JP6136724B2 - Vehicle acceleration suppression device and vehicle acceleration suppression method - Google Patents

Description

  The present invention relates to a technique for detecting a parking frame when driving assistance is performed when a vehicle is parked.

  As a device for controlling the speed of a vehicle, for example, there is a safety device described in Patent Document 1. In this safety device, it is detected from the map data of the navigation device and the current position information that the vehicle is off the road, there is an accelerator operation in a direction to increase the vehicle traveling speed, and the vehicle traveling speed is predetermined. When it is determined that the value is larger than the value of the throttle, the throttle is controlled in the deceleration direction regardless of the operation of the accelerator.

JP 2003-137001 A

The above-described Patent Document 1 aims to prevent acceleration of a vehicle that is not intended by the driver even if an accelerator operation is erroneously performed. At this time, it becomes a problem to determine whether or not the accelerator operation is an erroneous operation. And in the above-mentioned Patent Document 1, it is assumed that the accelerator depressing operation when the host vehicle is at a position deviating from the road based on the map information and the traveling speed of a predetermined value or more is detected may be an accelerator misoperation. The above conditions are operating conditions for throttle suppression.
However, under the above-mentioned operating conditions, the throttle control is activated depending on the vehicle speed only by getting off the road and entering the parking lot, and the drivability in the parking lot is reduced.
The present invention has been made paying attention to the above points, and an object of the present invention is to prevent acceleration of the vehicle unintended by the driver when the host vehicle is parked in the parking frame.

  In order to solve the above-described problem, according to one aspect of the present invention, an end portion of a line located on a road surface is extracted from a captured image obtained by capturing an area around the host vehicle, and a preset interval range is extracted from the extracted end portions. A parking frame is detected based on a pair of end portions within a pair. And if a parking frame is detected, the acceleration suppression control which is control which suppresses the acceleration of the own vehicle according to operation of a driver | operator's driving force instruction | indication operator will be implemented.

The present invention extracts an end of a line located on a road surface from a captured image around the host vehicle, and sets a parking frame based on a pair of end portions that are paired within a preset interval range among the extracted ends. To detect. And if a parking frame is detected, acceleration of the own vehicle according to operation of a driver | operator's driving force instruction | indication operator will be suppressed.
Thereby, for example, the end of a rectangular parking space is detected with respect to a parking frame having a configuration in which a rectangular parking space is divided only by end portions at four corners (for example, a mark having a predetermined shape such as an L shape or a U shape). Thus, since it is possible to suppress acceleration of the host vehicle that is not intended by the driver when the host vehicle is parked in such a parking frame, it is possible to perform an appropriate operation of acceleration suppression control.

It is a conceptual diagram which shows the structure of a vehicle provided with the acceleration suppression apparatus for vehicles. It is a block diagram which shows schematic structure of the acceleration suppression apparatus for vehicles. It is a block diagram which shows the structure of the acceleration suppression control content calculating part. It is a figure which shows the pattern of the parking frame which a parking frame reliability calculation part makes the setting object of parking frame reliability. It is a figure which shows the pattern of the parking frame which the parking frame reliability calculation part 36 makes the setting object of parking frame reliability. It is a flowchart which shows the process which an acceleration suppression operation condition judgment part judges whether an acceleration suppression operation condition is materialized. It is a figure explaining the distance of the own vehicle, a parking frame, and the own vehicle and a parking frame. It is a flowchart which shows the process which a parking frame reliability calculation part sets a parking frame reliability. It is a flowchart which shows an example of the process sequence of a parking frame adaptation condition determination process. It is a flowchart which shows an example of the process sequence of a two-end part determination process. (A) And (b) is a schematic diagram which illustrates typically the extraction method of the parking frame edge part candidate by edge detection. (A) is a figure which shows the example in case the space | interval of two parking frame edge part candidates is within the preset 1st space | interval range, (b)-(c) is two parking frame edge part candidates. It is a figure which shows the example when the space | interval is outside the preset 1st space | interval range. (A)-(b) is a figure which shows the example in the case of adapting to the combination of the predefined shape, (c)-(d) is adapting to the combination of the predefined shape. It is a figure which shows the example in the case of not having. (A) And (d) is a figure which shows the example when there is no shift | offset | difference of the direction of an edge candidate pair, (b)-(c) and (e)-(f) are edge candidate pairs. It is a figure which shows the example in case there exists a shift | offset | difference of direction. (A) And (b) is a schematic diagram which illustrates typically the extraction method of the parking frame line by edge detection. It is a figure which shows the content of the process which the parking frame reliability calculation part 36 performs. It is a flowchart which shows an example of the process sequence of a three-end part determination process. (A) is a figure which shows an example from which the space | interval between the edge part of three parking frame edge part candidates is less than the preset space | interval range, (b) and (c) are three parking frame edge part candidates. It is a figure which shows an example from which the space | interval between the edge parts is outside the preset space | interval range. (A) And (b) is a schematic diagram which shows an example of the procedure which sets the triangle which made the extracted three edge part candidate a vertex. (A) is a figure which shows an example of the triangle which made the vertex of the 3 end part candidate in case the shape of a triangle is suitable for the shape conditions set beforehand, (b) is a figure which the shape of the triangle preset It is a figure which shows an example of the triangle which made the vertex the 3 end part candidate when not conforming to shape conditions. It is a figure which shows the content of the process which the parking frame reliability calculation part 36 performs. It is a flowchart which shows the process which a parking frame approach reliability setting part sets a parking frame approach reliability. It is a figure which shows the content of the process which detects the deviation | shift amount of the prediction locus | trajectory of the own vehicle, and a parking frame. It is a figure which shows a comprehensive reliability setting map. It is a figure which shows an acceleration suppression condition calculation map. It is a flowchart which shows the process which an acceleration suppression command value calculating part performs. It is a flowchart which shows the process which a target throttle opening calculating part performs. It is a figure which shows a modification.

Embodiments of the present invention will be described below with reference to the drawings.
(Constitution)
First, the configuration of a vehicle including the vehicle acceleration suppression device of the present embodiment will be described with reference to FIG.
FIG. 1 is a conceptual diagram illustrating a configuration of a vehicle V including the vehicle acceleration suppression device 1 of the present embodiment.
As shown in FIG. 1, the host vehicle V includes wheels W (right front wheel WFR, left front wheel WFL, right rear wheel WRR, left rear wheel WRL), a brake device 2, a fluid pressure circuit 4, and a brake controller 6. And comprising. In addition to this, the host vehicle V includes an engine 8 and an engine controller 12.

The brake device 2 is formed using, for example, a wheel cylinder and provided on each wheel W. The brake device 2 is not limited to a device that applies a braking force with fluid pressure, and may be formed using an electric brake device or the like.
The fluid pressure circuit 4 is a circuit including piping connected to each brake device 2.
The brake controller 6 responds to the braking force command value generated by each brake device 2 via the fluid pressure circuit 4 based on the braking force command value received from the travel controller 10 that is the host controller. To control the value. That is, the brake controller 6 forms a deceleration control device. In addition, the description regarding the traveling control controller 10 is mentioned later.
Therefore, the brake device 2, the fluid pressure circuit 4, and the brake controller 6 form a braking device that generates a braking force.

The engine 8 forms a drive source for the host vehicle V.
The engine controller 12 controls the torque (driving force) generated by the engine 8 based on the target throttle opening signal (acceleration command value) received from the travel controller 10. That is, the engine controller 12 forms an acceleration control device. A description regarding the target throttle opening signal will be given later.
Therefore, the engine 8 and the engine controller 12 form a driving device that generates driving force.
In addition, the drive source of the own vehicle V is not limited to the engine 8, You may form using an electric motor. The driving source of the host vehicle V may be formed by combining the engine 8 and the electric motor.

Next, a schematic configuration of the vehicle acceleration suppression device 1 will be described with reference to FIG.
FIG. 2 is a block diagram showing a schematic configuration of the vehicle acceleration suppression device 1 of the present embodiment.
As shown in FIGS. 1 and 2, the vehicle acceleration suppression device 1 includes an ambient environment recognition sensor 14, a wheel speed sensor 16, a steering angle sensor 18, a shift position sensor 20, and a brake operation detection sensor 22. And an accelerator operation detection sensor 24. In addition, the vehicle acceleration suppression device 1 includes a navigation device 26 and a travel control controller 10.

The ambient environment recognition sensor 14 captures an image around the host vehicle V, and based on each captured image, an information signal including individual images corresponding to a plurality of imaging directions (in the following description, “individual image signal”). May be written). Then, the generated individual image signal is output to the travel controller 10.
In the present embodiment, as an example, a case will be described in which the ambient environment recognition sensor 14 is formed using a front camera 14F, a right side camera 14SR, a left side camera 14SL, and a rear camera 14R. Here, the front camera 14F is a camera that images the front of the host vehicle V in the vehicle front-rear direction, and the right side camera 14SR is a camera that images the right side of the host vehicle V. The left-side camera 14SL is a camera that images the left side of the host vehicle V, and the rear camera 14R is a camera that images the rear side of the host vehicle V in the vehicle front-rear direction.

Moreover, in this embodiment, the surrounding environment recognition sensor 14 images the distance range of the maximum imaging range (for example, 100 [m]) of each camera at an angle of view where the road surface around the host vehicle V enters, for example.
The wheel speed sensor 16 is formed using, for example, a pulse generator such as a rotary encoder that measures wheel speed pulses.
Further, the wheel speed sensor 16 detects the rotational speed of each wheel W, and an information signal including the detected rotational speed (which may be referred to as “wheel speed signal” in the following description) is used as a travel controller. 10 is output.

For example, the steering angle sensor 18 is provided in a steering column (not shown) that rotatably supports the steering wheel 28.
The steering angle sensor 18 detects a current steering angle that is a current rotation angle (steering operation amount) of the steering wheel 28 that is a steering operator, and an information signal including the detected current steering angle (in the following description). , May be described as “current steering angle signal”) to the travel controller 10. In addition, you may detect the information signal containing the steering angle of a steered wheel as information which shows a steering angle.
Further, the steering operator is not limited to the steering wheel 28 that is rotated by the driver, and may be, for example, a lever that is operated by the driver to tilt by hand. In this case, the lever tilt angle from the neutral position is output as an information signal corresponding to the current steering angle signal.

The shift position sensor 20 detects the current position of a member that changes the shift position (for example, “P”, “D”, “R”, etc.) of the host vehicle V, such as a shift knob or a shift lever. Then, an information signal including the detected current position (which may be described as a “shift position signal” in the following description) is output to the travel controller 10.
The brake operation detection sensor 22 detects the opening degree of the brake pedal 30 that is a braking force instruction operator. Then, an information signal including the detected opening degree of the brake pedal 30 (which may be described as a “brake opening degree signal” in the following description) is output to the travel controller 10.

Here, the braking force instruction operator is configured to be operated by the driver of the host vehicle V and to instruct the braking force of the host vehicle V by changing the opening. Note that the braking force instruction operator is not limited to the brake pedal 30 that the driver steps on with his / her foot, and may be, for example, a lever that is manually operated by the driver.
The accelerator operation detection sensor 24 detects the opening degree of the accelerator pedal 32 that is a driving force instruction operator. Then, an information signal including the detected opening of the accelerator pedal 32 (in the following description, it may be described as “accelerator opening signal”) is output to the travel controller 10.

Here, the driving force instruction operator is configured to be operable by the driver of the host vehicle V and to instruct the driving force of the host vehicle V by changing the opening. Note that the driving force instruction operator is not limited to the accelerator pedal 32 on which the driver performs the stepping operation with his / her foot, and may be, for example, a lever operated by the driver with his hand.
The navigation device 26 includes a GPS (Global Positioning System) receiver, a map database, and an information presentation device having a display monitor and the like, and performs route search, route guidance, and the like.

Further, the navigation device 26 uses the current position of the host vehicle V acquired by using the GPS receiver and the road information stored in the map database, such as the type of road on which the host vehicle V is traveling and the road width. Information can be acquired.
In addition, the navigation device 26 uses an information signal (which may be referred to as “own vehicle position signal” in the following description) including the current position of the own vehicle V acquired using the GPS receiver, as the traveling control controller 10. Output to. In addition to this, the navigation device 26 outputs an information signal including the type of road on which the vehicle V is traveling, the road width, etc. (in the following description, it may be described as “traveling road information signal”) to the travel control controller. 10 is output.

The information presenting device outputs an alarm or other presenting by voice or image in accordance with a control signal from the travel controller 10. In addition, the information presentation device includes, for example, a speaker that provides information to the driver by a buzzer sound or voice, and a display unit that provides information by displaying an image or text. Further, the display unit may divert the display monitor of the navigation device 26, for example.
The travel control controller 10 is an electronic control unit that includes a CPU and CPU peripheral components such as a ROM and a RAM.
The travel controller 10 also includes a parking driving support unit that performs driving support processing for parking.

  As shown in FIG. 2, the parking driving support unit among the processes of the travel controller 10 includes, as shown in FIG. 2, an ambient environment recognition information calculation unit 10A, a host vehicle speed calculation unit 10B, and a steering angle calculation unit 10C. A steering angular velocity calculation unit 10D. In addition, the parking driving support unit includes a shift position calculation unit 10E, a brake pedal operation information calculation unit 10F, an accelerator operation amount calculation unit 10G, an accelerator operation speed calculation unit 10H, and an acceleration suppression control as functional components. A content calculation unit 10I. Furthermore, the parking driving support unit includes an acceleration suppression command value calculation unit 10J and a target throttle opening calculation unit 10K as functional components. These functional components are composed of one or more programs.

The surrounding environment recognition information calculation unit 10A forms an image (a bird's-eye view image) around the host vehicle V as viewed from above the host vehicle V based on the individual image signal received from the surrounding environment recognition sensor 14. Then, an acceleration suppression control content calculation unit 10I includes an information signal including the formed overhead image (in the following description, may be referred to as “overhead image signal”) and an individual image signal corresponding to the overhead image signal. Output to.
Here, the bird's-eye view image is formed by, for example, synthesizing images captured by the respective cameras (front camera 14F, right side camera 14SR, left side camera 14SL, and rear camera 14R). The overhead image includes, for example, an image showing a road marking such as a line of a parking frame displayed on the road surface (may be described as “parking frame line” in the following description).

The own vehicle vehicle speed calculation unit 10 </ b> B calculates the speed (vehicle speed) of the own vehicle V from the rotation speed of the wheel W based on the wheel speed signal received from the wheel speed sensor 16. Then, an information signal including the calculated speed (in the following description, may be described as “vehicle speed calculation value signal”) is output to the acceleration suppression control content calculation unit 10I.
The steering angle calculation unit 10C calculates the operation amount (rotation angle) from the neutral position of the steering wheel 28 from the current rotation angle of the steering wheel 28 based on the current steering angle signal received from the steering angle sensor 18. . Then, an information signal including the calculated operation amount from the neutral position (in the following description, may be described as “steering angle signal”) is output to the acceleration suppression control content calculation unit 10I.

