JP6523110B2 - Parking path setting device and parking path setting method - Google Patents

Description

  The present invention relates to a parking route setting device and a parking route setting method.

When the vehicle is parked in the parking area, the movement path of the vehicle is presented (displayed), or the movement path is output so as to control the operation of the vehicle along the movement path, or the parking action An apparatus (parking support apparatus) that supports the above has been proposed (see, for example, Patent Document 1).
Such a parking assistance apparatus sets a movement path to a parking area, which is an area to be parked, while avoiding obstacles existing around the vehicle, on the premise of the transmission gear currently selected by the vehicle.

  That is, when the transmission gear of the vehicle is a gear for forward movement, the parking assistance device generates a movement path to start moving forward, and when the transmission gear of the vehicle is a gear for reverse movement, the parking assistance device moves in reverse. Generate a moving path to start the In addition, when there are a plurality of parking areas that are targets for movement, a plurality of movement paths are also generated. In this case, the movement paths are selected such that the number of turnarounds and the steering angle are reduced.

JP, 2011-046335, A

By the way, according to the above-mentioned prior art, depending on the positional relationship with the obstacle around the vehicle, it is not possible to reach the parking target position, or even if it can reach it, it is complicated and the burden on the driver is large. It may be
The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a parking path setting device and a parking path setting method capable of setting a moving path with a smaller burden on the driver.

  A first aspect of the present invention parks based on a map creating unit that creates a map around the vehicle based on an obstacle detected around the vehicle, and a parking area detected around the vehicle The target position setting unit is set based on the current position of the vehicle avoiding the obstacle based on the target position setting unit that sets a target parking position and the map generated by the map generation unit. As a moving route of the vehicle to the parking target position, a first route in which the forward direction of the vehicle is the direction of start of movement and a second route in which the reverse direction of the vehicle is the direction of start of movement are generated The index value corresponding to the load on the driver is calculated for each of the first route and the second route generated by the route generation unit and the route generation unit, and the index value corresponding to the first route is calculated. Index value and the second By comparison with an index value corresponding to a parking path setting apparatus and a path selection section for selecting the first route or the second route.

  According to a second aspect of the present invention, a map of the surroundings of the vehicle is created based on an obstacle detected around the vehicle, and a target parking to be parked based on a parking area detected around the vehicle A target position is set, and based on the map, the forward direction of the vehicle is set as the movement start direction as a moving path of the vehicle from the current position of the vehicle to the parking target position avoiding the obstacle. An index corresponding to the load on the driver is generated for the first route and the second route in which the backward direction of the vehicle is the direction of the movement start, and the first route and the second route are generated. Calculating a value, and comparing the index value corresponding to the first route with the index value corresponding to the second route to select the first route or the second route. is there.

  According to the parking path setting device and the parking path setting method according to the present invention, it is possible to set a moving path with a smaller burden on the driver.

It is a block diagram which shows the structure of the parking path setting apparatus which concerns on one Embodiment of this invention. It is a flowchart which shows the process of the parking path setting apparatus shown in FIG. It is a flowchart which shows the detail of the process which calculates the index value corresponding to each path | route by a cost judgment part. It is a schematic diagram (the 1) which shows the example of the path setting by a parking path setting apparatus. It is a schematic diagram (the 2) which shows the example of the path setting by a parking path setting apparatus. It is a schematic diagram (the 3) which shows the example of the path setting by a parking path setting apparatus. It is a schematic diagram (the 4) which shows the example of the path setting by a parking path setting apparatus, although the driver of self-vehicles tried parallel parking to a parking area by self operation operation, although it is a schematic diagram (the 4) It is determined that parking is not possible during turning and stopped, (B) the driver of the own vehicle stopped at the intention of starting position to start retreating in order to parallel park in the parking area, but the stopped position is behind The state where it is determined that the parking has not been completed is shown. It is a schematic diagram which shows an example of the production | generation method at the time of a path | route production | generation part producing | generating a movement path | route. It is a schematic diagram which shows another example of the production | generation method at the time of a path | route production | generation part producing | generating a movement path | route, (A) is the state shown to FIG. 7 (A), (B) was shown to FIG. 7 (B). State is shown. It is a block diagram which shows an example of a detailed structure of a target position setting part. It is a block diagram which shows another example of a detailed structure of a target position setting part. It is a block diagram which shows another example of a detailed structure of a target position setting part.

  Hereinafter, specific embodiments of a parking route setting device and a parking route setting method according to the present invention will be described with reference to the drawings.

<Configuration of Parking Path Setting Device>
FIG. 1 is a block diagram showing the configuration of a parking path setting device 1 according to an embodiment of the present invention. The illustrated parking route setting device 1 includes a map creation unit 2, a target position setting unit 3, a route generation unit 4, and a route selection unit 5.

  The map creation unit 2 creates a map M of the surroundings of the vehicle based on the conditions such as an obstacle (including other vehicles) detected in the periphery of the vehicle and a parking area (a space for parking). The situation around the vehicle is detected by a camera 14 provided in the vehicle. The camera 14 is provided, for example, on the front, rear, left and right sides of the vehicle, and captures images of the front, rear, left and right sides of the vehicle, respectively, and the map creating unit 2 captures these images. Based on the image, the map M described above is created. If an obstacle is detected as a situation around the vehicle, the detected obstacle is also included in the map M.

The camera 14 may be an existing camera provided in a vehicle as described above, or may be configured as a part of the parking path setting device 1. If the camera 14 is configured as part of the parking path setting device 1, the parking path setting device 1 can be installed by installing the camera of the parking path setting device 1 even for a vehicle that is not provided with an existing camera. Can be built.
In addition to the camera 14 described above, a sensor using radar or ultrasonic waves can be applied as the vehicle surrounding condition detection unit for detecting the condition around the vehicle, and the camera 14 and these sensors may be used. It may be a combination.

