JP6169544B2 - Driving support control device - Google Patents

Description

  The present invention captures a predetermined area including a vehicle (control target vehicle) capable of autonomous driving with an external camera to acquire image information, and the control target vehicle in the predetermined area based on the acquired image information The present invention relates to a driving support control device that supports the automatic driving driving.

  Recently, as shown in Patent Document 1, the parking facility side management center transmits the vehicle state information to the control target vehicle capable of automatic driving and has a free parking position space (parking space) in the parking lot. There has been proposed a parking lot management device that automatically determines the travel route to the vehicle and guides the vehicle to be controlled to the parking space using an automatic driving function.

  In the parking lot management apparatus of Patent Document 1, after a driver gets off from a control target vehicle capable of automatic driving at the entrance of a parking lot, an image acquired by a monitoring camera (also referred to as an infrastructure camera) in the parking lot. It is described that the vehicle to be controlled is automatically driven to the parking space by the information and sensor information acquired by the vehicle-mounted sensor of the vehicle to be controlled ([0023], [0038] of Patent Document 1). , [0039], [0043], [0044], [0053]).

JP 2011-54116 A

  By the way, in a vehicle capable of autonomous driving, it is essential to travel to a parking space while automatically avoiding a collision with an obstacle such as another vehicle during autonomous driving in a parking facility.

  Patent Document 1 describes that a collision with an obstacle such as another vehicle is automatically avoided by an in-vehicle sensor including a millimeter wave sensor provided in a vehicle capable of automatic driving ( [0023] and [0091] of Patent Document 1.

  However, in order to automatically avoid a collision with an obstacle such as another vehicle by the in-vehicle sensor, in-vehicle sensors for all directions in the front-rear direction and the left-right circumferential direction of the vehicle are required, which increases the vehicle cost.

  In Patent Document 1, even if the vehicle itself does not have a level for automatically avoiding a collision, the level of the parking area monitoring accuracy on the road side is high, and the vehicle sequentially gives instructions from the road side while traveling in the parking lot. If possible, it is described that it is considered that the same effect can be obtained by controlling the vehicle remotely on the road side ([0091] of Patent Document 1).

  However, when using the roadside infrastructure camera, there is a problem that the control target vehicle itself is regarded as an obstacle. However, in Patent Document 1, the control target vehicle itself must be regarded as an obstacle. Nothing is described about the problem solving process to be performed.

The present invention has been made taking the foregoing problems into consideration, based on the image information acquired by the braking placed anywhere other than your target vehicle camera, in a predetermined area, automatic operation travel of the controlled vehicle when performing assistance, and an object thereof is to provide a driving support control apparatus capable of preventing the possibility of obstacle recognition error nonexistent from the control target vehicle area.

  The driving support control device according to the present invention includes at least one camera arranged other than the control target vehicle that captures a predetermined area including a control target vehicle capable of automatic driving and acquires image information, and the camera. Based on the acquired image information, a position of the control target vehicle based on the image information acquired by the travel support unit that supports the automatic driving travel of the control target vehicle in the predetermined area and the camera. And a control target vehicle region exclusion unit that excludes at least the control target vehicle region from the image information acquired by the camera based on the position of the control target vehicle grasped by the position grasping unit. And the driving support unit includes a fault in the predetermined area in which the control target vehicle area is excluded by the control target vehicle area excluding part. While recognizing the performing the assistance of the automatic operation travel of the control target vehicle.

According to the present invention, at least a control target vehicle area is excluded from a predetermined area that supports automatic driving of the control target vehicle based on image information acquired by at least one camera arranged other than the control target vehicle. since the way, the possibility of erroneously recognizing the obstacle nonexistent from the control target vehicle area is prevented.

  In this case, the position grasping unit obtains vehicle identification information of the control target vehicle from the control target vehicle when grasping the position of the control target vehicle based on the image information acquired by the camera, You may grasp | ascertain the said position of the said control object vehicle from the said image information with reference to the acquired said vehicle identification information. As described above, the position grasping unit obtains the vehicle identification information of the control target vehicle from the control target vehicle, refers to the acquired vehicle identification information, and grasps the position of the control target vehicle from the image information. Since it did in this way, the said control object vehicle can be recognized correctly from the said image information.

  The position grasping unit receives the self-position information of the control target vehicle from the control target vehicle when the position of the control target vehicle is grasped based on the image information acquired by the camera, and receives the position information. The position of the control target vehicle may be grasped from the image information with reference to the self-position information. As described above, the position grasping unit receives the self-position information of the control target vehicle from the control target vehicle, refers to the received self-position information, and grasps the position of the control target vehicle from the image information. Since it did in this way, the said control object vehicle can be recognized correctly from the said image information.

  The control target vehicle area excluding unit acquires the vehicle identification information of the control target vehicle from the control target vehicle when acquiring at least the control target vehicle area from the image information acquired by the camera. You may make it exclude with reference to the said vehicle identification information. As described above, the control target vehicle region exclusion unit acquires the vehicle identification information of the control target vehicle from the control target vehicle, refers to the acquired vehicle identification information, and at least the control target from the image information acquired by the camera. Since the vehicle area is excluded, the control target vehicle area can be accurately excluded from the image information.

  Further, the image processing apparatus includes a shadow area exclusion unit that estimates a shadow area formed by the control target vehicle by irradiating light from a light source and excludes the estimated shadow area from the image information acquired by the camera. preferable. Thus, the shadow area exclusion unit estimates the shadow area formed by the control target vehicle by light irradiation, and excludes the estimated shadow area from the image information acquired by the camera. The possibility of erroneously recognizing the vehicle to be controlled and the shadow area as an obstacle is prevented.

  In this case, the shadow area exclusion unit acquires the vehicle identification information of the control target vehicle from the control target vehicle when the shadow area formed by the control target vehicle is estimated by the light irradiation. You may make it recognize the vehicle shape of the said control object vehicle with the said vehicle identification information, and estimate the said shadow part area | region according to the recognized said vehicle shape. As described above, the shadow area exclusion unit recognizes the vehicle shape of the control target vehicle based on the vehicle identification information acquired from the control target vehicle, and the control target is irradiated with the light according to the recognized vehicle shape. Since the shadow area formed by the vehicle is estimated, the shadow area can be accurately excluded.

  The shadow area exclusion unit estimates the shadow area of the control target vehicle according to the time by a calendar timer when estimating the shadow area generated by the control target vehicle by the irradiation of the light. May be. In this way, the shadow area exclusion unit estimates the shadow area of the control target vehicle according to the time by the calendar timer, so that the sunlight that has a known solar radiation time and solar radiation direction is sunlight. Therefore, the shadow area formed by the control target vehicle can be accurately estimated.

  In addition, the shadow area exclusion unit may estimate the shadow area of the control target vehicle according to a light that illuminates the predetermined area. As described above, the shadow area exclusion unit estimates the shadow area of the control target vehicle according to the light that is a light source that illuminates the predetermined area, so that the lighting time and the light irradiation direction are estimated. However, it is possible to accurately estimate the shadow area generated by the vehicle to be controlled by the known lights.