The steering angular velocity calculation unit 10D calculates the steering angular velocity of the steering wheel 28 by differentiating the current steering angle included in the current steering angle signal received from the steering angle sensor 18. Then, an information signal including the calculated steering angular velocity (may be described as “steering angular velocity signal” in the following description) is output to the acceleration suppression control content calculation unit 10I.
The shift position calculation unit 10E determines the current shift position based on the shift position signal received from the shift position sensor 20. Then, an information signal including the calculated current shift position (in the following description, may be described as “current shift position signal”) is output to the acceleration suppression control content calculation unit 10I.

The brake pedal operation information calculation unit 10F calculates the depression amount of the brake pedal 30 based on a state where the depression amount is “0” based on the brake opening signal received from the brake operation detection sensor 22. Then, an information signal including the calculated depression amount of the brake pedal 30 (in the following description, may be described as a “braking side depression amount signal”) is output to the acceleration suppression control content calculation unit 10I.
The accelerator operation amount calculation unit 10G calculates the depression amount of the accelerator pedal 32 with reference to the state where the depression amount is “0” based on the accelerator opening signal received from the accelerator operation detection sensor 24. Then, an information signal including the calculated depression amount of the accelerator pedal 32 (in the following description, may be described as a “driving-side depression amount signal”), an acceleration suppression control content calculation unit 10I, and an acceleration suppression command value calculation To the unit 10J and the target throttle opening calculation unit 10K.

  The accelerator operation speed calculation unit 10H calculates the operation speed of the accelerator pedal 32 by differentiating the opening of the accelerator pedal 32 included in the accelerator opening signal received from the accelerator operation detection sensor 24. Then, an information signal including the calculated operation speed of the accelerator pedal 32 (in the following description, may be described as “accelerator operation speed signal”) is output to the acceleration suppression command value calculation unit 10J.

The acceleration suppression control content calculation unit 10I includes the above-described various information signals (overhead image signal, individual image signal, vehicle speed calculation value signal, steering angle signal, steering angular velocity signal, current shift position signal, braking side depression amount signal, driving side Input of a depression amount signal, a vehicle position signal, and a traveling road information signal. And based on the various information signals which received the input, the acceleration suppression operation condition judgment result mentioned later, acceleration suppression control start timing, and acceleration suppression control amount are calculated. Furthermore, an information signal including these calculated parameters is output to the acceleration suppression command value calculation unit 10J.
The detailed configuration of the acceleration suppression control content calculation unit 10I and the processing performed by the acceleration suppression control content calculation unit 10I will be described later.

The acceleration suppression command value calculation unit 10J inputs the drive side depression amount signal and the accelerator operation speed signal described above, and inputs an acceleration suppression operation condition determination result signal, an acceleration suppression control start timing signal, and an acceleration suppression control amount signal described later. receive. And the acceleration suppression command value which is a command value for suppressing the acceleration command value according to the depression amount (driving force operation amount) of the accelerator pedal 32 is calculated. Further, an information signal including the calculated acceleration suppression command value (in the following description, may be described as “acceleration suppression command value signal”) is output to the target throttle opening calculation unit 10K.
Further, the acceleration suppression command value calculation unit 10J calculates a normal acceleration command value, which is a command value used in normal acceleration control, according to the content of the received acceleration suppression operation condition determination result signal. Furthermore, an information signal including the calculated normal acceleration command value (in the following description, may be described as “normal acceleration command value signal”) is output to the target throttle opening calculation unit 10K.
The processing performed by the acceleration suppression command value calculation unit 10J will be described later.

The target throttle opening calculation unit 10K receives an input of a drive side depression amount signal and an acceleration suppression command value signal. Based on the depression amount of the accelerator pedal 32 and the acceleration suppression command value, a target throttle opening that is a throttle opening corresponding to the depression amount of the accelerator pedal 32 or the acceleration suppression command value is calculated. Further, an information signal including the calculated target throttle opening (in the following description, may be described as “target throttle opening signal”) is output to the engine controller 12.
Further, when the acceleration suppression command value includes an acceleration suppression control start timing command value described later, the target throttle opening calculation unit 10K sends the target throttle opening signal to the engine controller 12 based on the acceleration suppression control start timing described later. Output.
The processing performed by the target throttle opening calculation unit 10K will be described later.

(Configuration of acceleration suppression control content calculation unit 10I)
Next, a detailed configuration of the acceleration suppression control content calculation unit 10I will be described using FIGS. 3 and 4 with reference to FIGS.
FIG. 3 is a block diagram illustrating a configuration of the acceleration suppression control content calculation unit 10I.
As shown in FIG. 3, the acceleration suppression control content calculation unit 10I includes an acceleration suppression operation condition determination unit 34, a parking frame certainty calculation unit 36, a parking frame approach certainty setting unit 38, and an overall certainty setting unit. 40. In addition, the acceleration suppression control content calculation unit 10I includes an acceleration suppression control start timing calculation unit 42 and an acceleration suppression control amount calculation unit 44.

The acceleration suppression operation condition determination unit 34 determines whether or not a condition for operating acceleration suppression control is satisfied, and describes an information signal including the determination result (in the following description, “acceleration suppression operation condition determination result signal”). Is output to the acceleration suppression command value calculation unit 10J. Here, the acceleration suppression control is a control that suppresses (corrects to a value that does not accelerate more than usual) an acceleration command value that accelerates the host vehicle V in accordance with the depression amount of the accelerator pedal 32.
Moreover, the process in which the acceleration suppression operation condition determination part 34 determines whether the conditions for operating the acceleration suppression control are satisfied will be described later.

The parking frame certainty calculation unit 36 sets a parking frame certainty that is a certainty that a parking frame exists in the traveling direction of the host vehicle V. Then, an information signal including the set parking frame certainty factor (may be described as “parking frame certainty signal” in the following description) is output to the total certainty factor setting unit 40.
Here, the parking frame certainty calculation unit 36 refers to various information included in the overhead image signal, the individual image signal, the vehicle speed calculation value signal, the current shift position signal, the own vehicle position signal, and the traveling road information signal, Set confidence.
Moreover, as shown in FIG. 4 and FIG. 5, for example, there are a plurality of patterns in the parking frame that the parking frame certainty calculation unit 36 sets the certainty factor. 4 and 5 are diagrams illustrating a pattern of a parking frame that is set by the parking frame certainty factor calculation unit 36 as a setting target of the parking frame certainty factor.

Moreover, the parking frame certainty calculation part 36 detects the edge part of the line | wire on a road surface from the bird's-eye view image of the vehicle advancing direction of the own vehicle V. Further, a parking frame is detected based on a pair of end portions that are paired within a preset interval range among the detected end portions. Moreover, a parking frame is detected based on the group of three edge parts within the preset interval range among the detected edge parts. And the parking frame reliability is set based on the detected parking frame.
Details of the process in which the parking frame certainty calculation unit 36 sets the parking frame certainty will be described later.

The parking frame approach certainty factor setting unit 38 sets a parking frame approach certainty factor that is a certainty factor that the host vehicle V enters the parking frame. Then, an information signal including the set parking frame approach certainty factor (may be described as “parking frame approach certainty signal” in the following description) is output to the total confidence setting unit 40.
Here, the parking frame approach reliability setting unit 38 sets the parking frame approach reliability with reference to various information included in the overhead image signal, the vehicle speed calculation value signal, the current shift position signal, and the steering angle signal.
In addition, the process which the parking frame approach reliability setting part 38 sets a parking frame approach reliability is mentioned later.

The comprehensive certainty setting unit 40 receives the input of the parking frame certainty signal and the parking frame approach certainty signal, and sets the overall certainty that is the certainty corresponding to the parking frame certainty and the parking frame approach certainty. Then, an information signal including the set total certainty factor (may be described as a “total confidence signal” in the following description) is output to the acceleration suppression control start timing calculation unit 42 and the acceleration suppression control amount calculation unit 44. To do.
In addition, the process which the comprehensive reliability setting part 40 sets a comprehensive reliability is mentioned later.

The acceleration suppression control start timing calculation unit 42 calculates an acceleration suppression control start timing that is a timing for starting the acceleration suppression control. Then, an information signal including the calculated acceleration suppression control start timing (may be described as “acceleration suppression control start timing signal” in the following description) is output to the acceleration suppression command value calculation unit 10J.
Here, the acceleration suppression control start timing calculation unit 42 refers to various information included in the comprehensive reliability signal, the braking side depression amount signal, the vehicle speed calculation value signal, the current shift position signal, and the steering angle signal, and starts the acceleration suppression control. Calculate timing.
The process in which the acceleration suppression control start timing calculation unit 42 calculates the acceleration suppression control start timing will be described later.

The acceleration suppression control amount calculation unit 44 calculates an acceleration suppression control amount that is a control amount for suppressing the acceleration command value according to the depression amount of the accelerator pedal 32. Then, an information signal including the calculated acceleration suppression control amount (in the following description, may be described as “acceleration suppression control amount signal”) is output to the acceleration suppression command value calculation unit 10J.
Here, the acceleration suppression control amount calculation unit 44 refers to various information included in the comprehensive certainty signal, the braking side depression amount signal, the vehicle speed calculation value signal, the current shift position signal, and the steering angle signal, and determines the acceleration suppression control amount. Calculate.
The process in which the acceleration suppression control amount calculation unit 44 calculates the acceleration suppression control amount will be described later.

(Processing performed by the acceleration suppression control content calculation unit 10I)
Next, processing performed by the acceleration suppression control content calculation unit 10I will be described with reference to FIGS. 1 to 5 and FIGS.
Processing performed by the acceleration suppression operation condition determination unit 34 Referring to FIGS. 1 to 5, the conditions for the acceleration suppression operation condition determination unit 34 to operate the acceleration suppression control (refer to the following explanation). The process of determining whether or not “acceleration suppression operation condition” may be established will be described.

FIG. 6 is a flowchart illustrating processing in which the acceleration suppression operation condition determination unit 34 determines whether or not the acceleration suppression operation condition is satisfied. In addition, the acceleration suppression operation condition determination unit 34 repeatedly performs the process described below every preset sampling time (for example, 10 [msec]).
As shown in FIG. 6, when the acceleration suppression operation condition determination unit 34 starts processing (START), first, the process proceeds to step S100.
In step S100, the acceleration suppression operation condition determination unit 34 performs a process of acquiring the parking frame certainty factor set by the parking frame certainty factor calculation unit 36 ("parking frame certainty factor acquisition process" shown in the drawing). Thereafter, the processing performed by the acceleration suppression operation condition determination unit 34 proceeds to step S102.

In step S102, the acceleration suppression operation condition determination unit 34 performs a process for determining the presence or absence of a parking frame based on the parking frame certainty factor acquired in step S100 ("parking presence / absence determination process" shown in the figure).
In this embodiment, the process which determines the presence or absence of a parking frame is performed based on a parking frame reliability. Specifically, if it is determined that the parking frame certainty factor is a preset minimum value (level 0), for example, there is no parking frame within a distance or area (area) set in advance with the vehicle V as a reference ( "No" shown in the figure). In this case, the process performed by the acceleration suppression operation condition determination unit 34 proceeds to step S120.

On the other hand, if it is determined that the parking frame certainty factor is a value other than the preset minimum value, there is a parking frame within a distance or area (area) set in advance with reference to the host vehicle V (see “ Yes "). In this case, the process performed by the acceleration suppression operation condition determination unit 34 proceeds to step S104.
In step S104, the acceleration suppression operation condition determination unit 34 refers to the vehicle speed calculation value signal received from the host vehicle vehicle speed calculation unit 10B, and acquires the vehicle speed of the host vehicle V ("own vehicle shown in the figure" Car speed information acquisition process ”). Thereafter, the processing performed by the acceleration suppression operation condition determination unit 34 proceeds to step S106.

In step S106, the acceleration suppression operation condition determination unit 34 determines whether the condition that the vehicle speed of the host vehicle V is less than a preset threshold vehicle speed is satisfied based on the vehicle speed acquired in step S104. ("Vehicle speed condition determination process" shown in the figure) is performed.
In the present embodiment, a case where the threshold vehicle speed is set to 15 [km / h] will be described as an example. The threshold vehicle speed is not limited to 15 [km / h], and may be changed according to the specifications of the host vehicle V such as the braking performance of the host vehicle V, for example. Further, for example, the vehicle V may be changed according to the traffic regulations of the area (country etc.) where the vehicle V travels.

In step S106, when it is determined that the condition that the vehicle speed of the host vehicle V is less than the threshold vehicle speed is satisfied ("Yes" in the drawing), the processing performed by the acceleration suppression operation condition determination unit 34 is performed in step S108. Transition.
On the other hand, if it is determined in step S106 that the condition that the vehicle speed of the host vehicle V is less than the threshold vehicle speed is not satisfied ("No" shown in the figure), the processing performed by the acceleration suppression operation condition determination unit 34 is performed in step S106. The process proceeds to S120.

In step S108, the acceleration suppression operation condition determination unit 34 refers to the brake-side depression amount signal received from the brake pedal operation information calculation unit 10F, and acquires information on the depression amount (operation amount) of the brake pedal 30. Processing ("brake pedal operation amount information acquisition processing" shown in the figure) is performed. Thereafter, the processing performed by the acceleration suppression operation condition determination unit 34 proceeds to step S110.
In step S110, the acceleration suppression operation condition determination unit 34 determines whether or not the brake pedal 30 is operated based on the depression amount of the brake pedal 30 acquired in step S108 ("brake pedal shown in the figure"). Operation determination process ").

If it is determined in step S110 that the brake pedal 30 is not operated ("No" shown in the figure), the processing performed by the acceleration suppression operation condition determination unit 34 proceeds to step S112.
On the other hand, when it is determined in step S110 that the brake pedal 30 is operated (“Yes” shown in the drawing), the processing performed by the acceleration suppression operation condition determination unit 34 proceeds to step S120.

In step S112, the acceleration suppression operation condition determination unit 34 refers to the driving side depression amount signal received from the accelerator operation amount calculation unit 10G and acquires information on the depression amount (operation amount) of the accelerator pedal 32. ("Accelerator pedal operation amount information acquisition process" shown in the figure). Thereafter, the processing performed by the acceleration suppression operation condition determination unit 34 proceeds to step S114.
In step S114, the acceleration suppression operation condition determination unit 34 determines whether or not the condition that the depression amount (operation amount) of the accelerator pedal 32 is equal to or larger than a preset threshold accelerator operation amount (in the drawing). The “accelerator pedal operation determination process” shown in FIG. Here, the process of step S114 is performed based on the depression amount of the accelerator pedal 32 acquired in step S112.

In the present embodiment, as an example, a case will be described in which the threshold accelerator operation amount is set to an operation amount corresponding to 3% of the opening of the accelerator pedal 32. The threshold accelerator operation amount is not limited to an operation amount corresponding to 3% of the opening of the accelerator pedal 32. For example, the threshold accelerator operation amount depends on the specifications of the host vehicle V such as the braking performance of the host vehicle V. It may be changed.
When it is determined in step S114 that the condition that the depression amount (operation amount) of the accelerator pedal 32 is equal to or greater than the threshold accelerator operation amount is satisfied (“Yes” shown in the drawing), the acceleration suppression operation condition determination unit 34 The processing to be performed proceeds to step S116.
On the other hand, if it is determined in step S114 that the condition that the depression amount (operation amount) of the accelerator pedal 32 is equal to or greater than the threshold accelerator operation amount is not satisfied ("No" in the drawing), the acceleration suppression operation condition determination unit The processing performed by 34 proceeds to step S120.