  The map M created by the map creation unit 2 represents a two-dimensional to three-dimensional positional relationship between the vehicle and an obstacle or the like around the vehicle. The map M may be specifically expanded in two or three dimensions, but may be stored as data for each coordinate that defines such two or three dimensional expanded ones. Good.

  The target position setting unit 3 sets a parking target position to be a target for parking based on the parking area detected by the camera 14 described above. The parking target position is, for example, a point of a parking area corresponding to a representative point such as a center point of the vehicle in a state where the vehicle is appropriately parked in the parking area, but the parking target position is represented by one point It is not limited and may be represented by a plurality of points or may be represented by a shape.

The route generation unit 4 travels the vehicle from the current position P0 of the vehicle to the parking target position set by the target position setting unit 3 while avoiding the obstacle based on the map M generated by the map generation unit 2 Then, a first route R1 in which the forward direction of the vehicle is the direction of movement start and a second route R2 in which the backward direction of the vehicle is the direction of movement start are generated.
The first path R1 and the second path R2 are both generated by combining at least two of a straight line, an arc and a clothoid curve. The first path R1 and the second path R2 may be formed by further combining curves other than straight lines, arcs, and clothoid curves.

  The route selection unit 5 calculates the index value C corresponding to the cost of the burden on the driver for each of the first route R1 and the second route R2 generated by the route generation unit 4, and the first route The first route R1 or the second route R2 is selected by comparing the index value C1 corresponding to R1 and the index value C2 corresponding to the second route R2. As the index value C1 and the index value C2 increase as the load on the driver increases, the route selection unit 5 determines a smaller moving path (i.e., the load on the driver is smaller). 1. Select one route R1 or a second route R2).

  Specifically, the route selection unit 5 includes, for example, a cost determination unit 6, a gear determination unit 7, and a presentation unit 8. The cost judgment unit 6 compares the above-mentioned index value C1 with the index value C2 and selects the index value C1 or the index value C2 with a smaller burden on the driver, and corresponds to the selected index value C1. The second route R2 corresponding to the first route R1 or the selected index value C2 is selected.

The index value C is a value that represents the driver's burden as described above, and is selected so that the burden on the driver increases as the value increases. The index value C is, for example, the number of times T1 of switching back and forth, which is switching between forward and reverse of the vehicle, for movement along the first route R1 or the second route R2, and the first route R1 or the second route R1. Is a value corresponding to the length T2 of the route R2. That is, the index value C can be applied, for example, an added value of a value depending on the number of times of turning T1 and a value depending on the length T2, and is specifically specified by, for example, the following equation. The formula for specifying the index value C is not limited to the following formula. In addition, the index value C is not limited to the sum of the value depending on the number of times of rounding T1 and the value depending on the length T2.
C = T1 × k1 + T2 × k2

Here, k1 and k2 are parameters based on the score contribution rate and the normalization factor. The parameters k1 and k2 are experimentally and statistically set values. For example, k1 = 0.001 and k2 = 0.07.
The parameter k1 is not limited to 0.001 described above, and may be set to other values other than 0.001. Similarly, the parameter k2 is not limited to the above-described 0.07, and may be set to another value other than 0.07. The combination of the parameters k1 and k2 is not limited to the combination of 0.001 and 0.07.

The parameters k1 and k2 may be fixed values, but may be values changed to arbitrary values in accordance with the preference of the moving route by the driver.
The index value C may take into consideration the time required to switch back and the traveling vehicle speed.
In this example, as the number of times of switching T1 increases, the operation of switching the transmission gear, the operation of switching the rotational direction of the steering wheel, and the operation of stepping on the brake pedal increase, so the burden on the driver increases. Further, in this example, as the length T2 of the movement route (the first route R1 or the second route R2) increases, the duration of the operation of depressing the accelerator pedal becomes longer, and the load on the driver increases.

  The index value C is a value corresponding to the number T1 of turns and the length T2 of the first route R1 or the second route R2 as an example, but it may be a value representing the driver's burden as described above For example, it may be only the number T1 of turnarounds or only the length T2 of the first route R1 or the second route R2.

  Further, the index value C is not limited to those defined by the number of times of reversion T1 and the length T2 of the first route R1 or the second route R2, but is included in the first route R1 or the second route R2. The size of the curvature of the curved line, the time taken to move along the first route R1 or the second route R2, or the parking finally reached by the movement along the first route R1 or the second route R2 It may be defined by the amount of deviation between the target position and the actual parking position, a combination thereof, or a combination of these with the number of times of turning back T1 or the path length T2.

In this case, the index value C becomes larger as the curvature of the curve becomes larger, but the centrifugal force acting on the driver becomes stronger as the curvature of the curve becomes larger, so the burden on the driver increases.
In addition, although the index value C increases as the time taken for movement along the movement route (the first route R1 or the second route R2) increases, the operation by the driver as the time required for movement increases. The driver's burden increases because the duration of the

  The gear determination unit 7 acquires (detects) the transmission gear selected in the vehicle. The detection of the transmission gear by the gear determination unit may be at least detection of whether the gear is a forward gear, a reverse gear, or neutral. Further, the gear determination unit 7 is a gear for backward movement corresponding to the forward movement of the first route R1 selected by the cost determination unit 6 or the selected second route R2. Determine if it matches the gear of.

  The presentation unit 8 corresponds to the transmission gear detected by the gear determination unit 7 corresponding to the forward gear or the second route R2 selected by the cost determination unit 6 corresponding to the first route R1 selected by the cost determination unit 6 If it does not match the gear for reverse movement, the gear for forward movement corresponding to the first route R1 selected by the cost determination unit 6 or the gear for reverse movement corresponding to the second route R2 selected by the cost determination unit 6 To present.

