vehicle position before movement, and 102 indicates a vehicle position after movement in one sampling interval. In this embodiment, the center point in front of the vehicle is used as a reference position for calculating each parameter.

  The movement amount setting unit 2 automatically sets a predetermined movement amount at the start of automatic parking of the vehicle. Thereafter, the moving amount setting unit 2 decreases the moving amount of the vehicle at the sampling interval as the vehicle approaches the straight line 201. Details of this will be described later.

  The first angle detection unit 3 corresponds to the angle detection unit of the present invention, and virtual lines 301 and 302 and a straight line 201 set along the traveling direction of the vehicle before and after the movement of the vehicle at the sampling interval. First angles S1 and S2 formed are detected.

  The contact length detection unit 4 obtains the contact points a and b between the two virtual lines 301 and 302 and the straight line 201 set before and after the movement of the vehicle at the sampling interval, and the length between the two contact points a and b. Detect A. The linear direction movement amount detection unit 5 detects a linear direction movement amount B which is a linear direction component (Y-axis component) of the vehicle movement vector ef at the sampling interval.

  The second angle detection unit 6 detects a second angle α formed by the virtual line 301 and the perpendicular 401 with respect to the straight line 201 before the vehicle moves at the sampling interval. The third angle detection unit 7 detects a third angle β formed by the virtual line 302 and the perpendicular line 402 to the straight line 201 after the vehicle moves at the sampling interval. Here, the relationship of S1 = 90−α and S2 = 90−β is established. The contact point between the straight line 201 and the perpendicular line 401 is c, and the contact point between the straight line 201 and the perpendicular line 402 is d.

  The virtual line length detection unit 8 detects a virtual line length L that is the length from the vehicle position 101 before the vehicle moves at the sampling interval to the contact point a between the virtual line 301 and the straight line 201. When the vehicle has moved from the position 101 to the position 102 after the sampling interval, the virtual line length detection unit 8 is a virtual distance from the vehicle position 102 after the movement of the vehicle to the contact point b between the virtual line 302 and the straight line 201. The line length L ′ is detected.

  The remaining distance detection unit 9 detects the remaining distance from the vehicle position 101 to the tip of the straight line 201 (that is, the tip of the parking space) before the vehicle moves at the sampling interval. This remaining distance may be a vector length from the vehicle position 101 to the tip of the straight line 201, or a distance of a linear direction component (Y-axis component) or a direction component perpendicular to the vector (Y-axis component). May be. In this embodiment, the distance of the Y-axis component is detected as the remaining distance L2.

  When the vehicle moves from the position 101 to the position 102 after the sampling interval, the vehicle position 102 becomes the vehicle position before the movement of the vehicle at the next sampling interval. In this case, the virtual line length detection unit 8 detects a virtual line length L ′ that is the length from the vehicle position 102 to the contact point b. Further, the remaining distance detection unit 9 detects the remaining distance L2 'of the linear direction component (Y-axis component) from the vehicle position 102 to the tip of the straight line 201.

The above-mentioned contact length A can be calculated by the following equation with reference to FIG.
A = E · tanβ-D
E = L · cos α−ef · cos β
D = L · sin α−ef · sin β
therefore,
A = (L · cos α-ef · cos β) tan β- (L · sin α-ef · sin β)
= L · cos α · tan β-ef · sin β-L · sin α + ef · sin β
= L ・ cosα ・ tanβ−L ・ sinα
= L ・ cosα ・ tanβ−L (cosα ・ tanα)
= L ・ cos α ・ (tan β−tan α)

  Does the first condition determination unit 11 satisfy the first condition (S1> S2) defined for the two first angles S1 and S2 detected by the first angle detection unit 3 before and after the movement of the vehicle? Determine. The second condition determination unit 12 is a second condition determined for the inter-contact length A detected by the inter-contact length detection unit 4 and the linear direction movement amount B detected by the linear direction movement amount detection unit 5. It is determined whether or not the condition (A ≦ B) is satisfied. The first condition and the second condition are convergence conditions necessary for the vehicle to gradually approach the straight line 201 and be automatically parked along the direction of the straight line 201 at the position of the straight line 201.