  Further, the shadow area exclusion unit verifies whether or not the shadow area is generated by the light irradiation from the light source based on a positional relationship between the camera, the light source, and the control target vehicle. It may be. As described above, the shadow area exclusion unit verifies whether or not the shadow area is generated by the light irradiation from the light source based on the positional relationship between the camera, the light source, and the control target vehicle. Since it did in this way, the presence or absence of the said shadow part area | region can be recognized reliably.

According to the present invention, at least a control target vehicle area is excluded from a predetermined area that supports automatic driving of the control target vehicle based on image information acquired by at least one camera arranged other than the control target vehicle. since the way, the possibility of erroneously recognizing the obstacle nonexistent from the control target vehicle area is prevented.

It is a schematic plan view of a parking facility in which the driving support control device according to this embodiment is incorporated. It is a schematic plan view which shows the schematic position of the various sensors attached to the control object vehicle in which automatic driving | running | working driving | running | working is possible. It is a block diagram which shows the structure of the parking assistance system which consists of a driving assistance control apparatus and a vehicle. It is a recognition schematic diagram of a vehicle by an infrastructure camera. It is explanatory drawing of the picked-up image by each infrastructure camera in the state of FIG. It is explanatory drawing of the detection of the movement obstruction by an infrastructure camera. It is a flowchart which shows each process by a parking assistance control apparatus and a vehicle side. It is explanatory drawing of the movement path | route from the storage position in a parking facility to a parking position. FIG. 8 is a detailed flowchart of the vehicle recognition / tracking process in step S <b> 6 in the flowchart of FIG. 7. It is explanatory drawing of the parking assistance including the obstacle avoidance assistance by two vehicle simultaneous automatic driving | running | working. It is a flowchart which shows the process by the object vehicle area | region exclusion part etc. It is explanatory drawing of the picked-up image by the infrastructure camera on which the control object vehicle was reflected. FIG. 13A is a perspective view of a three-dimensional model of a control target vehicle. FIG. 13B is an explanatory diagram of an image in which a three-dimensional model is superimposed on a control target vehicle. FIG. 13C is an explanatory diagram showing that the overlapping area is set as a non-detection area. It is a flowchart which shows the process by the object vehicle area | region exclusion part and the shadow area | region exclusion part. FIG. 15 is an explanatory diagram of an image by an infrastructure camera in which a control target vehicle with a shadow is reflected. FIG. 16A is an explanatory diagram showing that a three-dimensional model diagram is superimposed on the control target vehicle in FIG. 15 and set in a non-detection region. FIG. 16B is an explanatory diagram of shadow model generation processing. FIG. 16C is an explanatory diagram illustrating that a superimposition region in which a three-dimensional model and a shadow model are superimposed on a control target vehicle is set as a non-detection region. It is another explanatory view of a shadow model generation process.

  DESCRIPTION OF EMBODIMENTS Hereinafter, a driving support control device according to the present invention will be described in detail with reference to the accompanying drawings by giving preferred embodiments in relation to a parking facility in which the driving support control device is incorporated.

  FIG. 1 is a schematic plan view showing a parking facility 12 in which a driving support control device 10 according to this embodiment is incorporated, and FIG. 2 is a control target vehicle (also simply referred to as a vehicle) 100 capable of autonomous driving. FIG. 3 is a block diagram illustrating a configuration of a parking support system 14 including the travel support control device 10 and the vehicle 100. FIG.

  The already parked vehicle 100a has the same configuration, but basically, the vehicle 100 will be described as an example in order to avoid complications.

  As shown in FIG. 2, a yaw rate sensor 22 is installed near the center of gravity of the vehicle 100. By integrating the output (yaw rate: angular velocity) of the yaw rate sensor 22, the direction of the vehicle 100, that is, the vehicle direction can be detected. For this reason, the yaw rate sensor 22 functions as a vehicle direction sensor. As the vehicle direction sensor, a geomagnetic sensor or various gyros can be used instead of the yaw rate sensor 22.

  A steering angle sensor 28 is installed on a steering shaft (not shown) of the vehicle 100. A steering angle (of the vehicle 100) of the front wheels 30 (the right front wheel 30R and the left front wheel 30L) is detected by the steering angle sensor 28.

  A wheel speed sensor 26 (right wheel speed sensor 26R and left wheel speed sensor 26L) is installed adjacent to the rear wheel 24 (right rear wheel 24R and left rear wheel 24L) of the vehicle 100. The vehicle speed is detected based on the wheel speed sensor 26, and the moving distance is detected with reference to the diameters of the front and rear wheels 30, 24. Therefore, the wheel speed sensor 26 also functions as a distance sensor.

  A GPS sensor 32 (position detection sensor) is installed on a dashboard or the like (not shown). The position (latitude, longitude, height) of the vehicle 100 is detected by the GPS sensor 32. The GPS sensor 32 functions as a position sensor of the vehicle 100. As the position sensor, instead of the GPS sensor 32 or in combination with the GPS sensor 32, a traveling distance and a traveling direction at a certain distance or every certain time. May be detected by the wheel speed sensor 26 and the yaw rate sensor 22 (a position detection sensor is formed by the wheel speed sensor 26 and the yaw rate sensor 22), and the vehicle position from the coordinate origin may be calculated by so-called inertial navigation. it can. In the case of inertial navigation, the start point position, for example, the warehousing position (the warehousing space or the warehousing space) 102 (either the warehousing position 102A or the warehousing position 102B) shown in FIG. 1 is set as the coordinate origin.

  A shift position sensor 34 (forward / reverse detection sensor) is installed in the vicinity of a shift knob (not shown) of the vehicle 100. Advance or reverse of the vehicle 100 can be detected by the shift position sensor 34.

  As shown in FIG. 3, the various sensors necessary for automatic driving are collectively referred to as a sensor 50. In this case, the position of the vehicle by inertial navigation is calculated by the general ECU 52 connected to each other via an in-vehicle communication line 54 such as an in-vehicle LAN, and inertial navigation is executed. The ECU is an electronic control unit (Electronic Control Unit), a computer including a microcomputer, a CPU (Central Processing Unit), a ROM (including EEPROM), a RAM (Random Access Memory), a RAM (Random Access Memory), In addition, it has input / output devices such as A / D converters and D / A converters, a timer as a timekeeping unit, etc., and various function realizing units by the CPU reading and executing programs recorded in the ROM (Function realization means), for example, functions as a control unit, a calculation unit, a processing unit, and the like.

  The overall ECU 52 is electrically connected to the automatic operation ECU 56 and is connected to the steering control ECU 58, the brake ECU 60, and the driving force ECU 62 through the in-vehicle communication line 54. The general ECU 52 and the automatic operation ECU 56 constitute the automatic operation unit 57, but they may be combined into one ECU.

  The storage unit of the automatic operation ECU 56 is provided with a vehicle identification information storage unit (also referred to as a vehicle type information storage unit) 64 that stores the type of the vehicle 100 and the like, and the vehicle identification information storage unit 64 includes the vehicle 100. 3D model (in this case, a 3D wireframe model or surface model indicating the outer shape, and the substance consists of data of the model) Dm and the midpoint position coordinates of the rear wheel axle in the 3D model Dm In addition to the model reference position coordinates Cm, the size (full length, full width, full height) of the vehicle 100 corresponding to the circumscribed cuboid of the vehicle 100, the wheelbase length, and the tread width define the type of the vehicle 100. It is stored in advance as information (data). The minimum turning radius of the vehicle 100 may be included in the information.