That is, when the cost determination unit 6 selects the first route R1 in which the direction of forward movement is the direction of start of movement, since the operation at the time of start of movement is forward, the gear for forward movement is selected as the transmission gear. There is a need. When the transmission gear of the vehicle detected by the gear determination unit 7 is a forward gear, the parking operation may be started with the forward gear.
On the other hand, when the transmission gear of the vehicle detected by the gear determination unit 7 is a gear for backward movement, it is necessary to switch to a gear for forward movement, so the presentation unit 8 presents the gear for forward movement to be switched. .

On the other hand, when the cost determination unit 6 selects the second route R2 in which the reverse direction is the direction of start of movement, the operation at the start of movement is reverse, so the gear for reverse is the transmission gear. It needs to be selected. When the transmission gear of the vehicle detected by the gear determination unit 7 is a gear for reverse movement, the parking operation may be started with the gear for reverse movement unchanged.
On the other hand, when the transmission gear of the vehicle detected by the gear determination unit 7 is a forward gear, it is necessary to switch to a reverse gear, and the presentation unit 8 presents the reverse gear to be switched. .

The presentation of the forward gear or reverse gear by the presentation unit 8 is information identifying the forward gear or reverse gear on an instrument panel or a navigation display provided on the vehicle ( It is possible to adopt an aspect in which characters, patterns, etc. are displayed, and an aspect in which the information is pronounced by voice or the like. In this case, the driver recognizes the presented gear and urges the driver to switch gear gears.
In the presenting unit 8, the transmission gear detected by the gear determining unit 7 corresponds to the first route R1 selected by the cost determining unit 6, or the second route R2 selected by the cost determining unit 6 or the forward gear. Even when the gear for backward movement is matched with the gear for backward movement, the cost determination unit 6 may present the gear for forward movement selected or the selected gear for reverse movement.

  When the vehicle control unit 15 (a device for controlling driving, braking, steering, shifting, etc. of the vehicle) shown in FIG. 1 is provided in the vehicle, the gear for forward movement or the gear for backward movement by the presentation unit 8 is As a presentation, it is also possible to apply an aspect of outputting to the vehicle control unit 15 a signal for shifting for switching to the selected gear. In this case, the vehicle control unit 15 receives the shift signal presented from the presentation unit 8 and switches the transmission gear to the presented gear.

  Further, the transmission gear detected by the gear determination unit 7 is a forward gear corresponding to the first route R1 selected by the cost determination unit 6 or a reverse gear corresponding to the second route R2 selected by the cost determination unit 6 The vehicle control unit 15 selects the cost determination unit 6 by the presentation unit 8 presenting the forward gear selected by the cost determination unit 6 or the selected reverse gear selected even when the gears match the It can be an instruction to start the control of the vehicle so as to automatically perform the parking operation of the vehicle along the moving route along the second route R2 selected by the first route R1 or the cost determination unit 6.

<Operation of Parking Route Setting Device>
FIG. 2 is a flowchart showing the processing of the parking path setting device 1 shown in FIG.
As shown in FIG. 2, when the parking path setting device 1 receives an instruction to start the processing of the parking path setting by pressing the parking path setting start button or the like while the vehicle is in a stopped state, as shown in FIG. The target position setting unit 3 sets a parking target position based on the detected parking area (S1).

Further, in the parking path setting device 1, the map generation unit 2 generates the map M based on the situation around the vehicle detected by the camera 14 (S2). When there is an obstacle in the image taken by the camera 14 as a situation around the vehicle, a map M including the obstacle is created.
The setting of the parking target position (S1) and the creation of the map M (S2) may be performed in the opposite order to the above description, or may be performed in parallel.

  Then, based on the map M created by the map creation unit 2, the route creation unit 4 avoids obstacles, and from the current position P0 of the vehicle to the parking target position set by the target location setting unit 3 As a movement route, a first route R1 with the forward direction of the vehicle as the direction of movement start and a second route R2 with the backward direction of the vehicle as the direction of movement start are generated (S3).

  Next, the cost determination unit 6 of the route selection unit 5 evaluates each cost of the first route R1 and the second route R2 generated by the route generation unit 4 (S4). Specifically, the cost determination unit 6 calculates the index value C1 which is the cost of the first route R1 and the index value C2 which is the cost of the second route R2, and calculates the index value C1 and the index value C2. Are compared to select the first path R1 corresponding to the smaller index value C1 or the second path R2 corresponding to the smaller index value C2.

FIG. 3 is a flowchart showing the details of the process of calculating the index values C1 and C2 corresponding to the routes R1 and R2 by the cost determination unit 6.
As shown in FIG. 3, the cost judging unit 6 is configured to set index values C of the movement route (first route R1 and second route R2) (index value C1 of the first route R1 and second index R2 of the second route R2). The initial value of the index value C2) is set to 0 (zero) (S11).

  Next, the cost determination unit 6 determines whether the movement route can reach the parking target position (S12). When it is determined that the cost determination unit 6 can not reach the parking target position (NO in S12), the index value C is set to a possible maximum value (S16). For example, when 8 bits (0 to 255 in decimal) are assigned to the index value C, the index value C is set to 255. Instead of setting the index value C to the maximum value, the moving route may be excluded from the moving route candidates to be set by the parking route setting device 1.

  In the above description, it is assumed that the movement route for which the index value C is to be calculated in the cost determination unit 6 is a route that can not reach the parking target position, but the parking target position is reached as such. Since the route that can not be determined is not regarded as the moving route generated as the first route R1 or the second route R2 in the first place in the route generation unit 4, it is not output from the route generation unit 4 and the cost determination unit 6 The process and the process of S16 may be excluded.

If the cost determination unit 6 determines that the movement route can reach the parking target position (YES in S12), the number T1 of times of switching which is switching between forward and backward movement for movement along the movement route is determined Acquire (S13). Subsequently, the cost determination unit 6 acquires the length T2 of the movement route (S14). Note that the acquisition of the number of times of switching T1 and the acquisition of the length T2 of the movement path may be performed in the opposite order to the above description, or may be performed in parallel.
Next, the cost determination unit 6 calculates an index value C of each movement route based on the acquired number of times of rounding T1, the length T2, and the parameters k1 and k2 set in advance (S15).

