JP6379648B2 - Parking assistance device and parking assistance method - Google Patents

Description

  The present invention relates to a parking assistance device and a parking assistance method for providing parking assistance for a driver.

  The driving operation at the time of parking is memorized together with the position information, a linear traveling locus for moving the own vehicle back to the parking area is set, and the own vehicle is made to follow the traveling locus by steering assistance such as giving a steering reaction force. For example, there is a technique described in Patent Document 1 as a technique to be performed.

JP 2006-298115 A

However, in the technique described in Patent Document 1, since the travel locus for tracking the host vehicle is linear, even if the host vehicle is traveling on a route that has no problem in moving to the parking area. If the vehicle deviates even slightly from the travel locus, a steering reaction force is generated. For this reason, there is a high possibility that the driver will always feel the steering reaction force, which may cause a problem that the sense of driving by himself / herself is obstructed.
The present invention has been made paying attention to the above problems, and a parking assist device and a parking assist capable of appropriately generating a steering reaction force according to the travel route of the host vehicle with respect to the parking area. It aims to provide a method.

In order to solve the above-described problems, the present invention provides a driver steering allowable range that is wider than the vehicle width of the host vehicle and that the outer region in the turning direction is wider than the inner region in the turning direction. In addition, the target trajectory of the host vehicle that moves backward including the turn from the reverse start position where the host vehicle starts moving backward toward the parking region to the parking region where the host vehicle stops is calculated. Further, at least one of a steering operation and an acceleration / deceleration operation is stored as a driving operation during reverse. When the position of the host vehicle is within the driver steering allowable range, the steering reaction force applied to the steering operator operated by the driver is not generated. On the other hand, if the host vehicle deviates from the driver steering allowable range while retreating to the parking area, a steering reaction force is generated so as to generate a steering reaction force that prompts the return of the position of the host vehicle to the driver steering allowable range. Control. Further, the greater the variation in the stored driving operation, the greater the steering reaction force that prompts the return.
In order to solve the above problems, the present invention provides a driver steering allowance that is wider than the vehicle width of the host vehicle and that the outer region in the turning direction is wider than the inner region in the turning direction. A target trajectory of the host vehicle that includes a range and includes a turn from a reverse start position where the host vehicle starts to move backward toward the parking region to a parking region where the host vehicle stops is calculated. Further, the steering operation is stored as a driving operation during reverse. When the position of the host vehicle is within the driver steering allowable range, the steering reaction force applied to the steering operator operated by the driver is not generated. On the other hand, if the host vehicle deviates from the driver steering allowable range while retreating to the parking area, a steering reaction force is generated so as to generate a steering reaction force that prompts the return of the position of the host vehicle to the driver steering allowable range. Control. Further, the target trajectory is set such that the greater the variation in the stored steering operation, the wider the driver steering allowable range, and the smaller the stored steering operation variation, the narrower the driver steering allowable range. calculate.
In order to solve the above problems, the present invention provides a driver steering allowance that is wider than the vehicle width of the host vehicle and that the outer region in the turning direction is wider than the inner region in the turning direction. A target trajectory of the host vehicle that includes a range and includes a turn from a reverse start position where the host vehicle starts to move backward toward the parking region to a parking region where the host vehicle stops is calculated. Further, at least a steering operation is stored as a driving operation during the reverse operation among the steering operation and the acceleration / deceleration operation. When the position of the host vehicle is within the driver steering allowable range, the steering reaction force applied to the steering operator operated by the driver is not generated. On the other hand, if the host vehicle deviates from the driver steering allowable range while retreating to the parking area, a steering reaction force is generated so as to generate a steering reaction force that prompts the return of the position of the host vehicle to the driver steering allowable range. Control. Further, the greater the variation in the stored driving operation, the greater the steering reaction force that prompts the return. In addition to this, the larger the variation in the stored steering operation, the wider the range of the driver steering allowable range, and the smaller the stored steering operation variation, the narrower the range of the driver steering allowable range. Calculate the trajectory.

According to the present invention, when the position of the host vehicle that moves backward from the reverse start position to the parking area is within the driver steering allowable range, the steering reaction force applied to the steering operator is not generated, and the vehicle deviates from the driver steering allowable range. Then, a steering reaction force is generated to urge the return of the position of the host vehicle to within the driver steering allowable range.
Thereby, in a state where the travel route of the host vehicle is within the driver steering allowable range, the steering reaction force is not given to the steering operator, so that the driver's sense of driving himself is not hindered. It is possible to appropriately generate the steering reaction force according to the travel route of the host vehicle with respect to the parking area.

It is a block diagram which shows schematic structure of a vehicle provided with the parking assistance apparatus of 1st embodiment of this invention. It is a block diagram which shows the structure of a parking assistance controller. It is a flowchart which shows the process which determines whether a parking assistance control implementation determination part performs parking assistance. It is an image figure which shows the process which determines whether the present position of the own vehicle has reached the position which starts parking assistance. It is a block diagram which shows the detailed structure of a figure position memory | storage part. It is an overhead view which shows the position of the several location which a figure position memory process part calculates. 5 is a table showing data corresponding to each position in a process in which the figure position storage unit stores a plurality of positions. It is a block diagram which shows the detailed structure of a parking information storage part. It is an overhead view which shows the process in which a target track | orbit calculation part calculates a target track | orbit. It is a figure which shows the steering reaction force map corresponding to the XX sectional drawing of FIG. It is an overhead view which shows each figure in the process in which a presentation figure production | generation part produces | generates a figure. It is a figure which shows the superimposed image in the state which the own vehicle reached the position which starts parking assistance. It is a figure which shows the superimposition image in the state in which the own vehicle reached the reverse start position. It is a flowchart of the operation | movement performed using the parking assistance apparatus of 1st embodiment of this invention.

Embodiments of the present invention will be described below with reference to the drawings.
(First embodiment)
Hereinafter, a first embodiment of the present invention (hereinafter referred to as the present embodiment) will be described with reference to the drawings.
(Constitution)
As shown in FIG. 1, the vehicle (own vehicle MV) including the parking assist device 1 includes wheels W (the right front wheel WFR, the left front wheel WFL, the right rear wheel WRR, the left rear wheel WRL), and the surrounding image capturing unit 2. A surrounding obstacle detection unit 4, a wheel speed sensor 6, and a steering angle sensor 8. In addition to this, the host vehicle MV includes a shift position sensor 10, a parking assistance system activation switch 12, a driver authentication unit 14, a navigation device 16, a steering reaction force motor 18, and a parking assistance controller 20. In addition to this, the host vehicle MV includes a pedal opening sensor 22 and a pedal reaction force actuator 24.

The surrounding image capturing unit 2 captures an image including a road surface around the host vehicle MV, and uses each captured image to generate an information signal including individual images corresponding to a plurality of capturing directions (in the following description, “individually” May be described as “image signal”. Then, the generated individual image signal is output to the parking assistance controller 20.
In the present embodiment, as an example, a case where the surrounding image capturing unit 2 is formed using the front camera 2F, the right side camera 2SR, the left side camera 2SL, and the rear camera 2R will be described. Here, the front camera 2F is a camera that images the front side of the host vehicle MV in the vehicle front-rear direction, and the right side camera 2SR is a camera that images the right side of the host vehicle MV. The left-side camera 2SL is a camera that captures an image of the left side of the host vehicle MV, and the rear camera 2R is a camera that captures the rear side of the host vehicle MV in the vehicle front-rear direction.

The surrounding obstacle detection unit 4 is formed using, for example, a sonar capable of transmitting and receiving sound waves, and the sound wave transmission / reception direction is arranged toward the periphery of the host vehicle MV. In addition, when the surrounding obstacle detection unit 4 receives a sound wave transmitted toward the periphery of the host vehicle MV and reflected by the obstacle or the like, an information signal including a sound wave transmission time and a reception time (in the following description, “ May be described as “transmission / reception time signal”) to the parking support controller 20. Note that the configuration of the surrounding obstacle detection unit 4 is not limited to sonar, and for example, a millimeter wave radar or the like may be used.
In the present embodiment, as an example, a case where the surrounding obstacle detection unit 4 is formed using the front sonar 4F, the right side sonar 4SR, the left side sonar 4SL, and the rear sonar 4R will be described. Here, the front sonar 4F is a sonar that transmits and receives sound waves toward the front of the host vehicle MV in the vehicle front-rear direction, and the right side sonar 4SR is a sonar that transmits and receives sound waves toward the right side of the host vehicle MV. The left side sonar 4SL is a sonar that transmits and receives sound waves toward the left side of the host vehicle MV, and the rear sonar 4R is a sonar that transmits and receives sound waves toward the rear of the host vehicle MV in the vehicle front-rear direction.

The wheel speed sensor 6 is formed using, for example, a pulse generator such as a rotary encoder that measures wheel speed pulses.
The wheel speed sensor 6 detects the rotational speed of each wheel W, and an information signal including the detected rotational speed (in the following description, may be referred to as “wheel speed signal”) is used as a parking assistance controller. 20 is output. In FIG. 1, the wheel speed sensor 6 that detects the rotational speed of the right front wheel WFR is denoted by reference numeral “6FR”, and the wheel speed sensor 6 that detects the rotational speed of the left front wheel WFL is denoted by reference numeral “6FL”. Further, the wheel speed sensor 6 for detecting the rotational speed of the right rear wheel WRR is indicated by a reference numeral “6RR”, and the wheel speed sensor 6 for detecting the rotational speed of the left rear wheel WRL is indicated by a reference numeral “6RL”.

For example, the steering angle sensor 8 is provided in a steering column (not shown) that rotatably supports the steering wheel 26.
The steering angle sensor 8 detects a current steering angle that is a current rotation angle (amount of steering operation) of the steering wheel 26 that is a steering operator. Then, an information signal including the detected current steering angle (in the following description, may be described as “current steering angle signal”) is output to the parking assistance controller 20. In addition, you may detect the information signal containing the steering angle of a steered wheel as information which shows a steering angle.
The steering operator is not limited to the steering wheel 26 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 10 detects the current position of a member that changes the shift position (for example, “P”, “D”, “R”, etc.) of the host vehicle MV, such as a shift knob or a shift lever. Then, an information signal including the detected current position (may be described as “shift position signal” in the following description) is output to the parking assist controller 20.
The parking assistance system start switch 12 is a switch such as a button operated by the driver of the host vehicle MV, and sets whether or not to perform parking assistance described later at the time of current parking in a preset parking area. An input part is formed. In the following description, the preset parking area may be referred to as “already set parking area”.

In this embodiment, as an example, the configuration of the parking assistance system activation switch 12 is configured such that the setting for performing parking assistance and the setting for not performing parking assistance are switched each time the parking assistance system activation switch 12 is operated. Further, in the present embodiment, as an example, the already set parking area is a parking area where the own vehicle MV is parked in a parking area where the driver of the own vehicle MV has contracted / secured, and a frequently used parking area. The case will be described.
In addition, when the setting for performing parking assistance and the setting for not performing parking assistance are switched, the parking assistance system activation switch 12 is described as an information signal including the current setting (in the following description, “parking assistance system setting state signal”). May generate). Then, the generated parking assistance system setting state signal is output to the parking assistance controller 20.

  The driver authentication unit 14 is formed using, for example, an IC reader that can read the driver ID information stored in an IC (Integrated Circuit) chip built in the driver's license. In this case, for example, the configuration of the host vehicle is configured such that the engine can be started by linking the IC reader and the ignition switch of the engine and reading the driver's ID information with the IC reader. Then, the driver authentication unit 14 outputs an information signal including the driver ID information read by the IC reader (may be described as “driver ID signal” in the following description) to the parking support controller 20. . That is, the driver authentication unit 14 authenticates the driver of the host vehicle, and outputs information unique to the authenticated driver to the parking assistance controller 20.

Note that the configuration of the driver authentication unit 14 is not limited to a configuration including an IC reader. That is, for example, if the configuration of the host vehicle can change the seat position of the driver's seat to a unique position for each driver, the driver's seat position is detected and the driver is identified. May be.
Also, for example, if the configuration of the host vehicle is configured such that the input terminal for inputting the password and the ignition switch are linked, and the engine can be started by inputting a unique password to the driver through the input terminal, the entered password May be used to identify the driver. In this case, a sensor capable of detecting the driver's fingerprint may be used instead of the password input terminal.

The navigation device 16 includes a GPS (Global Positioning System) receiver, a map database, an information presentation device having a display monitor, and the like, and performs route search, route guidance, and the like.
In addition, the navigation device 16 uses the current position of the host vehicle MV acquired using the GPS receiver and the road information stored in the map database, and road information such as the type and width of the road on which the host vehicle MV travels. Is possible to get.
In addition, the navigation device 16 generates 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 MV acquired using the GPS receiver, as a parking assistance controller 20. Output to.

The information presenting device outputs a warning or other presenting by voice or image according to a control signal from the parking support controller 20. In addition, the information presentation apparatus 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 16, for example.
In the present embodiment, as an example, the display monitor of the navigation device 16 is used as an information presentation device, and the display monitor has a screen that can display images and the like and can be touch-input by the user. The case of forming by using will be described. That is, in this embodiment, the case where the information presentation apparatus with which the navigation apparatus 16 is provided is formed with a touch display (touch panel) as an example.

In addition, when the navigation device 16 receives an input of an audio output command signal, which will be described later, the navigation device 16 outputs the sound included in the audio output command signal from a speaker included in the information presentation device.
The steering reaction force motor 18 is a motor that is driven in accordance with the reaction force motor drive current output from the parking assist controller 20. The steering reaction force motor 18 rotates the steering shaft 28 that rotates together with the steering wheel 26, so Output is possible. Here, the steering reaction force output from the steering reaction motor 18 to the steering wheel 26 is a reaction force acting in a direction opposite to the operation direction in which the driver steers the steering wheel 26.
The parking assist controller 20 is an electronic control unit that includes a CPU and CPU peripheral components such as a ROM and a RAM. A specific configuration of the parking support controller 20 will be described later.