  In step S116, the acceleration suppression operation condition determination unit 34 acquires information for determining whether or not the host vehicle V enters the parking frame ("parking frame entry determination information acquisition process" shown in the figure). I do. Thereafter, the processing performed by the acceleration suppression operation condition determination unit 34 proceeds to step S118. In the present embodiment, as an example, the host vehicle V enters the parking frame based on the steering angle of the steering wheel 28, the angle formed by the host vehicle V and the parking frame, and the distance between the host vehicle V and the parking frame. The case of determining whether or not will be described.

Here, a specific example of the process performed in step S116 will be described.
In step S116, the acceleration suppression operation condition determination unit 34 refers to the steering angle signal received from the steering angle calculation unit 10C, and acquires the rotation angle (steering angle) of the steering wheel 28. In addition, based on the bird's-eye view image around the host vehicle V included in the bird's-eye view image signal received from the surrounding environment recognition information calculation unit 10A, the angle α between the host vehicle V and the parking frame L0, the host vehicle V, and The distance D with the parking frame L0 is acquired.
Here, as shown in FIG. 7, for example, the angle α is an absolute value of the intersection angle between the straight line X and the line on the frame line L1 and the parking frame L0 side. In addition, FIG. 7 is a figure explaining the distance D of the own vehicle V, the parking frame L0, and the own vehicle V and the parking frame L0.

The straight line X is a straight line in the front-rear direction of the host vehicle V that passes through the center of the host vehicle V (a straight line extending in the traveling direction). It is the frame line of the parking frame L0 part which becomes parallel or substantially parallel to the front-back direction. The line on the parking frame L0 side is a line on the parking frame L0 side that is an extension of L1.
Further, the distance D is, for example, the distance between the center point PF of the front end face of the host vehicle V and the center point PP of the entrance L2 of the parking frame L0 as shown in FIG. However, the distance D is a negative value after the front end surface of the host vehicle V passes through the entrance L2 of the parking frame L0. The distance D may be set to zero after the front end surface of the host vehicle V passes through the entrance L2 of the parking frame L0.

Here, the position on the own vehicle V side for specifying the distance D is not limited to the center point PF, and may be, for example, a position set in advance in the own vehicle V and a preset position in the entrance L2. . In this case, the distance D is a distance between a position set in advance in the host vehicle V and a position set in advance at the entrance L2.
As described above, in step S116, as information for determining whether or not the host vehicle V enters the parking frame L0, the steering angle, the angle α between the host vehicle V and the parking frame L0, the host vehicle V and the parking The distance D of the frame L0 is acquired.

In step S118, the acceleration suppression operation condition determination unit 34 determines whether or not the host vehicle V enters the parking frame based on the information acquired in step S116 ("parking frame entry determination process shown in the figure"). ")I do.
If it is determined in step S118 that the host vehicle V does not enter the parking frame ("No" shown in the figure), the processing performed by the acceleration suppression operation condition determination unit 34 proceeds to step S120.
On the other hand, if it is determined in step S118 that the host vehicle V enters the parking frame (“Yes” shown in the figure), the processing performed by the acceleration suppression operation condition determination unit 34 proceeds to step S122.

Here, a specific example of the process performed in step S118 will be described.
In step S118, for example, when all of the following three conditions (A1 to A3) are satisfied, it is determined that the host vehicle V enters the parking frame.
Condition A1. The elapsed time after the steering angle detected in step S116 is equal to or greater than a preset steering angle value (eg, 45 [deg]) is within a preset setup time (eg, 20 [sec]). is there.
Condition A2. The angle α between the host vehicle V and the parking frame L0 is a preset angle (for example, 40 [deg]) or less.
Condition A3. The distance D between the host vehicle V and the parking frame L0 is equal to or less than a preset set distance (for example, 3 [m]).

In addition, as a process which judges whether the own vehicle V approachs a parking frame, you may use the process performed when the parking frame approach reliability setting part 38 sets a parking frame approach reliability.
In addition, the process used to determine whether or not the host vehicle V enters the parking frame is not limited to the process using a plurality of conditions as described above, but one or more of the three conditions described above. Processing based on conditions may be used. Moreover, you may use the process which judges whether the own vehicle V approachs a parking frame using the vehicle speed of the own vehicle V. FIG.
In step S120, the acceleration suppression operation condition determination unit 34 generates an acceleration suppression operation condition determination result signal as an information signal including a determination result that the acceleration suppression control operation condition is not satisfied ("Acceleration suppression operation condition shown in the figure"). Not established ”). Thereafter, the processing performed by the acceleration suppression operation condition determination unit 34 proceeds to step S124.

In step S122, the acceleration suppression operation condition determination unit 34 generates an acceleration suppression operation condition determination result signal as an information signal including a determination result that the acceleration suppression control operation condition is satisfied ("acceleration suppression operation condition shown in the figure"). Established)). Thereafter, the processing performed by the acceleration suppression operation condition determination unit 34 proceeds to step S124.
In step S124, the acceleration suppression operation condition determination unit 34 outputs the acceleration suppression operation condition determination result signal generated in step S120 or step S122 to the acceleration suppression command value calculation unit 10J ("Acceleration suppression operation shown in the figure"). “Condition judgment result output”). Thereafter, a series of processing ends (END).

Process Performed by Parking Frame Confidence Calculation Unit 36 The process by which the parking frame certainty calculation unit 36 sets the parking frame certainty factor will be described with reference to FIGS. 1 to 7 and FIGS. 8 to 18.
FIG. 8 is a flowchart illustrating a process in which the parking frame certainty calculation unit 36 sets the parking frame certainty.
As shown in FIG. 8, when the parking frame certainty calculation unit 36 starts processing (START), first, the process proceeds to step S200.
In step S200, the parking frame certainty calculation unit 36 performs a process of setting the parking frame certainty level to the lowest value (level 0) ("set to level 0" shown in the drawing). Then, the process which the parking frame reliability calculation part 36 performs transfers to step S202.

In step S202, the parking frame certainty calculation unit 36 acquires a bird's-eye view image around the host vehicle V included in the bird's-eye view image signal received from the surrounding environment recognition information calculation unit 10A ("ambient image shown in the figure" Acquisition process)). Then, the process which the parking frame reliability calculation part 36 performs transfers to step S204.
In step S204, the parking frame certainty calculation unit 36 determines whether or not the determination element is suitable for the conditions as a parking frame based on the determination element of the parking frame included in the overhead image acquired in step S202. Processing (“parking frame matching condition determination processing” shown in the figure) is performed. Then, the process which the parking frame reliability calculation part 36 performs transfers to step S206.

Here, a specific example of the processing performed in step S204 will be described based on FIG.
FIG. 9 is a flowchart illustrating an example of a processing procedure of parking frame matching condition determination processing.
As shown in FIG. 9, when the parking frame certainty calculation unit 36 starts processing (START), first, the process proceeds to step S2000.
In step S2000, the parking frame certainty calculation unit 36 determines, based on the pair of parking frame end candidates included in the bird's-eye view image, whether the pair meets the conditions of the end forming the parking frame. Processing (“double end determination processing” shown in the figure) is performed. Then, the process which the parking frame reliability calculation part 36 performs transfers to step S2010.

Hereinafter, a specific example of the two-end portion determination process will be described with reference to FIGS. 10 to 14.
FIG. 10 is a flowchart illustrating an example of the processing procedure of the two-end portion determination processing.
As shown in FIG. 10, when the parking frame certainty calculation unit 36 starts the two-end determination process (START), first, the process proceeds to step S2100.
In step S2100, in the parking frame certainty calculation unit 36, from the overhead view image in front of the host vehicle acquired in step S202, the end of the line located on the road surface is a candidate for an end that forms a parking frame (in the following description). , “May be described as“ parking frame end candidate ”). Then, the process which the parking frame reliability calculation part 36 performs transfers to step S2110.

Hereinafter, a method for extracting a parking frame end candidate that is a determination element will be described with reference to FIG.
FIGS. 11A and 11B are schematic diagrams schematically illustrating a method for extracting a parking frame end candidate by edge detection.
As shown in FIG. 11A, when detecting the end portions Pm and Pn, the acquired overhead image is scanned in the horizontal direction. When scanning an image, for example, a monochrome image obtained by binarizing a captured image is used. Since the end of the parking frame is shown in white or the like sufficiently brighter than the road surface, the brightness is higher than that of the road surface. For this reason, as shown in FIG. 11B, a positive edge in which the luminance is rapidly increased is detected at the boundary portion where the road surface changes to the end portion. On the other hand, at the boundary portion where the edge portion changes to the road surface, a negative edge where the luminance decreases rapidly is detected. In FIG. 11B, the plus edge is indicated by a sign “E +” and the minus edge is indicated by a sign “E−”.

FIG. 11B is a graph showing the luminance change of the pixels in the image when scanning from left to right is performed. Note that (1) to (4) in FIG. 11 (b) and (1) to (4) in FIG. 11 (a) correspond to each other.
Here, as shown in FIGS. 4A to 4Q, the parking frame generally partitions the parking space with a linear parking frame line. However, as shown in FIGS. 5A to 5B, for example, there is a parking frame in which a rectangular parking space is partitioned only by four end portions (marks of a predetermined shape) arranged at the four corners. The example of Fig.11 (a) has shown the parking frame comprised from four L-shaped edge parts shown in Fig.5 (a).

As a parking frame comprised of four ends, there is, for example, a parking frame comprised of four U-shaped ends shown in FIG.
In this embodiment, in order to detect the parking frame illustrated in FIGS. 5A to 5B, an image element estimated as an end is extracted from the overhead image as a parking frame end candidate. Then, it is determined whether or not the extracted parking frame end candidate meets the condition of the end forming the parking frame.

  In the process of recognizing the parking frame end candidate, the positive edge (E +) and the negative edge (E−) are detected from the state where neither the positive edge (E +) nor the negative edge (E−) is detected in the scanning direction. In order, a pair of adjacent edges are detected. Such an edge is continuously detected in a direction perpendicular to the scanning direction at the proximity position. In addition, as shown in the end portions Pm and Pn in FIG. 11 (a), the end portions constituting the parking frame of only the end portions (may be described as “single end portions” in the following description) The edge is not detected at a position having a shorter length than the end connected to the parking frame line. Therefore, in addition to continuous edge detection, it is determined that there is an image element presumed to be an end by detecting a state without an edge at a relatively short position. Note that the number of times of continuous detection is set in advance from the actual length of the single end, the scanning interval in the orthogonal direction, and the like.

  For example, as shown in (1) in FIG. 11B, the edges as shown in (2) to (3) in FIG. 11B are continuously set a predetermined number of times from the state in which no edge is detected. To detect. Thereafter, as shown in (4) of FIG. 11B, when the edge is not detected, the image area in which the edge is continuously detected is estimated as the parking frame end candidate. Detect as an image element.

Next, when the state of the detected image element satisfies all of the following two conditions (B1 to B2), for example, the image element is extracted as a parking frame end candidate.
Condition B1. The width of the image element is equal to or larger than a preset setting width (for example, a width corresponding to 10 [cm] on the road surface).
Condition B2. The length of the image element is not less than a preset set length (for example, a length corresponding to 30 [cm] on the road surface).
In the present embodiment, image elements that satisfy all of the conditions B1 and B2 are extracted as parking frame end candidates.

In the case of a U-shaped end, two pairs of edges are detected at short intervals (intervals less than a preset interval threshold) from the middle. Thus, two pairs of edges detected at short intervals are extracted as one parking frame end candidate.
In step S2110, in the parking frame certainty calculation unit 36, two parking frame end candidates that are adjacent within a preset first interval range are selected from the parking frame end candidates extracted in step S2100. Perform processing to extract as a pair. Thereafter, the process performed by the parking frame certainty factor calculation unit 36 proceeds to step S2120.
In the present embodiment, a set of two parking frame end candidate conditions satisfying a preset end pair extraction condition is extracted from the extracted parking frame end candidates as a pair of parking frame end candidates (in the following description, “end May be described as a “partial candidate pair”).

Here, a specific example of the process performed in step S2110 will be described with reference to FIG.
Fig.12 (a) is a figure which shows the example in case the space | interval of two parking frame edge part candidates is less than the preset 1st space | interval range, (b)-(c) is two parking frame edge It is a figure which shows the example in case the space | interval of a part candidate is outside the preset 1st space | interval range.
In the present embodiment, as the first interval range, as shown in FIG. 12A, a range of length d1 (for example, 1.8 [m]) to d2 (for example, 3.0 [m]) is previously set. Is set.
That is, as shown in FIG. 12 (a), when the distance ds between two parking frame end candidates is within the range of d1 to d2 (d1 <ds <d2), the two parking frame ends. It is determined that the interval between the copy candidates is within a preset first interval range.

On the other hand, for example, as shown in FIG. 12B, when the distance ds between two parking frame end candidates is longer than d2 (d2 <ds), the interval between the two parking frame end candidates is It is determined that it is not within the preset first interval range (outside the interval range).
For example, as shown in FIG. 12C, when the distance ds between the two parking frame end candidates is shorter than d2 (ds <d1), the interval between the two parking frame end candidates is set in advance. It is determined that it is not within the set first interval range (outside the interval range).
And the parking frame reliability calculation part 36 of the parking frame edge part candidate which determined with the space | interval of two parking frame edge part candidates being within the preset 1st space | interval range among several parking frame edge part candidates. A set is extracted as an edge candidate pair.

In step S2120, the parking frame certainty calculation unit 36 performs a process of determining whether or not the combination of the shapes of the end candidate pairs extracted in step S2110 matches a predefined combination of shapes.
In step S2120, when it is determined that the combination of the extracted end candidate pair shapes is suitable for the predefined shape combination ("Yes" shown in the drawing), the parking frame certainty calculation unit 36 The processing to be performed moves to step S2130.
On the other hand, when it is determined in step S2120 that the extracted combination of the end candidate pairs does not match the predefined combination of shapes ("No" shown in the drawing), the parking frame certainty calculation unit The processing performed by 36 proceeds to step S2150.

Here, a specific example of the process performed in step S2120 will be described with reference to FIG.
FIGS. 13A to 13B are diagrams illustrating an example in which the combination of the predefined shapes is adapted, and FIGS. 13C to 13D are adapted to the combination of the predefined shapes. It is a figure which shows the example when not having done.
Specifically, in the present embodiment, the shape of each end of the end candidate pair is a shape defined in advance as a shape pattern of the end, and is defined in advance in the case of a combination of ends having the same shape. It is determined that it is suitable for the combination of shapes. The edge shape is determined by, for example, pattern matching using a template corresponding to each shape pattern.