Next, as shown in FIG. 2, the gear determination unit 7 acquires (detects) the transmission gear currently selected in the vehicle (S5).
Note that the process of obtaining the transmission gear by the gear determination unit 7 may be performed in the order prior to any of the above-described processes (S1, S2, S3, S4), or any one of these processes ((1) It may be performed in parallel with S1, S2, S3, S4).
Then, the gear determination unit 7 determines that the obtained current transmission gear is a gear corresponding to the forward movement of the first route R1 selected by the cost determination unit 6 or a reverse movement corresponding to the selected second route R2. It is determined whether or not it matches with the gear (S6).

When the gear determination unit 7 determines that the transmission gears match (YES in S6), the presentation unit 8 selects the first route R1 selected by the cost determination unit 6 or the selected second route R2. , Etc., to start assistance for parking operation by the driver (parking assist) (S7).
Further, in the case of a vehicle provided with the vehicle control unit 15, the presentation unit 8 outputs the first route R1 selected by the cost determination unit 6 or the selected second route R2 to the vehicle control unit 15 The vehicle control unit 15 starts assisting the parking operation (S7).

  On the other hand, when gear determination unit 7 determines that the transmission gears do not match (NO in S6), gear determination unit 7 determines the gear corresponding to the forward movement of first path R1 selected by cost determination unit 6. Alternatively, a signal specifying the reverse gear corresponding to the selected second path R2 is output to the presentation unit 8. Then, the presentation unit 8 presents the gear input from the gear determination unit 7 to the driver (S8). The gear presentation by the presentation unit 8 is display on a display or the like, sound generation by voice, etc., and the driver is prompted to switch the gear and waits for gear switching to be performed (S9).

Whether or not the gear has been changed is determined by the gear determination unit 7 detecting the transmission gear, and presentation of the gear by the presentation unit 8 is continued until the gear is changed (NO in S9). On the other hand, when the gear is changed (YES in S9), the presentation unit 8 displays the first route R1 selected by the cost determination unit 6 or the selected second route R2 on a display etc. Then, the driver's assistance for parking operation (parking assist) is started (S7).
Further, in the case of a vehicle provided with the vehicle control unit 15, the presentation unit 8 outputs the first route R1 selected by the cost determination unit 6 or the selected second route R2 to the vehicle control unit 15 The vehicle control unit 15 starts assisting the parking operation (S7).

<Example of Specific Path Setting by Parking Path Setting Device>
4-9 is a schematic diagram which shows the example of the path setting by the parking path setting apparatus 1. FIG.
In the setting example of FIG. 4, three vehicles 20, 30 and 40 have already been parked on the left side of the vehicle 10 on which the parking path setting device 1 is mounted in a posture substantially orthogonal to the vehicle 10. The vehicle 20 is positioned forward of the driver's seat of the vehicle 10 and the vehicles 30 and 40 are positioned rearward of the driver's seat of the vehicle 10 as a position in a direction along the direction of the vehicle 10.

A parking area S, which is a space suitable for parking the vehicle 10 in the same direction as the vehicles 20 to 40, exists between the vehicle 20 and the vehicle 30. The parking area S is located slightly in front of the driver's seat of the vehicle 10 as a position in a direction along the direction of the vehicle 10.
In addition, an obstacle 90 different from the vehicles 20 to 40 is present in front of the front end of the own vehicle 10 across a space about the width of the vehicle 20. In addition, vehicles 20-40 other than the own vehicle 10 are also one of the obstacles for the own vehicle 10.
The driver of the host vehicle 10 is scheduled to move forward first to park the host vehicle 10 in the parking area S located in front of the driver's seat of the host vehicle 10, and the forward gear is used as a transmission gear. It is in the state of selection. Also, the steered wheels are neutral (straight ahead).

In the above situation, the parking route setting device 1 operates as follows. That is, the target position setting unit 3 sets a point P inside the parking area S as a parking target position based on the image captured by the camera 14 installed in the host vehicle 10 (S1 in FIG. 2).
Next, the map creation unit 2 creates the map M based on the image captured by the camera 14 (S2 in FIG. 2).

  Next, as the movement route from the current position of the vehicle 10 to the parking target position P, the route generation unit 4 sets the first route R1 with the forward direction as the movement start direction and the reverse direction as the movement start direction. The second route R2 is set (S3 in FIG. 2). In addition, in FIG. 4, each path | route R1 and R2 are each shown by the continuous line.

Here, in the first route R1, even if the vehicle 10 hits or does not hit the obstacle 90, it is necessary to switch frequently in a narrow space, and the number of times of switching T1 becomes extremely large.
In the case of hitting the obstacle 90, the first route R1 can not reach the parking target position P. Therefore, in the next process, the cost judgment unit 6 sets the index value C1 of the first route R1 to the maximum value (S16 in FIG. 3).
On the other hand, even if the obstacle 90 is not hit, the index value C1 of the first route R1 becomes a large value if the number of times of turning back T1 becomes very large.

Since the index value C is the sum of the value depending on the number T1 of turns and the value depending on the length T2 of the movement path, the magnitude relation of the index value C is only the magnitude relation of the number T1 of turns. It does not depend on it. However, with regard to the length T2 of the movement path, the degree of influence on the driver's burden is smaller than the number T1 of turns back, and the degree of influence changes depending on the setting of the parameters k1 and k2. In the following description, it is assumed that the magnitude relationship of the number of times of rounding T1 has a great influence on the magnitude relationship of the index value C. The same applies to the following setting examples.
In the parking path setting device and the parking path setting method according to the present invention, the magnitude relationship of the number of times of turning back has a greater influence on the magnitude relationship of index values than the magnitude relationship of other elements (length of travel route etc.). It is not limited to things.

