JP6564290B2 - Automatic driving device - Google Patents

Description

  The present invention relates to an automatic driving device that is provided in an automobile such as a passenger car and that automatically escapes (leaves) from parallel parking, and particularly relates to an apparatus that improves safety when escape from parallel parking.

  Driving assistance control that guides the driver forward / backward and steering operations when escaping from the parallel parking (going out) or performing parallel parking in order to reduce the burden on the driver in cars such as passenger cars It has been proposed to perform parallel parking and escape automatically by performing automatic driving and automatically driving the vehicle.

As a conventional technique related to driving support at the time of parking or leaving a vehicle, for example, Patent Document 1 acquires a video of all directions around a vehicle by a plurality of cameras, transforms and synthesizes the acquired videos, and creates a new one. A vehicle video presentation device that generates video and displays it on a monitor is described.
In Patent Document 2, in a start support device that provides driving operation guidance to a driver when evacuating from a parking section, the possibility of escaping is determined and the number of necessary turn-back operations that occur in the evacuation operation can be calculated and escaped. In some cases, it is described that a notification output of the number of necessary switching operations is performed prior to the guidance output.
In Patent Document 3, in a vehicle start support device that performs start support from parallel parking or roadside parking, a warning target such as another vehicle approaching from the rear side of the host vehicle is specified, and the risk of collision between the host vehicle and the warning target is determined. And outputting an alarm based on the above and controlling the accelerator pedal reaction force.
Japanese Patent Application Laid-Open No. 2004-151561 describes that in the warehousing support apparatus, in consideration of the return of the steering angle associated with the steering characteristics of the vehicle, the control for increasing the steering is performed by increasing the target steering angle.
In Patent Document 5, in a vehicle rear side warning device that outputs an alarm when another vehicle approaches from the rear side of the vehicle, even if the detection state of the other vehicle is interrupted, the other vehicle is subject to warning. It is described that a predetermined alarm is continuously output until the alarm target area exit time elapses after entering the area.
Japanese Patent Application Laid-Open No. H10-260260 displays a picture of the surrounding information behind the side of the host vehicle as image information and detects an approaching moving body when parallel parking is performed. It is described that an alarm is issued in the event of a failure.
In Patent Document 7, in a vehicle visual assistance device that displays an image of the periphery of a vehicle, the vehicle driving state and road information are accumulated as information associated with each other, and an image is displayed in accordance with an expected change in the driving state. The automatic selection is described.
In Patent Document 8, in a vehicle exit mode selection display device used in combination with a parking assist device that performs parking and exit by automatic steering, the parking mode is determined when parking in a parking space, and an exit start instruction is issued. It describes that the choice of the delivery mode corresponding to the parking mode is specified and displayed according to the above.
In Patent Document 9, in a parallel parking guidance device that guides a driver using an image of a camera that captures the outside of a vehicle during parallel parking, an interval at which the vehicle behind can reliably start without being affected by the own vehicle. It is described that a predetermined mark is displayed at a corresponding monitor position.
Patent Document 10 describes that in a parking assistance system, a parking space is measured to calculate a target locus of the host vehicle, and an alarm is output when a collision with a parking area limit is near.

Japanese Patent Application Laid-Open No. 11-78692 JP 2009-190531 A JP 2013-149179 A JP 2014-121984 Japanese Patent Laying-Open No. 2015-055566 Patent No. 4100026 Patent No. 5027759 Patent No. 5155222 Japanese Patent No. 5464777 US Patent No. 7786896

In a vehicle having a function of escaping (departing) from parallel parking by automatic driving, generally other vehicles approaching from the rear side of the host vehicle are monitored by rear recognition means such as a rear side radar.
However, when the non-detection area (area that becomes a blind spot) of the rear recognition means is increased by an obstacle such as a parked vehicle that exists immediately after the host vehicle, the vehicle can safely escape from parallel parking by automatic driving. May be difficult.
Especially when the host vehicle approaches the rear vehicle from an oblique direction due to escape from parallel parking, and the angle between the front and rear direction of the host vehicle and the traveling direction of the approaching vehicle is large, obstacles behind Tends to increase the non-detection area of the rear recognition means.
In view of the above-described problems, an object of the present invention is to provide an automatic driving device that has improved safety during escape from parallel parking.