In addition, it is good also as a structure determined not only as the combination of the edge parts of the same shape but the combination of a different shape if it is a combination of the actual edge part shape.
For example, when the combination of the shapes of the end candidate pairs is an L-shaped end combination as shown in FIG. 13 (a), or a U-shaped end as shown in FIG. 13 (b). In the case of a combination of parts, it is determined that the combination of shapes is predefined.
Further, for example, the combination of the shapes of the edge candidate pairs is not defined as a combination of an L-shaped end portion and a U-shaped end portion, as shown in FIGS. 13C and 13D. In the case of a combination of ends having different shapes, it is determined that the combination of shapes defined in advance is not suitable.

In step S2130, the parking frame certainty calculation unit 36 performs a process of determining whether or not the deviation of the direction of the end candidate pair is equal to or less than a preset deviation threshold.
If it is determined in step S2130 that the deviation of the orientation of the edge candidate pair is equal to or less than a preset deviation threshold ("Yes" shown in the figure), the process performed by the parking frame certainty calculation unit 36 is step S2140. Migrate to
On the other hand, if it is determined in step S2130 that the deviation of the orientation of the end candidate pair is not less than or equal to a preset deviation threshold ("No" shown in the figure), the process performed by the parking frame certainty calculation unit 36 is as follows. The process moves to step S2150.

Here, a specific example of the process performed in step S2140 will be described with reference to FIG.
FIGS. 14A and 14D are diagrams illustrating an example in which there is no deviation in the orientation of the end candidate pairs. FIGS. 14B to 14C and FIGS. 14E to 14F are end candidate candidates. It is a figure which shows the example in case there exists deviation | shift of the direction of a pair.
For example, in the case of an L-shaped end candidate pair, there is no deviation in the direction of both in the positional relationship shown in FIG. In the present embodiment, a deviation in the direction of the L-shaped end (angle θd) is detected on the basis of the direction of both shown in FIG. 14A, and this deviation angle θd is set to a preset deviation threshold (for example, 5 °) or less.

For example, as shown in FIGS. 14B and 14C, when one of the end candidate pairs has a deviation, it is determined whether or not the deviation angle θd is equal to or smaller than a deviation threshold. In the example of FIG. 14B, the deviation angle θd is larger than the deviation threshold, and in the example of FIG. 14C, the deviation angle θd is less than the deviation threshold. Therefore, it is determined that the deviation of the direction of the end candidate pair in FIG. 14B is larger than the deviation threshold, and the deviation of the direction of the end candidate pair in FIG. Is done.
Also, for example, in the case of a U-shaped end candidate pair, there is no deviation in the direction of both in the positional relationship shown in FIG. Also in this case, a deviation (angle θd) in the direction of the U-shaped end portion is detected on the basis of both directions shown in FIG. 14D, and the deviation angle θd is set to a preset deviation threshold (for example, 3 [°]) or less.

  For example, as shown in FIGS. 14E and 14F, when there is a deviation in both of the end candidate pairs, it is determined whether or not the deviation angle θd is equal to or smaller than a deviation threshold. In the example of FIG. 14E, the deviation angle θd between both ends is larger than the deviation threshold. Therefore, it is determined that the deviation in the direction of the end candidate pair in FIG. 14E is larger than the deviation threshold. On the other hand, in the example of FIG. 14C, the deviation angle θd at the left end is larger than the deviation threshold, but the deviation angle θd at the right end is equal to or less than the deviation threshold. Also in this case, it is determined that the deviation of the direction of the end candidate pair in FIG. 14F is larger than the deviation threshold. That is, if there is a deviation larger than the deviation threshold in one of the edge candidate pairs, it is determined that the deviation in the direction of the edge candidate pair is larger than the deviation threshold.

In step S2140, the parking frame certainty calculation unit 36 performs a process of setting a preset two-end determination flag to ON (eg, “1”). Note that the initial value of the two-end determination flag is “OFF”. Thereafter, the process performed by the parking frame certainty calculation unit 36 returns to the original process (RETURN).
That is, when the combination of the shape of the edge candidate pair is defined in advance and the deviation of the direction of the edge candidate pair is equal to or less than the deviation threshold, the condition of the edge forming the parking frame is satisfied. As described above, the two-end determination flag is set to ON.

In step S2160, the parking frame certainty calculation unit 36 performs processing for setting the two-end determination flag to OFF (for example, “0”). Thereafter, the process performed by the parking frame certainty calculation unit 36 returns to the original process (RETURN).
That is, if any one of the combination of the shape of the edge candidate pair, the interval between the edge candidate pairs, and the deviation of the direction of the edge candidate pair does not meet the conditions of the edge forming the parking frame, Set the edge determination flag to OFF.
Returning to FIG. 9, in step S2010, in the parking frame certainty calculation unit 36, based on the pair of parking frame line candidates included in the bird's-eye view image, whether or not the pair meets the line condition forming the parking frame. Is performed ("frame line determination process" shown in the figure).

Hereinafter, a specific example of the frame line determination process will be described with reference to FIGS. 15 and 16.
First, the parking frame certainty calculation unit 36 acquires a line marked on the road surface from the overhead image acquired in step S202.
Next, for example, when the acquired line state satisfies all of the following three conditions (C1 to C3), the line is extracted as a parking frame line candidate.
Condition C1. If the marked line on the road surface has a broken part, the broken part is a part where the marked line is faint (for example, a part having a lower clarity than the line and a higher clarity than the road surface). ).
Condition C2. The width of the line marked on the road surface is not less than a preset setting width (for example, 10 [cm]).
Condition C3. The length of the line marked on the road surface is greater than or equal to a preset set line length (for example, 2.5 [m]).
Here, the parking frame line candidate is a line (white line or the like) marked on the road surface, such as a parking frame line.

Hereinafter, a method of extracting a parking frame line candidate that is a determination element will be described.
FIG. 15A and FIG. 15B are schematic views for schematically explaining a method for extracting a parking frame line by edge detection. As shown in FIG. 15A, when the parking frame lines Lm and Ln are detected, scanning in the horizontal direction is performed in the area indicating the captured image. When scanning an image, for example, a monochrome image obtained by binarizing a captured image is used. FIG. 15A shows a captured image. Since the parking frame line is displayed in white or the like sufficiently brighter than the road surface, the brightness is higher than that of the road surface. For this reason, as shown in FIG. 15 (b), a positive edge in which the brightness rapidly increases is detected at the boundary portion where the road surface changes to the parking frame line. FIG. 15B is a graph showing the luminance change of the pixels in the image when scanning from left to right, and FIG. 15C is the same as FIG. 15A. FIG. Further, in FIG. 15B, the plus edge is indicated by a sign “E +”, and in FIG. 15C, the plus edge is indicated by a thick solid line with a sign “E +”. In addition, a negative edge at which the brightness sharply decreases is detected at the boundary portion where the parking frame line changes to the road surface. In FIG. 15B, the minus edge is indicated by a sign “E−”, and in FIG. 15C, the minus edge is indicated by a thick dotted line with a sign “E−”. In the process of recognizing the parking frame line, the parking frame line exists by detecting a pair of adjacent edges in the order of plus edge (E +) and minus edge (E−) in the scanning direction. Judge that.

Next, from the parking frame line candidates extracted from the same bird's-eye view image (the bird's-eye view image corresponding to the individual image), two adjacent lines in the bird's-eye view image are identified as one set (in the following description, “pair” May be described as “ring”. When three or more lines are extracted from the same bird's-eye view image, two or more sets are specified by two adjacent lines for each of the three or more lines.
Next, it is determined whether or not the paired two lines, which are pairs of parking frame line candidates, meet the conditions of the lines forming the parking frame.
Here, with reference to FIG. 16, is a pair of parking frame line candidates (may be described as “parking frame line candidate pair” in the following description) suitable for the conditions of the lines forming the parking frame? A specific example of the process for determining whether or not will be described. In addition, FIG. 16 is a figure which shows the content of the process which the parking frame reliability calculation part 36 performs. Further, in FIG. 16, a region indicating an image captured by the front camera 14 </ b> F in the overhead view image is denoted by a symbol “PE”.

The parking frame certainty calculation unit 36 determines that the parking frame line is satisfied when, for example, all the four conditions (D1 to D4) shown below are satisfied with respect to the two paired lines that are pairs of parking frame line candidates. It is determined that the candidate is suitable for the conditions of the line forming the parking frame.
Condition D1. As shown in FIG. 16A, the width WL between two paired lines (in the figure, indicated by the symbols “La” and “Lb”) is a preset pairing width (for example, 2.5 [m]) or less.

Condition D2. As shown in FIG. 16B, the angle (degree of parallelism) formed by the line La and the line Lb is within a preset angle (for example, 3 [°]).
In FIG. 16B, a reference line (a line extending in the vertical direction of the region PE) is indicated by a dotted line with a reference “CLc”, and a central axis of the line La is indicated by a reference “CLa”. The central axis of the line Lb is indicated by a broken line with the sign “CLb”. Further, the inclination angle of the central axis line CLa with respect to the reference line CLc is indicated by a symbol “θa”, and the inclination angle of the central axis line CLb with respect to the reference line CLc is indicated by a reference symbol “θb”.
Therefore, when the conditional expression of | θa−θb | ≦ 3 [°] is satisfied, the condition C2 is satisfied.

Condition D3. As shown in FIG. 16C, a straight line connecting the end of the line La on the own vehicle V side (the end on the lower side in the drawing) and the end of the line Lb on the own vehicle V side, and the own vehicle The angle θ formed with the line L closer to V is equal to or larger than a preset setting deviation angle (for example, 45 [°]).
Condition D4. As shown in FIG. 16D, the absolute value (| W0−W1 |) of the difference between the width W0 of the line La and the width W1 of the line Lb is a preset line width (for example, 10 [cm]). )
In the process of determining whether or not the four conditions (D1 to D4) described above are satisfied, when the length of at least one of the lines La and Lb is interrupted at about 2 [m], for example, Further, the processing is continued as a line of about 4 [m] obtained by extending a virtual line of about 2 [m].

When the parking frame certainty calculation unit 36 determines that the parking frame line candidate pair is suitable for the condition of the line forming the parking frame, the parking frame determination flag is set to ON (for example, “1”). Perform the process. The initial value of the frame line determination flag is “OFF”. Then, the process which the parking frame reliability calculation part 36 performs transfers to step S2020.
On the other hand, if the parking frame certainty calculation unit 36 determines that the parking frame line candidate pair does not conform to the conditions of the line forming the parking frame, the parking frame determination flag is set to OFF (for example, “0”). Perform processing to set. Then, the process which the parking frame reliability calculation part 36 performs transfers to step S2020.

  Returning to FIG. 9, in step S2020, a triangle formed from the set of three parking frame end candidate forms a preset parking frame based on the set of three parking frame end candidate included in the overhead image. A process of determining whether or not the condition of the triangle formed from the three end parts is satisfied ("three end part determination process" shown in the figure) is performed. Thereafter, the process performed by the parking frame certainty calculation unit 36 returns to the original process (RETURN).

Hereinafter, a specific example of the three-end determination process will be described with reference to FIGS.
FIG. 17 is a flowchart illustrating an example of a processing procedure of a three-end portion determination process.
As shown in FIG. 17, when the parking frame certainty calculation unit 36 starts the three-end determination process, first, the process proceeds to step S2200.
In step S2200, the parking frame certainty calculation unit 36 performs a process of extracting parking frame end candidates from the overhead image in front of the host vehicle acquired in step S202. Then, the process which the parking frame reliability calculation part 36 performs transfers to step S2210. Note that the processing in step S2200 is the same as the processing in step S2100, and a detailed description thereof will be omitted.
In step 2210, the parking frame certainty calculation unit 36 sets a group of three parking frame end candidates within a preset interval range from the parking frame end candidates extracted in step S2200 (in the following description, “three ends” The process of extracting a “part candidate” may be performed. Thereafter, the process proceeds to step S2220.

Here, a specific example of the process performed in step S2210 will be described with reference to FIG.
FIG. 18A is a diagram illustrating an example in which the interval between the end portions of the three parking frame end portion candidates is within the preset interval range, and FIGS. It is a figure which shows an example from which the space | interval between the edge parts of a part candidate becomes out of the preset space | interval range.
In the present embodiment, the parking frame certainty calculation unit 36 sets the three parking frame end candidate as frm1, frm2, and frm3. In this case, the interval Ld1 between frm1 and frm2 is within a preset second interval range (for example, 1.8 to 3.0 [m]) or a preset third interval range (for example, 3.0). ˜6.0 [m]). In addition, it is determined whether or not the interval Ld2 between frm2 and frm3 is within a range different from Ld1 within the second interval range or within the third interval range. For example, when the interval Ld1 is within the second interval range and the interval Ld2 is within the third interval range, these three parking frame end candidates are determined to be within the preset interval range. To do.

Hereinafter, description will be made assuming that the second interval range is 1.8 to 3.0 [m] and the third interval range is 3.0 to 6.0 [m].
Here, in the set of three parking frame end candidates shown in FIG. 18A, the length Ld1 is 2.0 [m], and the interval Ld2 is 4.0 [m]. . In this case, the interval Ld1 is in the range of 1.8 to 3.0 [m] that is the second interval range, and the interval Ld2 is in the range of 3.0 to 6.0 [m] that is the third interval range. Inside. Therefore, the parking frame certainty calculation unit 36 determines that the set of these three parking frame end candidate is within the preset interval range.

  On the other hand, in the set of three parking frame end candidates shown in FIG. 18B, the interval Ld1 is 1.0 [m], and the length Ld2 is 1.8 [m]. In this case, the interval Ld1 is outside the range of 1.8 to 3.0 [m], which is the second interval range, and is outside the range of 3.0 to 6.0 [m], which is the third interval range. Become. On the other hand, the interval Ld2 is within the second interval range and outside the third interval range. That is, the interval Ld1 does not fall within any of the second interval range and the third interval range. Therefore, the parking frame certainty calculation unit 36 determines that the set of these three parking frame end portion candidates is not within the preset interval range (outside the interval range).

In the set of three parking frame end candidates shown in FIG. 18C, the interval Ld1 is 4.0 [m] and the interval Ld2 is 7.0 [m]. In this case, the interval Ld1 is outside the second interval range and within the third line segment range. On the other hand, the interval Ld2 is outside the second interval range and outside the third interval range. That is, the interval Ld2 does not fall within any of the second interval range and the third interval range. Therefore, the parking frame certainty calculation unit 36 determines that the set of these three parking frame end portion candidates is not within the preset interval range (outside the interval range).
And the parking frame reliability calculation part 36 extracts the group of the 3 parking frame edge part candidates determined to be within the preset space | interval range among several parking frame edge part candidates as a 3 edge part candidate.

In addition, although it was set as the structure which extracts a three edge part candidate based on the space | interval of two edge parts among three parking frame edge part candidates, it is not restricted to this structure. For example, it is determined whether or not the size of the area of a triangle having three parking frame end candidates as vertices is within a preset area range. Then, the three parking frame end candidates determined that the area of the triangle is within the preset area range are extracted as the three end candidate.
Specifically, for example, an area of a triangle having three parking frame end candidates as vertices is obtained, and this area is a predetermined area range (for example, 2.7 [m ² ] to 9.0 [m ² ]). ) Or not. Then, the three parking frame end candidates determined to be within the area range are extracted as three end candidate candidates, and the three parking frame end candidates determined to be outside the area range are excluded from the three end candidates.
In step S2220, the parking frame certainty calculation unit 36 performs a process of setting a triangle with the three-end candidate extracted in step S2210 as a vertex. Thereafter, the process proceeds to step S2230.