  The cost determination unit 6 calculates index values C1 and C2 for the generated first route R1 and second route R2 (S11 to S16 in FIG. 3), and selects the moving route with the smaller index value C. Since the index value C1 of the first route R1 is set to the maximum value or the large value as described above (S4 in FIG. 2), the cost determination unit 6 determines that the value is small because the number T1 of roundings is small. The second route R2 corresponding to the value C2 is selected (S4 in FIG. 2).

Then, the gear determination unit 7 detects a forward gear as the transmission gear in the current vehicle 10 (S5 in FIG. 2), so that the transmission gear corresponding to the second route R2 selected by the cost determination unit 6 ( It does not coincide with the reverse gear) (NO in S6 of FIG. 2). Therefore, the presentation unit 8 presents a reverse gear corresponding to the selected second route R2 (S8 in FIG. 2), and urges the driver to change the transmission gear to a reverse gear. .
After the transmission gear is changed to a reverse gear, parking operation is supported (S7 in FIG. 2).

  As described above, in the situation shown in FIG. 4, the parking path setting device 1 sets the moving path with less burden on the driver without hitting the obstacle 90 and the shift that is actually selected in the vehicle 10. It is possible to urge the gear to be changed to the gear corresponding to the set movement path.

In the setting example of FIG. 5, one vehicle 20 is ahead of the vehicle 10 on which the parking path setting device 1 is mounted, and another vehicle 30 is on the left side of the vehicle 10 with the vehicle 10. It is already parked in an attitude that crosses diagonally.
A parking area S, which is a space suitable for parking the vehicle 10 in the same direction as the vehicles 20 and 30, exists between the vehicle 20 and the vehicle 30. The parking area S is located slightly in front of the driver's seat of the vehicle 10 as a position in a direction along the direction of the vehicle 10.
The driver of the host vehicle 10 is scheduled to move forward first to park the host vehicle 10 in the parking area S located in front of the driver's seat of the host vehicle 10, and the forward gear is used as a transmission gear. It is in the state of selection. Also, the steered wheels are neutral.

  In the above situation, the parking path setting device 1 sets the parking target position P (S1 in FIG. 2) and creates the map M (S2 in FIG. 2), as in the setting example shown in FIG. The route R1 and the second route R2 are set (S3 in FIG. 2). In addition, in FIG. 5, each path | route R1 and R2 are each shown by the continuous line.

The cost determination unit 6 calculates index values C1 and C2 for the generated first route R1 and second route R2 (S11 to S15 in FIG. 3), and selects the moving route with the smaller index value C. (S4 in FIG. 2).
Here, in the first route R1, it is necessary for the vehicle 10 to switch frequently in a narrow space, and the number T1 of turns is very large, and the index value C1 of the first route R1 becomes a large value (S11 to S15 in FIG. 3). On the other hand, the second route R2 has a small number of times T2 of turnaround, and the index value C2 of the second route R2 is smaller than the index value C1.
Therefore, the cost determination unit 6 selects the second route R2 (S4 in FIG. 2).

Then, the gear determination unit 7 detects the forward gear (S5 in FIG. 2), and the gear determination unit 7 does not match the transmission gear (retraction gear) corresponding to the second route R2 selected by the cost determination unit 6 The presentation unit 8 presents a reverse gear corresponding to the selected second route R2 (S8 in FIG. 2), and urges the driver to change the transmission gear to a reverse gear.
After the transmission gear is changed to a reverse gear, parking operation is supported (S7 in FIG. 2).

  Thus, in the situation shown in FIG. 5, the parking path setting device 1 sets a moving path with a small burden on the driver and a small burden on the driver since the index value C is small. It is possible to urge change of the selected transmission gear to a gear corresponding to the set movement path.

  In the setting example of FIG. 6, three vehicles 20, 30, 40 are already parked on the left side of the host vehicle 10 on which the parking path setting device 1 is mounted in a posture intersecting the host vehicle 10. As a position in a direction along the direction of the host vehicle 10, the vehicles 20 to 40 are located behind the driver's seat of the host vehicle 10.

A parking area S, which is a space suitable for parking the vehicle 10 in the same direction as the vehicles 20 to 40, exists between the vehicle 30 and the vehicle 40. The parking area S is located rearward of the driver's seat of the vehicle 10 as a position in a direction along the direction of the vehicle 10.
The driver of the host vehicle 10 is in a state of stopping by passing the side of the vehicles 20 to 40 in the forward direction, and is in the state of selecting the forward gear as the transmission gear. Also, the steered wheels are in a straight ahead state.

  In the above situation, the parking path setting device 1 sets the parking target position P (S1 in FIG. 2) and creates the map M (S2 in FIG. 2), as in the setting example shown in FIG. The route R1 and the second route R2 are set (S3 in FIG. 2).

The cost determination unit 6 calculates index values C1 and C2 for the generated first route R1 and second route R2 (S11 to S15 in FIG. 3), and selects the moving route with the smaller index value C. (S4 in FIG. 2).
Here, since the first route R1 moves forward once and then retreats to become a moving route overlapping the second route R2, the number T1 of turns is greater than the number T1 of turns in the second route R2. The index value C1 of the first route R1 is larger than the index value C2 of the second route R2 (S11 to S15 in FIG. 3).
Therefore, the cost determination unit 6 selects the second route R2 (S4 in FIG. 2).

Then, the gear determination unit 7 detects the forward gear (S5 in FIG. 2), and the gear determination unit 7 does not match the transmission gear (retraction gear) corresponding to the second route R2 selected by the cost determination unit 6 The presentation unit 8 presents a reverse gear corresponding to the selected second route R2 (S8 in FIG. 2), and urges the driver to change the transmission gear to a reverse gear.
After the transmission gear is changed to a reverse gear, parking operation is supported (S7 in FIG. 2).