The present invention solves the above-described problems by the following means.
The invention according to claim 1 is an automatic driving device that executes parallel parking escape by automatic driving, and includes steering control means for controlling the steering angle of the steering system, and output control means for controlling the output of the driving power source. A braking control means for controlling the braking force of the brake device, a forward / reverse switching means for switching the vehicle forward / reverse, an environment recognition means for recognizing the environment around the host vehicle, and a target locus based on the output of the environment recognition means Automatic control for controlling the steering control means, the output control means, the braking control means, and the forward / reverse switching means so that the actual trajectory of the host vehicle substantially matches the target trajectory. Based on the size of the range in which stationary obstacles are recognized in the detection area of the driving control means, the rear side monitoring means for detecting other vehicles approaching from the rear side of the host vehicle, and the rear side monitoring means the rear Te Non-detection area determination means for determining the non-detection area of the side monitoring means, the automatic operation control means, when the width of the non-detection area of the rear side monitoring means is a predetermined value or more, The automatic driving device is characterized in that it decides to cancel parallel parking escape by automatic driving.
According to this, when the non-detection area of the rear side monitoring means becomes large due to a blind spot formed by an obstacle, etc. By canceling, it is possible to prevent parallel parking escape from being continued in a state where it is difficult or impossible to detect the other vehicle, preventing the own vehicle from closing the path of the other vehicle and increasing the risk of collision with the other vehicle.
In addition, regarding the range in which the stationary obstacle is recognized, other vehicles and the like existing on the other side of the stationary obstacle become blind spots, and thus it becomes possible to easily and appropriately determine the non-detection area.

According to a second aspect of the present invention, there is provided an information presenting means for presenting that the parallel parking escape by the automatic driving is stopped when the automatic driving control means decides to cancel the parallel parking escape by the automatic driving, and the driver automatically Input means for inputting a continuation operation of parallel parking escape by driving, and the automatic driving control means, when there is an input for instructing the continuation of parallel parking by automatic driving to the input means, the parallel parking escape by automatic driving The automatic driving apparatus according to claim 1, wherein the operation is continued.
According to this, even when the non-detection area is large due to, for example, a parked vehicle behind the vehicle, it is possible to continue the automatic driving when the driver can confirm the safety by visual observation. Can be improved.

The invention according to claim 3 is an automatic driving device for executing parallel parking escape by automatic driving, and includes a steering control means for controlling the steering angle of the steering system, and an output control means for controlling the output of the driving power source. A braking control means for controlling the braking force of the brake device, a forward / reverse switching means for switching the vehicle forward / reverse, an environment recognition means for recognizing the environment around the host vehicle, and a target locus based on the output of the environment recognition means Automatic control for controlling the steering control means, the output control means, the braking control means, and the forward / reverse switching means so that the actual trajectory of the host vehicle substantially matches the target trajectory. Based on the size of the range in which stationary obstacles are recognized in the detection area of the driving control means, the rear side monitoring means for detecting other vehicles approaching from the rear side of the host vehicle, and the rear side monitoring means the rear Te A non-detection area determining means for determining a non-detection area of the side monitoring means, and an alarm output means for outputting an alarm when the size of the non-detection area of the rear side monitoring means exceeds a predetermined value. This is an automatic driving device.
According to this, when the non-detection area of the rear side monitoring means becomes large and there is a concern that the detection of other vehicles may be hindered, an alarm is output to alert the driver and automatically By prompting the determination as to whether or not to continue driving, it is possible to prevent the parallel parking escape by the automatic driving from being continued without the driver knowing the increase in the non-detection area and to increase the risk of collision with other vehicles.

The invention according to claim 4 includes a relative angle detection unit that detects a relative angle formed by a traveling direction of a lane that the host vehicle enters after escaping from parallel parking and a front-rear direction of the host vehicle, and the non-detection region determination unit includes: The automatic driving device according to any one of claims 1 to 3, wherein the non-detection region is determined to increase in accordance with an increase in the relative angle.
According to this, the non-detection area is determined by appropriately reflecting the influence of the detection range of the rear side monitoring means deflected toward the road shoulder due to the host vehicle tilting with respect to the lane. Can do.