  1 and 2, reference symbol Cm ′ drawn in the vehicles 100 and 100a is not the model reference position coordinates Cm in the three-dimensional model Dm, but the rear wheel axle 25 of the actual vehicles 100 and 100a (see FIG. 2) represents the actual vehicle reference position coordinate Cm ′ which is the midpoint position coordinate.

  In order for the parking support control device 120 installed in the vicinity of the entrance 116 of the parking facility 12 to acquire the type of the vehicle 100 (described later), the three-dimensional model Dm, the model reference position coordinate Cm of the vehicle 100, the actual Information including vehicle reference position coordinates Cm ′, size (full length, full width, full height) (vehicle dimensions), wheelbase length, tread width, and the like is directly stored in the vehicle identification information storage unit 64 of the automatic operation ECU 56. However, instead of this, the vehicle manufacturer name, the vehicle name, and the vehicle grade for the parking assistance control device 120 to indirectly obtain such information may be stored. You may memorize | store in the vehicle identification information storage part 64 as a classification. Using the vehicle 100 identification information including the vehicle manufacturer name, the vehicle name, and the vehicle grade, the parking support control device 120 can send the so-called big data on the Internet or the corresponding server device via the Internet. The three-dimensional model Dm and model reference position coordinates Cm of the vehicle 100, the actual vehicle reference position coordinates Cm ′ that are the midpoint position coordinates of the rear wheel axle 25, and the size (full length, full width, and full height) (vehicle dimensions) ), Wheel base length, tread width, minimum turning radius, and the like.

  The identification information of the vehicle 100 includes the above-described three-dimensional model Dm of the vehicle 100, model reference position coordinates Cm, actual vehicle position coordinates Cm ′, size (full length, full width, full height) (vehicle dimensions), In addition to wheelbase length, tread width, and minimum turning radius, including front / rear overhang, maximum weight, and license plate information {display of plate size, registration number on plate (letters / numbers, etc.)} May be. The license plate information can also be recognized and acquired by the parking assistance control device 120 from a captured image that is image information by the infrastructure camera 106 (described later).

  The steering control ECU 58 controls the steering mechanism (not shown) of the vehicle 100 to control the steering angle of the front wheels 30 in this embodiment. The brake ECU 60 controls the behavior of the vehicle 100 including stoppage by independently controlling all four wheels, the front and rear wheels 30 and 24, independently of each other.

  The driving force ECU 62 controls the driving of an unillustrated engine and / or motor and applies the rotational driving force to the front wheels 30 and / or the rear wheels 24 of the vehicle 100 through the transmission or directly, thereby causing the vehicle 100 to travel. I do.

  Information necessary for the sensor 50 is shared by the general ECU 52, the steering control ECU 58, the brake ECU 60, and the driving force ECU 62.

  The overall ECU 52 is electrically connected to the automatic operation ECU 56.

  As shown in FIG. 1, in this embodiment, a parking facility 12 that is a predetermined area (predetermined area) in which the vehicle 100 is automatically driven has, for example, a road surface 104 of several tens of meters, Infrastructure cameras (surveillance cameras) 106 (106a, 106b, 106c, 106d), which are wide-angle fixed cameras, are installed at the four corners.

  The infrastructure camera 106 is attached so that the line-of-sight (optical axis) of each of the infrastructure cameras 106 a to 106 d faces the lower side on the diagonal line of the substantially rectangular road surface 104, and each infrastructure camera 106 is attached to the entrance 116 of the parking facility 12. (116A, 116B) The camera is configured and adjusted so as to be able to photograph substantially the entire area of the road surface 104 including the vicinity. In other words, all the mobile bodies including the vehicle 100 in the vicinity of the entrance 116 of the parking facility 12 and the vehicle 100 in the parking facility 12 (including parked vehicles) are captured by each infrastructure camera 106a to 106d (wide-angle shooting). ) And can be tracked or monitored.

  The infrastructure camera 106 is electrically connected to a parking assistance control device 120 such as a boarding / exiting terminal (see FIG. 3). The infrastructure support camera 106 and the parking support control device 120 constitute the travel support control device 10 according to this embodiment. In this embodiment, various types of image processing and the like are performed by the parking support control device 120 on a captured image 108 (described later) captured by the infrastructure camera 106. The infrastructure camera 106a is provided with a solar radiation sensor 151 that detects the solar radiation amount, and the detected solar radiation amount information (solar radiation amount signal) is supplied to the parking assistance control device 120.

  The parking assistance control device 120 is configured to include a computer. Like the above-described ECU, the parking assist control device 120 is a CPU, a storage unit 118 such as a ROM (including an EEPROM), a RAM (random access memory), etc. Various function realization units having an input / output device such as a D converter and a D / A converter, a timer as a time measuring unit, and the like by the CPU reading and executing a program recorded in the ROM of the storage unit 118 It functions as (function realization means).

  In this embodiment, the parking support control device 120 includes a travel support unit 152 that supports the automatic driving travel of the control target vehicle 100 in the parking facility 12 that is a predetermined area based on the image information acquired by the infrastructure camera 106; Based on the image information acquired by the infrastructure camera 106, the position grasping unit 154 that grasps the position of the control target vehicle 100, and the infrastructure camera 106 based on the position of the control target vehicle 100 grasped by the position grasping unit 154. By irradiating light from a control target vehicle region exclusion unit (target vehicle region exclusion unit) 156 that excludes at least a control target vehicle region from the acquired image information and a light source (lights installed in the sun or the parking facility 12) A shadow area formed by the control target vehicle 100 is estimated, and the estimated shadow area is an infrastructure camera. A shadow area excluding unit 158 excludes from the image information acquired by 06, and a calendar timer 160. The calendar timer 160 of this embodiment includes a timer for measuring the date and time, calendar information based on the date and time counted by the timer, solar irradiation time and solar irradiation information in the irradiation direction corresponding to the future date and time. Built-in. Further, the storage unit 118 stores the lighting time and lighting information of the lighting direction (not shown) installed in the parking facility 12.

  Here, basic functions and operations of the travel support control device 10 (the infrastructure camera 106 and the parking support control device 120) will be described.

  For example, as shown in FIG. 4, when the vehicle 100 arranged on the road surface 104 of the parking facility 12 is photographed, as schematically shown in FIG. 5, the infrastructure cameras 106 a, 106 b, 106 c, and 106 d are corresponded. Photographed images (also referred to as vehicle extraction images) 108a, 108b, 108c, and 108d, which are image information, are extracted, and the image processing of the parking assistance control device 120 from the photographed images 108 (108a to 108d). The captured image (vehicle image) 110 (110a, 110b, 110c, 110d), which is image information obtained by detecting the vehicle 100 that is a moving body and cutting out the vehicle 100, can be acquired by the inter-frame difference method or the like. Not only the inter-frame difference method but also a photographed image of the road surface 104 (referred to as a reference photographed image) including the entrance 116 where no moving body such as the vehicle 100 is present with the infrastructure camera 106 under a prescribed light quantity. In addition, it is possible to cut out (detect) the vehicle 100 or the like that is a moving body from a difference image (an image based on the difference method) from the reference captured image after correcting the amount of light of the captured image 108 when the moving body enters. The light amount correction can be executed by the infrastructure camera 106 or the parking assistance control device 120.