The pedal opening sensor 22 detects the opening of the accelerator pedal 30 (accelerator opening), and may be described as an information signal including the detected accelerator opening (hereinafter referred to as “accelerator opening signal”). Is output to the parking assist controller 20.
The accelerator pedal 30 is formed of, for example, an organ-type or suspension-type pedal, and is disposed at a suitable position in the passenger compartment for the driver of the host vehicle MV to operate with his / her foot.
Further, the accelerator pedal 30 has an elastic member for setting the opening degree of the accelerator pedal 30 to “0”. As the elastic member, for example, a member such as a coil spring that displaces the accelerator pedal 30 in the return direction is used.

The pedal reaction force actuator 24 is formed by using, for example, a servo motor, and may be described as a reaction force (hereinafter referred to as “pedal reaction force”) in the return direction with respect to the accelerator pedal 30 with respect to the depression operation of the driver. A).
Further, the pedal reaction force actuator 24 is a member incorporated in the link mechanism of the accelerator pedal 30, for example. The pedal reaction force actuator 24 generates torque according to a pedal reaction force command signal output from the parking assist controller 20 and arbitrarily controls an operation reaction force generated when the driver operates the accelerator pedal 30. .
Further, the pedal reaction force actuator 24 outputs an information signal including the reaction force applied to the accelerator pedal 30 to the parking assist controller 20.

(Specific configuration of the parking support controller 20)
Next, a specific configuration of the parking assistance controller 20 will be described with reference to FIG. 1 and FIG. 2.
As shown in FIG. 2, the parking assist controller 20 includes an ambient environment recognition information calculation unit 32, a host vehicle speed calculation unit 34, a steering angle calculation unit 36, a shift position calculation unit 38, and an overhead image generation unit 40. A parking frame detection unit 42 and a relative distance detection unit 44. In addition, the parking support controller 20 includes an obstacle detection unit 46, a self-position detection unit 48, a parking support map generation unit 50, a parking support control execution determination unit 52, a graphic position storage processing unit 54, A figure position storage unit 56 is provided. Further, the parking support controller 20 includes a parking information storage unit 58, a target trajectory calculation unit 60, a steering reaction force control unit 62, a pedal reaction force control unit 64, a presentation figure generation unit 66, and a superimposed image generation unit 68. And an image layout setting unit 70. These functions are configured by one or more programs.

The ambient environment recognition information calculation unit 32 uses an individual image signal received from the ambient image capturing unit 2 and includes an information signal including images captured by all the cameras 2 (in the following description, described as “ambient image signal”). Is output to the overhead image generation unit 40.
In addition, the ambient environment recognition information calculation unit 32 uses an individual image signal received from the ambient image capturing unit 2 and an information signal including an image captured by the rear camera 2R (in the following description, “rear image signal”). Is output to the image layout setting unit 70.
The own vehicle vehicle speed calculation unit 34 calculates the speed (vehicle speed) of the own vehicle MV from the rotation speed of the wheel W using the wheel speed signal received from the wheel speed sensor 6. Then, an information signal including the calculated speed (which may be described as “vehicle speed calculation value signal” in the following description) is converted into a graphic position storage processing unit 54, a parking information storage unit 58, and a target trajectory calculation unit 60. To the steering reaction force control unit 62 and the pedal reaction force control unit 64.

The steering angle calculation unit 36 calculates the operation amount (rotation angle) from the neutral position of the steering wheel 26 from the current rotation angle of the steering wheel 26 using the current steering angle signal received from the steering angle sensor 8. . Then, an information signal including the calculated operation amount from the neutral position (in the following description, it may be described as a “steering angle signal”), a graphic position storage processing unit 54, a parking information storage unit 58, a target It outputs to the track | orbit calculation part 60 and the steering reaction force control part 62.
The shift position calculation unit 38 uses the shift position signal received from the shift position sensor 10 to determine the current shift position. Then, an information signal including the calculated current shift position (which may be described as “current shift position signal” in the following description) is sent to the graphic position storage processing unit 54, the parking information storage unit 58, the target trajectory. It outputs to the calculation part 60 and the steering reaction force control part 62.

The bird's-eye view image generation unit 40 uses an ambient image signal received from the ambient environment recognition information calculation unit 32 and includes an image of the surroundings of the host vehicle MV as seen from above the host vehicle MV, including a figure indicating the host vehicle MV. A bird's-eye view image). Then, an information signal including the formed bird's-eye view image (may be described as “bird's-eye view image signal” in the following description) is sent to the parking frame detection unit 42, the obstacle detection unit 46, and the self-position detection unit 48. And output to the parking support map generating unit 50. In addition, the bird's-eye view image generation unit 40 converts the bird's-eye view image signal into a graphic position storage processing unit 54, a parking information storage unit 58, a target trajectory calculation unit 60, a steering reaction force control unit 62, and a superimposed image generation unit. Output to 68.
Here, the bird's-eye view image is, for example, a host vehicle MV viewed from above the host vehicle MV by combining images captured by the respective cameras (front camera 2F, right side camera 2SR, left side camera 2SL, and rear camera 2R). An image around is formed. In addition to this, a figure indicating the host vehicle MV is superimposed on the center of the image around the host vehicle MV viewed from above the host vehicle MV. That is, the overhead image generation unit 40 generates an overhead image including a figure indicating the host vehicle MV at the center of the image captured by the surrounding image capturing unit 2.

In addition, the figure which shows the own vehicle MV may be the figure which created the design which looked at the own vehicle MV from right above by CG (Computer Graphics), and formed the image which image | photographed the own vehicle MV from right above as data. It may be a figure. 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 parking frame detection unit 42 detects a parking frame using the overhead image included in the overhead image signal received from the overhead image generation unit 40. Then, an information signal including the detected parking frame (which may be described as “parking frame signal” in the following description) is converted into a graphic position storage processing unit 54, a parking information storage unit 58, and a target trajectory calculation unit 60. Output to.

Here, the detection of the parking frame is performed, for example, by determining whether or not there is a parking frame line or the like within a distance or area (area) set in advance with reference to the host vehicle MV in the overhead view image. Moreover, as a process which recognizes a parking frame line from a bird's-eye view image, various well-known systems, such as edge detection, are used, for example.
The relative distance detection unit 44 uses the feedback error calculated using the transmission / reception time signal received from the surrounding obstacle detection unit 4 to determine the distance between the host vehicle MV and the obstacle existing around the host vehicle MV. Is detected over the periphery of the host vehicle MV. Then, an information signal including the detected relative distance and direction (may be described as “relative distance signal” in the following description) is output to the obstacle detection unit 46 and the steering reaction force control unit 62.

Here, the “feedback error” is a difference between the transmission time and the reception time of the sound wave in the surrounding obstacle detection unit 4, and the distance between the own vehicle MV and the obstacle existing around the own vehicle MV. The value to be reflected.
The obstacle detection unit 46 uses the overhead image included in the overhead image signal received from the overhead image generation unit 40 and the relative distance and direction included in the relative distance signal input from the relative distance detection unit 44. Obstacles around the MV are detected over the entire circumference of the host vehicle MV. Then, an information signal including the detected obstacle (in the following description, may be described as “obstacle signal”), a graphic position storage processing unit 54, a parking information storage unit 58, and a target trajectory calculation unit 60. And output to the steering reaction force control unit 62.

The self-position detection unit 48 receives the input of the vehicle position signal from the navigation device 16 and receives the input of the overhead image signal from the overhead image generation unit 40 and detects the current position (self position) of the own vehicle MV. Then, an information signal including the current position of the host vehicle MV (may be described as “self-position signal” in the following description) is output to the parking support map generation unit 50 and the parking support control execution determination unit 52. To do. In addition to this, the self-position signal is output to the figure position storage processing unit 54, the target trajectory calculation unit 60, the steering reaction force control unit 62, and the pedal reaction force control unit 64.
The parking support map generation unit 50 uses the overhead image included in the overhead image signal received from the overhead image generation unit 40, the self-position signal received from the self-position detection unit 48, and the preset parking area. A map around the parking area including the preset parking area is generated. Then, an information signal including the generated map (may be described as “map signal” in the following description) is converted into a parking support control execution determination unit 52, a graphic position storage processing unit 54, and a parking information storage unit 58. Output to.

The preset parking area is acquired from, for example, a plurality of positions stored in the graphic position storage unit 56. The preset parking area may be acquired from data registered in the navigation device 16 by the driver, or may be set by an input by the driver using the navigation device 16 or the like.
In addition, the map around the parking area includes, for example, a road (public road) continuous with the parking area, a building adjacent to the parking area, and a structure that distinguishes the parking area from other areas adjacent to the parking area (such as fences) )including.
The parking support control execution determination unit 52 receives a parking support system setting state signal from the parking support system activation switch 12, receives an overhead image signal from the overhead image generation unit 40, and maps from the parking support map generation unit 50. Receives signal input. In addition to this, the position stored in the figure position storage unit 56 is acquired.

  The parking support control execution determination unit 52 uses the current settings included in the various information signals received, the bird's-eye view image, the map around the parking area, and the position stored in the graphic position storage unit 56, It is determined whether or not parking assistance is performed. In addition, the process which determines whether the parking assistance control implementation determination part 52 performs parking assistance is mentioned later. Furthermore, an information signal including a determination result on whether or not to perform parking support (in the following description, may be described as “parking support determination result signal”) is used as a target trajectory calculation unit 60 and a steering reaction force control unit 62. Output to. In addition to this, the parking assistance determination result signal is output to the pedal reaction force control unit 64, the presentation graphic generation unit 66, the superimposed image generation unit 68, and the image layout setting unit 70.

The graphic position storage processing unit 54 receives a vehicle speed calculation value signal from the host vehicle vehicle speed calculation unit 34, receives a steering angle signal from the steering angle calculation unit 36, and inputs a current shift position signal from the shift position calculation unit 38. Receive. In addition, an overhead image signal is input from the overhead image generation unit 40, a parking frame signal is input from the parking frame detection unit 42, and a self position signal is input from the self position detection unit 48.
Then, the figure position storage processing unit 54 calculates the positions of a plurality of locations where the host vehicle MV has traveled during past parking in the preset parking area, using various information signals received. Further, an information signal including the calculated positions of a plurality of locations (in the following description, may be described as “graphic display calculation position signal”) is output to the graphic position storage unit 56 and the parking information storage unit 58. The detailed configuration of the figure position storage processing unit 54 and the process by which the figure position storage processing unit 54 calculates a plurality of positions will be described later.

The graphic position storage unit 56 uses the graphic display calculation position signal received from the graphic position storage processing unit 54 to store the positions of a plurality of locations where the host vehicle MV has traveled during past parking in the preset parking area. .
Further, the graphic position storage unit 56 uses the driver ID signal received from the driver authentication unit 14 and stores the positions of a plurality of locations in association with the driver who has driven the vehicle MV at the time of past parking. .
The parking information storage unit 58 receives a vehicle speed calculation value signal from the host vehicle speed calculation unit 34, receives a steering angle signal input from the steering angle calculation unit 36, and receives a current shift position signal from the shift position calculation unit 38. receive. In addition to this, it receives an input of an overhead image signal from the overhead image generation unit 40, receives an input of a parking frame signal from the parking frame detection unit 42, receives an input of a self position signal from the self position detection unit 48, and receives a parking assistance map. A map signal is input from the generation unit 50. Further, a graphic display calculation position signal is received from the graphic position storage processing unit 54.

Then, the parking information storage unit 58 uses the various information signals received by the input, and the traveling trajectory of the host vehicle MV during backward parking and the driver of the host vehicle MV during past parking performed. Memorize driving operations. In addition to this, the parking information storage unit 58 stores the situation around the host vehicle MV that has moved to the final stop position PE and stopped at the time of past parking.
The parking information storage unit 58 uses the driver ID signal received from the driver authentication unit 14 and stores the stored various information in association with the driver who was driving the vehicle MV at the time of parking. The detailed configuration of the parking information storage unit 58 will be described later.
The target trajectory calculation unit 60 receives a vehicle speed calculation value signal from the host vehicle speed calculation unit 34, receives a steering angle signal from the steering angle calculation unit 36, and receives a current shift position signal from the shift position calculation unit 38. receive. In addition to this, it receives an input of an overhead image signal from the overhead image generation unit 40, receives an input of a parking frame signal from the parking frame detection unit 42, receives an input of a self position signal from the self position detection unit 48, and receives a parking assistance map. A map signal is input from the generation unit 50.

Then, the target trajectory of the host vehicle MV at the time of the current parking is calculated from the current position of the host vehicle MV detected by the host position detection unit 48 and the final stop position stored in the graphic position storage unit 56. Further, an information signal including the calculated target trajectory (in the following description, it may be described as “target trajectory signal”) is output to the steering reaction force control unit 62 and the pedal reaction force control unit 64. The process in which the target trajectory calculation unit 60 calculates the target trajectory will be described later. Further, the process of calculating the target trajectory by the target trajectory calculation unit 60 is performed when the parking support determination result signal received from the parking support control execution determination unit 52 includes a determination result that the parking support is performed.
The steering reaction force control unit 62 receives an input of an overhead image signal from the overhead image generation unit 40, receives an input of a steering angle signal from the steering angle calculation unit 36, receives an input of a self position signal from the self position detection unit 48, A target trajectory signal is input from the target trajectory calculation unit 60. In addition to this, the driving operation performed by the driver of the host vehicle MV at the time of past parking, which is stored in the parking information storage unit 58, is acquired.