  As described above, in the situation shown in FIG. 6, the parking path setting device 1 sets the moving path with less burden on the driver since the index value C is small, and the transmission gear actually selected in the vehicle 10 Can be urged to be changed to the gear corresponding to the set movement path.

  In the setting example of FIG. 7, two vehicles 20 and 30 have already been parked in a posture substantially parallel to the vehicle 10 on the left side of the vehicle 10 on which the parking path setting device 1 is mounted. The vehicle 20 is positioned forward of the driver's seat of the vehicle 10 and the vehicle 30 is positioned rearward of the driver's seat of the vehicle 10 as a position along the direction of the vehicle 10.

Between the vehicle 20 and the vehicle 30, there is a parking area S which is a space suitable for parallel parking of the vehicle 10 in the same direction as the vehicles 20 and 30. The parking area S is a position substantially in the same direction as the driver's seat of the vehicle 10 in FIG. 7A as a position in the direction along the direction of the vehicle 10, and is more than the driver's seat of the vehicle 10 in FIG. It is located at the rear.
In FIG. 7A, although the driver of the vehicle 10 attempts parallel parking in the parking area S by his / her own driving operation, it is determined that parking can not be performed during turnaround during the backward movement and is stopped, As the transmission gear, a reverse gear is selected. In FIG. 7 (B), the driver of the vehicle 10 stops at the start position for starting the reverse movement in order to parallel park in the parking area S, but the stopped position is too close to the rear and parking is not possible. In this state, it is determined that the reverse gear is selected as the transmission gear.

  In the above situation, the parking path setting device 1 sets the first path R1 and the second path R2 in the same manner as the setting example shown in FIGS. Similarly, in the case of FIG. 7A and FIG. 7B, the second route R2 in which the direction of movement start is the backward direction can not reach the parking target position or the number T1 of turns is large. On the other hand, since the first route R1 in which the direction of movement start is forward is smaller than the number T1 of switching back the second route R2, the cost determination unit 6 determines that the first index value C is small. The route R1 is selected (S4 in FIG. 2).

Then, the gear determination unit 7 detects a gear for backward movement (S5 in FIG. 2), and does not match the transmission gear (gear for forward movement) corresponding to the first route R1 selected by the cost determination unit 6 The presentation unit 8 presents a forward gear corresponding to the selected first path R1 (S8 in FIG. 2), and urges the driver to change the transmission gear to a forward gear.
After the transmission gear is changed to a forward gear, parking operation is supported (S7 in FIG. 2).

  As described above, in the situations shown in FIGS. 7A and 7B, the parking path setting device 1 sets a moving path with a small burden on the driver since the index value C1 is small, and It is possible to urge change of the transmission gear actually selected to a gear corresponding to the set movement path.

FIG. 8 is a schematic view showing an example of a generation method when the route generation unit 4 generates a movement route. FIG. 8 shows an example in which the second route R2 in which the backward direction is the direction of movement start is applied as the route generated by the route generation unit 4, but the first route R1 in which the forward direction is the direction of movement start Can be generated similarly.
First, of the second path R2, a path R21 extending first in the backward direction is generated. The route R21 is generated from the current position of the vehicle 10 with a clothoid curve, and reaches a position F1 before contacting another vehicle 40 or 50 that has already been parked.

Next, from position F1, a path R22 extending in the forward direction is generated. The path R22 is generated from the position F1 by a clothoid curve, and reaches a position before contacting the obstacle 90 as the reaching position. The rate of change of curvature of the clothoid curve of the route R22 is set according to the distance from the position F1 to the obstacle 90, and may be a straight line where the rate of change of curvature is 0 (zero).
Similarly, while alternately generating a reverse direction path and a forward direction path, finally generate a path having the parking target position P as an arrival position, and connect all the generated paths, It is set as one candidate of route R2.

  Here, when generating the second route R2, a position to be turned back in the forward direction is set at, for example, an interval of 10 [cm] also before reaching the position F1 along the first route R21. In the example of FIG. 8, the path generation unit 4 generates, on the path R <b> 21, a position F <b> 2 before the position F <b> 1 by, for example, 10 cm and a position F <b> 3 before the position F <b> 2 by, for example, 10 cm. Then, a path R23 extending in the forward direction from the position F2 to the forward position to contact the obstacle 90, which is formed of a clothoid curve, is generated by cutting back in the forward direction. Similarly, a path R24 extending in the forward direction from the position F3 to a position in front of contact with the obstacle 90, which is formed by a clothoid curve, is generated.

Thereafter, while alternately generating the backward direction path and the forward direction path from the position reached by the path R23, finally the path having the parking target position P as the reached position is generated, and all generated paths are It connects and makes it another candidate of 2nd path | route R2.
Similarly, while alternately generating a reverse direction path and a forward direction path from the position reached by the path R24, a path having the parking target position P finally reached is generated, and all generated paths To be one more candidate for the second route R2.

Then, the route generation unit 4 may select, for example, a candidate with the shortest moving route length from among the generated second route R2 candidates, and set it as the second route R2. In addition, as a method of selecting one of the generated second route R2 candidates as the second route R2, in addition to the length of the moving route, other factors such as the number of roundings, etc. It may be selected accordingly.
In addition, for example, in the case of the second route R2, the route generation unit 4 does not generate a plurality of candidates for each of the routes R1 and R2. For example, in the case of the second route R2, only one candidate including the route R21 reaching the position F1 is May be generated as a route R2 of

FIG. 9 is a schematic view showing another example of a generation method when the route generation unit 4 generates a movement route, in which (A) shows the state shown in FIG. 7 (A) and (B) shows FIG. The state shown to B) is each shown.
FIG. 9 shows an example in which the first route R1 in which the forward direction is the direction of movement start is applied as the route generated by the route generation unit 4. However, the second route R2 in which the backward direction is the direction of movement start Can be generated similarly.