The third condition determination unit 13 includes a vehicle movement amount ef set by the movement amount setting unit 2, a second angle α detected by the second angle detection unit 6, and a virtual line length detection unit 8. It is determined whether or not a third condition (α ≦ tan ⁻¹ (L · cos α / ef)) defined for the detected virtual line length L is satisfied. This third condition is a steering angle adjustment condition for adjusting the magnitude of the steering angle when the vehicle moves by the movement amount ef during the sampling interval.

  The fourth condition determination unit 14 includes a vehicle movement amount ef set by the movement amount setting unit 2, a second angle α detected by the second angle detection unit 6, and a virtual line length detection unit 8. It is determined whether or not a fourth condition (L · cos α ≦ ef) defined for the detected virtual line length L is satisfied. The fourth condition is a protrusion amount control condition for keeping the distance at which the vehicle protrudes on the opposite side of the straight line 201 in the X-axis direction within the movement amount ef.

  The fifth condition determination unit 15 includes a vehicle movement amount ef set by the movement amount setting unit 2, a second angle α detected by the second angle detection unit 6, and a third angle detection unit 7. The fifth condition (N · ef · cos β <L · cos α, N ≧ 2) defined for the third angle β detected by the above and the virtual line length L detected by the virtual line length detection unit 8 It is determined whether or not it is satisfied. The fifth condition is a protrusion prevention condition for preventing the vehicle from jumping out to the opposite side of the straight line 201 in the X-axis direction.

  The sixth condition determination unit 16 determines that the remaining distance L2 (or L2 ′) detected by the remaining distance detection unit 9 is a contact point between the virtual line 301 (or 302) and the straight line 201 from the vehicle position 101 (or 102). It is determined whether or not the sixth condition of being larger than the distance of the linear component to a (or b) is satisfied. The sixth condition is that the virtual line 301 (or 302) before the movement of the vehicle at the sampling interval does not pass the tip of the straight line 201 (tip of the parking space) in the Y-axis direction. ) And the straight line 201 always meet at the contact point a (or b). That is, this is the second convergence condition necessary for the vehicle to fit in the parking space where the straight line 201 is drawn.

  When the vehicle is at the position 101, the distance of the linear component from the vehicle position 101 to the contact point a is obtained as L · sin α. In this case, the sixth condition determination unit 16 determines whether or not L · sin α <L2 is satisfied as the sixth condition. Further, when the vehicle is at the position 102, the distance of the linear component from the vehicle position 102 to the contact point b is obtained as L ′ · sin β. In this case, the sixth condition determination unit 16 determines whether or not L ′ · sin β <L2 ′ is satisfied as the sixth condition.

  When the remaining distance detection unit 9 detects the vector length from the vehicle position 101 to the tip of the straight line 201 as the remaining distance (assuming L3), the sixth condition determination unit 16 sets L as the sixth condition. <Determine whether or not L3 is satisfied. Further, when the remaining distance detection unit 9 detects the distance of the X-axis component from the vehicle position 101 to the tip of the straight line 201 as the remaining distance (assumed to be L4), the sixth condition determination unit 16 It is determined whether or not L · cos α <L4 is satisfied as a condition.

  The steering angle setting unit 17 sets a steering angle for driving the vehicle during the next sampling interval based on the determination results by the first condition determination unit 11 to the fifth condition determination unit 15. That is, the steering angle setting unit 17 sets a steering angle that satisfies the first condition to the fifth condition.

  For example, the steering angle is set to an arbitrary value (for example, the third angle β) so that the angle becomes smaller than the first angle S1 at the contact point a before the movement at the sampling interval. When the first condition (S1> S2), the second condition (A ≦ B), and the fifth condition (N · ef · cosβ <L · cosα) are satisfied after the movement at the sampling interval, Also when setting the steering angle when the vehicle is driven during the sampling interval, the steering angle is set to an arbitrary value (third angle β) as described above.