  When the vehicle 100 is cut out, the parking support control device 120 sets a circumscribed cuboid representing the size of the vehicle 100 in order to detect (recognize and track) the type of the vehicle 100, and sets the vehicle dimensions (full length and full width). And the total height) is detected. At the same time, the tire wheel and the tire are detected, and the wheel base length and the tread width are obtained. Get back and forth overhangs as needed. When the vehicle 100 is located at the entrance 116 or the storage position 102, the vehicle dimensions (full length, full width, full height) representing the size of the vehicle 100, the wheel base length, and the tread width are minimized. The field of view of the infrastructure camera 106 is adjusted in advance so that it can be always acquired as information and stored in its own storage unit 118.

  At that time, on the road surface 104 excluding the entrance 116 and the warehousing position 102, even if the circumscribed cuboid cannot be detected, at least one of the upper surface, the side surface, the front surface, and the rear surface of the vehicle 100 (one surface view such as a top view) is present. Since detection is possible, the vehicle 100 that automatically travels from the warehousing position 102 to the parking position (also referred to as parking section or parking position space) 121 to 125 can be tracked based on the detected one surface and the wheel base length or the tread width.

  As shown in FIG. 5, in the captured image 110a by the infrastructure camera 106a, the right front portion and the right side surface of the vehicle 100 can be confirmed (tracked). From the captured image 110a, the shape of the tire wheel, A feature point pattern (also referred to as a feature point or feature pattern) indicating the type of the vehicle 100 such as the wheel base length between the front wheel 30 and the rear wheel 24, the front / rear overhang, and the distance from the front emblem to the tire wheel of the front wheel 30R. .) (Type of vehicle 100) can be extracted.

  In the captured image 110b by the infrastructure camera 106b, the rear and rear upper surfaces of the vehicle 100 can be confirmed (tracked). From the captured image 110b, the shape of the reflector embedded in the rear bumper by the parking assist control device 120, and between the reflectors A feature point pattern of the vehicle 100 (type of the vehicle 100) such as the distance, the distance between the reflector and the emblem, and the tread width between the rear wheels 24R and 24L can be extracted.

  In the captured image 110c by the infrastructure camera 106c, the front portion of the vehicle 100 can be confirmed (tracked), and the tread width between the front wheels 30R and 30L, the front emblem and the front wheel 30 can be checked from the captured image 110c by the parking assist control device 120. The feature point pattern of the vehicle 100 (type of the vehicle 100) such as the distance to the vehicle, the shape of the front lamp, and the distance between the emblem and the license plate can be extracted.

  In the captured image 110d of the infrastructure camera 106d, the left front portion and the left side surface of the vehicle 100 can be confirmed. From the captured image 110d, the parking assist control device 120 determines the tire wheel shape, the wheelbase length, and the front wheel from the front emblem. A feature point pattern (type of vehicle 100) of the vehicle 100 such as a distance to the 30L tire wheel can be extracted.

  Further, for example, as shown in FIG. 6, a moving obstacle 112 for the vehicle 100 (this example) is clearly different from the external shape of the vehicle 100 stored in advance in the road surface 104 of the parking facility 12 such as a ball or a person. In this example, when a moving obstacle 114 (a person in this example) enters, parking assistance control is performed for these moving obstacles 112 and 114 by the above-described difference method or the like based on the captured image 108 of the infrastructure camera 106. It can be detected (recognized) by the device 120.

  As shown in FIG. 1, on the road surface 104, a white line section of a quadrangle (a square with an opening on one side) indicating a storage position (also referred to as a storage section or a storage position space) 102 (102A, 102B) of the parking facility 12. In addition, rectangular white line sections indicating the parking positions 121 to 125 and T-shaped white line guide lines 128 are drawn, and position information (also referred to as coordinate information or map information) of these sections and line information. , Stored in advance in the storage unit 118 of the parking assistance control device 120.

  Further, in the storage unit 118 of the parking assist control device 120, when the vehicle 100 is received at the storage positions 102A and 102B, the type of the vehicle 100 received {the size of the vehicle 100 (full length, full width, and full height) (vehicle Dimension), wheel base length, and tread width (precisely, the tread width of the steered wheel, usually the front wheel 30)} are generated in advance and stored in the storage unit 118. The minimum turning radius is set (stored) or calculated (predicted) in advance based on the wheelbase length and the tread width. The storage unit 118 is not the storage unit 118 of the parking support control device 120 but a storage unit of an external server (external distribution unit) connected to the parking support control device 120 via a communication line, and is stored in this storage unit. In this case, the data may be read out.

  The parking assist control device 120 is obtained by the captured images 108 and 110 of the infrastructure camera 106, the vehicle 100 located at the entrance 116 and the entry position 102, and the cuboid of the vehicle 100 existing at any position in the road surface 104. Detect (track) the vehicle 100 by comparing the size (full length, full width, full height) or one side of the circumscribed cuboid, the wheelbase length, and the tread width with the type of the vehicle (so-called pattern matching). Can do.

  The parking assistance control device 120 of the parking facility 12 and the automatic driving ECU 56 of the vehicle 100 transmit information by bidirectional wireless communication such as DSRC method (narrow region wireless communication method).

  The driving support control apparatus 10 according to this embodiment is basically configured as described above and functions and operates. Next, a more detailed operation will be described in detail based on the flowchart shown in FIG.

  In step S1, an initial process is performed by the parking assistance control device 120.

  In this initial process, when the position grasping unit 154 of the parking support control device 120 detects from the captured image 108 of the infrastructure camera 106 that the vehicle 100 has entered the warehousing position 102, the travel support unit 152 determines the type of the vehicle 100. Be recognized.

  To recognize the type of the vehicle 100, when the captured image 108 obtained by photographing the vehicle 100 is received from the infrastructure camera 106, the travel support unit 152 of the parking support control device 120 sends a request signal for inquiring the type of the vehicle 100 to the vehicle 100 automatically. It transmits to the operation unit 57. When the automatic driving unit 57 receives the request signal, the type of the vehicle 100 stored in the vehicle identification information storage unit 64 {the three-dimensional model Dm and the three-dimensional model Dm of the vehicle 100 corresponding to the circumscribed cuboid of the vehicle 100 In addition to the model reference position coordinates Cm, the size (full length, full width, full height), wheel base length, and tread width} are transmitted to the parking support control device 120, and the parking support control device 120 The driving support unit 152 recognizes the received type of the vehicle 100 and stores it in the storage unit 118.