And the steering reaction force control part 62 calculates reaction force motor drive current using the various information signals which received the input, and the acquired driving operation. Further, an information signal including the calculated reaction force motor drive current is output to the steering reaction force motor 18. The processing performed by the steering reaction force control unit 62 will be described later.
In addition, the steering reaction force control unit 62 receives an input of a relative distance signal from the relative distance detection unit 44 and receives an input of a vehicle speed calculation value signal from the host vehicle vehicle speed calculation unit 34. Then, using the relative distance and direction included in the relative distance signal and the speed of the host vehicle MV included in the vehicle speed calculation value signal, whether the relative distance between the host vehicle MV and the obstacle is equal to or less than a preset relative limit distance. Determine whether or not. Further, when the relative distance becomes equal to or less than the limiting relative distance, the steering reaction force applied to the steering wheel 26 is controlled so that the relative distance exceeds the limiting relative distance.

Here, the setting of the relative distance for restriction is changed according to the speed of the host vehicle MV calculated by the host vehicle speed calculation unit 34, for example. In this case, the restriction relative distance is set longer as the speed of the host vehicle MV calculated by the host vehicle speed calculation unit 34 is higher.
The pedal reaction force control unit 64 receives a vehicle speed calculation value signal from the own vehicle vehicle speed calculation unit 34, receives an accelerator opening signal input from the pedal opening sensor 22, and receives a self position signal from the self position detection unit 48. And receives the target trajectory signal from the target trajectory calculation unit 60.
And the pedal reaction force control part 64 calculates the reaction force given to the accelerator pedal 30 using the various information signals which received the input. Then, an information signal including the calculated reaction force is output to the pedal reaction force actuator 24 as a pedal reaction force command signal. Accordingly, the pedal reaction force control unit 64 controls the reaction force applied to the accelerator pedal 30 by the pedal reaction force actuator 24. The processing performed by the pedal reaction force control unit 64 will be described later.

Further, the pedal reaction force control unit 64 uses the accelerator opening included in the accelerator opening signal, and when the opening of the accelerator pedal 30 is larger than the opening according to the reaction force applied to the accelerator pedal 30, the accelerator pedal. Control of reaction force applied to 30 is stopped. Thereby, with respect to the operation of the accelerator pedal 30, the reaction force applied to the accelerator pedal 30 is controlled so that the driver's intention is given priority.
Similarly, the pedal reaction force control unit 64 uses the accelerator opening included in the accelerator opening signal, and stops the control of the reaction force applied to the accelerator pedal 30 when the opening of the accelerator pedal 30 is “0”. . Here, the case where the opening degree of the accelerator pedal 30 is “0” is a case where the driver lifts his / her foot from the accelerator pedal 30. Thereby, with respect to the operation of the accelerator pedal 30, the reaction force applied to the accelerator pedal 30 is controlled so that the driver's intention is given priority.

The presentation graphic generation unit 66 generates a graphic indicating the target trajectory calculated by the target trajectory calculation unit 60 and a graphic indicating the position stored in the graphic position storage unit 56. Then, an information signal including the generated graphic (may be described as “presented graphic signal” in the following description) is output to the superimposed image generating unit 68. In addition, the process in which the presentation figure production | generation part 66 produces | generates a figure is mentioned later. Moreover, the process which the presentation figure production | generation part 66 produces | generates a figure is performed when the parking assistance determination result signal received from the parking assistance control execution determination part 52 includes the determination result that parking assistance is performed.
Moreover, the presentation figure production | generation part 66 uses the driver | operator ID signal received from the driver authentication part 14, and the position which the driver | operator who drives the own vehicle MV at the time of the current parking drive the own vehicle MV at the time of the past parking. Are extracted from the figure position storage unit 56. And the position memorize | stored in the figure position memory | storage part 56 is shown from the position memorize | stored when the same driver | operator who drives the own vehicle MV at the time of the present parking drive the own vehicle MV at the time of past parking. Generate a figure.

The superimposed image generation unit 68 receives an input of an overhead image signal from the overhead image generation unit 40 and receives an input of a presentation graphic signal from the presentation graphic generation unit 66.
The superimposed image generation unit 68 uses the various information signals received, and the presentation graphic generation unit 66 generates the overhead image generated by the overhead image generation unit 40 during the current parking in the preset parking area. A superimposed image is generated by superimposing the plurality of figures.
Furthermore, the superimposed image generation unit 68 outputs an information signal including the generated superimposed image (may be described as “superimposed image signal” in the following description) to the image layout setting unit 70. The process in which the superimposed image generation unit 68 generates a superimposed image will be described later. Moreover, the process which the superimposition image production | generation part 68 produces | generates a superimposition image is performed when the parking assistance determination result signal received from the parking assistance control execution determination part 52 includes the determination result that parking assistance is performed.

The image layout setting unit 70 receives a rear image signal from the ambient environment recognition information calculation unit 32 and receives a superimposed image signal from the superimposed image generation unit 68. And the ratio (display ratio) of the magnitude | size displayed on the information presentation apparatus of the image which the back camera 2R which the back image signal contains using the various information signals which received the input, and the superimposition image which a superimposition image signal contains ) Is set.
Furthermore, the image layout setting unit 70 generates an image obtained by combining the image captured by the rear camera 2R and the superimposed image at the set display ratio. In addition to this, an information signal including the generated image (which may be described as “parking output image signal” in the following description) is output to the navigation device 16. The image layout setting unit 70 generates a combined image of the image captured by the rear camera 2 </ b> R and the superimposed image. The parking support determination result signal received from the parking support control execution determination unit 52 uses the parking support determination result signal. This is performed when the judgment result that support is provided is included.

In the present embodiment, as an example, a case will be described in which the display ratio set by the image layout setting unit 70 is a display ratio at which an image captured by the rear camera 2R is displayed at a size about twice that of the superimposed image. . That is, in this embodiment, as an example, a case where an image captured by the rear camera 2R is displayed in an area occupying 2/3 of the screen on the display screen of the information presenting apparatus, and a superimposed image is displayed in the remaining area. To do.
(Parking support control execution determination unit 52 determines whether to perform parking support)
With reference to FIGS. 1 and 2, a process for determining whether or not the parking support control execution determination unit 52 performs parking support will be described with reference to FIGS. 3 and 4.

As shown in FIG. 3, when the parking support control execution determination unit 52 starts processing (START), first, in step S100, the position stored in the figure position storage unit 56 is acquired. Then, a process of determining whether or not the graphic position storage unit 56 stores the final stop position ("store the final stop position" shown in the figure) is performed.
In step S100, when it is determined that the graphic position storage unit 56 stores the final stop position (“Yes” shown in the figure), the processing performed by the parking support control execution determination unit 52 proceeds to step S102.
On the other hand, when it is determined in step S100 that the graphic position storage unit 56 does not store the final stop position ("No" shown in the figure), the processing performed by the parking support control execution determination unit 52 returns to step S100. To do.

In step S102, a process of determining whether or not the current setting included in the parking assistance system setting state signal is a setting for performing parking assistance ("setting for performing parking assistance" shown in the drawing) is performed.
If it is determined in step S102 that the current setting is a setting for performing parking assistance ("Yes" shown in the figure), the processing performed by the parking assistance control execution determining unit 52 proceeds to step S104.
On the other hand, if it is determined in step S102 that the current setting is not a setting for performing parking assistance ("No" shown in the figure), the processing performed by the parking assistance control execution determining unit 52 returns to step S102.

In step S104, a process of determining whether or not the current position of the host vehicle MV has reached a position for starting parking assistance using the overhead view image included in the overhead view image signal and the map around the parking area included in the map signal. ("Parking support start setting position" shown in the figure).
In the present embodiment, as an example, as shown in FIG. 4, the position of the host vehicle MV traveling toward the preset parking area PA visually recognizes the final parking position PE set in the preset parking area PA. It is determined whether or not the position reaches a possible distance (for example, about 10 [m]). And if the position of the own vehicle MV traveling toward the preset parking area PA is a position where the final parking position PE set in the preset parking area PA can be visually recognized, the position of the own vehicle MV A case where it is determined that the current position has reached the position where parking assistance is started will be described.

Further, in the present embodiment, as an example, after completing the current parking support, an information signal including an image including a character that prompts the user to select whether or not to use the position where the current parking support is started after the next time, A case of outputting to the image layout setting unit 70 will be described. Here, the character that prompts the user to select whether or not to use the position where the parking support is started this time or later is, for example, “Do you want to change the parking support start position?” Or the like.
FIG. 4 shows a case where an area separated from the adjacent parking frame by the parking frame line PL is set as the preset parking area PA. In FIG. 4, another vehicle parked in a parking frame adjacent to the preset parking area PA is indicated by a symbol “OV”.

If it is determined in step S104 that the current position of the host vehicle MV has reached the position for starting parking assistance ("Yes" shown in the figure), the processing performed by the parking assistance control execution determining unit 52 proceeds to step S106. Transition.
On the other hand, if it is determined in step S104 that the current position of the host vehicle MV has not reached the position for starting parking assistance ("No" shown in the figure), Return to S104.
In step S106, the parking support device 1 starts parking support for the driver of the host vehicle MV ("parking support start" shown in the figure). In step S106, when parking assistance by the parking assistance device 1 is started, the processing performed by the parking assistance control execution determination unit 52 proceeds to step S108.

In step S108, a process of determining whether or not the parking support started in step S106 has been completed ("parking support completed" shown in the figure) is performed.
If it is determined in step S108 that the parking support started in step S106 has been completed ("Yes" shown in the drawing), the process performed by the parking support control execution determination unit 52 is ended (END).
On the other hand, if it is determined in step S108 that the parking support started in step S106 has not been completed ("No" shown in the figure), the processing performed by the parking support control execution determination unit 52 returns to step S108.

(Detailed configuration of the graphic position storage processing unit 54 and processing in which the graphic position storage processing unit 54 calculates the positions of a plurality of locations)
The detailed configuration of the figure position storage processing unit 54 and the process of calculating the positions of a plurality of locations will be described with reference to FIGS. 1 to 4 with reference to FIGS. 5 and 6.

As shown in FIG. 5, the graphic position storage processing unit 54 includes a reverse start position calculation unit 72 and a final stop position calculation unit 74.
The reverse start position calculation unit 72, for example, indicates the position where the host vehicle MV exists when at least A1 is satisfied among the following conditions A1 to A4, as shown in FIG. It is calculated as a reverse start position PS, which is the position where the reverse starts toward the area PA.

A1. The current position of the host vehicle MV traveling on a road continuous with the preset parking area PA passes through the preset parking area PA from the position where parking assistance starts, and stops.
A2. A straight line extending in the vehicle front-rear direction of the host vehicle MV at the stop position A1 is inclined with respect to the parking frame line PL forming the preset parking area PA. Alternatively, a line (for example, a center line, a vehicle passage division line, a stop line) in which a straight line extending in the vehicle front-rear direction of the host vehicle MV is marked on the road surface continuous with the preset parking area PA, or a roadway Inclined with respect to the boundary between the sidewalk and
A3. At the stop position of A1, the current steering angle is a neutral angle or a substantially neutral angle (for example, an angle including a play amount of the steering wheel 26).
A4. The shift position is changed from the forward travel position (for example, “D”, “1”, “2”, etc.) to the reverse travel position (“R”).

The establishment of the condition A1 is determined using, for example, information included in the vehicle speed calculation value signal, the overhead image signal, and the self-position signal. In addition, the establishment of the condition A2 is determined using, for example, information included in the overhead image signal and the parking frame signal. In addition, the establishment of the condition A3 is determined using, for example, information included in the steering angle signal. Further, the establishment of the condition A4 is determined using information included in the current shift position signal, for example.
For example, the final stop position calculation unit 74 indicates a position where the host vehicle MV exists at least when B1 is satisfied among the following conditions B1 to B3 in the already-set parking area PA as shown in FIG. It is calculated as a final stop position PE indicating a preset stop position.
B1. The entire host vehicle MV is accommodated in the preset parking area PA and stops.
B2. At the stop position of B1, the current steering angle is a neutral angle or a substantially neutral angle (for example, an angle including a play amount of the steering wheel 26).
B3. The shift position is changed from the reverse travel position (“R”) to the parking / stop position (“P”).

The establishment of the condition B1 is determined using information included in the vehicle speed calculation value signal, the overhead image signal, and the self-position signal, for example. The establishment of the condition B2 is determined using information included in the steering angle signal, for example. In addition, the establishment of the condition B3 is determined using, for example, information included in the current shift position signal.
As described above, the graphic position storage processing unit 54 extracts the position of the host vehicle MV during past parking from the image captured by the surrounding image capturing unit 2. Then, the reverse position PS and the final stop position PE are stored in the graphic position storage unit 56.
Further, the graphic position storage processing unit 54 sets the reverse start position PS and the final stop position PE as the positions of a plurality of locations where the host vehicle MV has traveled during past parking in the preset parking area PA. Remember me.

Further, when calculating the reverse start position PS and the final stop position PE, the graphic position storage processing unit 54 detects whether the above-described conditions A3 and B2 are satisfied in the reverse travel of the host vehicle MV. Therefore, the graphic position storage processing unit 54 stores the final stop position in the graphic position storage unit 56 as a position in the set parking area PA where the host vehicle MV is retracted and stopped at the time of past parking in the set parking area PA. Memorize PE.
That is, when calculating the reverse start position PS and the final stop position PE, the graphic position storage processing unit 54 detects the establishment of a condition that does not require a turn-back operation in reverse travel of the host vehicle MV.