First, of the first paths R1, a path R11 extending first in the forward direction is generated. The route R11 is generated as a clothoid curve from the current position of the vehicle 10, and the arrival position is an entrance reference position F0 which is originally set as a reference to start the reverse parking of the parallel parking. In the example of FIG. 9B, the route R11 is a straight line.
That is, the route reference position F0 is a position where the vehicle 10 can be guided to the parking target position P of the parking area S by performing the standard operation of parallel parking from the entry reference position F0. Is the position generated by

  At this time, the route R11 is the route to reach the entry reference position F0, but the route R0 from the entry reference position F0 to the target parking position P is known when the entry reference position F0 is set. Because of this, the route generation unit 4 may generate a route obtained by adding the route R0 to the route R11 as the first route R1.

When the route R11 intersects with the route R0 set as the movement route from the entry reference position F0 to the parking target position P before the route R11 reaches the entry reference position F0, the route generation unit 4 The route R11 from the current position of the vehicle to the position F1 corresponding to the intersection P1 and the route R0 from the position F1 to the parking target position P are connected to generate the first route R1. Just do it.
By shortening both paths R11 and R0 in this manner, the entire length T2 of the first path R1 can be shortened.

<Effect by parking route setting device>
As described above in detail, according to the parking path setting device 1 of the present embodiment, regardless of the transmission gear actually selected when setting the moving path for parking, the forward direction A first route R1 in which the movement start direction is generated and a second route R2 in which the backward direction is the movement start direction are respectively generated.
Therefore, the degree of freedom in generating the movement path can be improved as compared with the case where only the movement path in which the traveling direction of the transmission gear actually selected is the direction of movement start is generated.

  In particular, when an obstacle exists in the direction of movement start, the conventional one avoids the obstacle and generates a path to the parking target position even if trying to generate a movement path that starts moving in the direction toward the obstacle Even if it can not be done or it can be generated temporarily, the moving route is complicated, and the movement along the moving route may increase the load on the driver.

On the other hand, the parking route setting device 1 of the present embodiment generates the first route R1 that starts moving in the forward direction and the second route R2 that starts moving in the reverse direction, whereby the forward direction is generated. Alternatively, even if there is an obstacle in the backward direction, it is easy to set a path avoiding the obstacle by adopting a path that starts moving in the direction opposite to the obstacle, and it is possible for the driver to It becomes easy to set a movement route with a reduced load.
Moreover, for the first route R1 and the second route R2 thus generated, index values C1 and C2 as costs corresponding to the burden on the driver are calculated, and the index value C1 and the index value C2 are calculated. Since the moving route (the first route R1 or the second route R2) having the smaller value of the above is selected and set as the moving route, the moving route with a smaller burden on the driver can be set.

  The operation (action) of the parking route setting device 1 of the present embodiment is an embodiment of the parking route setting method according to the present invention.

Further, in the parking path setting device 1 of the present embodiment, the gear actually selected in the vehicle corresponds to the gear corresponding to the first path R1 selected by the path selection unit 5 or the selected second path R2 By presenting the gear corresponding to the first route R1 selected by the route selection unit 5 or the gear corresponding to the selected second route R2 when the gears do not coincide with The driver can be urged to change the transmission gear.
Further, in the vehicle provided with the vehicle control unit 15, the presentation unit 8 controls the gear corresponding to the first route R1 selected by the route selection unit 5 or the gear corresponding to the selected second route R2. By outputting to the unit 15, switching of the transmission gear by the vehicle control unit 15 can be performed automatically.

  The parking route setting device 1 according to the present embodiment uses the index value C calculated by the route selection unit 5 as the number of times T1 of switching back and forth, which is switching between forward and backward movement for moving along each route R1 and R2. Since the value corresponds to the length T2, it is possible to appropriately cope with the driver's burden in the movement along each of the routes R1 and R2.

  In the parking path setting device 1 of the present embodiment, the target position setting unit 3 sets only one parking target position. For example, when a plurality of parking areas exist in an image captured by the camera 14, The target position setting unit 3 may set one parking target position candidate corresponding to the driver's instruction from the plurality of parking target position candidates respectively corresponding to the plurality of parking areas.

FIG. 10 is a block diagram showing an example of a detailed configuration of the target position setting unit 3.
Specifically, as shown in FIG. 11, the target position setting unit 3 includes a candidate presenting unit 3a that presents a plurality of parking target position candidates when there are a plurality of parking target position candidates that can be the parking target position, Selection acceptance unit 3b accepting an instruction to select one parking target position candidate by the driver (an example of the user) among a plurality of parking target position candidates presented to candidate presentation unit 3a, and selection acceptance unit 3b And a candidate selection unit 3c configured to set one parking target position candidate as the parking target position.
Then, the target position setting unit 3 outputs the parking target position set by the candidate selection unit 3c to the route generation unit 4, so that the parking route setting device 1 of the present embodiment can drive the parking region among the plurality of parking areas. It is possible to appropriately set a moving path for parking the vehicle in the parking area where the person wants to park.

In addition, the candidate presentation part 3a can apply the display part etc. which display a parking target position candidate by the character (a number, a symbol, etc. are included) etc. corresponding to an image or a parking target position candidate. In this case, when the presentation unit 8 is a display, the candidate presentation unit 3a and the presentation unit 8 can be shared.
Further, when a character (including numbers and symbols) is attached corresponding to the parking target position candidate, the selection receiving unit 3b can apply a button, a switch, or the like that receives an input of the character. When the candidate presentation unit 3a is used as a display unit, a cursor, a mouse, a touch panel or the like for selecting a plurality of parking target position candidates displayed on the display unit (candidate presentation unit 3a) is applied as the selection reception unit 3b. You can also

In the parking route setting device 1 of the present embodiment, the target position setting unit 3 automatically sets the parking target position, but the driver can manually correct the parking target position set automatically. Good.
That is, for example, when the parking target position set automatically by the target position setting unit 3 deviates from the driver's recognition, the driver manually corrects the set parking target position to drive the vehicle. The vehicle can be parked at a parking target position suitable for the recognition of the person.