  As described above, according to the present invention, it is possible to provide an automatic driving device with improved safety when escaping from parallel parking.

1 is a block diagram schematically showing a configuration of a vehicle provided with an automatic driving apparatus according to an embodiment of the present invention. It is a schematic diagram which shows arrangement | positioning of the sensors which recognize the vehicle periphery in the vehicle of an Example. It is a figure which shows typically the state at the time of the vehicle of an Example escaping from parallel parking. It is a flowchart which shows the operation | movement at the time of parallel parking escape by the automatic driving device of an Example. It is a figure which shows typically formation of the non-detection area | region of a rear side radar.

  It is an object of the present invention to provide an automatic driving device with improved safety at the time of escaping from parallel parking, and the width of the non-detection area where the monitoring of other vehicles by the rear side monitoring means becomes impossible is a predetermined value or more. In such a case, the driver was asked to determine whether or not to continue escape from parallel parking by automatic driving.

Embodiments of an automatic driving device to which the present invention is applied will be described below.
The automatic driving apparatus according to the embodiment is provided in an automobile such as a passenger car, for example, and can escape from the parallel parking (departure) by automatic driving.
FIG. 1 is a block diagram schematically illustrating a configuration of a vehicle provided with the automatic driving apparatus of the embodiment.

As shown in FIG. 1, the vehicle 1 includes an engine control unit 10, a transmission control unit 20, a behavior control unit 30, an electric power steering (EPS) control unit 40, an automatic operation control unit 50, an environment recognition unit 60, and a camera control unit. 70, a sonar control unit 80, a rear side radar control unit 90, a navigation device 100, and the like.
Each unit described above includes, for example, an information processing means such as a CPU, a storage means such as a RAM and a ROM, an input / output interface and a bus for connecting them, and is connected to each other via an in-vehicle LAN system such as a CAN communication system. Communication is possible.

The engine control unit 10 comprehensively controls an engine that is a driving power source for the vehicle 1 and its accessories.
For example, a 4-stroke gasoline engine is used as the engine.
The engine control unit (ECU) 10 can control the engine output torque by controlling the throttle valve opening, fuel injection amount and injection timing, ignition timing, and the like of the engine.
In a state in which the vehicle 1 is driven in accordance with the driving operation of the driver, the engine control unit 10 causes the engine torque so that the actual torque of the engine approaches the driver required torque set based on the operation amount of the accelerator pedal. Control the output.
In addition, when the vehicle 1 escapes from parallel parking by automatic driving, the engine control unit 10 controls the output of the engine in accordance with a command from the automatic driving control unit 50.

The transmission control unit (TCU) 20 controls the transmission and auxiliary equipment (not shown) that switches between forward and backward movements of the vehicle while shifting the rotational output of the engine.
As the transmission, for example, chain-type, belt-type, toroidal-type CVT, and various automatic transmissions such as step AT, DCT, AMT having a plurality of planetary gear sets can be used.
In addition to a transmission mechanism such as a variator, the transmission includes a starting device such as a torque converter, a dry clutch, a wet clutch, and a forward / reverse switching mechanism that switches between a forward travel range and a reverse travel range. Yes.

The transmission control unit 20 is connected to a forward / reverse switching actuator 21, a range detection sensor 22, and the like.
The forward / reverse switching actuator 21 drives a forward / reverse switching valve that switches an oil passage that supplies hydraulic pressure to the forward / reverse switching mechanism, and switches forward / backward travel of the vehicle.
The forward / reverse switching actuator 21 is an electric actuator such as a solenoid, for example.
The range detection sensor 22 is a sensor (switch) that determines whether the currently selected range in the transmission is for forward movement or reverse movement.