Here, a specific example of the process performed in step S2220 will be described with reference to FIG.
FIGS. 19A and 19B are schematic diagrams illustrating an example of a procedure for setting a triangle having the extracted three-end candidate as a vertex.
As shown in the left diagram of FIG. 19A, when the L-shaped three end candidate frm1 to frm3 are extracted, as shown in the middle diagram of FIG. 19A, at each L-shaped end portion, Representative points LPr1 to LPr3 are set. Here, the extracted three-end candidate is not discriminated in shape or the like. Therefore, the representative points LPr <b> 1 to LPr <b> 3 are set by, for example, obtaining the center of gravity point of each end candidate image.

When the representative points LPr1 to LPr3 are set, next, as shown in the right diagram of FIG. 19A, triangles are set with the representative points LPr1 to LPr3 as vertices and the vertices connected by lines. In this way, a triangle with the L-shaped three end candidate as a vertex is set.
On the other hand, as shown in the left diagram of FIG. 19B, when the U-shaped three-end candidate frm1 to frm3 are extracted, for example, as in the case of the L-shape, for example, the center of gravity of the image of each end candidate As shown in the middle diagram of FIG. 19B, representative points UPr1 to UPr3 at the end portions of the U-shape are set by obtaining points and the like. Then, with these representative points UPr1 to UPr3 as vertices, a triangle connecting the vertices with lines is set. In this way, a triangle having the vertex of the U-shaped three end candidate is set.

In step S2230, the parking frame certainty calculation unit 36 performs a process of determining whether or not the shape of the triangle having the apex at the three end candidates set in step S2220 meets a preset shape condition.
In step S2230, when it is determined that the shape of the triangle having the three-end candidate as the apex conforms to a preset shape condition ("Yes" shown in the drawing), the parking frame certainty calculation unit 36 performs the determination. The processing moves to step S2240.
On the other hand, when it is determined in step S2230 that the shape of the triangle having the three-end candidate as a vertex does not conform to the preset shape condition ("No" shown in the drawing), the parking frame certainty calculation unit 36 The processing performed by the process proceeds to step S2250.

Here, a specific example of the process performed in step S2230 will be described with reference to FIG.
FIG. 20A is a diagram illustrating an example of a case where the shape of a triangle whose apex is a three-end candidate matches a preset shape condition. FIG. 20B is a diagram illustrating an example of a case where the shape of a triangle having the three-end candidate as a vertex does not meet a preset shape condition.
In the present embodiment, as shown in FIG. 20A, it is determined that a parking frame in which a triangle having apexes at the three end portions is a right triangle conforms to a preset shape condition.
Here, when the triangle having the three-end candidate as a vertex is a right triangle, one of the three angles of the triangle is a right angle (90 [°]). In particular, in the example shown in FIG. 20A, the angle corresponding to the vertex LPr2 is a right angle. In the example of FIG. 20A, instead of the vertex LPr3, in the case of a triangle having the representative point (not shown) of the upper left end candidate as a vertex, the angle corresponding to the vertex LPr1 is a right angle.

Accordingly, in the present embodiment, it is determined whether or not the angle corresponding to the triangle vertex LPr1 or LPr2 having the three end candidate as the vertex has an angle corresponding to a right angle. For example, when the angle corresponding to the vertex LPr1 or LPr2 is within a predetermined angle error range (for example, −2 [°] to +2 [°]) with respect to the right angle (90 [°]), It is determined that it has a corresponding angle.
In the example shown in FIG. 20A, since the angle corresponding to the vertex LPr2 is a right angle, the difference of the angle with respect to the right angle is “0”, that is, within the range of −2 ° to + 2 °. It becomes. In this case, the parking frame certainty calculation unit 36 determines that the shape of the triangle having the three-end candidate as the apex meets a preset shape condition.

On the other hand, for example, as shown in FIG. 20B, the angles corresponding to the vertices LPr1 and LPr2 of the triangle having the three end candidates as vertices are not right angles, and the difference between these angles with respect to the right angle is , Both are assumed to be outside the range of −2 [°] to +2 [°]. In this case, the parking frame certainty calculation unit 36 determines that the shape of the triangle having the three end candidate as the apex does not meet the preset shape condition.
In addition, although the case of the L-shaped end portion has been described as an example, the same applies to the end portions of other shapes such as a U-shape.

Returning to FIG. 17, in step S <b> 2240, the parking frame certainty calculation unit 36 performs a process of setting a preset three-end determination flag to ON (for example, “1”). The initial value of the three-end determination flag is “OFF”. Thereafter, the process performed by the parking frame certainty calculation unit 36 returns to the original process (RETURN).
In other words, if the triangle shape with the three-end candidate as the apex conforms to the preset shape conditions, the three-end determination flag is set to ON, assuming that the end condition for forming the parking frame is satisfied. Set.
In step S2250, the parking frame certainty calculation unit 36 performs a process of setting the three end determination flag to OFF (for example, “0”). Thereafter, the process performed by the parking frame certainty calculation unit 36 returns to the original process (RETURN).

In other words, if any one of the triangle shape and size with the three-end candidate as a vertex does not meet the preset condition, the three-end portion is assumed not to satisfy the condition of the end forming the parking frame. Set the judgment flag to OFF.
Returning to FIG. 8, in step S <b> 206, the parking frame certainty factor calculating unit 36 forms the parking frame based on the various flags set in step S <b> 204 and the parking frame determination element included in the overhead image acquired in step S <b> 202. A process is performed to determine whether or not the edge or frame line condition is satisfied. This process corresponds to “parking frame condition conformance?” Shown in the figure.
In step S206, when it is determined that the determination element of the parking frame does not conform to the conditions of the end and the frame line forming the parking frame ("No" shown in the drawing), the parking frame certainty calculation unit 36 The process to be performed moves to step S200.

Specifically, the parking frame certainty calculation unit 36 determines that the parking frame determination element indicates that the parking frame is determined when the two end determination flag, the frame line determination flag, and the three end determination flag are all set to OFF. Judge that it does not meet the conditions of the edge or frame to be formed.
On the other hand, when it is determined in step S206 that the determination element of the parking frame is suitable for the condition of the end or the frame line forming the parking frame (“Yes” shown in the drawing), the parking frame certainty calculation unit The processing performed by 36 proceeds to step S208.
Specifically, the parking frame certainty calculation unit 36 determines whether the parking frame is in a state where any one of the two-end determination flag, the frame line determination flag, and the three-end determination flag is set to ON. It is determined that the determination element conforms to the condition of the end portion or the frame line forming the parking frame.

In step S208, the parking frame certainty calculation unit 36 sets the level of the parking frame certainty to a level (level 1) that is one step higher than the lowest value (level 0) ("level 1" shown in the figure). Settings ”). Then, the process which the parking frame reliability calculation part 36 performs transfers to step S210.
In step S210, in the parking frame certainty calculation unit 36, the process in step S206 is continuously verified from the start of the process in step S206 until the moving distance of the host vehicle V reaches the preset moving distance. The process ("Continuous verification matching?" Shown in the figure) is determined. The set movement distance is set in the range of 1.0 to 2.5 [m], for example, according to the specifications of the host vehicle V and the forward or backward state. Moreover, the process performed by step S210 is performed with reference to the overhead image signal received from 10 A of surrounding environment recognition information calculating parts, and the vehicle speed calculated value signal received from the own vehicle vehicle speed calculating part 10B, for example.

If it is determined in step S210 that the processing in step S206 has not been continuously verified ("No" shown in the drawing), the processing performed by the parking frame certainty calculation unit 36 proceeds to step S200.
On the other hand, if it is determined in step S210 that the process in step S206 is continuously collated (“Yes” shown in the figure), the process performed by the parking frame certainty calculation unit 36 proceeds to step S212.

  Here, in the process performed in step S210, for example, as shown in FIG. 21, the moving distance of the host vehicle V is set according to the state in which the process in step S206 is collated and the state in which the process in step S206 is not collated. Operate virtually. In addition, FIG. 21 is a figure which shows the content of the process which the parking frame reliability calculation part 36 performs. In FIG. 21, in the area described as “collation state”, the state in which the process in step S206 is collated is indicated as “ON”, and the state in which the process in step S206 is not collated is indicated as “OFF”. Further, in FIG. 21, the travel distance of the own vehicle V virtually calculated is indicated as “virtual travel distance”.

As shown in FIG. 21, when the state verified in step S206 is “ON”, the virtual travel distance increases. On the other hand, if the state checked in step S206 is “OFF”, the virtual travel distance decreases.
In the present embodiment, as an example, a case will be described in which the slope (increase gain) when the virtual travel distance increases is set larger than the slope (decrease gain) when the virtual travel distance decreases. In other words, if the time when the “verification state” is “ON” and the time when the “verification state” is “OFF” are the same time, the virtual travel distance increases.
Then, when the virtual travel distance reaches the set travel distance without returning to the initial value (shown as “0 [m]” in the figure), it is determined that the processing in step S206 is continuously verified.

In step S212, the parking frame certainty calculation unit 36 sets the level of the parking frame certainty to a level (level 2) that is two steps higher than the lowest value (level 0) ("level 2" shown in the figure). Settings ”). Then, the process which the parking frame reliability calculation part 36 performs transfers to step S214.
In step S214, the parking frame certainty calculation unit 36 determines whether or not the frame line determination flag set in the frame line determination process in step S2010 is in an ON state (“frame line determination conformity shown in the figure”). ?")I do.
If it is determined in step S214 that the frame line determination flag is in the ON state (“Yes” shown in the figure), the process performed by the parking frame certainty calculation unit 36 proceeds to step S218.
On the other hand, if it is determined in step S214 that the frame line determination flag is not in the ON state (“No” shown in the drawing), the process performed by the parking frame certainty calculation unit 36 proceeds to step S216.

In step S216, the parking frame certainty calculation unit 36 determines whether or not the two-end determination flag set in the two-end determination processing in step S2000 is in an ON state (“two-end” shown in the figure). Part decision fit? ”).
If it is determined in step S216 that the two-end determination flag is in the ON state (“Yes” shown in the drawing), the processing performed by the parking frame certainty calculation unit 36 proceeds to step S222.
On the other hand, if it is determined in step S216 that the two-end determination flag is not in the ON state (“No” shown in the figure), the processing performed by the parking frame certainty calculation unit 36 proceeds to step S218.

In step S218, the parking frame certainty calculation unit 36 first performs a process of determining whether or not the two-end determination flag is ON. If it is determined that the two-end determination flag is in the ON state, the process performed by the parking frame certainty calculation unit 36 proceeds to step S220.
On the other hand, when it is determined that the two-end determination flag is not in the ON state, the host vehicle V is set to each of the lines La and Lb or the three-end sets that are sequentially collated in step S206. An end located on the same side as a reference (an end on the near side or an end on the far side) is detected. Then, a process of determining whether or not the end portions located on the same side face each other along the direction of the width WL (“approaching near and far end portion?” Shown in the drawing) is performed. The process performed in step S218 is performed with reference to, for example, an overhead image signal input from the surrounding environment recognition information calculation unit 10A and a vehicle speed calculation value signal input from the host vehicle vehicle speed calculation unit 10B.

In step S218, when it is determined that the ends located on the same side do not face each other along the direction of the width WL ("No" shown in the drawing), the process performed by the parking frame certainty calculation unit 36 is performed. The process proceeds to step S226.
On the other hand, in step S218, when it is determined that the ends positioned on the same side face each other along the direction of the width WL (“Yes” shown in the drawing), the parking frame certainty calculation unit 36 performs the processing. The process proceeds to step S220.
In step S220, the parking frame certainty calculation unit 36 sets the level of the parking frame certainty to a level (level 3) that is three levels higher than the lowest value (level 0) ("level 3" shown in the figure). Settings ”). Then, the process which the parking frame reliability calculation part 36 performs transfers to step S222.

  In step S222, the parking frame certainty calculation unit 36 further determines an end pair located on the other side with respect to the end pair that is determined to face each other along the direction of the width WL in the process of step S218. Is detected. That is, in the process of step S220, when an end on the side close to the host vehicle V (one side) is detected, an end on the side farther from the host vehicle V (the other side) is detected in step S222. To detect. Then, a process of determining whether or not the end portions located on the other side face each other along the direction of the width WL (“end-to-end end-to-end matching?” Shown in the figure) is performed. The process performed in step S222 is performed with reference to, for example, an overhead image signal received from the ambient environment recognition information calculation unit 10A and a vehicle speed calculation value signal received from the host vehicle vehicle speed calculation unit 10B.

When detecting the ends of the lines La and Lb, for example, a straight end such as the end of the line shown in FIG. 4A and the upper end of the line shown in FIG. All the intersections between the U-shaped end portion such as the portion and the double line and the horizontal line shown in FIG. 4 (o) are processed as one straight end portion. Similarly, there is a gap in the end of a double line such as the upper end of the line shown in FIG. 4H and a U-shaped curve such as the upper end of the line shown in FIG. All the formed end portions are processed as one straight end portion.
When detecting the ends of the lines La and Lb, for example, an inclined double line extending in the vertical direction shown in FIG. 4 (n) and a straight line extending in the horizontal direction Are not processed (recognized) as end portions. This is because, when detecting the edge, the edge is detected by scanning in the horizontal direction in the region indicating the captured image. Further, for example, since the area indicated by the white frame in FIG. 4P indicates a road object such as a pillar, the end of this object is not detected.

In step S222, when it is determined that the ends positioned on the other side do not face each other along the direction of the width WL ("No" shown in the drawing), the process performed by the parking frame certainty calculation unit 36 Proceeds to step S226.
On the other hand, in step S222, when it is determined that the ends located on the other side face each other along the direction of the width WL ("Yes" shown in the drawing), the parking frame certainty calculation unit 36 The processing to be performed moves to step S224.

In step S224, the parking frame certainty calculation unit 36 sets the level of the parking frame certainty to a level (level 4) that is four levels higher than the lowest value (level 0) ("level 4" shown in the figure). Settings ”). If the process which sets parking frame reliability to level 4 is performed in step S224, the process which the parking frame reliability calculation part 36 performs will transfer to step S226.
Accordingly, in the process of setting the parking frame certainty level to level 3, among the parking frames shown in FIG. It will be set. Further, in the process of setting the parking frame certainty level to level 4, among the parking frames shown in FIG. 4, the parking frame certainty factor for the patterns excluding (d), (e), (j), and (k). Will be set. Moreover, in the process which sets parking frame reliability to level 4, parking frame reliability is set with respect to the pattern of the parking frame of (a) and (b) shown in FIG.