  For example, as shown in FIG. 1, when it is detected that the vehicle 100 has entered or entered the warehousing position 102B, the initial processing in step S1 ends. Next, in step S2, the infrastructure is Based on the photographed image 108 from the camera 106 or based on the information from the shift position sensor 34 from the automatic driving unit 57, the travel support unit 152 of the parking support control device 120 determines the direction of the vehicle 100 (whether the vehicle is moving backward or forward). ) Is detected.

  Next, in step S3, a parking support start signal generated by an operation result such as an automatic parking start button (not shown) installed in the parking support control device 120 being pushed by a driver getting off the vehicle 100 or the like. It is determined by the parking assistance control device 120 whether or not it has been received.

  When the parking support start signal is received (step S3: YES), in step S4, the travel support unit 152 of the parking support control device 120 selects the empty parking position (here, the parking position 124) selected in step S1. .) Is generated or selected based on the type of the vehicle 100 that has entered the storage position 102B.

  Here, for example, as illustrated in FIG. 8, a travel route 130 from the warehousing position 102 </ b> B to the parking position 124 is generated by the travel support unit 152. The travel route 130 is basically calculated as an integrated value of a combination of the steering angle of the vehicle 100 (0 [deg] in a straight line) and the travel distance of the vehicle 100 that maintains this steering angle.

  In addition, the moving route 130 is on the road surface 104 of the parking facility 12, for example, the upper left corner of FIGS. 1 and 8 of the road surface 104 is an object such as the infrastructure camera 106, a light source (not shown) (sun or light), and the vehicle 100. It is defined on the XZ plane as the origin of the world coordinates where the object is placed. When viewed from the origin of the world coordinates, the right direction is the X axis, the lower direction (depth direction) is the Z axis, and the vertical upper direction is the Y axis.

  Note that the three-dimensional model Dm of the target vehicle 100 that is a control target individually forms a local coordinate system, and the coordinate origin of the local coordinate system is the above-described model reference position coordinate Cm, which is shown in FIG. Thus, the rear direction of the vehicle 100 is the z-axis, the direction parallel to the rear wheel axle 25 is the x-axis, and the vertical upward direction is the y-axis. In this case, FIG. 8 shows a state in which the model reference position coordinate Cm matches the actual reference position coordinate Cm ′ of the vehicle 100.

  Next, in step S5, the travel support unit 152 of the parking support control device 120 transmits an automatic travel start instruction and information on the travel route 130 (the integrated value) to the automatic operation ECU 56 of the vehicle 100.

  The automatic operation ECU 56 on the vehicle 100 side is in a state of waiting for an automatic travel start instruction in step S31, and when receiving an automatic travel start instruction (step S31: YES), the automatic travel control and the vehicle are performed in step S32. Position / direction detection processing is performed sequentially (every predetermined travel distance or every predetermined time).

  That is, in step S32, the vehicle position is detected or calculated from the result of traveling by inertial navigation based on the outputs of the steering angle sensor 28, the wheel speed sensor 26, and the yaw rate sensor 22, or the sequential reception position of the GPS sensor 32. The calculation of the travel locus by the inertial navigation is executed by the overall ECU 52, and the calculation result is sequentially transmitted to the position grasping unit 154 of the parking assistance control device 120 via the automatic operation ECU 56. The vehicle direction is detected by the overall ECU 52 based on the shift position (forward position, reverse position) by the shift position sensor 34.

  Next, in step S33, the direction of the vehicle 100 based on the detection result (the forward traveling direction corresponding to the forward position or the backward traveling direction corresponding to the reverse position) and the vehicle position are sequentially controlled via the automatic driving ECU 56. Transmitted to the device 120.

  After the transmission, in step S34, the automatic operation ECU 56 determines whether or not an automatic travel end instruction has been received from the parking assistance control device 120. If not received (step S34: NO), the process proceeds to step S32. Returning, the process of step S32 is continued.

  On the other hand, the position grasping unit 154 of the parking assistance control device 120 that has detected the automatic travel of the vehicle 100 (travel for automatic parking) by receiving the vehicle position / direction information performs the vehicle recognition / tracking process in step S6. .

  FIG. 9 is a detailed flowchart of the vehicle recognition / tracking process in step S6.

  In step S6a, when the parking assistance control device 120 receives (acquires) information on the vehicle position / direction from the automatic driving ECU 56, in the next step S6b, a captured image (in FIG. Based on the captured images 110a, 110b, 110c, 110d, etc. shown), the relative posture of the vehicle 100 (how the vehicle 100 is viewed from each infrastructure camera 106) is determined.

  Next, in step S6c, it is determined whether there is a captured image 110 in which the side surface of the vehicle 100 can be seen from the posture determined in step S6b. If there is a captured image 110 in which the side surface is visible (step S6c: YES), In step S6d, a feature point pattern (tire wheel shape, wheelbase length, etc.) for discriminating the type of the vehicle 100 related to the above-described side surface is extracted from the captured image 110 in which the side surface, which is basically a saddle, can be seen. In step S6e, it is determined by pattern matching whether or not the extracted feature point pattern (type of vehicle 100) matches the previously extracted feature point pattern (type of vehicle 100). If the pattern does not match (step S6e: NO), automatic operation is interrupted in step S6f. When the automatic driving is interrupted in step S6f, the parking assistance control device 120 notifies the maintenance staff and the like to that effect. In this case, the cause of failure is investigated and recovered by so-called offline processing by maintenance personnel. In practice, the determination in step S6c should be detected by any one of the captured images 108, 110 of the four infrastructure cameras 106 regardless of where the vehicle 100 is located on the road surface 104 of the parking facility 12. Therefore, the determination in step S6c is usually positive (established).

  In step S6e, when the feature point pattern extracted this time (type of vehicle 100) matches the previously extracted feature point pattern (type of vehicle 100), in step S6g, the position of the parking assistance control device 120 is grasped. The unit 154 refers to the map of the own parking facility 12 and detects the current position (current position coordinates) on the road surface 104 of the vehicle 100 based on the current captured images 108 and 110 used for pattern matching (current position). Detection process).

  In this step S6g, simultaneously with the current position detection processing by the position grasping unit 154, the target vehicle region exclusion unit 156, the shadow region exclusion unit 158, and the calendar timer 160, which will be described later, control target vehicle region exclusion processing and shadow region exclusion processing Execute.

  Next, returning to the flowchart of FIG. 7, it is determined in step S7 whether or not the current position is the target parking position 124. If the current position is not the parking position 124 (step S7: NO), the process proceeds to step S8. The current position detected in step S6g is transmitted to the automatic operation ECU 56. At this time, the positional deviation amount (deviation) of the current position with respect to the instructed movement route 130 may be transmitted instead of the current position or together with the current position.

  On the other hand, when the side surface is not visible in step S6c of FIG. 9 (step S6c: NO), it is determined in step S6h whether or not there are captured images 108 and 110 in which the front surface of the vehicle 100 can be seen. When there are the photographed images 108 and 110 that can be seen (step S6h: YES), in step S6i, the feature point pattern (emblem and front wheel 30 from the emblem and the front wheel 30 to the front wheel 30) is captured from the photographed images 108 and 110 in the same manner as in step S6d. Distance, etc.) (type of vehicle 100) is extracted, and whether or not the extracted feature point pattern (type of vehicle 100) matches the previously extracted feature point pattern (type of vehicle 100) in step S6e. Judgment is made by matching, and the position transmission processing in step S8 (FIG. 7) is performed thereafter.