(Process in which the graphic position storage unit 56 stores a plurality of positions)
A process in which the graphic position storage unit 56 stores the reverse start position PS and the final stop position PE will be described with reference to FIGS. 1 to 6 and FIG.
As shown in FIG. 7, the graphic position storage unit 56 stores the X coordinate, the Y coordinate, and the inclination angle θ of each position as data corresponding to the reverse start position PS and the final stop position PE.
In the present embodiment, as an example, a case will be described in which the graphic position storage unit 56 stores the positions of the host vehicle MV at a plurality of locations at the time of past parking using images captured by the surrounding image capturing unit 2. . This is the case where, for example, the positions of a plurality of locations calculated by the graphic position storage processing unit 54 are stored in association with images captured by the surrounding image capturing unit 2.
The X coordinate is a coordinate in the X direction in the bird's-eye view with the preset position of the center point of the host vehicle MV. In the present embodiment, a case where the center point of the preset parking area PA is set as the reference point of the X coordinate will be described. Moreover, this embodiment demonstrates the case where the direction orthogonal to the straight line extended in the depth direction from the entrance of preset parking area PA is set as a X direction.

The Y coordinate is a coordinate in the Y direction in the bird's-eye view with the preset position of the center point of the host vehicle MV. In the present embodiment, the case where the center point of the preset parking area PA is set as the reference point of the Y coordinate will be described as the reference point of the X coordinate. Further, in the present embodiment, a case will be described in which a linear extending direction extending in the depth direction from the entrance of the preset parking area PA is set as the Y direction.
The inclination angle θ is an inclination angle in a bird's-eye view of a straight line extending in the vehicle front-rear direction from the center point of the host vehicle MV with respect to a straight line extending in the depth direction from the entrance of the preset parking area PA. In the present embodiment, as a straight line extending in the depth direction from the entrance of the preset parking area PA, it passes through the center point of the preset parking area PA and extends in the depth direction from the entrance of the preset parking area PA. A case where a straight line is set will be described.

As a result, the final stop position PE is all “0” in the X coordinate, the Y coordinate, and the inclination angle θ.
That is, the graphic position storage unit 56 uses the coordinates of the host vehicle MV, and the angle between the straight line extending in the vehicle front-rear direction of the host vehicle MV and the straight line extending in the depth direction from the entrance of the preset parking area PA. The positions of the host vehicle MV at a plurality of locations at the time of past parking are stored. Therefore, the graphic position storage unit 56 determines the past angle of the coordinates of the host vehicle MV, the straight line extending in the vehicle front-rear direction of the host vehicle MV, and the straight line extending in the depth direction from the entrance of the preset parking area PA. It memorizes as a position of self-vehicle MV of a plurality of places at the time of parking.
In the process in which the graphic position storage unit 56 stores the positions of a plurality of positions, the process of always storing only the latest position (the position stored at the time of the latest parking) may be performed. May be stored with the updated position corrected by the latest position. Further, the average position may be stored using all of the plurality of positions already stored and the latest position.

Here, in the case of storing the updated position by correcting the already stored position with the latest position, the intermediate position between the already stored position and the latest position is calculated, and this calculated intermediate position is calculated. Is stored as the updated position. This is because, for example, when the X coordinate of the reverse start position PS that is already stored is different from the X coordinate of the reverse start position PS that is stored at the time of the latest parking, the X coordinate of the intermediate point between the two is calculated, The X coordinate of the position is stored as the updated X coordinate of the reverse start position PS.
In the present embodiment, as an example of a process in which the graphic position storage unit 56 stores a plurality of positions, a process of storing a position that has been updated by correcting the already stored position with the position stored at the time of the latest parking, The case will be described.

(Detailed configuration of parking information storage unit 58)
A detailed configuration of the parking information storage unit 58 will be described with reference to FIGS. 1 to 7 and FIG.
As shown in FIG. 8, the parking information storage unit 58 includes a parking-time travel locus storage unit 76, a parking-time operation storage unit 78, and a parking-time ambient state storage unit 80.
The parking travel locus storage unit 76 uses the steering angle signal, the current shift position signal, the overhead image signal, the graphic display calculation position signal, and the vehicle position signal described above. Then, as the travel state of the host vehicle MV at the time of parking, the travel locus from the reverse start position PS to the final stop position PE (travel trajectory in the reverse travel while turning) and the reverse travel position PS to the final stop position PE The turning direction in reverse running is stored. That is, the traveling locus storage unit 76 at the time of parking stores the traveling locus and the turning direction during reverse as the traveling state of the host vehicle MV at the time of parking.

  The parking operation storage unit 78 uses the vehicle speed calculation value signal, the steering angle signal, the current shift position signal, the overhead image signal, the graphic display calculation position signal, and the vehicle position signal described above. And steering operation and acceleration / deceleration operation are memorize | stored as a driving operation (driving operation in reverse running while turning) performed by the driver during parking from the reverse start position PS to the final stop position PE. That is, the parking operation storage unit 78 stores a steering operation and acceleration / deceleration operation during reverse as driving operations of the driver during parking.

The surrounding situation storage unit 80 at the time of parking, as the situation around the own vehicle MV that has moved to the final stop position PE at the time of parking and the presence or absence of other vehicles OV stopped in the adjacent parking area, and the own vehicle MV and the parking The relative position with respect to the frame line PL is stored. That is, the parking surrounding state storage unit 80 stores the presence of the other vehicle OV in the parking area adjacent to the parking area where the own vehicle MV is parked as the surrounding situation of the own vehicle MV parked in the parking area. In addition to this, the parking surrounding state storage unit 80 stores a relative position between the host vehicle MV and the parking frame line PL in a state where the host vehicle MV is stopped at the final stop position PE.
In the present embodiment, as an example, a description will be given of a case in which the configuration of the parking surrounding state storage unit 80 is configured to store the surrounding state at the time of past parking of the host vehicle MV parked in the parking area.

(Process in which the target trajectory calculation unit 60 calculates the target trajectory)
A process in which the target trajectory calculation unit 60 calculates the target trajectory will be described with reference to FIGS. 1 to 8 and FIG.
As shown in FIG. 9, the target trajectory calculation unit 60 includes the current position of the host vehicle MV detected by the self-position detection unit 48, the reverse start position PS and the final stop position PE stored in the graphic position storage unit 56. From this, the target trajectory of the host vehicle MV at the time of the current parking is calculated.
The target track of the host vehicle MV at the time of the current parking includes a target center track TCL, a driver steering allowable range SAE, and two rows of upper limit reaction force applying tracks LO.

The target center trajectory TCL is a trajectory for retreating the host vehicle MV from the reverse start position PS to the final stop position PE without performing a turn-back operation. The preset position of the host vehicle MV is the reverse start position PS. To the final stop position PE.
In the present embodiment, as an example, a case where the preset position of the host vehicle MV is an intermediate point between the right rear wheel WRR and the left rear wheel WRL of the host vehicle MV will be described. That is, the target center trajectory TCL is a movement locus of the center point in the vehicle width direction of the host vehicle MV moving backward from the reverse start position PS to the final stop position PE.

In the present embodiment, as an example, a case will be described in which the target center trajectory TCL is calculated from the travel trajectory stored in the parking travel trajectory storage unit 76, that is, the reverse travel trajectory during parking. This obtains a traveling trajectory during reversal during a plurality of past parkings, calculates an average traveling trajectory, and performs processing for setting the calculated average traveling trajectory as a target central trajectory TCL. Is the case.
The driver steering allowable range SAE is a range indicating a region extending from the target center track TCL to the vehicle width direction outer side (both left and right sides in the vehicle width direction) of the host vehicle MV. That is, the width of the driver steering allowable range SAE is wider than the vehicle width of the host vehicle MV moving backward from the reverse start position PS to the preset parking area PA. In FIG. 9, a boundary line (right boundary line) on the right side in the vehicle width direction of the driver steering allowable range SAE is indicated by a symbol “SAR”. Similarly, in FIG. 9, a boundary line (left boundary line) on the left side in the vehicle width direction of the driver steering allowable range SAE is indicated by a symbol “SAL”.

The calculation of the driver steering allowable range SAE is performed by selecting at least one of the processes SA1 to SA5 shown below.
Process SA1. A process of setting the width of the driver steering allowable range SAE in accordance with the steering operation stored in the parking operation storage unit 78, that is, the steering operation during reverse operation during parking.
Specifically, the greater the variation in the steering operation stored in the parking operation storage unit 78, the wider the driver steering allowable range SAE, and the smaller the steering operation variation, the greater the driver steering allowable range SAE. Processing to narrow the width.
Here, regarding the variation in the steering operation, first, the steering operation during the backward movement at the past multiple times of parking is acquired, and the change of the steering angle and the steering speed in the multiple times of the steering operation is detected. When the change in the steering angle and the steering speed is within a certain range, it is determined that the variation in the steering operation is small, and when the change in the steering angle and the steering speed exceeds the certain range, It is determined that the variation in operation is large.

In addition, the fixed range compared with the change of the steering angle and the steering speed is set, for example, from the average change degree of the steering angle and the steering speed in a plurality of steering operations.
Process SA2. A process of changing the width of the driver steering allowable range SAE within a range where the host vehicle MV moving backward from the current position to the preset parking area PA does not overlap the obstacle detected by the obstacle detection unit 46.
Specifically, a process of bringing the right boundary line SAR and the left boundary line SAL close to the target center trajectory TCL to a position where it does not overlap with an obstacle such as another vehicle OV.
Process SA3. A process of changing the width of the driver steering allowable range SAE so that the travel locus predicted from the steering state and the acceleration / deceleration state of the host vehicle MV reaches the preset parking area PA.

Specifically, when moving from the current steering angle and steering speed of the host vehicle MV and the current vehicle speed of the host vehicle MV to a region extending in the vehicle width direction from the current position of the host vehicle MV to the final stop position PE. A line continuous to the predicted position of the host vehicle MV is predicted as a travel locus. If the predicted travel locus does not reach the final stop position PE, the boundary line close to the travel locus of the right boundary line SAR and the left boundary line SAL is brought close to the target center track TCL, and the travel locus is set to the final stop position. Processing to reach the PE.
Process SA4. A process of changing the width of the driver steering allowable range SAE so that the host vehicle MV reaches the final stop position PE by retreat including turning with the minimum turning radius.

Specifically, the minimum turning radius of the host vehicle MV is stored in advance. Further, the travel locus predicted to move from the current position of the host vehicle MV to the region extending in the vehicle width direction of the final stop position PE due to the reverse including the turning with the turning radius changed from the minimum turning radius by the driver's braking operation. It is determined whether or not the vehicle reaches the final stop position PE. When the predicted travel locus is a position farther from the target center trajectory TCL than the right boundary line SAR and the left boundary line SAL, the predicted travel locus positions are the positions of the right boundary line SAR and the left boundary line SAL. processing.
Process SA5. A process of changing the width of the driver steering allowable range SAE so as to reach the final stop position PE by reversing including at least one of continuous steering operation and continuous braking operation by the driver.

Specifically, the vehicle moves from the current position of the host vehicle MV to a region extending in the vehicle width direction of the final stop position PE by reverse including at least one of continuous steering operation and continuous braking operation by the driver. Then, it is determined whether or not the predicted traveling locus reaches the final stop position PE. When the predicted travel locus is a position farther from the target center trajectory TCL than the right boundary line SAR and the left boundary line SAL, the predicted travel locus positions are the positions of the right boundary line SAR and the left boundary line SAL. processing.
Here, the continuous steering operation by the driver is a steering operation in which the change degree of the steering angle and the steering speed is the continuous change degree. The continuous braking operation by the driver is a braking operation in which the amount of operation of a brake pedal (not shown) by the driver is continuously changing.

Further, the target trajectory calculation unit 60 calculates the target trajectory so that the width of the driver steering allowable range SAE is widened from the preset parking area PA toward the reverse start position PS.
Further, the target trajectory calculation unit 60 sets the width of the driver steering allowable range SAE to a width that allows the host vehicle MV to move from the reverse start position PS to the final stop position PE only by reverse movement.
Here, “from the reverse start position PS to the final stop position PE, the host vehicle MV can only move backward” means that the travel direction of the host vehicle MV is not switched forward from the reverse start position PS to the final stop position PE. Shows that it can be moved only by retreating.
Accordingly, when the host vehicle MV moves to a region outside the driver steering allowable range SAE, in order to move to the final stop position PE, the host vehicle MV needs to perform an operation of switching the traveling direction from backward to forward. is there.

In other words, the region outside the driver steering allowable range SAE is a region in which the traveling direction of the host vehicle MV needs to be switched to forward in order to move to the final stop position PE as shown in FIG. It becomes the direction switching necessary area NE.
The two rows of upper limit reaction force applying trajectories LO are linear trajectories that are farther from the target center trajectory TCL than the driver steering allowable range SAE and are along the target central trajectory TCL. Form a wall.
That is, the two rows of the upper limit reaction force applying tracks LO both extend along the target track outside the driver steering allowable range SAE.

In FIG. 9, the upper limit reaction force applying track LO (right upper limit track) on the right side in the vehicle width direction is indicated by a symbol “LOR”. Similarly, in FIG. 9, an upper limit reaction force applying track LO (left upper limit track) on the left side in the vehicle width direction is indicated by a symbol “LOL”. Further, in FIG. 9, the virtual wall VW (right virtual wall) on the right side in the vehicle width direction is denoted by reference sign “VWR”. Similarly, in FIG. 9, the virtual wall VW (left virtual wall) on the left side in the vehicle width direction is denoted by reference numeral “VWL”.
The calculation of the upper limit reaction force applying trajectory LO is performed by selecting at least one of the processes LO1 to LO4 shown below.