In step S226, the parking frame certainty calculation unit 36 determines whether or not a preset condition for the process performed by the parking frame certainty calculation unit 36 is satisfied (“end condition satisfied?” Shown in the figure). )I do.
Specifically, for example, based on the shift position signal received from the shift position sensor 20, whether or not the shift position is in the parking ("P") shift position, the end condition based on the detection of ignition ON → OFF, etc. It is determined whether or not the above is satisfied. In addition, it is good also as a structure which determines with the completion | finish conditions being satisfied when the vehicle speed of the own vehicle V becomes more than a threshold vehicle speed.
If it is determined in step S226 that the end condition is satisfied, the process performed by the parking frame certainty calculation unit 36 ends (END).
On the other hand, if it is determined in step S226 that the end condition is not satisfied, the parking frame certainty calculation unit 36 repeats the determination process until the end condition is satisfied.

  The series of processes performed by the parking frame certainty calculation unit 36 is repeatedly performed every time the start condition is satisfied. For example, it is determined that the start condition is satisfied when the ignition is turned from OFF to ON and the vehicle speed of the host vehicle V changes from a state below the threshold vehicle speed to a state above the threshold vehicle speed. In addition, for example, the start condition is satisfied when the vehicle speed of the host vehicle V changes from a state above the threshold vehicle speed to a state below the threshold vehicle speed, or when the vehicle travels over a preset distance in a state below the threshold vehicle speed. It is determined that In addition, for example, when the navigation device 26 detects that the host vehicle V has entered the parking lot, it is determined that the start condition is satisfied.

Processing performed by the parking frame approach certainty factor setting unit 38 With reference to FIGS. 1 to 21, the parking frame approach certainty factor setting unit 38 sets the parking frame approach certainty factor with reference to FIGS. 22 and 23. explain.
FIG. 22 is a flowchart showing a process in which the parking frame approach certainty setting unit 38 sets the parking frame approach certainty factor. In addition, the parking frame approach reliability setting part 38 performs the process demonstrated below for every preset sampling time (for example, 10 [msec]).

  As shown in FIG. 22, when the parking frame approach certainty setting unit 38 starts the process (START), first, in step S300, a process for detecting the amount of deviation between the predicted trajectory of the host vehicle V and the parking frame (FIG. 22). The “deviation amount detection” shown in FIG. If the process which detects the deviation | shift amount of the estimated locus | trajectory of the own vehicle V and a parking frame is performed in step S300, the process which the parking frame approach reliability setting part 38 performs will transfer to step S302. In the present embodiment, as an example, a case will be described in which the unit of deviation detected in step S300 is [cm]. Moreover, in this embodiment, the case where the width of a parking frame is 2.5 [m] is demonstrated as an example.

Here, in the process performed in step S300, for example, as shown in FIG. 23, the predicted rear wheel trajectory TR of the host vehicle V is calculated, and the intersection of the calculated predicted rear wheel trajectory TR and the entrance L2 of the parking frame L0. TP is calculated. Further, a distance Lfl between the left frame line L1l of the parking frame L0 and the intersection TP and a distance Lfr between the right frame line L1r of the parking frame L0 and the intersection TP are calculated, and the distance Lfl and the distance Lfr are compared. Then, the longer one of the distance Lfl and the distance Lfr is detected as a deviation amount between the predicted rear wheel trajectory TR of the host vehicle V and the parking frame L0. FIG. 23 is a diagram showing the contents of processing for detecting the amount of deviation between the predicted rear wheel trajectory TR of the host vehicle V and the parking frame L0.
When calculating the predicted rear wheel trajectory TR of the host vehicle V, the center point PR in the vehicle width direction of the right rear wheel WRR and the left rear wheel WRL of the host vehicle V is used as the reference point of the host vehicle V. Set as. Then, the virtual movement path of the center point PR is calculated using the images taken by the front camera 14F and the left camera 14SL in the overhead view image, the vehicle speed of the host vehicle V, and the rotation angle (steering angle) of the steering wheel 28. Then, a predicted rear wheel trajectory TR is calculated.

In step S302, for example, processing for detecting parallelism between the straight line X and the length direction (for example, the depth direction) of the parking frame L0 using an image captured by the front camera 14F among the overhead images (shown in the figure). “Acquire surrounding image”). If the process which detects the parallelism of the straight line X and the length direction of the parking frame L0 is performed in step S302, the process which the parking frame approach reliability setting part 38 performs will transfer to step S304.
Here, the parallelism detected in step S302 is detected as an angle θap formed by the center line Y of the parking frame L0 and the straight line X, as shown in FIG.
In step S302, when the host vehicle V moves to the parking frame L0 while moving backward, for example, using the image captured by the rear camera 14R in the overhead view image, the straight line X and the length direction of the parking frame L0 are used. Processing to detect parallelism is performed. Here, the moving direction (forward, backward) of the host vehicle V is detected with reference to a current shift position signal, for example.

In step S304, processing for calculating the turning radius of the host vehicle V ("turning radius calculation" shown in the figure) is performed using the vehicle speed of the host vehicle V and the rotation angle (steering angle) of the steering wheel 28. If the process which calculates the turning radius of the own vehicle V is performed in step S304, the process which the parking frame approach reliability setting part 38 performs will transfer to step S306.
In step S306, it is determined whether or not the parallelism (θap) detected in step S302 is less than a preset parallelism threshold (for example, 15 [°]) (“parallelism <parallel” shown in the figure). Degree threshold? ").
If it is determined in step S306 that the parallelism (θap) detected in step S302 is equal to or greater than the parallelism threshold (“No” in the figure), the process performed by the parking frame approach certainty setting unit 38 is step S308. Migrate to
On the other hand, if it is determined in step S306 that the parallelism (θap) detected in step S302 is less than the parallelism threshold (“Yes” shown in the figure), the process performed by the parking frame approach certainty setting unit 38 is as follows. The process proceeds to step S310.

In step S308, it is determined whether or not the turning radius detected in step S304 is greater than or equal to a preset turning radius threshold (for example, 100 [R]) (“turning radius ≧ turning radius threshold? ")I do.
If it is determined in step S308 that the turning radius detected in step S304 is less than the turning radius threshold value ("No" shown in the figure), the processing performed by the parking frame approach certainty setting unit 38 proceeds to step S312. .

On the other hand, if it is determined in step S308 that the turning radius detected in step S304 is greater than or equal to the turning radius threshold value (“Yes” shown in the figure), the process performed by the parking frame approach certainty setting unit 38 proceeds to step S310. Transition.
In step S310, a process for determining whether or not the amount of deviation detected in step S300 is greater than or equal to a preset first threshold (for example, 75 [cm]) (“deviation amount ≧ first threshold? ")I do.
When it is determined in step S310 that the amount of deviation detected in step S300 is greater than or equal to the first threshold ("Yes" shown in the figure), the process performed by the parking frame approach certainty setting unit 38 proceeds to step S314. .
On the other hand, if it is determined in step S310 that the amount of deviation detected in step S300 is less than the first threshold ("No" shown in the figure), the process performed by the parking frame approach certainty setting unit 38 proceeds to step S316. Transition.

In step S312, a process for determining whether or not the deviation amount detected in step S300 is greater than or equal to a preset second threshold (for example, 150 [cm]) (“deviation amount ≧ second threshold? ")I do. Here, the second threshold value is larger than the first threshold value described above.
In step S312, when it is determined that the amount of deviation detected in step S300 is greater than or equal to the second threshold ("Yes" shown in the figure), the processing performed by the parking frame approach certainty setting unit 38 proceeds to step S318. .
On the other hand, if it is determined in step S312 that the amount of deviation detected in step S300 is less than the second threshold ("No" shown in the figure), the process performed by the parking frame approach certainty setting unit 38 proceeds to step S314. Transition.

In step S314, a process of setting the parking frame approach certainty factor to a low level ("entry certainty factor = low" shown in the figure) is performed. If the process which sets parking frame approach reliability to a low level is performed in step S314, the process which the parking frame approach reliability setting part 38 performs will be complete | finished (END).
In step S316, a process of setting the parking frame approach certainty factor to a high level ("entry certainty factor = high" shown in the figure) is performed. If the process which sets parking frame approach reliability to a high level is performed in step S316, the process which the parking frame approach reliability setting part 38 performs will be complete | finished (END).

In step S318, a process of setting the parking frame approach certainty level to the lowest value (level 0) (“entry certainty = level 0” shown in the figure) is performed. If the process which sets parking frame approach reliability to level 0 is performed in step S318, the process which the parking frame approach reliability setting part 38 performs will be complete | finished (END).
As described above, the parking frame approach certainty setting unit 38 sets the parking frame approach certainty of the minimum value “level 0”, the level “level low” higher than level 0, and the level higher than level low. A process of setting one of the “high levels” is performed.

Process Performed by Total Confidence Setting Unit 40 The process in which the comprehensive certainty setting unit 40 sets the total certainty will be described with reference to FIGS. 1 to 23 and FIG.
The overall certainty setting unit 40 receives the parking frame certainty signal and the parking frame approach certainty signal, and receives the parking frame certainty included in the parking frame certainty signal and the parking frame approach certainty included in the parking frame approach certainty signal. The degree is adapted to the comprehensive confidence setting map shown in FIG. Then, based on the parking frame certainty factor and the parking frame approach certainty factor, an overall certainty factor is set.
FIG. 24 is a diagram illustrating a comprehensive certainty setting map. In FIG. 24, the parking frame certainty factor is indicated as “frame certainty factor”, and the parking frame approach certainty factor is indicated as “entry certainty factor”. 24 is a map used when the host vehicle V travels forward.

As an example of the process in which the comprehensive certainty setting unit 40 sets the comprehensive certainty, the case where the parking frame certainty is “level 3” and the parking frame approach certainty is “level high” is shown in FIG. In this way, the overall certainty factor is set to “high”.
In the present embodiment, as an example, when the overall confidence setting unit 40 performs a process of setting the overall confidence, the set overall confidence is stored in a storage unit in which data is not erased even when the ignition switch is turned off. A case where the storing process is performed will be described. Here, the storage unit from which data is not erased even when the ignition switch is turned off is, for example, a nonvolatile memory such as a flash memory.

  Therefore, in this embodiment, when the ignition switch is turned off after the parking of the host vehicle V is completed and the ignition switch is turned on when the host vehicle V restarts, the overall certainty factor set immediately before is stored. . For this reason, it becomes possible to start control based on the overall certainty factor set immediately before the ignition switch is turned on when the host vehicle V restarts.

-Process which acceleration suppression control start timing calculating part 42 performs The process which the acceleration suppression control start timing calculating part 42 calculates an acceleration suppression control start timing is demonstrated using FIG. 25, referring FIGS. 1-24.
The acceleration suppression control start timing calculation unit 42 receives the input of the total certainty factor signal, and adapts the total certainty factor included in the total certainty factor signal to the acceleration suppression condition calculation map shown in FIG. Then, the acceleration suppression control start timing is calculated based on the total certainty factor.

FIG. 25 is a diagram showing an acceleration suppression condition calculation map. In FIG. 25, the acceleration suppression control start timing is indicated as “suppression control start timing (accelerator opening)” in the “acceleration suppression condition” column.
As an example of the processing performed by the acceleration suppression control start timing calculation unit 42, when the total certainty factor is “high”, the acceleration suppression control start timing is increased by increasing the opening of the accelerator pedal 32 as shown in FIG. Then, the timing is set to reach “50%”. The opening degree of the accelerator pedal 32 is set to 100% when the accelerator pedal 32 is depressed (operated) to the maximum value.

Processing performed by acceleration suppression control amount calculation unit 44 With reference to FIGS. 1 to 25, processing in which the acceleration suppression control amount calculation unit 44 calculates the acceleration suppression control amount will be described.
The acceleration suppression control amount calculation unit 44 receives the input of the total certainty factor signal, and adapts the total certainty factor included in the total certainty factor signal to the acceleration suppression condition calculation map shown in FIG. Then, an acceleration suppression control amount is calculated based on the total certainty factor. In FIG. 25, the acceleration suppression control amount is indicated as “suppression amount” in the “acceleration suppression condition” column.

As an example of the process performed by the acceleration suppression control amount calculation unit 44, when the total certainty factor is “high”, the acceleration suppression control amount is set to the actual opening degree of the accelerator pedal 32 as shown in FIG. Thus, the control amount is set to be suppressed to the “medium” level throttle opening. In the present embodiment, as an example, the throttle opening at the “medium” level is the throttle opening at which the actual opening of the accelerator pedal 32 is suppressed to 25%. Similarly, the throttle opening at the “small” level is the throttle opening at which the actual opening of the accelerator pedal 32 is suppressed to 50%, and the throttle opening at the “large” level is the opening of the actual accelerator pedal 32. The throttle opening is such that the degree is suppressed to 10%.
Further, the acceleration suppression control amount calculation unit 44 sets the presence / absence of control to output a warning sound by adapting the total certainty factor to the acceleration suppression condition calculation map. In the case of outputting a warning sound, for example, character information on the content that activates the acceleration suppression control and visual information such as a symbol and light emission may be displayed on a display monitor included in the navigation device 26.

(Processing performed by the acceleration suppression command value calculation unit 10J)
Next, processing performed by the acceleration suppression command value calculation unit 10J will be described using FIG. 26 with reference to FIGS.
FIG. 26 is a flowchart showing processing performed by the acceleration suppression command value calculation unit 10J. The acceleration suppression command value calculation unit 10J performs the processing described below for each preset sampling time (for example, 10 [msec]).
As shown in FIG. 26, when the acceleration suppression command value calculation unit 10J starts processing (START), first, in step S400, the acceleration suppression operation condition determination result signal received from the acceleration suppression control content calculation unit 10I is displayed. refer. And the process ("acceleration suppression operation condition judgment result acquisition process" shown in the figure) which acquires an acceleration suppression operation condition judgment result is performed. If the process which acquires an acceleration suppression operation condition judgment result is performed in step S400, the process which the acceleration suppression command value calculating part 10J performs will transfer to step S402.

In step S402, in addition to the acceleration suppression operation condition determination result acquired in step S400, processing for acquiring information for calculating the acceleration suppression command value ("acceleration suppression command value calculation information acquisition processing" shown in the figure) is performed. . If the process which acquires the information for calculating an acceleration suppression command value in step S402 is performed, the process which the acceleration suppression command value calculating part 10J performs will transfer to step S404.
The information for calculating the acceleration suppression command value is information included in the above-described acceleration suppression control start timing signal, acceleration suppression control amount signal, driving side depression amount signal, and accelerator operation speed signal, for example.

In step S404, a process of determining whether or not the acceleration suppression operation condition determination result acquired in step S400 is a determination result that the acceleration suppression control operation condition is satisfied (“acceleration suppression control operation condition satisfied?” Shown in the figure). Do.
If it is determined in step S404 that the acceleration suppression control operation condition is satisfied ("Yes" shown in the drawing), the processing performed by the acceleration suppression command value calculation unit 10J proceeds to step S406.
On the other hand, if it is determined in step S404 that the acceleration suppression control operation condition is not satisfied ("No" shown in the figure), the processing performed by the acceleration suppression command value calculation unit 10J proceeds to step S408.