  In step S6h, when the front surface is not visible (step S6h: NO), the rear surface should be visible. Therefore, in step S6j, similar to the processing in step S6d, the captured image 110 of the infrastructure camera 106 is related to the rear surface. A feature point pattern (distance between reflectors, reflector shape, etc.) (type of vehicle 100) is extracted, and in step S6e, the extracted feature point pattern (type of vehicle 100) is extracted last time. It is determined by pattern matching whether or not it matches (type), and the position transmission process in step S8 is performed thereafter.

  Next, the overall ECU 52 that has received the current vehicle position or the deviation (deviation) from the movement route 130 via the automatic operation ECU 56 from the position grasping unit 154 of the parking assistance control device 120 again in step S32 described above. Automatic travel control and vehicle position / direction detection processing are performed sequentially (every predetermined travel distance or every predetermined time).

  However, in the second and subsequent processes in step S32, a distance correction process and a steering angle correction process for correcting a positional deviation amount (deviation) between the movement route 130 and the current position are performed.

  Thereafter, a vehicle position / direction transmission process is performed in step S33, and a vehicle recognition / tracking process is performed in step S6.

  In this way, when the determination in step S7 becomes affirmative (step S7: YES), that is, as shown in FIG. 10, on the travel locus that has followed the movement route 130 (along the movement route 130). When the current position of the vehicle 100 becomes the parking position 124 (positioned), as shown in FIG. 7, the parking assistance control device 120 transmits an automatic travel end instruction in step S9.

  The automatic operation ECU 56 that has received the automatic travel end instruction in step S34 terminates the automatic travel through the overall ECU 52 in step S35, transmits the fact that the automatic travel has been terminated to the parking support control device 120, and the main switch such as an ignition switch. Turn the switch off.

  In addition, in the parking assistance system 14 according to this embodiment, since all the moving bodies on the road surface 104 of the parking facility 12 can be detected, as shown in FIG. 10, almost simultaneously from the warehousing positions 102A and 102B. Two vehicles 100b (the other vehicle stored at the storage position 102A is defined as 100b), 100 is automatically driven to the parking positions 125, 124 along the movement paths 130b, 130, etc. Can be parked.

  As described above, when the two vehicles 100 and 100b are automatically driven to park at the parking positions 124 and 125 through the parking assist control device 120 along the movement paths 130 and 130b, the other vehicles 100b other than the own vehicle 100 are parked. Is detected as an obstacle, and there is a possibility that two vehicles 100, 100b overlap (collision) even at a part in the same position near the same time. Stop the vehicle (the vehicle 100 or the vehicle 100b), move only the other vehicle (the vehicle 100b or the vehicle 100), and rerun the stopped one vehicle 100 or the vehicle 100b in a state where there is no possibility of overlapping. By performing the collision avoidance process, the interference or collision of the vehicles 100 and 100b can be avoided.

  That is, during the autonomous driving of the vehicles 100 and 100b, at least, the vicinity of the movement paths 130 and 130b of the vehicles 100 and 100b is continuously (always) monitored, and the vehicles 100 and 100b and the vehicles 100 and 100b are monitored. It is necessary to avoid interference or collision with other obstacles.

  However, it has been found that when the infrastructure camera 106 is used for automatic traveling, the vehicles 100 and 100b that are automatically traveling may be erroneously recognized as obstacles (moving obstacles). . In fact, even if there is only one vehicle 100 that is automatically driven, when the vehicle is automatically driven using the infrastructure camera 106, the vehicle 100 is erroneously recognized as a moving obstacle. It turns out that there is a possibility of it.

  Therefore, in this embodiment, in order to avoid the possibility of erroneously recognizing the vehicles 100 and 100b that are automatically running as obstacles (moving obstacles), the current position by the position grasping unit 154 in step S6g. Simultaneously with the detection process (current position grasping process), the target vehicle area excluding unit 156 performs a control target vehicle area excluding process, and if necessary, the shadow area excluding process is performed by the shadow area excluding unit 158. Yes.

  First, the control target vehicle region exclusion process by the target vehicle region exclusion unit 156 will be described with reference to the flowchart shown in FIG.

  For example, as shown in FIG. 12, when the control target vehicle 100 during a parking operation by automatic driving is reflected on an image (video) by the infrastructure camera 106, a captured image (screen) that is image information is displayed. Since 202 {the screen is generated using an image memory (frame buffer) not shown} is moved, it is erroneously recognized as an obstacle (incorrect detection).

  In order to eliminate this misrecognition, first, the target vehicle region exclusion unit 156 travels with the actual vehicle reference position coordinates Cm ′, which is the origin corresponding position of the vehicle 100 grasped by the position grasping unit 154 in step S6g1. The direction of the vehicle 100 (direction vector in which the vehicle 100 is traveling) ascertained by the support unit 152 is referred to.

  Next, in step S6g2, the target vehicle area excluding unit 156 reads out the data of the three-dimensional model indicating the outer shape from the storage unit 118, and refers to the direction of the vehicle 100 as illustrated in FIG. The perspective transformation of the three-dimensional model Dm viewed from 106 is performed to generate a perspective view.

  Next, the target vehicle region excluding unit 156 enlarges / reduces the three-dimensional model Dm on the perspective view shown in FIG. 13A by the superimposition processing of the vehicle image and the three-dimensional model in step S6g3, and the vehicle 100 in the captured image 202 is displayed. 12 is the midpoint position coordinate of the rear wheel axle 25 (see FIG. 2) of the control target vehicle 100 with the same orientation as the control target vehicle 100 on the captured image 202 shown in FIG. The actual vehicle reference position coordinates Cm ′ and the model reference position coordinates Cm of the three-dimensional model Dm are made coincident and superimposed.

  FIG. 13B shows a state in which the perspective-transformed three-dimensional model Dm is superimposed on the control target vehicle 100 (actually, it is superimposed on a frame buffer that is an image memory). Thus, the actual vehicle reference position coordinates Cm ′ (origin corresponding position) and direction of the vehicle 100 on the world coordinate system XYZ including the coordinates of the parking camera coordinate system, in this case, the coordinates of the infrastructure camera 106 and the viewpoint direction, the object, Based on the model reference position coordinates Cm (origin corresponding position) and direction of the vehicle 100 in the coordinate system xyz and the lens characteristics of the infrastructure camera 106, the known three-dimensional model Dm of the vehicle 100 is superimposed on the image (image) of the infrastructure camera 106. Can be displayed. Note that the processed image of the captured image 202 in FIG. 13B is an intermediate image that is not actually used for automatic driving.

  Next, in step S6g4, the target vehicle area excluding unit 156 displays, as shown in FIG. 13C, an undetected area in which obstacles within the outer shape (in the boundary surface) of the three-dimensional model Dm displayed in an overlapping manner are displayed by hatching. (Non-detection mask region) 300 is set.