Process LO1. A process of placing an upper limit reaction force applying track LO between the host vehicle MV and the obstacle detected by the obstacle detection unit 46.
Specifically, when an obstacle such as another vehicle OV is detected on the left side in the vehicle width direction of the host vehicle MV moving backward, the position of the upper limit track LOL on the left side is detected by the host vehicle MV and the obstacle detected by the obstacle detection unit 46. Processing to set during. Similarly, when an obstacle such as another vehicle OV is detected on the right side in the vehicle width direction of the host vehicle MV moving backward, the position of the right upper limit track LOR is determined between the host vehicle MV and the obstacle detected by the obstacle detection unit 46. Process to set to.

Process LO2. A process of changing the position of the upper limit reaction force applying trajectory LO in accordance with the driving operation stored in the parking operation storage unit 78, that is, the driving operation in reverse during parking.
Specifically, a process of bringing the position of the upper limit reaction force applying track LO closer to the driver steering allowable range SAE as the variation in the driving operation stored in the parking operation storage unit 78 is larger. In addition to this, the process of moving the position of the upper limit reaction force applying track LO farther from the driver steering allowable range SAE as the variation in driving operation is smaller.

Here, as for the variation in the driving operation, first, the driving operation (at least one of the steering operation and the acceleration / deceleration operation) during the backward movement at the time of the past plural parkings is acquired.
When the processing LO2 is performed using the steering operation, changes in the steering angle and the steering speed in a plurality of steering operations are detected. Furthermore, when the change in the steering angle and the steering speed is within a certain range, it is determined that the variation in the driving operation is small, and when the change in the steering angle and the steering speed is a degree of change exceeding the certain range, It is determined that the variation in operation is large. In addition, the fixed range compared with the change of the steering angle and the steering speed is set, for example, from the average change degree of the steering angle and the steering speed in a plurality of steering operations.
When processing LO2 is performed using acceleration / deceleration operations, a change in acceleration / deceleration in a plurality of acceleration / deceleration operations is detected. Further, when the change in acceleration / deceleration is within a certain range, it is determined that the variation in driving operation is small, and when the variation in acceleration / deceleration is a degree of change exceeding a certain range, the variation in driving operation is large. judge. In addition, the fixed range compared with the change of acceleration / deceleration is set from the average change degree of the acceleration / deceleration in a plurality of acceleration / deceleration operations, for example.

Process LO3. A process of bringing the position of the upper limit reaction force applying track LO closer to the driver steering allowable range SAE as the variation in the steering operation stored in the parking operation storage unit 78 is larger. Note that the variation in the steering operation is determined in the same manner as the processing LO2 described above.
Process LO4. The traveling trajectory and turning direction during reversing stored in the traveling trajectory storage unit 76 during parking, the situation around the host vehicle MV stored in the surrounding circumstance storage unit 80 during parking, and the obstacle detection unit during current parking A process of changing the position of the upper limit reaction force applying trajectory LO using the obstacle detected by 46.

Specifically, from the travel locus of the host vehicle MV at the time of past parking, the presence or absence of the other vehicle OV stopped in the adjacent parking area, and the relative position between the host vehicle MV and the parking frame line PL, The relationship between the presence / absence of OV and the travel locus is detected.
Then, when an obstacle is not detected in the adjacent parking area at the time of the current parking, a process of bringing the position of the upper limit reaction force applying track LO closer to the target center track TCL side than the parking frame line PL is performed. This process is performed, for example, when a relationship of retreating with a travel locus that does not pass on the parking frame line PL is detected when there is no other vehicle OV in the adjacent parking area during past parking.

As described above, the target trajectory calculation unit 60 sets the target trajectory of the host vehicle MV that moves backward from the reverse start position PS to the preset parking area PA, the target center trajectory TCL, the driver steering allowable range SAE, and the upper limit of two rows. Calculation is performed including the force applying trajectory LO.
In addition, the target track calculation unit 60 sets the width between the two rows of the upper limit reaction force applying tracks LO to a width that allows the host vehicle MV to move from the reverse start position PS to the preset parking area PA only by moving backward.
Here, “the host vehicle MV can only move backward from the reverse start position PS to the preset parking area PA” means the travel direction of the host vehicle MV from the reverse start position PS to the preset parking area PA. Indicates that the vehicle can move only backward without switching to forward.

(Processing performed by the steering reaction force control unit 62)
A process performed by the steering reaction force control unit 62 will be described with reference to FIGS. 1 to 9 and FIG.
The steering reaction force control unit 62 controls the steering reaction force from the current position of the host vehicle MV and the target trajectory calculated by the target trajectory calculation unit 60 at the time of current parking, using various information signals received. .
Specifically, in a state where the current position of the host vehicle MV detected by the self-position detecting unit 48 during the retreat to the preset parking area PA is within the driver steering allowable range SAE calculated by the target track calculating unit 60. The output of the information signal including the reaction force motor driving current is stopped.
On the other hand, when the current position of the host vehicle MV deviates from the driver steering allowable range SAE while the vehicle is moving backward to the preset parking area PA, the current position of the host vehicle MV is returned to the driver steering allowable range SAE. Then, the reaction force motor drive current is calculated. Then, an information signal including the calculated reaction force motor drive current is output to the steering reaction force motor 18.

That is, the steering reaction force control unit 62 does not generate a steering reaction force when the position of the host vehicle MV is within the driver steering allowable range SAE.
In addition to this, when the host vehicle MV deviates from the driver steering allowable range SAE during the backward movement to the preset parking area PA, a steering reaction force that prompts the return of the position of the host vehicle MV to the driver steering allowable range SAE is generated. The steering reaction force is controlled so as to be generated.
Further, when the host vehicle MV deviates from the driver steering allowable range SAE during the backward movement to the preset parking area PA, the steering reaction force control unit 62 moves the center point in the vehicle width direction of the host vehicle MV away from the target center track TCL. As the steering reaction force increases, the reaction force motor drive current is calculated.

Specifically, as shown in FIG. 10, when the position of the center point in the vehicle width direction of the host vehicle MV is within the driver steering allowable range SAE, the steering reaction force is set to “0” and the steering reaction force Stop granting. In FIG. 10, the position of the center point in the vehicle width direction of the host vehicle MV is indicated as “distance from TCL” as the distance from the center point in the vehicle width direction of the host vehicle MV from the target center track TCL.
When the host vehicle MV deviates from the driver steering allowable range SAE and the vehicle body of the host vehicle MV is located farther from the target center track TCL than the right boundary line SAR and the left boundary line SAL, the reaction force motor drive current is Calculate to generate a steering reaction force. In FIG. 10, for the sake of explanation, the relationship between the positions of the right boundary line SAR and the left boundary line SAL and the position of the center point in the vehicle width direction of the host vehicle MV is represented by the center in the vehicle width direction of the host vehicle MV. It is shown in a state virtually set to the same position as the side surface of the host vehicle MV.

That is, when the host vehicle MV deviates from the driver steering allowable range SAE during the backward movement to the preset parking area PA, the steering reaction force control unit 62 has a large deviation amount from the driver steering allowable range SAE of the host vehicle MV. The steering reaction force that prompts the return to the driver steering allowable range SAE is increased.
Further, the steering reaction force control unit 62 increases the steering reaction force as the host vehicle MV approaches the upper limit reaction force applying track LO, and when the host vehicle MV reaches the upper limit reaction force applying track LO, the driver steering allowable range is reached. The steering reaction force that prompts the return to the SAE is increased to the maximum value. In FIG. 10, for the sake of explanation, the relationship between the positions of the left upper limit track LOL and the right upper limit track LOR and the position of the center point in the vehicle width direction of the host vehicle MV is represented by the center in the vehicle width direction of the host vehicle MV. It is shown in a state virtually set to the same position as the side surface of the host vehicle MV.

In the present embodiment, as an example, the steering reaction force control unit 62 steers the driver to return to the driver steering allowable range SAE as the variation in the driving operation stored in the parking operation storage unit 78 increases. A case where the process of increasing the reaction force is performed will be described. Note that the variation in the driving operation is determined in the same manner as the processing LO2 described above.
Further, when the current position of the host vehicle MV becomes a position deviating from the driver steering allowable range SAE during the backward movement to the preset parking area PA, the steering reaction force control unit 62 determines the center point in the vehicle width direction of the host vehicle MV. And the distance from the target center trajectory TCL. And the audio | voice output command signal which is an information signal containing sounds, such as a buzzer sound output from the speaker with which an information presentation apparatus is provided, from the distance of the vehicle width direction center point of the own vehicle MV and the target center track | orbit TCL is produced | generated. . Further, the generated voice output command signal is output to the navigation device 16.
The voice output command signal is generated so that the volume of the buzzer sound or the like output from the speaker included in the information presentation device increases as the distance between the center point in the vehicle width direction of the host vehicle MV and the target center track TCL is shorter. .

(Processing performed by the pedal reaction force control unit 64)
Processing performed by the pedal reaction force control unit 64 will be described with reference to FIGS.
The pedal reaction force control unit 64 controls the pedal reaction force from the current position of the host vehicle MV and the target trajectory calculated by the target trajectory calculation unit 60 at the time of the current parking using various input information signals. .
Specifically, in the state where the current position of the host vehicle MV is within the driver steering allowable range SAE while retreating to the preset parking area PA, the calculation of the reaction force applied to the accelerator pedal 30 is stopped, The output of the pedal reaction force command signal to the pedal reaction force actuator 24 is stopped.

On the other hand, when the current position of the host vehicle MV deviates from the driver steering allowable range SAE while the vehicle is moving backward to the preset parking area PA, the current position of the host vehicle MV is returned to the driver steering allowable range SAE. Thus, the reaction force applied to the accelerator pedal 30 is calculated. Then, a pedal reaction force command signal including the calculated reaction force is output to the pedal reaction force actuator 24.
That is, the pedal reaction force control unit 64 does not generate a pedal reaction force when the position of the host vehicle MV is within the driver steering allowable range SAE. On the other hand, if the host vehicle MV deviates from the driver steering allowable range SAE while retreating to the preset parking area PA, a pedal reaction force is generated that urges the return of the position of the host vehicle MV to the driver steering allowable range SAE. So as to control the pedal reaction force.

(Process in which the presentation graphic generation unit 66 generates a graphic indicating the positions of a plurality of locations)
With reference to FIG. 1 to FIG. 10, a process in which the presentation graphic generation unit 66 generates a graphic showing the positions of a plurality of locations will be described using FIG. 11.
As shown in FIG. 11, in the presentation graphic generation unit 66, the graphic position storage unit 56 stores a graphic (reverse start position graphic DS and final stop position graphic DE) indicating the reverse start position PS and the final stop position PE. Generate according to position. In addition to this, the presentation graphic generation unit 66 generates the left upper limit trajectory LOL calculated by the target trajectory calculation unit 60 using the left upper limit trajectory LOL and the right upper limit trajectory LOR (left upper limit trajectory graphic DLOL and right upper limit trajectory graphic DLOR). And generated according to the position of the right upper limit trajectory LOR.

The reverse start position graphic DS is a graphic indicating the reverse start position PS, and is generated as a quadrangle that is larger than the full length and full width of the host vehicle MV present at the reverse start position PS. Specifically, the length in the vehicle front-rear direction front is longer than the rectangle having the same size as the full length and the full width of the host vehicle MV present at the reverse start position PS, and the length to the right in the vehicle width direction is longer. It is generated as a trapezoid that becomes longer as it goes forward in the vehicle longitudinal direction. This is because when the host vehicle MV is moved backward from the reverse start position PS to the final stop position PE, even if the position of the own vehicle MV deviates from the reverse start position PS, the correction by the steering during the reverse is performed. This is because the margin for moving the host vehicle MV to the final stop position PE is large.
Note that a portion of the reverse start position graphic DS larger than the rectangle having the same length as the full length and the full width of the host vehicle MV existing at the reverse start position PS is, for example, a history in which the reverse start position PS is stored a plurality of times. Is used to form a shape that includes variations in position included in the history.
The final stop position graphic DE is a graphic indicating the final stop position PE, and is generated as a quadrangle having the same size as the full length and the full width of the host vehicle MV present at the final stop position PE.

As described above, the reverse start position graphic DS and the final stop position graphic DE are squares having a size corresponding to the full length and the full width of the host vehicle MV in the overhead view image. Further, the reverse start position figure DS is a quadrangle larger than a quadrangle having the same size as the full length and the full width of the host vehicle MV in the overhead view image. Furthermore, in the present embodiment, a rectangle that is larger than the square having the same size as the full length and the full width of the host vehicle MV in the overhead image is set to be a vehicle that is larger than the square having the same size as the full length and the full width of the own vehicle MV in the overhead view image. A trapezoid with a long front side in the front-rear direction.
The left upper limit trajectory graphic DLOL is a graphic showing the left upper limit trajectory LOL, and is generated with a curve having the same shape as the left upper limit trajectory LOL.
The right upper limit trajectory graphic DLOR is a graphic showing the right upper limit trajectory LOR, and is generated with a curve having the same shape as the right upper limit trajectory LOR.
As described above, the presentation graphic generation unit 66 generates the upper limit reaction force applying trajectory graphic DLO indicating the upper limit reaction force applying trajectory LO.