On the other hand, after the movement at the sampling interval, any one of the first condition (S1> S2), the second condition (A ≦ B), and the fifth condition (N · ef · cosβ <L · cosα). However, if there is something that does not satisfy the condition, it is further determined whether or not the third condition (α ≦ tan ⁻¹ (L · cos α / ef)) and the fourth condition (L · cos α ≦ ef) are satisfied. When the third condition and the fourth condition are satisfied, the tan ⁻¹ (L · cos α / ef) calculated under the third condition is used to steer the vehicle during the next sampling interval. Set as.

  Furthermore, after the movement at the sampling interval, when all of the first condition to the fifth condition are not satisfied, the steering angle set before the movement at the sampling interval is maintained as it is.

  The traveling control unit 18 controls the vehicle to travel during the sampling interval according to the steering angle set by the steering angle setting unit 17. Usually, as shown in FIG. 4, the traveling control unit 18 advances the vehicle while controlling the steering angle at each sampling interval according to the first condition to the fifth condition. However, the traveling control unit 18 determines whether or not the sixth condition is satisfied at each sampling interval, and when it is determined that the sixth condition is not satisfied, the vehicle is once moved backward as shown in FIG.

  Here, the traveling control unit 18 retracts the vehicle to a position on the Y axis before the movement at the sampling interval (Y coordinate position of the contact c). At this time, the traveling control unit 18 straightens the steering angle while reversing the vehicle, and then returns the steering angle to the same steering angle as before the reversing is started (when the vehicle is at the Y coordinate position of the contact d). Thereby, the vehicle is stopped in the same state as the traveling direction before the vehicle is moved backward.

  As shown in FIG. 6, when the automatic parking starts, if the virtual line 301 before the movement of the vehicle at the sampling interval does not intersect the straight line 201 in the first place, that is, if the sixth condition is not satisfied, the vehicle is moved backward. I can't let you. In this case, the steering angle setting unit 17 adjusts the virtual line 301 to intersect the straight line 201 by changing the steering angle by a predetermined value.

  The movement amount setting unit 2 described above is based on the second angle α detected by the second angle detection unit 6 and the virtual line length L detected by the virtual line length detection unit 8. The distance (L · cos α) in the X-axis direction is calculated for each sampling interval. When the calculated distance becomes shorter than the threshold value Thx, the moving amount ef of the vehicle is variably set to a smaller value than before. The threshold value Thx may be one or plural.

  Here, the distance in the X-axis direction (L · cos α) between the vehicle and the straight line 201 is calculated, but the remaining distance L2 to the tip of the parking space calculated by the remaining distance detection unit 9 is used. Also good. In this case, when the remaining distance L2 calculated by the remaining distance detection unit 9 becomes shorter than the threshold value Thy, the movement amount setting unit 2 variably sets the vehicle movement amount ef to a smaller value than before. Also, the vector length between the vehicle and the straight line 201 may be used instead of the distance (L · cos α) between the vehicle and the straight line 201 in the X-axis direction. In this case, when the virtual line L detected by the virtual line length detection unit 8 becomes shorter than the threshold Th, the movement amount setting unit 2 variably sets the vehicle movement amount ef to a smaller value than before.

  7 and 8 are flowcharts showing an operation example of the automatic parking apparatus 100 according to the present embodiment configured as described above. Note that the flowchart shown in FIG. 7 is started when the user instructs the automatic parking apparatus 100 to execute the automatic parking operation. This operation execution instruction can be performed, for example, by pressing a start button (not shown) provided in the automatic parking apparatus 100.

  First, in FIG. 7, the image recognizing unit 1 recognizes a straight line drawn on the road surface from images taken by the camera 200 (step S1). Next, the movement amount setting unit 2 sets a predetermined value (default value) as the movement amount ef of the vehicle at the sampling interval (step S2). Further, the remaining distance detection unit 9 detects a remaining distance L2 that is the distance of the linear component from the current vehicle position to the tip of the straight line 201 (step S3).