The behavior control unit 30 individually controls the wheel cylinder hydraulic pressures of the hydraulic service brakes provided on the left and right front and rear wheels, respectively, to control the vehicle behavior such as understeer and oversteer, and wheel lock during braking. Anti-lock brake control to recover
A hydraulic control unit (HCU) 31, a vehicle speed sensor 32, and the like are connected to the behavior control unit 30.

The HCU 31 includes an electric pump that pressurizes the brake fluid, a valve that individually adjusts the hydraulic pressure supplied to the wheel cylinder of each wheel, and the like.
The vehicle speed sensor 32 is provided at the hub portion of each wheel, and generates a vehicle speed pulse signal having a frequency proportional to the rotational speed of the wheel.

The electric power steering (EPS) control unit 40 comprehensively controls an electric power steering device that assists a steering operation by a driver with an electric motor and its auxiliary machines.
The EPS control unit 40 is connected to a motor 41, a steering angle sensor 42, and the like.

The motor 41 is an electric actuator that assists the steering operation by the driver by applying assist force to the steering system of the vehicle, or changes the steering angle during automatic driving.
The rudder angle sensor 42 detects the current rudder angle in the vehicle steering system.
The steering angle sensor 42 includes, for example, a position encoder that detects the angular position of the steering shaft.

  The automatic operation control unit 50 outputs control commands to the engine control unit 10, the transmission control unit 20, the behavior control unit 30, the EPS control unit 40, etc., and automatically travels the vehicle when escaping from parallel parking, for example. The automatic operation control is executed.

  The automatic driving control unit 50 escapes from the parallel parking without contacting the host vehicle with an obstacle according to information about the situation around the host vehicle provided from the environment recognition unit 60 and a command from a driver (not shown). A possible target trajectory is set, and acceleration (start), deceleration (stop), forward / reverse switching, turning, etc. of the vehicle are automatically performed to escape from parallel parking (departure).

An input / output device 51 is connected to the automatic operation control unit 50.
The input / output device 51 outputs information such as alarms and various messages to the driver from the automatic operation control unit 50 and accepts inputs of various operations from the driver.
The input / output device 51 includes, for example, an image display device such as an LCD, an audio output device such as a speaker, and an operation input device such as a touch panel.

The environment recognition unit 60 recognizes information around the host vehicle.
The environment recognition unit 60 is based on information provided from the camera control unit 70, the sonar control unit 80, the rear side radar control unit 90, the navigation device 100, etc. It recognizes obstacles such as terrain and the shape of the lane that the vehicle enters after escaping from parallel parking.

The camera control unit 70 controls a plurality of cameras 71 provided around the vehicle and performs image processing on an image transmitted from the camera 71.
The camera control unit 70 recognizes the shape of the subject imaged by the camera 71 and the relative position with respect to the host vehicle based on the image processing result.
The sonar control unit 80 controls the sonar 81, which is an ultrasonic sensor, and acquires distance information from obstacles around the vehicle based on the output of the sonar 81.

The rear side radar control unit 90 controls the rear side radar 91 provided on each of the left and right sides of the vehicle, and detects an object existing on the rear side of the host vehicle based on the output of the rear side radar 91. Is.
For example, the rear side radar 91 can detect another vehicle approaching from the rear side of the host vehicle.
For example, a radar such as a laser radar or a millimeter wave radar is used as the rear side radar 91.

FIG. 2 is a schematic diagram illustrating an arrangement of sensors for recognizing the vehicle periphery in the vehicle of the embodiment.
Cameras 71 are provided at the front, rear, and left and right sides of the vehicle, respectively.
For example, four sonars 81 are distributed in the vehicle width direction at the front end portion and the rear end portion of the vehicle.
The rear side radar 91 is disposed, for example, at both ends in the vehicle width direction (for example, the left and right corner portions of the rear bumper) at the rear end of the vehicle, and the detection range is disposed toward the vehicle rear side and the vehicle width direction outside. .
As shown in FIG. 2, the rear side radar 91 performs two-dimensional scanning in the fan-shaped region R in a plan view viewed from the vertical direction, and determines the relative position and shape of the object existing in the region R in real time. Can be detected.
Further, it is possible to calculate the relative speed with respect to the own vehicle based on the relative position history of the detected object with respect to the own vehicle.