  Finally, in step S6g5, the driving support unit 152 refers to the processed image of the captured image 202 in FIG. 13C and moves in the remaining area (an area on the road surface 104 of the parking facility 12) other than the non-detection area 300. The body is recognized as an obstacle (moving obstacle), and automatic driving traveling of the vehicle 100 is supported.

  In FIG. 12, FIG. 13B, and FIG. 13C, the cone 302, which is a cone-shaped marker that is not stored in the storage unit 118 in advance, is also displayed, but it is assumed that masking is performed on a two-dimensional screen. When the cone 302 overlaps the captured image 202 in front of the vehicle 100, the cone 302 is also masked together. Of course, even when an obstacle such as a person overlaps in front of the vehicle 100, it is masked together. If the obstacle is masked, the collision avoidance process with the obstacle cannot be performed.

  In contrast, in this embodiment, as described above, the perspective view after the perspective transformation of the three-dimensional model Dm is processed so as to be superimposed on the vehicle 100 on the captured image 202 (see FIG. 13B). Even if a cone 302 or a person (not shown) is displayed in front of the vehicle 100, the cone 302 or the person can be detected as an obstacle as shown in FIG. 13C.

  Next, referring to the flowchart shown in FIG. 14, the shadow based on the control target vehicle region exclusion process by the target vehicle region exclusion unit 156 using the shadow region exclusion unit 158 that also functions as a shadow region estimation unit. The partial area exclusion process will be described.

  In the flowchart shown in FIG. 14, the processing contents of steps S6g1 to S6g4 and the processing contents of step S6g5 are the same as the processing contents of the same steps described with reference to the flowchart of FIG. Omitted.

  For example, as shown in FIG. 15, the control target vehicle 100 itself during a parking operation by automatic driving is reflected on a captured image 204 (video) that is image information by the infrastructure camera 106, and further illustrated in front of the vehicle 100. Consider a case where a shadow 206 of the vehicle 100 is reflected by a light source (sun or light) that does not.

  In this case, even if the setting process of the non-detection region 300 (see FIG. 13C) is performed by the superimposition of the three-dimensional model Dm of the vehicle 100 from step S6g1 to step S6g4 described above, as shown in FIG. Remains, and there is a possibility that the portion of the shadow 206 is erroneously recognized (detected erroneously) as an obstacle (moving obstacle).

  Therefore, in step S6g11, the shadow area excluding unit 158 intersects the road surface (plane) 104 with a light vector (not shown) from the light source direction passing through each vertex of the three-dimensional model Dm as shown in FIG. 16B. At this point, a three-dimensional shadow model Sm such as a surface model is generated.

  Referring to the schematic diagram of FIG. 17, the generation process of the shadow model Sm will be described using the sun 304 (parallel light source) as an example. The irradiation direction of light from the light source is determined by the calendar timer 160 and the current date ( The irradiation direction of the parallel light from the sun 304 is obtained from the calendar timer 160 at a known latitude and longitude of the parking facility 12). In the case of a lamp (point light source), an irradiation direction from a lamp (not shown) is obtained from the infrastructure information of the parking facility 12.

  Next, as shown in FIG. 17, a shadow model Sm is generated at a point where a light vector from the light source direction passing through each vertex of the three-dimensional model Dm schematically drawn in a rectangular parallelepiped intersects the road surface (plane) 104. Can do.

  Therefore, after creating the shadow model Sm in the shadow area excluding unit 158, the target vehicle area excluding unit 156 adds the three-dimensional model Dm and the shadow model Sm in step S6g12 as shown in FIG. 16C. The obstacle (in the boundary surface) is set again in the non-detection area (non-detection mask area) 306 displayed by hatching.

  The driving support unit 152 recognizes the moving body in the remaining area (the area on the road surface 104 of the parking facility 12) other than the non-detection area 306 as an obstacle (moving obstacle) in step S6g5 after processing in step S6g12. Thus, the vehicle 100 is supported for automatic driving.

  Whether or not to apply the shadow model Sm to the non-detection region 306 is determined based on the output of the solar radiation sensor (external light sensor) 151 that detects external light provided in the infrastructure camera 106a other than the vehicle 100. You can also. If it is detected by the solar radiation sensor 151 that the received light amount is equal to or less than the threshold light amount that is not shadowed, and it is detected that it is cloudy, the application of the shadow model Sm becomes unnecessary. Even if the shadow is long and large when it is low, the non-detection area 300 does not need to be enlarged to the non-detection area 306 in consideration of the shadow model Sm, and the detection accuracy of obstacles around the vehicle 100 is improved. Can do.

  The determination as to whether or not to apply the shadow model Sm to the non-detection region 306 can also be made based on the output of a solar radiation sensor (external light sensor) (not shown) that detects external light provided in the vehicle 100.

[Summary of Embodiment and Modifications]
As described above, the driving support control apparatus 10 according to this embodiment is a parking facility in which the infrastructure camera 106 arranged in addition to the control target vehicle 100 capable of automatic driving travels as a predetermined area including the control target vehicle 100. 12 is captured to obtain image information, for example, captured images 202 and 204. The travel support unit 152 supports the automatic driving travel of the control target vehicle 100 in the parking facility 12 based on the image information acquired by the infrastructure camera 106. The position grasping unit 154 grasps the position of the control target vehicle 100 based on the image information acquired by the infrastructure camera 106. The target vehicle region excluding unit 156 as the control target vehicle region excluding unit is at least the control target vehicle 100 from the image information acquired by the infrastructure camera 106 based on the position of the control target vehicle 100 grasped by the position grasping unit 154. Exclude the area of.

  Then, the travel support unit 152 includes obstacles (vehicles 100a, 100b, cones) in the parking facility 12 in which the target vehicle region excluding unit 156 excludes the region of the control target vehicle 100 from the image information as the non-detection region 300. 302, etc.) is supported, and the automatic driving traveling of the control target vehicle 100 is supported. The infrastructure camera 106 only needs to be able to capture the entire travelable area of the control target vehicle 100 in the predetermined area (parking facility 12), and therefore, the process can be performed using one infrastructure camera 106.

  According to this configuration, in a predetermined area (parking facility 12) that supports automatic driving of the control target vehicle 100 based on image information acquired by at least one infrastructure camera 106 arranged other than the control target vehicle 100, Since the control target vehicle 100 is excluded, the possibility of erroneously recognizing the control target vehicle 100 as an obstacle (vehicles 100a, 100b, cone 302, etc.) is prevented.

  In this case, the position grasping unit 154 obtains the vehicle identification information of the control target vehicle 100 from the control target vehicle 100 when grasping the position of the control target vehicle 100 based on the image information acquired by the infrastructure camera 106. The position of the control target vehicle 100 can be grasped from the image information with reference to the acquired vehicle identification information.

  As described above, the position grasping unit 154 acquires the vehicle identification information of the control target vehicle 100 from the control target vehicle 100, refers to the acquired vehicle identification information, and determines the control target vehicle 100 from the image information. Since the position is grasped, the control target vehicle 100 can be correctly recognized from the image information.