  Further, the steering angle setting unit 17 sets an arbitrary value as the steering angle and sets the virtual line 301 (step S4). The value set here is basically the second angle α. However, even if the traveling control unit 18 controls the vehicle according to the steering angle set by the steering angle setting unit 17, the vehicle may not move as planned due to various factors. Therefore, the actual second angle α is detected by the second angle detector 6 and used in the condition determination formula.

  Further, the virtual line length detection unit 8 detects a virtual line length L for the set virtual line 301 (step S5). Then, the sixth condition determination unit 16 determines whether or not a sixth condition (L · sin α <L2) that is a second convergence condition necessary for the vehicle to fit in the parking space is satisfied (step S6). ).

  If it is determined that the sixth condition is not satisfied, the steering angle setting unit 17 changes the steering angle (second angle α) by a predetermined value (step S7). Thereafter, the process returns to step S4. By repeating the processes in steps S4 to S7 as necessary, the virtual line 301 is adjusted to intersect the straight line 201.

  On the other hand, if it is determined in step S6 that the sixth condition is satisfied, the steering angle setting unit 17 sets the third angle β that satisfies the first condition (S1> S2) as the steering angle ( Step S8). Since S1 = 90−α and S2 = 90−β, the first condition is replaced with α <β. Therefore, the steering angle setting unit 17 uses a steerable steering wheel angle θ (for example, 10 degrees), and a third angle β obtained by β = α + θ · k (k is a random value of 0 <k <1). Is set as the steering angle after movement of the vehicle at the sampling interval.

  For the third angle β, the value set by the steering angle setting unit 17 is not used for the condition determination, but the value detected by the third angle detection unit 7 is used for the condition determination formula. Like that.

  Next, the steering angle setting unit 17 determines whether or not the third angle β set in step S8 is larger than 90 degrees (step S9). If the third angle β is 90 degrees or less, the vehicle will not move away from the straight line 201, so that the third angle β is directly adopted as the steering angle, and the process proceeds to step S11. On the other hand, if the set third angle β is larger than 90 degrees, the third angle β is reset to 90 degrees (step S10), and the process proceeds to step S11.

  Next, the movement amount setting unit 2 determines whether or not the distance in the X-axis direction (L · cos α) between the vehicle and the straight line 201 is shorter than the threshold Thx (step S11). Here, when the distance (L · cos α) in the X-axis direction is shorter than the threshold Thx, the movement amount setting unit 2 variably sets the movement amount ef of the vehicle to a smaller value than before (step S12). For example, when the threshold Thx is one, the movement amount setting unit 2 changes the movement amount ef of the vehicle from several meters to several tens of centimeters. On the other hand, when the distance (L · cos α) in the X-axis direction is not shorter than the threshold Thx, the movement amount setting unit 2 does not perform the process of step S12, and maintains the vehicle movement amount ef at the previous value.

  Thereafter, the traveling control unit 18 controls the vehicle to travel by the movement amount ef during the sampling interval according to the steering angle set by the steering angle setting unit 17 (step S13). At this stage, the process before the movement of the vehicle at the sampling interval ends. Thereafter, the process proceeds to the flowchart shown in FIG.

  In FIG. 8, first, the remaining distance detection unit 9 is a straight line from the vehicle position 102 to the tip of the straight line 201 at a position after the vehicle moves in the sampling interval (= a position before the vehicle moves in the next sampling interval). The remaining distance L2 ′ that is the distance of the direction component is detected (step S14). Further, the steering angle setting unit 17 sets the virtual line 302 based on the third angle β set as the steering angle in Step S8 or Step S10 (Step S15). Further, the virtual line length detection unit 8 detects the virtual line length L ′ for the set virtual line 302 (step S <b> 16).

  Then, the sixth condition determination unit 16 determines whether or not the sixth condition (L ′ · sin β <L2) is satisfied (step S17). Here, when it is determined that the sixth condition is not satisfied, the travel control unit 18 temporarily moves the vehicle backward as shown in FIG. 5 (step S18). Thereafter, the process returns to step S8 in FIG. On the other hand, when it determines with satisfy | filling 6th conditions, the traveling control part 18 does not perform the process of step S18, but progresses to the process of step S19.