(Process in which the superimposed image generation unit 68 generates a superimposed image)
A process in which the superimposed image generation unit 68 generates a superimposed image will be described with reference to FIGS. 1 to 11 and FIGS. 12 and 13.
When the host vehicle MV reaches a position at which parking assistance is started, as shown in FIG. 12, the superimposed image generation unit 68 adds the backward start position graphic DS and the final stop position generated by the presentation graphic generation unit 66 to the overhead image. A superimposed image in which the figure DE is superimposed is generated. Then, the superimposed image generated by the superimposed image generation unit 68 is displayed on the display screen of the information presenting apparatus.
Here, since the bird's-eye view image is an image around the host vehicle MV, a part of the figure generated by the presented figure generation unit 66 that is farther from the periphery of the host vehicle MV included in the bird's-eye view image is displayed as a superimposed image. Not superimposed. Accordingly, in FIG. 12, a part of the final stop position graphic DE generated by the presentation graphic generation unit 66 is displayed superimposed on the overhead image.

Then, when the figure indicating the host vehicle MV in the superimposed image moves into the reverse start position figure DS, the superimposed image generation unit 68 superimposes the final stop position figure DE on the overhead image as shown in FIG. A superimposed image is generated. In addition to this, the superimposed image generation unit 68 generates a superimposed image in which the left upper limit trajectory graphic DLOL and the right upper limit trajectory graphic DLOR are superimposed on the overhead view image. Then, the superimposed image generated by the superimposed image generation unit 68 is displayed on the display screen of the information presenting apparatus.
Although not particularly illustrated, when the graphic indicating the host vehicle MV moves in the final stop position graphic DE in the superimposed image, the superimposed image generation unit 68 ends the display of the superimposed image.

(Operation)
Next, an example of an operation performed using the parking assistance device 1 of the present embodiment will be described with reference to FIGS. 1 to 13 and FIG.
As shown in FIG. 14, when the operation performed using the parking assistance device 1 is started (START), first, in step S200, whether or not the current position of the host vehicle MV has reached the position where parking assistance is started. (“Parking support start setting position” shown in the figure) The process of step S200 is performed when it is determined that the current setting included in the parking assistance system setting state signal is a setting for performing parking assistance (see step S102 described above).
If it is determined in step S200 that the current position of the host vehicle MV has reached the position for starting parking assistance ("Yes" shown in the figure), the operation performed using the parking assistance apparatus 1 proceeds to step S202. To do.

On the other hand, if it is determined in step S200 that the current position of the host vehicle MV has not reached the position for starting parking assistance ("No" shown in the drawing), the operation performed using the parking assistance apparatus 1 is performed in step S200. Return to.
In step S202, the superimposed image generation unit 68 displays a superimposed image in which the reverse start position graphic DS and the final stop position graphic DE generated by the presentation graphic generation unit 66 are superimposed on the overhead image ("position shown in the figure" Display a superimposed image with a figure superimposed ”). In step S202, when the process of displaying the superimposed image in which the reverse start position graphic DS and the final stop position graphic DE are superimposed on the overhead image is performed, the operation performed using the parking assist device 1 proceeds to step S204.

In step S204, a process of determining whether or not the shift position of the host vehicle MV has changed from “D” to “R” (“D → R” shown in the figure) is performed. That is, in step S204, it is determined whether the driver has switched the shift position from the forward travel position to the reverse travel position.
If it is determined in step S204 that the shift position of the host vehicle MV has changed from “D” to “R” (“Yes” shown in the figure), the operation performed using the parking assist device 1 is step S206. Migrate to
On the other hand, if it is determined in step S204 that the shift position of the host vehicle MV has not changed from "D" to "R"("No" shown in the figure), the operation performed using the parking assistance device 1 is as follows. The process returns to step S204.

In step S206, the target trajectory calculation unit 60 calculates a target trajectory including the target center trajectory TCL, the driver steering allowable range SAE, and the upper limit reaction force applying trajectory LO ("Calculate target trajectory" shown in the figure). )I do. If the process which calculates a target track | orbit is performed in step S206, the operation | movement performed using the parking assistance apparatus 1 will transfer to step S208.
In step S208, the superimposed image generation unit 68 displays a superimposed image in which the final stop position graphic DE, the left upper limit trajectory graphic DLOL, and the right upper limit trajectory graphic DLOR are superimposed on the overhead image (the “position graphic shown in the figure). And display a superimposed image on which the orbital figure is superimposed "). In step S208, when the process of displaying the superimposed image in which the final stop position graphic DE, the left upper limit track graphic DLOL, and the right upper limit track graphic DLOR are superimposed on the overhead image is performed, the operation performed using the parking assist device 1 is as follows. The process proceeds to step S210.

In step S210, the steering reaction force control unit 62 determines whether or not the current position of the host vehicle MV is within the driver steering allowable range SAE ("the vehicle position is the driver steering allowable range shown in the figure"). Inside ").
If it is determined in step S210 that the current position of the host vehicle MV is within the driver steering allowable range SAE ("Yes" shown in the figure), the operation performed using the parking assist device 1 proceeds to step S212. .
On the other hand, when it is determined in step S210 that the current position of the host vehicle MV deviates from the driver steering allowable range SAE ("No" shown in the figure), the operation performed using the parking assist device 1 is performed in step S210. The process proceeds to S214.

In step S212, the steering reaction force control unit 62 performs a process of stopping the calculation of the reaction force motor drive current, and a process of stopping the application of the steering reaction force (“stop the application of the steering reaction force” shown in the figure). I do. If the process which stops provision of steering reaction force is performed in step S212, the operation | movement performed using the parking assistance apparatus 1 will transfer to step S218.
In step S214, the steering reaction force control unit 62 calculates a distance between the center point in the vehicle width direction of the host vehicle MV and the target center trajectory TCL ("Calculate distance from target center trajectory" shown in the figure). Do. If the process which calculates the distance of the vehicle width direction center point of the own vehicle MV and the target center track | orbit TCL is performed in step S214, the operation | movement performed using the parking assistance apparatus 1 will transfer to step S216.

  In step S216, the steering reaction force control unit 62 calculates the reaction force motor drive current so as to increase the steering reaction force as the distance calculated in step S214 increases (in accordance with the distance shown in the figure). Increase steering reaction force "). In addition, in step S216, a process of outputting an information signal including the calculated reaction force motor drive current to the steering reaction force motor 18 is performed. That is, in step S216, that is, a process of increasing the steering reaction force as the host vehicle MV approaches the upper limit reaction force applying track LO is performed. In step S216, if the process of increasing the steering reaction force is performed as the host vehicle MV approaches the upper limit reaction force applying track LO, the operation performed using the parking assist device 1 proceeds to step S218.

In step S218, a process of determining whether or not the shift position of the host vehicle MV has changed from “R” to “P” (“R → P” in the figure) is performed. That is, in step S218, it is determined whether or not parking of the host vehicle MV in the preset parking area PA is completed.
If it is determined in step S218 that the shift position of the host vehicle MV has changed from “R” to “P” (“Yes” shown in the figure), the operation performed using the parking assist device 1 is terminated (END). )
On the other hand, if it is determined in step S218 that the shift position of the host vehicle MV has not changed from “R” to “P” (“No” shown in the figure), the operation performed using the parking assist device 1 is as follows. The process returns to step S210.

The navigation device 16 and the superimposed image generation unit 68 described above correspond to a superimposed image display unit.
The graphic position storage unit 56 described above corresponds to the final stop position storage unit.
The steering reaction force motor 18 described above corresponds to a steering reaction force application unit.
The pedal reaction force actuator 24 described above corresponds to a pedal reaction force application unit.
In addition, as described above, in the parking assistance method implemented by the operation of the parking assistance device 1 of the present embodiment, the host vehicle moves backward from the reverse start position PS to the preset parking area PA, including the driver steering allowable range SAE. MV target trajectory is calculated. Further, the steering reaction force is not generated when the position of the host vehicle MV is within the driver steering allowable range SAE. On the other hand, if the host vehicle MV deviates from the driver steering allowable range SAE while retreating to the preset parking area PA, a steering reaction force is generated that prompts the return of the position of the host vehicle MV to the driver steering allowable range SAE. Thus, the steering reaction force is controlled.

(Effects of the first embodiment)
If it is the parking assistance apparatus 1 of this embodiment, it will become possible to show the effect described below.
(1) The target trajectory calculation unit 60 calculates the target trajectory of the host vehicle MV that moves backward from the reverse start position PS to the preset parking area PA, including the driver steering allowable range SAE. In addition, the steering reaction force control unit 62 does not generate a steering reaction force when the position of the host vehicle MV is within the driver steering allowable range SAE. On the other hand, if the host vehicle MV deviates from the driver steering allowable range SAE while retreating to the preset parking area PA, a steering reaction force is generated that prompts the return of the position of the host vehicle MV to the driver steering allowable range SAE. Thus, the steering reaction force is controlled.
Therefore, a steering reaction force is not applied to the steering wheel 26 in a state where the travel route of the host vehicle MV is within the driver steering allowable range SAE during the backward movement from the current position to the final stop position PE.

As a result, when the traveling route of the host vehicle MV is within the driver steering allowable range SAE during the backward movement from the reverse start position PS to the preset parking area PA, the driver feels that he / she is driving by himself / herself. Without being obstructed, it becomes possible to appropriately generate the steering reaction force according to the travel route of the host vehicle MV with respect to the preset parking area PA.
In addition, when the travel route of the host vehicle MV deviates from the driver steering allowable range SAE during the backward travel from the reverse start position PS to the preset parking area PA, the travel route of the host vehicle MV to retract to the preset parking area PA. It is possible to prompt the return to. Thereby, it is possible to prompt the driver to perform a steering operation for stopping the host vehicle MV in the preset parking area PA.

(2) The target trajectory calculation unit 60 calculates the target trajectory so that the width of the driver steering allowable range SAE is widened from the preset parking area PA toward the reverse start position PS.
For this reason, the shape of the driver steering allowable range SAE is moved to the final stop position PE by correction by the steering during reverse when the host vehicle MV is moved backward from the reverse start position PS to the final stop position PE. It becomes possible to make the shape reflecting the margin.
As a result, the closer to the reverse start position PS, the wider the driver steering allowable range SAE, and the steering reaction force to the steering wheel 26 in a state where the travel route of the host vehicle MV is within the driver steering allowable range SAE. It is possible to enlarge the range where no is given.

(3) The target trajectory calculation unit 60 sets the width of the driver steering allowable range SAE as a width in which the own vehicle MV can move only by reversing from the reverse start position PS to the final stop position PE in the preset parking area PA. Calculate the target trajectory.
As a result, by maintaining the travel route of the host vehicle MV within the driver steering allowable range SAE during the backward travel to the preset parking area PA, the travel direction of the own vehicle MV is not switched to the forward travel, but only the reverse travel. The host vehicle MV can be moved to the final stop position PE.

(4) The graphic position storage processing unit 54 stores the final stop position PE in the graphic position storage unit 56 as the position where the host vehicle MV has traveled during past parking in the preset parking area PA.
For this reason, it is possible to store data indicating the final stop position PE as a position in the already-set parking area PA where the host vehicle MV is retracted and stopped at the time of past parking in the already-set parking area PA.
As a result, it becomes possible to provide parking assistance by storing data indicating the position where the host vehicle MV has traveled during past parking in the preset parking area PA, so that the situation at the time of past parking is reflected. It is possible to perform the parking assistance performed at the time of the current parking.
This makes it possible to calculate a target trajectory that suits the driver's driving skill and preference, and thus can reduce the possibility that the driver will feel uncomfortable due to the parking assistance performed by the parking assistance device 1. It becomes.

(5) The steering reaction force control unit 62 increases the steering reaction force that promotes the return to the driver steering allowable range SAE as the deviation amount of the host vehicle MV from the driver steering allowable range SAE increases.
Therefore, even if the travel route of the host vehicle MV deviates from the driver steering allowable range SAE during the retreat from the reverse start position PS to the preset parking area PA, the steering reaction force corresponding to the deviation amount is generated by the steering wheel. 26 can be given.
As a result, even if the host vehicle MV deviates from the driver steering allowable range SAE during the backward movement from the reverse start position PS to the preset parking area PA, the position of the host vehicle MV is returned to the driver steering allowable range SAE. Can be urged according to the amount of deviation.

(6) The target trajectory includes a target central trajectory TCL that is a movement trajectory of the center point in the vehicle width direction of the host vehicle MV moving backward from the reverse start position PS to the preset parking area PA. In addition, the driver steering allowable range SAE is a range that extends from the target center track TCL to the outside in the vehicle width direction.
For this reason, the width of the driver steering allowable range SAE can be set as a width centered on the target center trajectory TCL.
As a result, from the reverse start position PS to the preset parking area PA, the driver steering allowable range SAE having a width wider than the vehicle width of the host vehicle MV is continuously set as a range wider than both sides in the vehicle width direction of the host vehicle MV. It is possible to calculate.

(7) The target trajectory calculation unit 60 calculates the target center trajectory TCL from the travel trajectory during backward parking that is stored in the parking travel trajectory storage unit 76.
For this reason, it is possible to calculate the target center trajectory TCL using the average value of the travel trajectory in which the host vehicle MV has been retracted to the preset parking area PA during past parking.
As a result, it is possible to calculate the target center trajectory TCL that matches the characteristics of the driver, and thus it is possible to calculate the target trajectory that matches the characteristics of the driver.

(8) The steering reaction force control unit 62 increases the steering reaction force that urges the return to the driver steering allowable range SAE as the variation in the driving operation stored in the parking operation storage unit 78 increases.
For this reason, it is possible to increase the steering reaction force that prompts the driver to return to the driver steering allowable range SAE according to the driving skill of the driver who has moved the host vehicle MV back to the preset parking area PA during past parking. It becomes.
As a result, according to the driving skill of the driver who has moved the own vehicle MV back to the preset parking area PA at the time of past parking, it is possible to perform parking support that is suitable for the driving skill of the driver.