In step S406, based on the information for calculating the acceleration suppression command value acquired in step S402, a process of calculating an acceleration suppression command value that is an acceleration command value for performing acceleration suppression control ("Acceleration suppression command shown in the figure"). Control command value calculation "). If the process which calculates an acceleration suppression command value is performed in step S406, the process which the acceleration suppression command value calculating part 10J performs will transfer to step S410.
Here, in the process of calculating the acceleration suppression command value, the depression amount of the accelerator pedal 32 included in the drive side depression amount signal and the acceleration suppression control amount included in the acceleration suppression control amount signal are referred to. Then, an acceleration suppression control amount command value is calculated that sets the throttle opening to a degree of suppression (see FIG. 25) corresponding to the acceleration suppression control amount with respect to the actual opening of the accelerator pedal 32.

Further, in the process of calculating the acceleration suppression command value, the depression amount of the accelerator pedal 32 included in the driving side depression amount signal and the acceleration suppression control start timing included in the acceleration suppression control start timing signal are referred to. And the acceleration suppression control start timing command value which makes the acceleration suppression control start timing the timing (refer FIG. 25) according to the opening degree of the actual accelerator pedal 32 is calculated.
In the process of calculating the acceleration suppression command value, the command value including the acceleration suppression control amount command value and the acceleration suppression control start timing command value calculated as described above is calculated as the acceleration suppression command value.

In step S408, driving force control without acceleration suppression control, that is, processing for calculating a normal acceleration command value that is an acceleration command value used in normal acceleration control ("command value calculation for normal acceleration control" shown in the figure). I do. If the process which calculates a normal acceleration command value is performed in step S408, the process which the acceleration suppression command value calculating part 10J performs will transfer to step S412.
Here, in the process of calculating the normal acceleration command value, the command value for calculating the throttle opening based on the depression amount of the accelerator pedal 32 included in the drive side depression amount signal is calculated as the normal acceleration command value.

In step S410, an acceleration suppression command value signal including the acceleration suppression command value calculated in step S406 is output to the target throttle opening calculation unit 10K ("acceleration suppression command value output" shown in the figure). If the process which outputs an acceleration suppression command value signal is performed in step S410, the process which the acceleration suppression command value calculating part 10J performs will be complete | finished (END).
In step S412, a process of outputting a normal acceleration command value signal including the normal acceleration command value calculated in step S408 to the target throttle opening calculation unit 10K ("normal acceleration command value output" shown in the figure) is performed. If the process which outputs a normal acceleration command value signal is performed in step S412, the process which the acceleration suppression command value calculating part 10J performs will be complete | finished (END).

(Processing performed by the target throttle opening calculation unit 10K)
Next, processing performed by the target throttle opening calculation unit 10K will be described using FIG. 27 with reference to FIGS.
FIG. 27 is a flowchart showing processing performed by the target throttle opening calculation unit 10K. The target throttle opening calculation unit 10K performs the process described below for each preset sampling time (for example, 10 [msec]).

  As shown in FIG. 27, when the target throttle opening calculation unit 10K starts processing (START), first, in step S500, the drive side depression amount signal received from the accelerator operation amount calculation unit 10 is referred to. And the process ("accelerator operation amount acquisition process" shown in a figure) which acquires the depression amount (operation amount) of the accelerator pedal 32 which the drive side depression amount signal contains is performed. If the process which acquires the depression amount (operation amount) of the accelerator pedal 32 is performed in step S500, the process which the target throttle opening calculating part 10K performs will transfer to step S502.

In step S502, based on the information signal received from the acceleration suppression command value calculation unit 10J, the suppression with acceleration suppression command value (see step 408), the acceleration suppression command value (see step S414) or the normal acceleration command value (step S418). (Refer to) is performed ("command value acquisition process" shown in the figure). If the process which acquires an acceleration suppression command value or a normal acceleration command value is performed in step S502, the process which the target throttle opening calculating part 10K performs will transfer to step S504.
In step S504, calculation of the target throttle opening ("target throttle opening calculation" shown in the figure) is performed based on the depression amount of the accelerator pedal 32 acquired in step S500 and the command value acquired in step S502. When the target throttle opening is calculated in step S506, the processing performed by the target throttle opening calculation unit 10K proceeds to step S506.

Here, in step S504, when the command value acquired in step S502 is a normal acceleration command value (when the acceleration suppression operation condition is not established), the throttle opening corresponding to the depression amount of the accelerator pedal 32 is set as follows. Calculated as the target throttle opening.
On the other hand, when the command value acquired in step S502 is the acceleration suppression command value (when the acceleration suppression operation condition is satisfied), the throttle opening corresponding to the acceleration suppression control amount command value is set as the target throttle opening. Calculate.
The target throttle opening is calculated using, for example, the following equation (1).
θ * = θ1−Δθ (1)

In the above equation (1), the target throttle opening is indicated by “θ *”, the throttle opening corresponding to the depression amount of the accelerator pedal 32 is indicated by “θ1”, and the acceleration suppression control amount is indicated by “Δθ”.
In step S506, a target throttle opening signal including the target throttle opening θ * calculated in step S504 is output to the engine controller 12 (“target throttle opening output” shown in the figure). In step S506, when the process of outputting the target throttle opening signal to the engine controller 12 is performed, the process performed by the target throttle opening calculation unit 10K ends (END).
Here, in step S506, when the command value acquired in step S502 is an acceleration suppression command value, the opening (depression amount) of the accelerator pedal 32 reaches the opening corresponding to the acceleration suppression control start timing. The target throttle opening signal is output.

(Operation)
Next, an example of an operation performed using the vehicle acceleration suppression device 1 of the present embodiment will be described with reference to FIGS. 1 to 27.
First, an example in which the host vehicle V traveling in the parking lot enters the parking frame selected by the driver will be described. Here, the selected parking frame is a parking frame composed of only four L-shaped ends shown in FIG. 5A (in the following description, “L-shaped end parking frame” is described. ).
When the vehicle speed of the host vehicle V traveling in the parking lot is not less than 15 [km / h], which is the threshold vehicle speed, the acceleration suppression control operation condition is not satisfied. The normal acceleration control that reflects the driver's acceleration intention is performed.

  On the other hand, when the vehicle speed becomes less than the threshold vehicle speed and the host vehicle V travels toward the L-shaped end parking frame, a part of the L-shaped end parking frame is included in the overhead view image captured by the surrounding environment recognition sensor 14. It becomes like this. Here, first, it is assumed that two L-shaped ends frm1 and frm2 on the side closer to the host vehicle V are included in the overhead view image. Thereby, the parking frame reliability calculation part 36 implements a two end part determination process with respect to the bird's-eye view image containing these two edge parts (step S2000). In this case, since the image of the end of the L-shaped end parking frame itself is extracted as the parking frame end candidate, the combination of the shape of the end candidate pair, the interval between the ends, and the deviation of the end direction All satisfy the conditions of the end portions forming the parking frame. Accordingly, the parking frame certainty calculation unit 36 sets the two-end determination flag to ON (step S2150).

On the other hand, the parking frame certainty calculation unit 36 sets the frame line determination flag to OFF in the frame line determination process (step S2010) because no parking frame line candidate is extracted from the overhead image.
In addition, since only two parking frame end candidates are extracted, the parking frame certainty calculation unit 36 sets the three end determination flag to OFF in the three end determination process (step S2020) (step S2260). ).
Therefore, the parking frame certainty calculation unit 36 sets the parking frame certainty from the initial value level 0 to level 1 when the two-end determination flag is ON at this time (“Yes” in S206, S208). ).

Thus, when the L-shaped end parking frame is detected, the brake pedal 30 is not operated, and the depression amount of the accelerator pedal 32 is equal to or greater than the threshold accelerator operation amount, the host vehicle V is in the L-shaped end portion. Judge whether to enter the parking frame.
During traveling of the host vehicle V, in addition to setting the parking frame certainty factor of the parking frame certainty factor calculation unit 36, the parking frame approach certainty factor setting unit 38 sets the parking frame approach certainty factor. And the comprehensive reliability setting part 40 sets the comprehensive reliability based on a parking frame reliability and a parking frame approach reliability.
Further, while the host vehicle V is traveling, the acceleration suppression control start timing calculation unit 42 calculates the acceleration suppression control start timing based on the total reliability set by the total reliability setting unit 40, and the acceleration suppression control amount calculation unit 44 calculates an acceleration suppression control amount.

Then, when it is determined that the host vehicle V enters the L-shaped end parking frame and it is determined that the acceleration suppression control operation condition is satisfied, the acceleration suppression command value calculation unit 10J sends the acceleration suppression command value signal to the target throttle opening calculation unit. Output to 10K. Further, the target throttle opening calculation unit 10K outputs a target throttle opening signal to the engine controller 12.
At this time, since the parking frame certainty is level 1, the total certainty is “very low” as shown in FIG. Therefore, as shown in FIG. 25, the suppression control start timing is “80 [%]”, the suppression amount is “small”, and the warning sound is “none”.
That is, the acceleration suppression control start timing is set to a timing at which the opening degree of the accelerator pedal 32 increases and reaches “80 [%]”, and the throttle opening degree is set to 50 [%. ] Is set so that the throttle opening is suppressed and no warning sound is output.

Therefore, when the driver operates the accelerator pedal 32 in a state where the acceleration suppression control operation condition is satisfied, the throttle opening corresponding to the depression amount of the accelerator pedal 32 is changed to the opening corresponding to the acceleration suppression control amount command value ( To 50% of the actual throttle opening). In addition to this, the start timing for suppressing the throttle opening according to the depression amount of the accelerator pedal 32 is set as the timing according to the acceleration suppression control start timing command value (timing when the throttle opening reaches 80 [%]). .
Subsequently, it is assumed that the host vehicle V travels toward the L-shaped end parking frame, and two L-shaped end portions frm3 and frm4 on the side far from the host vehicle V are included in the overhead view image. .

Thereby, four L-shaped edge parts are extracted as parking frame edge part candidates. Therefore, the parking frame certainty calculation unit 36 performs shape determination on, for example, a triangle formed by the ends frm1, frm2, and frm4 in the three-end determination processing (steps S2220 to S2230). Also in this case, since the image of the end portion of the L-shaped end parking frame itself is extracted as the parking frame end candidate, it is determined that the triangle meets the shape condition (“Yes” in step S2230). Thereby, the parking frame certainty calculation part 36 sets a three end part determination flag to ON (step S2250).
Accordingly, at this time, the two-end determination flag and the three-end determination flag are ON, so that the parking frame certainty is maintained at level 1 (continuous verification) (“Yes” in S206, S208).

Subsequently, when the travel distance of the host vehicle V reaches the set travel distance in the state of continuous verification, the parking frame certainty calculation unit 36 sets the parking frame certainty from level 1 to level 2 (“ Yes ", S212).
Here, when the parking frame certainty factor is set to level 2, the frame line determination flag is OFF and the two-end determination flag is ON (“No” in step S214, “Yes” in S216). In other words, it has already been determined by the two-end portion determination processing that the two end portions frm1 and frm2 on the side close to the host vehicle V meet the condition of the end portion that forms the parking frame. Therefore, the parking frame certainty calculation unit 36 next determines whether there is an end that forms the parking frame as the two far ends opposite to the determined two ends frm1 and frm2. The process which determines whether is implemented (step S222).

  In this case, since the images of the end portions frm3 and frm4 are extracted as the parking frame end portion candidates as the opposite two end portions, for example, the same determination as the two end portion determination process is performed on these two end portions. Perform the process. In addition to the ends frm3 and frm4, the same processing as the two-end determination processing may be performed not only on the ends frm1 and frm3 but also on the sets of the ends frm2 and frm4. As a result, the ends frm3 and frm4 are detected as the two ends on the far side facing the two ends frm1 and frm2 (“Yes” in step S222). And the parking frame reliability calculation part 36 sets parking frame reliability from the level 2 to the level 4 (step S224).

Thereby, for example, when the approach certainty level is “high”, the total certainty factor is set to “extremely high” as shown in FIG. As a result, the acceleration suppression control operation condition is satisfied, and as shown in FIG. 25, the suppression control start timing is “50 [%]”, the suppression amount is “large”, and the warning sound is “present”.
That is, the acceleration suppression control start timing is set to a timing when the opening of the accelerator pedal 32 increases and reaches “50 [%]”, and the throttle opening is set to 10 [% ] Is set to output a warning sound.

Therefore, when the driver operates the accelerator pedal 32 in a state where the acceleration suppression control operation condition is satisfied, the throttle opening corresponding to the depression amount of the accelerator pedal 32 is changed to the opening corresponding to the acceleration suppression control amount command value ( To 10% of the actual throttle opening). In addition to this, the start timing for suppressing the throttle opening according to the depression amount of the accelerator pedal 32 is set as the timing according to the acceleration suppression control start timing command value (timing when the throttle opening reaches 50%). . Further, a warning sound such as a buzzer sound or a warning message is output from the speaker of the information presentation device.
As described above, in the present embodiment, in addition to a normal parking frame configured from parking frame lines, a parking frame configured only from an end portion such as an L-shaped end parking frame is subjected to two-end determination processing and It can be detected by the three-end determination process.

Further, based on the parking frame detected in this way, the accelerator pedal 32 is caused by an erroneous operation or the like in a situation where the braking operation is an appropriate driving operation such as a state in which the host vehicle V approaches a position suitable for parking within the parking frame. Even when is operated, it is possible to suppress the throttle opening according to the total certainty factor. That is, since the acceleration suppression amount (the degree of throttle opening suppression) is small when the overall confidence level is low, it is possible to reduce the reduction in drivability, and when the overall confidence level is high, the acceleration suppression amount is large. Therefore, the acceleration suppression effect of the host vehicle V can be increased.
In other words, in the present embodiment, it is possible to suppress the drivability deterioration in the parking lot before entering the parking frame during parking, and to accelerate the own vehicle V when the accelerator pedal 32 is erroneously operated. It is possible to suppress.

Moreover, in this embodiment, the acceleration of the host vehicle V is suppressed and the safety is improved by increasing the acceleration suppression control amount as the total certainty factor is higher. Further, the lower the overall certainty, the later the acceleration suppression control start timing is delayed, and the drivability is suppressed from decreasing. This makes it possible to improve safety and suppress deterioration of drivability under the following conditions.
For example, in a situation where the host vehicle V standing by in the vicinity of a parking frame for tandem parking on the side of the traveling road is started, it is necessary to allow some acceleration.
Even under the following conditions, it is necessary to allow a certain amount of acceleration. This is because there are other vehicles on both sides (left and right parking frames) of the parking frame where the host vehicle V is parked, and the host vehicle V enters from a front side into a small space on the opposite side (side away from each parking frame). Let Thereafter, the host vehicle V enters the parking frame in which the host vehicle V is parked from the rear side and is parked.

By controlling the acceleration suppression control start timing and the acceleration suppression control amount based on the total certainty for these situations, it is possible to suppress the acceleration of the host vehicle V and improve safety. In addition, it is possible to allow acceleration of the host vehicle V and suppress drivability deterioration.
In addition, although control which suppresses the acceleration command value which accelerates the own vehicle V was mentioned as an example as acceleration suppression control, it was not restricted to this structure. For example, the acceleration suppression control includes control for causing the host vehicle V to travel at a low vehicle speed equal to or lower than a preset vehicle speed, and control for decelerating (including stopping) the host vehicle V using a braking device as well as driving force control. . Further, the acceleration suppression control includes power transmission control based on clutch connection control (for example, when suppression is performed, the clutch is disconnected from the gear and power is not transmitted).