  In step S19, the first angle detection unit 3 detects first angles S1 and S2 formed by virtual lines 301 and 302 and a straight line 201 set along the traveling direction of the vehicle. Next, the contact length detection unit 4 detects the contact point length A, and the linear direction movement amount detection unit 5 detects the linear direction movement amount B (step S20).

  Next, the steering angle setting unit 17 includes a first condition (S1> S2) determined by the first condition determination unit 11, and a second condition (A ≦ B) determined by the second condition determination unit 12. ) And the fifth condition (N · ef · cos β <L · cos α) determined by the fifth condition determining unit 15 is determined (step S21). When all of these conditions are satisfied, the traveling control unit 18 determines whether or not the value of the X coordinate after movement of the vehicle coincides with the value of the X coordinate of the straight line 201 at least M times (M ≧ 2) (step). S22).

  Here, the fact that the value of the X coordinate matches M times or more indicates that the vehicle is almost parked along the straight line 201. In this case, the traveling control unit 18 causes the vehicle to go straight to the position of the tip of the straight line 201 recognized by the image recognition unit 1 and stop (step S23). Thereby, the automatic parking of the vehicle is completed, and the processing of the flowcharts shown in FIGS. 7 and 8 ends. On the other hand, if it is determined that the value of the X coordinate has not been matched more than M times, the process returns to step S8 in FIG.

In Step S21, when it is determined that any one of the first condition, the second condition, and the fifth condition is not satisfied, the steering angle setting unit 17 sets the third condition. Both the third condition (α ≦ tan ⁻¹ (L · cos α / ef)) determined by the determination unit 13 and the fourth condition (L · cos α ≦ ef) determined by the fourth condition determination unit 14 It is further determined whether or not both are satisfied (step S24).

Here, when it is determined that both the third condition and the fourth condition are satisfied, the steering angle setting unit 17 calculates tan ⁻¹ (L · cos α / ef) calculated under the third condition as follows: It is set as a steering angle when the vehicle is driven during the sampling interval (step S25). On the other hand, if it is determined that either one of the third condition and the fourth condition is not satisfied, the steering angle setting unit 17 maintains the steering angle set before the movement at the sampling interval as it is (step S1). S26).

  After setting the steering angle at the next sampling interval in step S25 or step S26, the traveling control unit 18 determines that the value of the X coordinate after the movement of the vehicle is equal to or greater than the value of the X coordinate of the straight line 201 (M ≧ 2). It is determined whether or not they match (step S27). Here, if the X coordinate values match at least M times, the process proceeds to step S23. On the other hand, when it is determined that the value of the X coordinate has not been matched more than M times, the process returns to step S11 in FIG.

  As described above in detail, in the present embodiment, the angle S1, formed by the two virtual lines 301, 302 set along the traveling direction of the vehicle before and after the movement of the vehicle at the sampling interval and the straight line 201 drawn on the road surface. The first condition (S1> S2) defined for S2, the length A between the two contact points a and b where the two virtual lines 301 and 302 and the straight line 201 are in contact, and the vehicle movement vector at the sampling interval The steering angle setting unit 17 sets and sets the steering angle of the vehicle at every sampling interval so as to satisfy the second condition (A ≦ B) defined for the linear movement amount B that is the linear component of ef. The traveling control unit 18 controls the traveling of the vehicle according to the steering angle.

  According to the present embodiment configured as described above, when the vehicle is parked at the position of the straight line 201 drawn on the road surface, the condition necessary for the vehicle to move and converge to the position of the straight line 201 is the first condition. A determination is made at each sampling interval based on the condition and the second condition, and a steering angle when the vehicle is driven is set every sampling interval based on the determination result. Thus, even when the vehicle does not move as planned due to road conditions, vehicle conditions, etc. during movement at a certain sampling interval, the steering angle is controlled each time so as to approach the target parking position. Therefore, the vehicle can be surely automatically parked at the target parking position regardless of the road surface condition or the vehicle condition.