  The navigation apparatus 100 includes, for example, a host vehicle position measurement unit such as a GPS receiver, a data storage unit that stores map data prepared in advance, a gyro sensor that detects the front-rear direction of the host vehicle, and the like.

In the embodiment, the automatic driving control unit 50 has a function of performing escape from parallel parking described below by automatic driving.
Drawing 3 is a figure showing typically the state at the time of vehicles of an example escape from parallel parking.
3A to 3D show the state of the vehicle when escaping from the parallel parking in time series.
In FIG. 3, as an example, in the case of left-hand traffic, a case where the vehicle escapes from the state of being parked in parallel along the shoulder S at the left end of the road to the traveling lane present on the right side when viewed from the host vehicle V is shown. .
A white line L extending along the traveling direction of the traveling lane is provided at the end of the traveling lane opposite to the host vehicle V side.

FIG. 3A shows a state at the start of escape.
A front vehicle Vf and a rear vehicle Vr exist on the front side and the rear side of the host vehicle V.
Based on the information provided from the environment recognition unit 60, the automatic driving control unit 50 is capable of escaping (departing) from parallel parking without causing the own vehicle V to contact (collision) with the front vehicle Vf and the rear vehicle Vr. Set.
When it is determined that the host vehicle V cannot escape by only one forward movement, the target trajectory is set to include a turnover that performs forward / reverse switching and turning direction switching.

  The automatic operation control unit 50 instructs the engine control unit 10, the transmission control unit 20, the behavior control unit 30, and the EPS control unit 40 so that the actual locus of the host vehicle V substantially matches the set target locus. And the host vehicle V is automatically driven.

In the example shown in FIG. 3, from the initial state shown in FIG. 3 (a), the vehicle is first steered to the right side (lane side) and moved forward until just before the left front end of the host vehicle V comes into contact with the front vehicle Vf. Stop.
FIG. 3B shows the state at this time.
Thereafter, the vehicle is steered to the left side (the road shoulder side) to switch from forward to backward, and the vehicle moves backward until the rear end of the host vehicle V collides with the rear vehicle Vr or the road shoulder S and stops.
FIG. 3C shows the state at this time.
After that, the vehicle is steered to the right (lane side) again to switch from reverse to forward, escape from parallel parking (departure), and enter the driving lane.
FIG. 3D shows the state at this time.

The above-described parallel parking escape by automatic driving is stopped (interrupted) for ensuring safety when the risk of collision with another vehicle approaching from the rear side of the host vehicle V is high, for example.
In the embodiment, the automatic driving control unit 50 has a function of calculating a risk determination value which is a parameter correlated with a collision risk with another vehicle.
When the calculated risk determination value is equal to or greater than a preset threshold value, the automatic driving control unit 50 performs processing such as stopping automatic driving to stop the vehicle and outputting an alarm.

The risk determination value is calculated based on the relative distance and relative speed of the other vehicle detected by the rear side radar 91 to the rear side of the host vehicle V.
The risk determination value is increased because the closer the relative distance of the other vehicle is, and the larger the relative speed is, the less time is allowed for the collision.
The risk determination value is an increase in the relative angle θ between the front-rear direction of the host vehicle V and the traveling direction of the lane (the lane in which the other vehicle is traveling) that the host vehicle enters after escaping from parallel parking. In response, it will be increased.

In the embodiment, the rear side radar 91 on the road shoulder S side recognizes the shape of the curb of the road shoulder S and the like, thereby detecting the relative angle between the front-rear direction of the host vehicle V and the lane traveling direction.
Further, instead of the curbstone, the relative angle may be detected by recognizing the shape of the guardrail.
Further, since the front portion of the rear vehicle Vr is considered to be disposed substantially orthogonal to the traveling direction of the lane, the front portion of the rear vehicle Vr is recognized by the rear side radar 91 on the lane side. Thus, the relative angle may be detected.

  Further, the automatic operation control unit 50 estimates the lateral position in the lane when the other vehicle Va passes near the own vehicle V, and the risk determination value becomes higher as the predicted course of the other vehicle Va becomes closer to the own vehicle V. Correct to increase.