Here, the ambient environment recognition sensor 14 described above corresponds to an imaging unit.
Moreover, the process (step S2100) which extracts the parking frame edge part candidate which the parking frame reliability calculation part 36 mentioned above performs corresponds to an edge part extraction part.
Further, a series of parking frame end candidate pairs (end candidate pairs) that are pairs of parking frame end candidates performed by the parking frame certainty calculation unit 36 described above are detected, and a parking frame is detected by a two-end determination process. The process (steps S2110 to S2140) corresponds to the parking frame detection unit.
Moreover, the acceleration suppression control start timing calculation unit 42, the acceleration suppression control amount calculation unit 44, the acceleration suppression command value calculation unit 10J, and the target throttle opening calculation unit 10K described above correspond to the acceleration suppression control unit.

(Effect of embodiment)
If it is this embodiment, it will become possible to show the effect described below.
(1) The ambient environment recognition sensor 14 acquires a captured image obtained by capturing an area around the host vehicle. The parking frame certainty calculation unit 36 extracts an end portion of a line located on the road surface from the captured image. The parking frame certainty calculation unit 36 detects a parking frame based on a pair of end portions that are paired within a preset first interval range among the extracted end portions. The acceleration suppression control start timing calculation unit 42, the acceleration suppression control amount calculation unit 44, the acceleration suppression command value calculation unit 10J, and the target throttle opening calculation unit 10K are based on the parking frame detected by the parking frame certainty calculation unit 36. Acceleration suppression control is performed to suppress the acceleration command value (throttle opening) corresponding to the driving force operation amount detected by the operation detection sensor 24 and the accelerator operation amount calculation unit 10G.

That is, an end portion of a line located on the road surface is extracted from a captured image obtained by capturing an area around the host vehicle, and a pair of end portions (end portions) paired within a preset first interval range among the extracted end portions. The parking frame is detected based on the part candidate pair). And acceleration suppression control was implemented based on the detected parking frame.
Accordingly, for example, it is possible to detect a parking frame having a configuration in which a rectangular parking space is divided only by end portions at four corners (for example, marks having a predetermined shape such as an L shape or a U shape). And it becomes possible to implement acceleration suppression control at the time of parking the own vehicle V in such a parking frame. As a result, it is possible to perform an appropriate operation of the acceleration suppression control.
Here, the interval between the two end portions forming the same parking frame is designed to be within a general range (within a common sense range) according to the size of an existing automobile. That is, the first interval range is set in advance based on the interval between the ends of the existing parking frame.

(2) When the parking frame certainty calculation unit 36 determines whether or not the combination pattern of the shape of the end candidate pair matches the combination pattern of the end pair forming the preset parking frame, The determined edge candidate pair is detected as a parking frame.
The shape of the end portion forming the parking frame is often a combination pattern having a specific shape. Based on this, for example, a combination pattern having a specific shape is set in advance, and it is determined whether or not the extracted edge candidate pair matches the set combination pattern. And the edge candidate pair determined to be compatible is detected as a parking frame. Thereby, it becomes possible to improve the detection accuracy of the parking frame comprised only from an edge part.

(3) The parking frame certainty calculation unit 36 determines whether or not the deviation of the end direction of the end candidate pair from the preset reference angle is equal to or less than a preset deviation threshold, and the preset combination pattern In addition to conforming to, the edge candidate pair determined to be equal to or less than the deviation threshold is detected as a parking frame.
The end portion of the parking frame has a shape such as an L shape and a U shape. In the case of the L shape, for example, a combination in which L and L are horizontally reversed in the width direction is a combination. In the length direction, L and a shape obtained by inverting L upside down are combined. The length direction on the side where L is reversed left and right is a combination of the reversed shape and a shape obtained by further vertically inverting the reversed shape. That is, since the direction of the end of the same shape varies depending on the position, it is determined whether or not the deviation of the direction of the end of the end candidate pair from the preset reference angle is equal to or less than a preset deviation threshold. And the edge part candidate pair determined to be below the deviation threshold is detected as a parking frame. Thereby, it becomes possible to improve the detection accuracy of the parking frame comprised only from an edge part.

(4) The parking frame certainty calculation unit 36 calculates the parking frame certainty indicating the degree of certainty that the parking frame exists in the traveling direction of the host vehicle V based on the detection result of the parking frame based on the end candidate pair. . The acceleration suppression control start timing calculation unit 42, the acceleration suppression control amount calculation unit 44, the acceleration suppression command value calculation unit 10J, and the target throttle opening calculation unit 10K are based on the parking frame reliability calculated by the parking frame reliability calculation unit 36. When the parking frame certainty factor is low, the degree of suppression of acceleration is made lower than when the parking frame certainty factor is high. That is, when the parking frame certainty factor calculated by the parking frame certainty factor calculation unit 36 is high, the degree of suppression of the acceleration command value is increased compared to when the parking frame certainty factor is low.

Thereby, it becomes possible to set a parking frame reliability based on the detection result of the parking frame comprised only from an edge part. In addition, in a state where the set parking frame certainty factor is low, it is possible to reduce the degree of suppression of the acceleration command value and reduce drivability, and in a state where the set parking frame certainty factor is high, the acceleration command value It is possible to increase the acceleration suppression effect of the host vehicle V by increasing the degree of suppression of the vehicle.
As a result, in addition to improving the operation accuracy of the acceleration suppression control, it is possible to suppress the drivability of the host vehicle V during parking and to suppress the acceleration of the host vehicle V when the accelerator pedal 32 is erroneously operated. .

(5) In the vehicle acceleration suppression method according to the present embodiment, an end portion of a line located on the road surface is extracted from a captured image obtained by capturing an area around the host vehicle V. In addition, a parking frame is detected based on a pair of end portions that are paired within a preset first interval range among the extracted end portions. And if a parking frame is detected, the acceleration suppression control which is control which suppresses the acceleration of the own vehicle V according to operation of a driver | operator's driving force instruction | indication operator will be implemented.
This makes it possible to detect, for example, a parking frame having a configuration in which a rectangular parking space is divided only by the four corner ends based on the ends of the lines located on the road surface. And it becomes possible to implement acceleration suppression control at the time of parking the own vehicle V in such a parking frame. As a result, it becomes possible to perform an appropriate operation of the acceleration suppression control when the host vehicle V is parked.

(Modification)
(1) In this embodiment, if either one of the two-end determination flag and the three-end determination flag is in the ON state, the parking frame certainty factor is set from “level 0” to “level 1”. However, it is not limited to this configuration. For example, when both the two-end determination flag and the three-end determination flag are in the ON state, the parking frame certainty is set from “level 0” to “level 1”. It is good also as a structure which sets the parking frame reliability based on the combination of a flag. Further, the setting is not limited to “level 0” to “level 1”. For example, when both the two-end determination flag and the three-end determination flag are in the ON state, the parking frame certainty is set to “level 2” or “ It may be configured to set to a higher level, such as setting to “level 3”.

(2) In the present embodiment, the acceleration suppression control start timing and the acceleration suppression control amount are calculated based on the total reliability set by the total reliability setting unit 40, but the present invention is not limited to this. That is, the acceleration suppression control start timing and the acceleration suppression control amount may be calculated based only on the parking frame reliability set by the parking frame reliability calculation unit 36. In this case, the acceleration suppression control start timing and the acceleration suppression control amount are calculated by adapting the parking frame certainty to, for example, an acceleration suppression condition calculation map shown in FIG. FIG. 28 is a diagram illustrating a modification of the present embodiment.

(3) In this embodiment, the configuration of the parking frame certainty calculation unit 36 is set based on the bird's-eye view image (environment) around the host vehicle V and the vehicle speed (running state) of the host vehicle V. However, the configuration of the parking frame certainty calculation unit 36 is not limited to this. That is, the configuration of the parking frame certainty calculation unit 36 is added to the current position of the host vehicle V included in the host vehicle position signal and the host vehicle included in the traveling road information signal in addition to the overhead view image and the vehicle speed around the host vehicle V. It is good also as a structure which sets parking frame reliability using the classification (road classification) of the road where V drive | works.
In this case, for example, if it is detected that the current position of the host vehicle V is on a public road based on information included in the host vehicle position signal and the travel road information signal, it is determined that there is no parking frame L0 around the host vehicle V. The parking frame certainty is set to “level 0”.
Thereby, for example, when the host vehicle V enters a parking frame where the operation of the acceleration suppression control is not preferable, such as a parking frame disposed on the road edge on a public road, the drivability reduction of the host vehicle V is suppressed. It becomes possible.

(4) In the present embodiment, when the parking frame certainty calculation unit 36 determines that the ends of the lines La and Lb face each other along the direction of the width WL, the parking frame certainty is calculated. Processing for setting level 3 or level 4 is performed (see step S230). However, the process of setting the parking frame certainty level to level 3 or level 4 is not limited to this. That is, when the end shape of the line L is, for example, a U-shape (see FIGS. 4G to 4K, (m), and (n)), the shape is not marked on the public road. If it is recognized that there is, the certainty of parking frame may be set to level 3 or level 4. This also applies to a parking frame (see FIG. 5B) configured only from the end.

(5) In this embodiment, the configuration of the parking frame certainty calculation unit 36 sets the parking frame certainty based on the bird's-eye view image (environment) around the host vehicle V and the vehicle speed (running state) of the host vehicle V. However, the configuration of the parking frame certainty calculation unit 36 is not limited to this. That is, if the configuration of the host vehicle V is, for example, a configuration that includes a device (parking support device) that assists the driver in steering to the parking frame L0, and the parking support device is in the ON state, parking is performed. It is good also as a structure which becomes easy to raise the level of frame reliability. Here, the configuration in which the level of the parking frame certainty is likely to increase is, for example, a configuration in which the above-described set movement distance is set to a shorter distance than usual.

(6) In the present embodiment, the acceleration suppression control amount and the acceleration suppression control start timing are changed based on the total certainty factor to change the suppression degree of the acceleration command value. However, the present invention is not limited to this. That is, according to the total certainty factor, only the acceleration suppression control start timing or only the acceleration suppression control amount may be changed to change the suppression degree of the acceleration command value. In this case, for example, the higher the total certainty factor, the larger the acceleration suppression control amount may be set, and the acceleration suppression control value may be increased without changing the acceleration suppression control start timing.

(7) In this embodiment, the acceleration command value is controlled to suppress the driving force of the host vehicle V according to the depression amount (driving force operation amount) of the accelerator pedal 32. However, the present invention is not limited to this. That is, for example, the throttle opening corresponding to the depression amount (driving force operation amount) of the accelerator pedal 32 is set as the target throttle opening, and further, the braking force is generated by the braking device described above, and the driving force operation amount is determined. The driving force of the host vehicle V may be suppressed.
Further, the present embodiment is a preferable specific example of the present invention, and various technically preferable limitations are given. However, the scope of the present invention is described in particular in the above description to limit the present invention. As long as there is no, it is not restricted to these forms. In the drawings used in the above description, for convenience of illustration, the vertical and horizontal scales of members or parts are schematic views different from actual ones. In addition, the present invention is not limited to the above-described embodiments, and modifications, improvements, equivalents, and the like within the scope that can achieve the object of the present invention are included in the present invention.

DESCRIPTION OF SYMBOLS 1 Vehicle acceleration suppression apparatus 2 Brake apparatus 4 Fluid pressure circuit 6 Brake controller 8 Engine 10 Running control controller 10A Ambient environment recognition information calculation part 10B Own vehicle vehicle speed calculation part 10C Steering angle calculation part 10D Steering angular speed calculation part 10E Shift position calculation part 10F Brake pedal operation information calculation unit 10G Accelerator operation amount calculation unit 10H Acceleration operation speed calculation unit 10I Acceleration suppression control content calculation unit 10J Acceleration suppression command value calculation unit 10K Target throttle opening calculation unit 12 Engine controller 14 Ambient environment recognition sensor (front Camera 14F, right side camera 14SR, left side camera 14SL, rear camera 14R)
DESCRIPTION OF SYMBOLS 16 Wheel speed sensor 18 Steering angle sensor 20 Shift position sensor 22 Brake operation detection sensor 24 Accelerator operation detection sensor 26 Navigation apparatus 28 Steering wheel 30 Brake pedal 32 Accelerator pedal 34 Acceleration suppression operation condition judgment part 36 Parking frame reliability calculation part 38 Parking Frame entry certainty setting unit 40 Total certainty setting unit 42 Acceleration suppression control start timing calculation unit 44 Acceleration suppression control amount calculation unit V Own vehicle W wheel (right front wheel WFR, left front wheel WFL, right rear wheel WRR, left rear wheel WRL )

Claims (5)

An imaging unit that acquires a captured image obtained by imaging an area around the host vehicle;
An end extraction unit that extracts an image element having one of an L shape and a U shape among image elements on a road surface included in a captured image acquired by the imaging unit, as a parking lot end candidate ;
A parking frame detection unit for detecting a parking frame based on a pair of parking lot edge candidates that are paired within a preset interval range among the parking lot edge candidates extracted by the edge extraction unit;
When the parking frame detection unit detects the parking frame, an acceleration suppression control unit that performs acceleration suppression control, which is control for suppressing acceleration of the host vehicle according to the operation of the driving force instruction operator of the driver. An acceleration suppression device for a vehicle characterized by the above. The parking frame detection unit determines whether or not the combination pattern of the shape of the pair of parking lot edge candidates matches the combination pattern of the shape of the pair of end portions forming a preset parking frame. The vehicle acceleration suppression device according to claim 1, wherein the determined combination of the parking lot end candidate is detected as a parking frame. The parking frame detection unit is configured such that a deviation between a vertical direction of the L-shaped or U-shaped shape of the parking lot end candidate and a preset reference angle is equal to or less than a preset deviation threshold. In addition to determining whether or not it matches the combination pattern of the shape, the parking lot end candidate group determined to be equal to or less than a deviation threshold is detected as a parking frame. 2. The vehicle acceleration suppression device according to 2. Based on the parking frame detected by the parking frame detection unit, further comprising a parking frame reliability calculation unit that calculates a parking frame reliability indicating the degree of certainty that the parking frame exists in the traveling direction of the host vehicle,
4. The acceleration suppression control unit according to claim 1, wherein the acceleration suppression control unit performs the acceleration suppression control based on the parking frame certainty factor calculated by the parking frame certainty factor calculating unit. 5. Vehicle acceleration suppression device. An image element having an L-shaped or U-shaped shape among image elements on the road surface included in a captured image obtained by capturing an area around the host vehicle is extracted as a parking lot edge candidate ,
Based on the pair of end portions paired within the preset interval range among the extracted parking end portion candidates , a parking frame is detected,
An acceleration suppression method for a vehicle, characterized in that, when a parking frame is detected, acceleration suppression control, which is control for suppressing acceleration of the host vehicle in accordance with an operation of a driver's driving force indicating operator, is performed.

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