  In the present embodiment, the vehicle movement amount ef set by the movement amount setting unit 2, the second angle α detected by the second angle detection unit 6, and the virtual line length detection unit 8 are detected. The steering angle setting unit 17 sets the steering angle of the vehicle so as to satisfy the fourth condition (L · cos α ≦ ef) defined for the virtual line length L, and the travel control unit 18 sets the steering angle according to the set steering angle. The travel of the vehicle is controlled.

  According to the present embodiment configured as described above, the protrusion amount control condition necessary for keeping the distance of the vehicle jumping out on the opposite side of the straight line 201 in the X-axis direction to be equal to or less than the movement amount ef depends on the fourth condition. Based on the determination result, the steering angle for driving the vehicle is set every sampling interval. Thereby, it is possible to avoid movement of the vehicle approaching the parking position while zigzagging to the left and right across the straight line 201, and automatic parking can be performed in a shorter time.

  In this embodiment, the vehicle movement amount ef set by the movement amount setting unit 2, the second angle α detected by the second angle detection unit 6, and the third angle detection unit 7 are detected. To satisfy the fifth condition (N · ef · cos β <L · cos α, N ≧ 2) defined for the third angle β and the virtual line length L detected by the virtual line length detector 8. Further, the steering angle setting unit 17 sets the steering angle of the vehicle, and the traveling control unit 18 controls the traveling of the vehicle according to the set steering angle.

  According to the present embodiment configured as described above, the protrusion prevention condition necessary to prevent the vehicle from jumping out to the opposite side of the straight line 201 in the X-axis direction is determined at each sampling interval according to the fifth condition. Based on the determination result, the steering angle for driving the vehicle is set every sampling interval. Thereby, when the steering angle satisfying the fifth condition can be set, it is possible to avoid the movement of the vehicle jumping over the straight line 201 and to perform automatic parking in a shorter time.

  Further, in the present embodiment, the sixth condition that the remaining distance L2 detected by the remaining distance detection unit 9 is larger than the distance of the linear component from the vehicle position 101 to the contact point a between the virtual line 301 and the straight line 201. When the above condition is not satisfied, the traveling control unit 18 controls the vehicle to move backward once.

  According to the present embodiment configured as described above, conditions necessary for preventing the vehicle from jumping out (Y-axis direction) beyond the tip of the parking position before the vehicle converges to the parking position. Is determined at every sampling interval according to the sixth condition, and if it is not satisfied, the control can be once reversed and the control can be performed again. Thus, the vehicle can be automatically parked so as to be surely placed at the target parking position regardless of the road surface condition, the vehicle condition, or the like.

  Further, in the present embodiment, when the distance between the vehicle and the straight line 201 becomes shorter than the threshold value, the moving amount ef of the vehicle is variably set to a smaller value than before. According to the present embodiment configured as described above, when the vehicle is separated from the straight line 201 by more than the threshold value, the movement amount ef is increased to move the vehicle as quickly as possible, while the distance between the vehicle and the straight line 201 is the threshold value. When approaching below, the error along the straight line 201 can be reduced by reducing the movement amount ef. Thereby, it is possible to accurately park the vehicle at the target parking position while shortening the time required for automatic parking as a whole.

  In addition, although the example which determines all the 1st-6th conditions was demonstrated in the said embodiment, this invention is not limited to this. For example, only the first condition and the second condition may be determined. In this case, the vehicle may move zigzag across the straight line 201, but the vehicle can be automatically parked at a parking position along the straight line 201.

  Further, at least one of the fourth condition and the fifth condition may be added to the first condition and the second condition. In this way, the zigzag movement of the vehicle can be reduced or prevented. Further, a sixth condition may be added to the first condition and the second condition. When the distance from the automatic parking start position to the tip of the straight line 201 is relatively long, the vehicle can be accommodated in the parking position without the sixth condition. On the other hand, if the sixth condition is added, the vehicle can be accommodated in the parking position even when the distance from the automatic parking start position to the tip of the straight line 201 is short.