(9) The target trajectory calculation unit 60 increases the driver steering allowable range SAE as the steering operation variation stored in the parking operation storage unit 78 increases, and the driver steering allowance decreases as the steering operation variation decreases. The target trajectory is calculated so that the range SAE becomes narrow.
For this reason, the lower the driving skill of the driver who has moved the own vehicle MV back to the preset parking area PA at the time of past parking, the narrower the driver steering allowable range SAE and the driver at the position of the own vehicle MV. It becomes possible to promptly return to the steering allowable range SAE at an early stage. On the other hand, the higher the driving skill of the driver who has moved the own vehicle MV back to the preset parking area PA during past parking, the wider the driver steering allowable range SAE and the steering reaction force is applied to the steering wheel 26. It is possible to widen the range that is not performed.
As a result, it becomes possible to calculate the driver steering allowable range SAE according to the driving skill of the driver who has retracted the host vehicle MV to the preset parking area PA during past parking, and conforms to the driving skill of the driver. It is possible to calculate the target trajectory.

(10) The target trajectory calculation unit 60 changes the driver steering allowable range SAE within a range where the host vehicle MV moving backward to the preset parking area PA does not overlap the obstacle detected by the obstacle detection unit 46. To calculate the target trajectory.
For this reason, the range in which the steering reaction force is not applied to the steering wheel 26 can be set to a range in which the host vehicle MV does not contact the obstacle.
As a result, it is possible to expand the conditions under which parking assistance can be applied.
(11) The target trajectory calculation unit 60 changes the width of the driver steering allowable range SAE so that the travel locus predicted from the steering state and the acceleration / deceleration state of the host vehicle MV reaches the preset parking area PA. Calculate the target trajectory.
For this reason, it becomes possible to calculate the driver steering allowable range SAE adapted to the current steering state and acceleration / deceleration state of the host vehicle MV.
As a result, it is possible to expand the conditions under which parking assistance can be applied.

(12) The target trajectory calculation unit 60 changes the width of the driver steering allowable range SAE so that the host vehicle MV reaches the preset parking area PA by retreat including turning with the minimum turning radius. calculate.
For this reason, for example, it becomes possible to calculate the driver steering allowable range SAE corresponding to a case where the driver performs a driving operation that is not normally performed, such as a sudden handle or a sudden brake.
As a result, it is possible to expand the conditions under which parking assistance can be applied.
(13) The driver so that the target trajectory calculation unit 60 reaches the preset parking area PA by the reverse including at least one of continuous steering operation and continuous braking operation by the driver. The target trajectory is calculated by changing the width of the steering allowable range SAE.
For this reason, for example, it becomes possible to calculate the driver steering allowable range SAE corresponding to the case where the driver performs a smooth steering operation or a braking operation.
As a result, it is possible to expand the conditions under which parking assistance can be applied.

(14) The target trajectory calculation unit 60 calculates a target trajectory including two rows of upper limit reaction force applying trajectories LO extending along the target trajectory outside the driver steering allowable range SAE. In addition, the width of the two rows of upper limit reaction force applying tracks LO is set to a width that allows the host vehicle MV to move from the reverse start position PS to the preset parking area PA only by reverse movement.
As a result, even if the travel route of the host vehicle MV deviates from the driver steering allowable range SAE during the retreat to the preset parking area PA, the position of the host vehicle MV is set between the two upper limit reaction force applying tracks LO. By maintaining the vehicle MV, the host vehicle MV can be moved backward to the preset parking area PA.

(15) When the host vehicle MV reaches the upper limit reaction force applying track LO, the steering reaction force control unit 62 increases the steering reaction force that urges the return to the driver steering allowable range SAE to the maximum value.
For this reason, even when the travel route of the host vehicle MV deviates from the driver steering allowable range SAE during the backward movement to the preset parking area PA, the position of the host vehicle MV can reach the upper limit reaction force applying track LO. It becomes possible to suppress.
As a result, even if the travel route of the host vehicle MV deviates from the driver steering allowable range SAE during the backward movement to the preset parking area PA, the position of the host vehicle MV further moves away from the driver steering allowable range SAE. Can be suppressed.

(16) The target trajectory calculation unit 60 calculates the target trajectory by arranging the upper limit reaction force applying trajectory LO between the host vehicle MV and the obstacle whose relative position is detected by the obstacle detection unit 46.
For this reason, it becomes possible to form the boundary line which makes steering reaction force the maximum value between the own vehicle MV and the obstacle which the obstacle detection part 46 detected the relative position.
As a result, as the host vehicle MV approaches the obstacle, the steering reaction force applied to the steering wheel 26 can be increased, and the possibility that the host vehicle MV and the obstacle contact each other can be reduced.

(17) The target trajectory calculating unit 60 sets the target so that the position of the upper limit reaction force applying trajectory LO is closer to the driver steering allowable range SAE as the variation in the driving operation stored in the parking operation storage unit 78 is larger. Calculate the trajectory.
For this reason, the distance between the upper limit reaction force applying track LO and the driver steering allowable range SAE is shortened as the driving skill of the driver who has moved the own vehicle MV back to the preset parking area PA at the time of past parking is lower. As a result, the position where the maximum steering reaction force is applied to the steering wheel 26 can be reduced.
As a result, it becomes possible to calculate the upper limit reaction force applying track LO according to the driving skill of the driver who has retracted the host vehicle MV to the driver steering allowable range SAE at the time of past parking. An adapted target trajectory can be calculated.

(18) The target trajectory calculation unit 60 sets the target so that the position of the upper limit reaction force applying trajectory LO approaches the driver steering allowable range SAE as the steering operation variation stored in the parking operation storage unit 78 increases. Calculate the trajectory.
For this reason, the distance between the upper limit reaction force applying track LO and the driver steering allowable range SAE is shortened as the steering skill of the driver who has moved the own vehicle MV back to the preset parking area PA at the time of past parking is lower. As a result, the position where the maximum steering reaction force is applied to the steering wheel 26 can be reduced.
As a result, it becomes possible to calculate the upper limit reaction force applying trajectory LO according to the steering skill of the driver who has moved the own vehicle MV back to the preset parking area PA during past parking, and conforms to the steering skill of the driver. It is possible to calculate the target trajectory.

(19) In the information presenting device provided in the navigation device 16, a superimposed image obtained by superimposing the upper-limit reaction force applying trajectory graphic DLO generated by the presentation graphic generation unit 66 on the overhead image during current parking in the preset parking area PA indicate.
For this reason, it becomes possible for the driver to imagine a movement trajectory suitable for parking from the upper limit reaction force applying trajectory graphic DLO.
As a result, compared with the case where the host vehicle MV is moved so as to follow the trajectory, it is possible to improve the margin of the steering operation and to reduce the driving load received by the driver during parking. . Furthermore, compared with the case where the host vehicle MV is moved so as to follow the trajectory, it becomes possible to suppress the gaze of the display by the driver of the host vehicle MV, and to suppress a reduction in attention to the surroundings of the host vehicle MV. Thus, it is possible to easily check the safety around the host vehicle MV.

(20) The pedal reaction force control unit 64 does not generate a pedal reaction force when the position of the host vehicle MV is within the driver steering allowable range SAE. On the other hand, if the host vehicle MV deviates from the driver steering allowable range SAE while retreating to the preset parking area PA, a pedal reaction force is generated that urges the return of the position of the host vehicle MV to the driver steering allowable range SAE. So as to control the pedal reaction force.
For this reason, the pedal reaction force is not applied to the accelerator pedal 30 in the state where the travel route of the host vehicle MV is within the driver steering allowable range SAE during the backward movement to the preset parking area PA.
As a result, in the state where the traveling route of the host vehicle MV is within the driver steering allowable range SAE while the vehicle is moving backward to the preset parking area PA, the driver's sense of driving is obstructed. It becomes possible to prevent.
In addition, if the travel route of the host vehicle MV deviates from the driver steering allowable range SAE during the retreat to the preset parking area PA, the host vehicle MV is urged to return to the travel path to be retracted to the preset parking area PA. It becomes possible. Thereby, it becomes possible to prompt the driver to perform a deceleration operation for stopping the host vehicle MV in the preset parking area PA.

(21) In the parking assistance method implemented by the operation of the parking assistance device 1 of the present embodiment, the target trajectory of the host vehicle MV retreating from the reverse start position PS to the preset parking area PA, including the driver steering allowable range SAE. Is calculated. Further, the steering reaction force is not generated when the position of the host vehicle MV is within the driver steering allowable range SAE. On the other hand, if the host vehicle MV deviates from the driver steering allowable range SAE while retreating to the preset parking area PA, a steering reaction force is generated that prompts the return of the position of the host vehicle MV to the driver steering allowable range SAE. Thus, the steering reaction force is controlled.
Therefore, a steering reaction force is not applied to the steering wheel 26 in a state where the travel route of the host vehicle MV is within the driver steering allowable range SAE during the backward movement from the current position to the final stop position PE.

As a result, when the traveling route of the host vehicle MV is within the driver steering allowable range SAE during the backward movement from the reverse start position PS to the preset parking area PA, the driver feels that he / she is driving by himself / herself. Without being obstructed, it becomes possible to appropriately generate the steering reaction force according to the travel route of the host vehicle MV with respect to the preset parking area PA.
In addition, when the travel route of the host vehicle MV deviates from the driver steering allowable range SAE during the backward travel from the reverse start position PS to the preset parking area PA, the travel route of the host vehicle MV to retract to the preset parking area PA. It is possible to prompt the return to. Thereby, it is possible to prompt the driver to perform a steering operation for stopping the host vehicle MV in the preset parking area PA.

(Modification)
(1) In the present embodiment, the final stop position is set as the position in the preset parking area PA where the figure position storage processing unit 54 has parked the own vehicle MV during the past parking in the preset parking area PA. Although PE was memorize | stored in the figure position memory | storage part 56, it is not limited to this. That is, for example, for a parking area that is not set in advance (a parking area where the host vehicle MV is parked for the first time), the final stop position PE is graphically illustrated using a program that can set each position described above by operating the touch panel or the like. You may memorize | store in the position memory | storage part 56. FIG. In this case, by using the map of the surrounding area including the parking area where the host vehicle MV is parked for the first time, the parking support of the present embodiment is performed when parking in the parking area existing in the place where the host vehicle MV has not traveled in the past. The apparatus 1 can be applied. Moreover, the map of the surrounding area including the parking area where the own vehicle MV parks for the first time may be acquired from the base station through road-to-vehicle communication, or may be acquired from other vehicles through vehicle-to-vehicle communication.

(2) In the present embodiment, the superimposed image is displayed on the information presentation device provided in the navigation device 16, but the present invention is not limited to this. That is, for example, a projector (projector) capable of projecting a superimposed image such as a head-up display (HUD: Head-Up Display) is provided in the vehicle interior, and the superimposed image is projected from the projector onto the front window of the host vehicle MV. May be. Further, a dedicated display for displaying the superimposed image may be arranged in the vehicle compartment separately from the information presentation device provided in the navigation device 16.

(3) In this embodiment, as shown in FIG. 6, for example, the figure position storage processing unit 54 parks the host vehicle MV only by traveling backward from the reverse start position PS toward the preset parking area PA. Although the case where the position of two places at the time of performing was demonstrated was demonstrated, it is not limited to this. That is, for example, when a turning operation is performed, such as when the width of the road is narrow, a position for switching from backward traveling to forward traveling toward the preset parking area PA is calculated, and a graphic indicating the position is displayed on the superimposed image. You may superimpose. In this case, the display of the superimposed image on which the reverse start position graphic DS is superimposed may be started when the host vehicle MV after the turnover reaches a position where the host vehicle MV can move forward to the reverse start position PS.

(4) In the present embodiment, the reverse start position graphic DS generated by the presentation graphic generation unit 66 is a quadrangle that is larger than the entire length and the entire width of the host vehicle MV, but is not limited thereto. That is, the reverse start position graphic DS may be a quadrangle having the same size as the full length and the full width of the host vehicle MV in the overhead view image. In short, the reverse start position figure DS may be a square having a size corresponding to the entire length and the entire width of the host vehicle MV in the overhead view image.
In this case, the reverse start position graphic DS can be a graphic corresponding to the position for the host vehicle MV to reverse the ideal movement path. Moreover, it becomes possible to reduce the calculation load of the process in which the presentation figure production | generation part 66 produces | generates the backward start position figure DS.

(5) In the present embodiment, the presentation graphic generation unit 66 generates a square graphic as the backward start position graphic DS, but the present invention is not limited to this. That is, the configuration of the presentation graphic generation unit 66 may be a configuration that generates a U-shaped graphic having an opening on the front side in the vehicle front-rear direction of the host vehicle MV as the reverse start position graphic DS, for example.
In this case, the vehicle front-rear direction rearward direction of the host vehicle MV, which is important as a position to start the rearward movement toward the preset parking area PA among the end portions on both sides in the vehicle front-rear direction of the host vehicle MV of the reverse start position graphic DS. Only the end on the side will be displayed. For this reason, the vehicle front-rear direction front end of the host vehicle MV of the reverse start position graphic DS is not displayed, and the host vehicle MV is moved forward from the position where parking assistance is started and moved to the reverse start position graphic DS. It becomes possible to reduce the driving load received by the driver.
In addition, the configuration of the presentation graphic generation unit 66 may be, for example, a configuration that generates only a straight line indicating the rear end portion of the host vehicle MV in the vehicle front-rear direction as the reverse start position graphic DS.