  When the position grasping unit 154 grasps the position of the control target vehicle 100 based on the image information acquired by the infrastructure camera 106, the position grasping unit 154 determines the self position information of the control target vehicle 100 from the control target vehicle 100 (the self-position of the vehicle 100). The position can be detected or calculated from the result of traveling by inertial navigation based on the outputs of the steering angle sensor 28, the wheel speed sensor 26, and the yaw rate sensor 22, or the sequential reception position of the GPS sensor 32). The position of the control target vehicle 100 may be grasped from the image information with reference to the self-position information. Also in this case, the control target vehicle 100 can be correctly recognized from the image information.

  The target vehicle area exclusion unit 156 acquires vehicle identification information of the control target vehicle 100 from the control target vehicle 100 when excluding at least the area of the control target vehicle 100 from the image information acquired by the infrastructure camera 106. The vehicle identification information may be excluded with reference to the acquired vehicle identification information. In this case, the control target vehicle area that is the non-detection area 300 can be accurately excluded from the image information.

  Furthermore, the shadow 206 as a shadow area formed by the control target vehicle 100 is estimated by irradiation of light from a light source (sun 304 or light), and the estimated shadow 206 as the shadow area is acquired by the infrastructure camera 106. It is preferable that a shadow area exclusion unit 158 to be excluded from the image information is provided. The shadow area exclusion unit 158 estimates the shadow 206, which is the shadow area formed by the control target vehicle 100 by light irradiation, and the image obtained by the infrastructure camera 106 as the estimated shadow 206 as the shadow area. Since the information is excluded from the information, the possibility of erroneously recognizing the control object vehicle 100 and the shadow 206 as the shadow area as an obstacle is prevented.

  The driving support unit 152 uses the target vehicle region exclusion unit 156 and the shadow region exclusion unit 158 to exclude the region of the control target vehicle 100 and the region of the shadow 206 as the non-detection region 306 from the image information. The automatic driving traveling of the control target vehicle 100 is supported while recognizing the obstacle.

  In this case, when the shadow area exclusion unit 158 estimates the shadow 206 as the shadow area generated by the control target vehicle 100 by the light irradiation, the vehicle identification information of the control target vehicle 100 from the control target vehicle 100 is obtained. By recognizing the vehicle shape of the vehicle 100 to be controlled based on the acquired vehicle identification information, and estimating the shadow 206 as the shadow region according to the recognized vehicle shape, The shadow 206 as the shadow area can be accurately excluded.

  The shadow area excluding section 158 estimates the shadow 206 as the shadow area generated by the control target vehicle 100 by the light irradiation, and the shadow section of the control target vehicle 100 according to the time by the calendar timer 160. The shadow 206 as a region may be estimated. If comprised in this way, the shadow 206 as the said shadow part area | region which can be performed by the control object vehicle 100 on the cause of the sunlight etc. which are light sources with known solar radiation time and solar radiation direction can be estimated correctly.

  Moreover, you may make it the shadow part exclusion part 158 estimate the shadow 206 as the said shadow part area | region of the control object vehicle 100 according to the light which illuminates the predetermined area | region (parking facility 12). If comprised in this way, the shadow 206 as the said shadow part area | region which can be performed by the control object vehicle 100 with the said lighting whose lighting time and light irradiation direction are known can be estimated correctly.

  Further, the shadow area excluding unit 158 is based on the positional relationship between the infrastructure camera 106, the light source, and the control target vehicle 100, and whether or not the shadow 206 is generated as the shadow area generated by the light irradiation from the light source. May be verified. According to this configuration, it is possible to reliably recognize whether or not the shadow 206 as the shadow area is generated.

  Note that the present invention is not limited to the above-described embodiment, and it is needless to say that various configurations can be adopted based on the contents described in this specification.

DESCRIPTION OF SYMBOLS 10 ... Driving assistance control device 12 ... Parking facility 14 ... Parking assistance system 50 ... Sensor 52 ... General ECU 56 ... Automatic operation ECU
57 ... Automatic driving unit 100, 100a, 100b ... Vehicle 104 ... Road surface 106, 106a-106d ... Infrastructure camera 108, 108a-108d, 110, 110a-110d ... Photographed image 120 ... Parking assistance control device 152 ... Driving assistance part 154 ... Position grasping unit 156 ... Target vehicle region exclusion unit 158 ... Shadow region exclusion unit 160 ... Calendar timer 206 ... Shadow 300, 306 ... Non-detection region 302 ... Cone Cm ... Model reference position coordinate Cm '... Real vehicle reference position coordinate Dm ... 3D model Sm ... Shadow model

Claims (7)

At least one camera arranged other than the control target vehicle that captures a predetermined area including the control target vehicle capable of autonomous driving and acquires image information;
Based on the image information acquired by the camera, a travel support unit that supports the automatic driving travel of the control target vehicle within the predetermined area;
Based on the image information acquired by the camera, a position grasping unit that grasps the position of the control target vehicle;
Said position based on the position of the control target vehicle which is grasped by the grasping portion, said acquired by the camera excludes image information or et control target vehicle area control target vehicle region excluding unit,
The shadow area of the control target vehicle formed by light irradiation from a light source is estimated according to the vehicle shape of the control target vehicle, and the shadow area is excluded from the image information acquired by the camera. A shadow area exclusion part ,
The travel support unit
Assisting the control target vehicle in the automatic driving while recognizing an obstacle in the predetermined area , excluding an integrated area having an outer shape combining the control target vehicle area and the shadow area. A driving support control device characterized in that: In the driving assistance control device according to claim 1,
The position grasping unit
When grasping the position of the control target vehicle based on the image information acquired by the camera, the vehicle identification information of the control target vehicle is acquired from the control target vehicle, and the acquired vehicle identification information is referred to. Then, the driving support control device characterized by grasping the position of the control target vehicle from the image information. In the driving assistance control device according to claim 1,
The position grasping unit
When grasping the position of the control target vehicle based on the image information acquired by the camera, the self position information of the control target vehicle is received from the control target vehicle, and the received self position information is referred to. Then, the driving support control device characterized by grasping the position of the control target vehicle from the image information. In the driving assistance control device according to any one of claims 1 to 3,
The controlled vehicle area exclusion unit is
Excluding the time excluding the image information or et previous SL control target vehicle area acquired by the camera, the control target vehicle acquires vehicle identification information of the control target vehicle from, referring to acquired the vehicle identification information A driving support control device characterized by: In the driving assistance control device according to any one of claims 1 to 4 ,
The shadow area exclusion unit is:
When estimating the shadow area by Ri Ru is formed to the irradiation of the light, driving support control unit and estimates the shadow area of the control target vehicle in accordance with the time according to the calendar timer. In the driving assistance control device according to any one of claims 1 to 4 ,
The shadow area exclusion unit is:
The driving support control apparatus, wherein the shadow area of the control target vehicle is estimated in accordance with a light that illuminates the predetermined area. In the driving assistance control device according to any one of claims 1 to 6 ,
The shadow area exclusion unit is:
The driving support control apparatus characterized by verifying the presence or absence of the shadow area generated by the light irradiation from the light source based on the positional relationship among the camera, the light source, and the control target vehicle.

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