  Also, for example, according to the driver's preference, the user wants to park to the right of the parking target position automatically set by the target position setting unit 3, or to the left of the parking target position automatically set by the target position setting unit 3. When there is a desire to park the vehicle, the driver can manually fix the set parking target position to park the vehicle at the parking target position suitable for the driver's preference.

FIG. 11 is a block diagram showing another example of the detailed configuration of the target position setting unit 3.
In this case, as shown in FIG. 11, in the target position setting unit 3, a target position presentation unit 3d for presenting the set parking target position and a driver for the parking target position presented in the target position presentation unit 3d Based on the position correction instruction received by the position correction receiving unit 3e, the position correction receiving unit 3e for receiving a position correction instruction from (user) and the set parking target position are corrected and set as the parking target position. And a position correction unit 3f.

  Then, the target position setting unit 3 outputs the parking target position set by the position correction unit 3 f to the route generation unit 4, so that the parking route setting device 1 of the present embodiment can make the driver's desire and preference A moving path for parking the vehicle at a suitable parking target position can be appropriately set.

The target position presentation unit 3d can apply a display unit or the like that displays the parking target position as an image. In this case, when the presentation unit 8 is a display, the target position presentation unit 3d and the presentation unit 8 can be shared.
Further, the position correction receiving unit 3e can apply, for example, a cross key (cross button) switch or the like corresponding to the movement of the position of the image in the target position presenting unit 3d. The position correction receiving unit 3e is not limited to the cross key (cross button) switch, and a cursor for moving the position vertically and horizontally, a mouse, a touch panel, or the like may be applied.

FIG. 12 is a block diagram showing still another example of the detailed configuration of the target position setting unit 3.
As shown in FIG. 12, the target position setting unit 3 is selected by the candidate presenting unit 3a that presents the plurality of parking target position candidates described above, the selection accepting unit 3b, the candidate selecting unit 3c, and the candidate selecting unit 3c. The target position presentation unit 3d for presenting the parking target position, the position correction reception unit 3e, and the position correction unit 3f may be provided. In this case, the candidate presentation unit 3a and the target position presentation unit 3d may be shared, or the selection reception unit 3b and the position correction reception unit 3e may be shared.

Reference Signs List 1 parking path setting device 2 map creation unit 3 target position setting unit 4 route generation unit 5 route selection unit 6 cost determination unit 7 gear determination unit 8 presentation unit 10 vehicle 14 camera 15 vehicle control unit C1 index value C2 index value M map P Parking target position R1 First route R2 Second route S Parking area T1 number of times T2 Length k1, k2 Parameter

Claims (8)

A map creation unit that creates a map of the surroundings of the vehicle based on obstacles detected around the vehicle;
A target position setting unit configured to set a parking target position to be a target for parking based on a parking area detected around the vehicle;
As the movement route of the vehicle from the current position of the vehicle to the target parking position set by the target position setting unit, avoiding the obstacle based on the map generated by the map generation unit A route generation unit that generates a first route in which the forward direction of the vehicle is the direction of start of movement and a second route in which the reverse direction of the vehicle is the direction of start of movement;
An index value corresponding to the burden of the driver is calculated for each of the first route and the second route generated by the route generation unit, and an index value corresponding to the first route and the second value are calculated. A path selection unit configured to select the first path or the second path by comparison with an index value corresponding to the path.   The route selection unit is a gear determination unit that detects a transmission gear selected in the vehicle, and a forward gear or the transmission gear detected by the gear determination unit corresponds to the selected first route, or The parking path setting device according to claim 1, further comprising: a presentation unit that presents a gear corresponding to the selected route when it is different from the reverse gear corresponding to the selected second route.   The index value calculated by the route selection unit is a value corresponding to the number of turns back and forth, which is switching between forward and backward movement for moving along each route, and the length of the moving route. The parking path setting device according to claim 1. The parking area around the vehicle and an ambient condition detection unit for detecting the obstacle,
The map creation unit creates a map of the surroundings of the vehicle based on the obstacle detected by the surrounding condition detection unit,
The parking path setting device according to any one of claims 1 to 3, wherein the target position setting unit sets the parking target position based on the parking area detected by the surrounding condition detection unit.   The target position setting unit is a candidate presenting unit that presents a plurality of parking target position candidates when there are a plurality of parking target position candidates that can be the parking target position, and a plurality of the above presented to the candidate presenting unit Among the parking target position candidates, a selection receiving unit that receives an instruction to select one parking target position candidate by the user, and a candidate selecting unit that sets one parking target position candidate received by the selection receiving unit as the parking target position And the parking path setting device according to any one of claims 1 to 4.   The target position setting unit is a target position presentation unit that presents the parking target position, and a position correction reception unit that receives a position correction instruction from the user for the parking target position presented to the target position presentation unit. 6. The position correction unit for correcting the parking target position based on the position correction instruction received by the position correction receiving unit and setting the parking target position as the parking target position. The parking route setting device according to claim 1. Creating a map of the surroundings of the vehicle based on obstacles detected around the vehicle;
Setting a parking target position to be a parking target based on a parking area detected around the vehicle;
As a moving route of the vehicle from the current position of the vehicle to the parking target position avoiding the obstacle based on the map, a first route in which the forward direction of the vehicle is the direction of starting movement Generating a second route in which the backward direction of the vehicle is the direction of movement start;
An index value corresponding to a driver's burden is calculated for each of the first route and the second route,
A parking path setting method for selecting the first path or the second path by comparing an index value corresponding to the first path with an index value corresponding to the second path.   The parking path setting method according to claim 7, wherein the index value is calculated as a value corresponding to the number of turning of steered wheels for movement along each path and the length of the path.