  DESCRIPTION OF SYMBOLS 1 ... Parking assistance apparatus, 2 ... Surrounding image imaging part (camera), 4 ... Surrounding obstacle detection part (sonar), 6 ... Wheel speed sensor, 8 ... Steering angle sensor, 10 ... Shift position sensor, 12 ... Parking assistance system Start switch, 14 ... Driver authentication unit, 16 ... Navigation device, 18 ... Steering reaction force motor, 20 ... Parking support controller, 22 ... Pedal opening sensor, 24 ... Pedal reaction force actuator, 26 ... Steering wheel, 28 ... Steering shaft , 30 ... Accelerator pedal, 32 ... Ambient environment recognition information calculation unit, 34 ... Vehicle speed calculation unit, 36 ... Steering angle calculation unit, 38 ... Shift position calculation unit, 40 ... Overhead image generation unit, 42 ... Parking frame detection unit 44 ... Relative distance detection unit 46 ... Obstacle detection unit 48 ... Self-position detection unit 50 ... Parking support map generation unit 52 ... Parking support Control execution determination unit, 54 ... graphic position storage processing unit, 56 ... graphic position storage unit, 58 ... parking information storage unit, 60 ... target trajectory calculation unit, 62 ... steering reaction force control unit, 64 ... pedal reaction force control unit, 66 ... presented graphic generation unit, 68 ... superimposed image generation unit, 70 ... image layout setting unit, 72 ... reverse start position calculation unit, 74 ... final stop position calculation unit, 76 ... running time trajectory storage unit, 78 ... parking time Operation storage unit, 80 ... Ambient condition storage unit during parking, MV ... Own vehicle, W ... Wheel, PA ... Already set parking area, OV ... Other vehicle, PS ... Reverse start position, PE ... Last stop position, DS ... Reverse start Position figure, DE ... Last stop position figure, TCL ... Target center trajectory, PL ... Parking frame line, NE ... Travel direction change necessary area

Claims (23)

A steering reaction force applying unit that applies a steering reaction force to the steering operator operated by the driver;
A steering reaction force control unit that controls the steering reaction force applied by the steering reaction force application unit;
The target track of the host vehicle that moves backward from the reverse start position where the host vehicle starts moving backward toward the parking area to the parking area where the host vehicle stops is moved backward including the turn from the reverse start position to the parking area. A target trajectory calculation unit that calculates a driver steering allowable range that is wider than the vehicle width of the host vehicle, and the outer region in the turning direction is wider than the inner region in the turning direction;
A parking operation storage unit that stores at least one of a steering operation and an acceleration / deceleration operation as a driving operation during reverse ,
The steering reaction force control unit does not generate the steering reaction force when the position of the host vehicle is within the driver steering allowable range, and the host vehicle moves from the driver steering allowable range while retreating to the parking area. When the vehicle deviates, the steering reaction force is controlled so as to generate the steering reaction force that prompts the return of the position of the host vehicle to the driver steering allowable range, and the parking operation storage unit stores the steering reaction force. more variations of that driving operation is large, the parking assist device according to claim Rukoto increased steering reaction force urging the return. A steering reaction force applying unit that applies a steering reaction force to the steering operator operated by the driver;
A steering reaction force control unit that controls the steering reaction force applied by the steering reaction force application unit;
The target track of the host vehicle that moves backward from the reverse start position where the host vehicle starts moving backward toward the parking area to the parking area where the host vehicle stops is moved backward including the turn from the reverse start position to the parking area. A target trajectory calculation unit that calculates a driver steering allowable range that is wider than the vehicle width of the host vehicle, and the outer region in the turning direction is wider than the inner region in the turning direction;
A parking operation storage unit that stores a steering operation as a driving operation during reverse ,
The steering reaction force control unit does not generate the steering reaction force when the position of the host vehicle is within the driver steering allowable range, and the host vehicle moves from the driver steering allowable range while retreating to the parking area. When deviating, the steering reaction force is controlled so as to generate the steering reaction force that prompts the return of the position of the host vehicle to the driver steering allowable range ,
The target trajectory calculation unit increases the range of the driver's steering allowable range as the variation in the steering operation stored in the parking operation storage unit increases, and reduces the driving as the variation in the stored steering operation decreases. The parking assist device , wherein the target trajectory is calculated so that a width of the person steering allowable range is narrow . A steering reaction force applying unit that applies a steering reaction force to the steering operator operated by the driver;
A steering reaction force control unit that controls the steering reaction force applied by the steering reaction force application unit;
The target track of the host vehicle that moves backward from the reverse start position where the host vehicle starts moving backward toward the parking area to the parking area where the host vehicle stops is moved backward including the turn from the reverse start position to the parking area. A target trajectory calculation unit that calculates a driver steering allowable range that is wider than the vehicle width of the host vehicle, and the outer region in the turning direction is wider than the inner region in the turning direction;
A parking operation storage unit that stores at least a steering operation among a steering operation and an acceleration / deceleration operation as a driving operation during reverse ,
The steering reaction force control unit does not generate the steering reaction force when the position of the host vehicle is within the driver steering allowable range, and the host vehicle moves from the driver steering allowable range while retreating to the parking area. When the vehicle deviates, the steering reaction force is controlled so as to generate the steering reaction force that prompts the return of the position of the host vehicle to the driver steering allowable range, and the parking operation storage unit stores the steering reaction force. The greater the variation in driving operation, the greater the steering reaction force that encourages the return,
The target trajectory calculation unit increases the range of the driver's steering allowable range as the variation in the steering operation stored in the parking operation storage unit increases, and reduces the driving as the variation in the stored steering operation decreases. The parking assist device , wherein the target trajectory is calculated so that a width of the person steering allowable range is narrow . The target track calculation unit, of the claims 1 to 3, and calculates the target trajectory such that the width of the driver's steering tolerance spread as from the parking area toward the reverse start position The parking assistance apparatus described in any one of the items . The target trajectory calculation unit calculates the target trajectory by setting the width of the driver steering allowable range as a width in which the host vehicle can move only by reversing from the reverse start position to the final stop position in the parking area. The parking assistance device according to any one of claims 1 to 4, wherein: A final stop position storage unit storing the final stop position in association with the parking area;
A graphic position storage processing unit for storing the final stop position in the final stop position storage unit,
The graphic position storage unit, the a position of the previous parking said parking area which is stopped by retracting the vehicle when in a parking area, claim 5, characterized in that to store the final stop position Parking assistance device described in 1. The steering reaction force control unit, the higher the amount of deviation from the driver's steering tolerance of the vehicle is large, of the claims 1 to 6, characterized in that to increase the steering reaction force urging the return The parking assistance apparatus described in any one of the items. The target trajectory includes a target central trajectory that is a movement trajectory of a center point in the vehicle width direction of the host vehicle that moves backward from the reverse start position to the parking area,
The parking assist device according to any one of claims 1 to 7 , wherein the driver steering allowable range is a range that extends outward from the target center track in the vehicle width direction. A parking-time travel locus storage unit that stores a travel locus of the host vehicle in reverse,
The parking assist device according to claim 8 , wherein the target trajectory calculation unit calculates the target center trajectory from a travel trajectory stored in the parking travel trajectory storage unit. An obstacle detection unit for detecting a relative position between the host vehicle and the obstacle;
The target trajectory calculation unit changes the width of the driver steering allowable range in a range in which the host vehicle moving backward from the reverse start position to the parking area does not overlap with the obstacle whose relative position is detected. The parking assist device according to any one of claims 1 to 9, wherein the parking assist device is calculated.   The target trajectory calculation unit calculates the target trajectory by changing a width of the driver steering allowable range so that a travel trajectory predicted from the steering state and the acceleration / deceleration state of the host vehicle reaches the parking area. The parking assistance apparatus according to any one of claims 1 to 10, wherein the parking assistance apparatus is any one of claims 1 to 10.   The target trajectory calculation unit calculates the target trajectory by changing a width of the driver steering allowable range so that the host vehicle reaches the parking area by retreat including a turn with a minimum turning radius. The parking support apparatus according to any one of claims 1 to 11.   The target trajectory calculation unit changes the width of the driver steering allowable range so as to reach the parking area by reverse including at least one of continuous steering operation and continuous braking operation by the driver. The parking assist device according to any one of claims 1 to 12, wherein the target trajectory is calculated. The target trajectory calculation unit calculates a target trajectory including two rows of upper limit reaction force imparting trajectories extending along the target trajectory outside the driver steering allowable range,
14. The width between the two rows of upper limit reaction force applying tracks is a width that allows the host vehicle to move from the reverse start position to the parking area only by reverse movement. The parking assistance apparatus described in any one of them.   15. The parking assist device according to claim 14, wherein the steering reaction force control unit increases the steering reaction force that prompts the return to a maximum value when the host vehicle reaches the upper limit reaction force application track. An obstacle detection unit for detecting a relative position between the host vehicle and the obstacle;
The parking according to claim 14 or 15, wherein the target trajectory calculation unit calculates the target trajectory by arranging the upper limit reaction force applying trajectory between the host vehicle and the obstacle. Support device. A parking operation storage unit that stores at least one of a steering operation and an acceleration / deceleration operation as a driving operation during reverse,
The target trajectory calculation unit moves the position of the upper limit reaction force applying trajectory closer to the driver steering allowable range as the variation in the driving operation stored in the parking operation storage unit increases, and stores the stored driving The target trajectory is calculated so that the position of the upper limit reaction force applying trajectory is farther from the driver steering allowable range as the operation variation is smaller. Parking assistance device described in the paragraph. A parking operation storage unit that stores a steering operation as a driving operation during reverse,
The target trajectory calculation unit calculates the target trajectory so that the position of the upper limit reaction force applying trajectory approaches the driver steering allowable range as the variation in steering operation stored in the parking operation storage unit increases. The parking assist device according to any one of claims 14 to 17, wherein the parking assist device is any one of claims 14 to 17. A surrounding image capturing unit that captures an image including a road surface around the host vehicle;
An overhead image generation unit that generates an overhead image including a figure indicating the host vehicle in the captured image;
A presentation figure generating unit for generating an upper limit reaction force applying orbit figure indicating the upper limit reaction force applying orbit;
15. A superimposed image display unit configured to display a superimposed image obtained by superimposing the generated upper limit reaction force applying trajectory graphic on the overhead image during current parking in the parking area. The parking assistance device according to any one of items 18. A pedal reaction force applying unit that applies a pedal reaction force in a return direction to the driver's stepping operation to an accelerator pedal that the driver steps on;
A pedal reaction force control unit that controls the pedal reaction force applied by the pedal reaction force application unit,
The pedal reaction force control unit does not generate the pedal reaction force when the position of the host vehicle is within the driver steering allowable range, and the host vehicle is driving the vehicle while the vehicle is moving backward from the reverse start position to the parking area. The pedal reaction force is controlled so as to generate the pedal reaction force that urges the return of the position of the host vehicle to the driver steering allowable range when deviating from the driver steering allowable range. The parking assistance device according to any one of claims 1 to 19. The vehicle is wider than the vehicle width of the host vehicle that includes a turn from the reverse start position at which the host vehicle starts moving backward toward the parking region to the parking region at which the host vehicle is stopped, and is an outer region in the turn direction. Including a driver steering allowable range that is wider than the inner area in the turning direction, and calculating a target trajectory of the host vehicle that moves backward from the reverse start position to the parking area,
Store at least one of a steering operation and an acceleration / deceleration operation as a driving operation during reverse,
When the position of the host vehicle is within the driver steering allowable range, a steering reaction force applied to a steering operator operated by the driver is not generated, and the host vehicle is allowed to drive the driver while retreating to the parking area. When the vehicle deviates from the range, the steering reaction force is controlled so as to generate the steering reaction force that prompts the return of the position of the host vehicle to the driver steering allowable range, and the stored driving operation more variation is large, the parking assist method comprising Rukoto increased steering reaction force urging the return. The vehicle is wider than the vehicle width of the host vehicle that includes a turn from the reverse start position at which the host vehicle starts moving backward toward the parking region to the parking region at which the host vehicle is stopped, and is an outer region in the turn direction. Including a driver steering allowable range that is wider than the inner area in the turning direction, and calculating a target trajectory of the host vehicle that moves backward from the reverse start position to the parking area,
Memorize the steering operation as a driving operation during reverse,
When the position of the host vehicle is within the driver steering allowable range, a steering reaction force applied to a steering operator operated by the driver is not generated, and the host vehicle is allowed to drive the driver while retreating to the parking area. When the vehicle deviates from the range, the steering reaction force is controlled so as to generate the steering reaction force that prompts the return of the position of the host vehicle to the driver steering allowable range ,
The width of the driver steering allowable range is widened as the stored steering operation variation is large, and the driver steering allowable range is narrowed as the stored steering operation variation is small. A parking support method characterized by calculating a trajectory . The vehicle is wider than the vehicle width of the host vehicle that includes a turn from the reverse start position at which the host vehicle starts moving backward toward the parking region to the parking region at which the host vehicle is stopped, and is an outer region in the turn direction. Including a driver steering allowable range that is wider than the inner area in the turning direction, and calculating a target trajectory of the host vehicle that moves backward from the reverse start position to the parking area,
Memorize at least the steering operation among the steering operation and the acceleration / deceleration operation as the driving operation during reverse,
When the position of the host vehicle is within the driver steering allowable range, a steering reaction force applied to a steering operator operated by the driver is not generated, and the host vehicle is allowed to drive the driver while retreating to the parking area. When the vehicle deviates from the range, the steering reaction force is controlled so as to generate the steering reaction force that prompts the return of the position of the host vehicle to the driver steering allowable range, and the stored driving operation The greater the variation in the increase, the steering reaction force that prompts the return,
The width of the driver steering allowable range is widened as the stored steering operation variation is large, and the driver steering allowable range is narrowed as the stored steering operation variation is small. A parking support method characterized by calculating a trajectory .

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