  In addition, each of the above-described embodiments is merely an example of implementation in carrying out the present invention, and the technical scope of the present invention should not be construed in a limited manner. That is, the present invention can be implemented in various forms without departing from the gist or the main features thereof.

DESCRIPTION OF SYMBOLS 1 Image recognition part 2 Movement amount setting part 3 1st angle detection part 4 Contact length detection part 5 Linear direction movement amount detection part 6 2nd angle detection part 7 3rd angle detection part 8 Virtual line length detection part 9 remaining distance detection unit 11 first condition determination unit 12 second condition determination unit 13 third condition determination unit 14 fourth condition determination unit 15 fifth condition determination unit 16 sixth condition determination unit 17 steering angle Setting unit 18 Travel control unit

Claims (7)

An automatic parking device that parks the vehicle along a straight line drawn on the road surface by running the vehicle while controlling the steering angle at each sampling interval,
A travel control unit for causing the vehicle to travel during the sampling interval according to an arbitrary steering angle;
An angle detection unit for detecting an angle formed by the virtual line set along the traveling direction of the vehicle and the straight line before and after movement of the vehicle at the sampling interval;
An inter-contact length detection unit for obtaining contact points between the two virtual lines and the straight line set before and after the movement of the vehicle at the sampling interval, and detecting a length between the two contact points;
A linear direction movement amount detection unit for detecting a linear direction movement amount that is a linear direction component of the movement vector of the vehicle at the sampling interval;
The first condition defined for the two angles detected before and after the movement of the vehicle by the angle detection unit, the length between the contacts detected by the contact length detection unit, and the linear movement amount It is determined whether or not a convergence condition necessary for the vehicle to be parked along the straight line is satisfied from a second condition determined for the linear movement amount detected by the detection unit, and the determination A steering angle setting unit for setting a steering angle when the vehicle is driven during the next sampling interval based on the result,
The automatic parking apparatus, wherein the travel control unit controls the vehicle to travel during the sampling interval according to the arbitrary steering angle set by the steering angle setting unit. A second angle detection unit that detects a second angle formed by the virtual line and a perpendicular to the straight line before the vehicle moves at the sampling interval;
A movement amount setting unit for setting a vector length of the movement vector, which is a movement amount of the vehicle in the sampling interval;
A virtual line length detection unit that detects a length of the virtual line that is a length from a vehicle position before the vehicle moves at the sampling interval to a contact point between the virtual line and the straight line;
In addition to the first condition and the second condition, the steering angle setting unit includes the second angle detected by the second angle detection unit and the vehicle set by the movement amount setting unit. It is determined whether or not a steering angle adjustment condition for limiting the size of the steering angle is satisfied based on a third condition defined for the amount of movement and the virtual line length detected by the virtual line length detection unit The automatic parking apparatus according to claim 1, wherein a steering angle for driving the vehicle during the next sampling interval is set based on the determination result. A second angle detection unit that detects a second angle formed by the virtual line and a perpendicular to the straight line before the vehicle moves at the sampling interval;
A movement amount setting unit for setting a vector length of the movement vector, which is a movement amount of the vehicle in the sampling interval;
A virtual line length detection unit that detects a length of the virtual line that is a length from a vehicle position before the vehicle moves at the sampling interval to a contact point between the virtual line and the straight line;
In addition to the first condition and the second condition, the steering angle setting unit includes the vehicle movement amount set by the movement amount setting unit, and the first angle detected by the second angle detection unit. And the fourth condition defined for the virtual line length detected by the virtual line length detection unit, the distance at which the vehicle protrudes to the opposite side of the straight line is kept below the movement amount of the vehicle. And determining a steering angle for driving the vehicle during the next sampling interval based on the determination result. The automatic parking device described. A second angle detection unit that detects a second angle formed by the virtual line and a perpendicular to the straight line before the vehicle moves at the sampling interval;
A third angle detection unit for detecting a third angle formed by the virtual line and a perpendicular to the straight line after the vehicle moves at the sampling interval;