In addition, the automatic driving device of the embodiment outputs an alarm to the driver and escapes from parallel parking by automatic driving when, for example, the non-detection area (dead angle) of the rear side radar 91 by the rear vehicle Vr becomes large. A function is provided for prompting whether or not to continue, and for stopping the automatic driving when there is no operation for requesting the driver to continue.
FIG. 4 is a flowchart showing an operation at the time of parallel parking escape by the automatic driving apparatus of the embodiment.
Hereinafter, the steps will be described step by step.

<Step S01: Determination of execution of automatic shipping process>
The automatic operation control unit 50 determines whether or not a parallel parking escape process (automatic delivery process) by automatic operation is currently being executed.
If the automatic shipping process is being executed, the process proceeds to step S02. If not, the series of processes is ended (returned).

<Step S02: Detecting lane angle>
Based on the output of the environment recognition unit 60, the automatic driving control unit 50 detects a relative angle θ formed by the front-rear direction of the host vehicle V and the traveling direction of the lane that enters after escaping from parallel parking.
Thereafter, the process proceeds to step S03.

<Step S03: Generation of rear side radar non-detection region judgment value>
The automatic driving control unit 50 determines a non-detection region in which other vehicles approaching from the rear side by the rear side radar 91 cannot be detected.
FIG. 5 is a diagram schematically showing the formation of the non-detection area of the rear side radar.
Since the rear side radar 91 recognizes the shape of an obstacle or the like based on a reflected wave from an object that is present at the nearest during scanning, detection of an object shielded by a nearby stationary obstacle at a relatively short distance is substantially performed. Impossible.
As shown in FIG. 5, when the host vehicle V approaches the rear vehicle Vr in an oblique direction, the rear vehicle Vr becomes a proximity obstacle and a relatively wide range in the scanning range of the rear side radar 91. The non-detection area U is increased by being shielded.
In addition, even when the relative angle θ of the host vehicle V with respect to the lane is large, the non-detection area where the approaching vehicle from the rear side cannot be detected increases due to the scanning range of the rear side radar 91 being deflected toward the road shoulder.

The automatic operation control unit 50 correlates with the size of the non-detection region based on the size of the region in which the reflected wave from the stationary obstacle on the rear side of the host vehicle is detected within the scanning range of the rear side radar 91. A non-detection area determination value that is a parameter is calculated. The non-detection area determination value is calculated so as to increase as the non-detection area is enlarged.
In addition, the automatic driving control unit 50 corrects the non-detection region determination value to increase in accordance with the increase in the relative angle θ with respect to the lane of the host vehicle V, and then proceeds to step S04.

<Step S04: Non-detection Area Determination>
The automatic operation control unit 50 compares the non-detection region determination value calculated in step S04 with a preset threshold value.
The threshold is set in consideration of the size of the non-detection area to the extent that there is a concern that detection of other vehicles approaching from the rear side will be hindered and collision avoidance will be difficult if the threshold is further increased. The
If the non-detection region determination value is greater than or equal to the threshold value, the process proceeds to step S05, and otherwise, the process proceeds to step S08.

<Step S05: Output of whether or not automatic driving is continued>
The automatic operation control unit 50 outputs a warning indicating that the non-detection area has increased via the input / output device 51 to the driver through image display, indicator lighting, audio output, and the like.
Further, the automatic operation control unit 50 notifies the continuation request operation from the input / output device 51 via the input / output device 51 that the automatic shipping process is finished after a predetermined time, and when it is desired to continue the automatic shipping process. Output a message that input is required.
Thereafter, the process proceeds to step S06.

<Step S06: Determination of Presence / Absence of Automatic Operation Continue Operation Input>
If the automatic operation control unit 50 wishes to continue the automatic shipping process in step S05, the automatic operation control unit 50 outputs a message indicating that it is necessary to input a continuation operation from the input / output device 51, and then enters within a predetermined time. It is determined whether or not there has been an operation requesting the output device 51 to continue the automatic shipping process.
If there is an operation requesting the continuation of the automatic shipping process within a predetermined time, the process proceeds to step S08, and otherwise the process proceeds to step S07.