A movement amount setting unit for setting a vector length of the movement vector, which is a movement amount of the vehicle in the sampling interval;
A virtual line length detection unit that detects a length of the virtual line that is a length from a vehicle position before the vehicle moves at the sampling interval to a contact point between the virtual line and the straight line;
The steering angle setting unit is detected by the second angle detected by the second angle detection unit and the third angle detection unit in addition to the first condition and the second condition. The vehicle according to a fifth condition defined for the third angle, the movement amount of the vehicle set by the movement amount setting unit, and the virtual line length detected by the virtual line length detection unit. Determines whether or not the protrusion prevention condition for preventing the vehicle from jumping out to the opposite side of the straight line is satisfied, and based on the determination result, determines the steering angle for driving the vehicle during the next sampling interval. The automatic parking apparatus according to claim 1, wherein the automatic parking apparatus is set. A remaining distance detection unit that detects a remaining distance from a vehicle position before the movement of the vehicle at the sampling interval to the tip of the straight line;
A second angle detection unit that detects a second angle formed by the virtual line and a perpendicular to the straight line before the vehicle moves at the sampling interval;
A virtual line length detection unit that detects a length of the virtual line that is a length from a vehicle position before the vehicle moves at the sampling interval to a contact point between the virtual line and the straight line;
The travel control unit determines that the straight line is based on a sixth condition that the remaining distance detected by the remaining distance detection unit is larger than a distance from the position of the vehicle to a contact point between the virtual line and the straight line. It is determined whether or not the second convergence condition necessary for the vehicle to be accommodated in the parking space being drawn is satisfied, and if the sixth condition is not satisfied, the vehicle is controlled to move backward. The automatic parking apparatus according to claim 1. A second angle detection unit that detects a second angle formed by the virtual line and a perpendicular to the straight line before the vehicle moves at the sampling interval;
A movement amount setting unit for setting a vector length of the movement vector, which is a movement amount of the vehicle in the sampling interval;
A virtual line length detection unit that detects a length of the virtual line that is a length from a vehicle position before the vehicle moves at the sampling interval to a contact point between the virtual line and the straight line;
The movement amount setting unit includes the vehicle and the straight line calculated from the second angle detected by the second angle detection unit and the virtual line length detected by the virtual line length detection unit. 2. The automatic parking apparatus according to claim 1, wherein when the distance between the two is shorter than a threshold value, the moving amount of the vehicle is variably set to a smaller value than before. An automatic parking control method for parking the vehicle along a straight line drawn on the road surface by running the vehicle while controlling the steering angle at each sampling interval,
A first step in which a traveling control unit of the automatic parking apparatus causes the vehicle to travel during the sampling interval according to an arbitrary steering angle;
A second step in which the angle detection unit of the automatic parking device detects the angle formed by the virtual line set along the traveling direction of the vehicle and the straight line before and after the movement of the vehicle at the sampling interval;
The contact length detection unit of the automatic parking device obtains contact points between the two virtual lines and the straight line set before and after the movement of the vehicle at the sampling interval, and calculates the length between the two contact points. A third step of detecting;
A fourth step in which a linear movement amount detection unit of the automatic parking device detects a linear movement amount that is a linear component of a movement vector of the vehicle at the sampling interval;
The steering angle setting unit of the automatic parking apparatus is detected by the first condition defined for two angles detected by the angle detection unit before and after the movement of the vehicle, and by the contact length detection unit. A convergence condition necessary for the vehicle to be parked along the straight line from the second condition determined for the length between the contact points and the linear movement amount detected by the linear movement amount detection unit. And a fifth step of setting a steering angle when the vehicle is driven during the next sampling interval based on the determination result,
In the first step, the travel control unit controls the vehicle to travel during the next sampling interval according to the arbitrary steering angle set by the steering angle setting unit in the fifth step. An automatic parking control method characterized.

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