<Step S07: End of automatic operation>
The automatic operation control unit 50 immediately stops the host vehicle V and ends the automatic delivery process.
Further, the automatic operation control unit 50 outputs, via the input / output device 51, a message indicating that the automatic delivery process has been completed and that manual operation by the driver itself is necessary.
At this time, alarm output such as sounding of a buzzer sound or lighting of a warning light may be performed together.
Thereafter, the series of processing is terminated.

<Step S08: Continue automatic operation>
The automatic operation control unit 50 continues the automatic delivery process, and ends the automatic operation as soon as the escape from the parallel parking (the delivery) is completed.
Thereafter, the series of processing is terminated.

As described above, according to the embodiment, the following effects can be obtained.
(1) When the non-detection area of the rear side radar 91 becomes large and the non-detection area determination value increases to such an extent that the detection of other vehicles approaching from the rear side is feared, automatic delivery from the driver By stopping the automatic driving unless there is a request to continue the process, the escape of the parallel parking is continued in a state where it is impossible or difficult to detect the other vehicle, and the own vehicle V blocks the path of the other vehicle and the collision risk increases. Can be prevented.
(2) Even when the non-detection area determination value is equal to or greater than the threshold value, when the driver can visually confirm the safety, the automatic operation is continued by inputting the automatic delivery process continuation request. Therefore, convenience can be improved.
(3) By calculating the non-detection area determination value based on the range in which the rear side radar 91 recognizes the stationary obstacle, the non-detection area can be easily and appropriately determined.
(4) By increasing and correcting the non-detection area determination value in accordance with an increase in the relative angle that the front-rear direction of the host vehicle V makes with the lane, the rear side radar 91 caused by the tilt of the host vehicle V with respect to the lane The non-detection area determination value can be calculated by appropriately reflecting the influence of the deflection of the scanning range (detection range) toward the road shoulder S.

(Modification)
The present invention is not limited to the embodiments described above, and various modifications and changes are possible, and these are also within the technical scope of the present invention.
(1) The configurations of the automatic driving device and the vehicle are not limited to the above-described embodiments, and can be changed as appropriate. For example, the functions of a plurality of units in the embodiment may be integrated into a single unit, and conversely, the functions of a single unit may be distributed to a plurality of devices. Further, the quantity and arrangement of various sensors such as a camera, sonar, and radar are not particularly limited.
(2) In the embodiment, for example, a laser radar is used as the rear side monitoring means. However, the present invention is not limited to this, and other types of radar such as a millimeter wave radar, a stereo camera, or the like may be used.
(3) In the embodiment, the rear side radar 91 is used to detect the relative angle with respect to the lane of the host vehicle. However, the method for detecting the relative angle is not limited to this, and can be changed as appropriate. For example, the relative angle may be detected based on an image of a camera that captures the surroundings of the vehicle, an output of a navigation device, a transition of a traveling locus of the host vehicle from before parallel parking parking, and the like.

DESCRIPTION OF SYMBOLS 1 Vehicle 10 Engine control unit 20 Transmission control unit 21 Forward / reverse switching actuator 22 Range detection sensor 30 Behavior control unit 31 Hydraulic control unit (HCU)
32 Vehicle speed sensor 40 Electric power steering (EPS) control unit 41 Motor 42 Steering angle sensor 50 Automatic operation control unit 51 Input / output device 60 Environment recognition unit 70 Camera control unit 71 Camera 80 Sonar control unit 81 Sonar 90 Rear side radar control unit 91 Rear side radar 100 Navigation device V Own vehicle Va Other vehicle approaching Vf Front vehicle Vr Rear vehicle θ Relative angle between own vehicle longitudinal direction and lane traveling direction U Non-detection region

Claims (4)

An automatic driving device for executing parallel parking escape by automatic driving,
Steering control means for controlling the steering angle of the steering system;
Output control means for controlling the output of the driving power source;
Braking control means for controlling the braking force of the brake device;
Forward / reverse switching means for switching forward / backward movement of the vehicle;
Environment recognition means for recognizing the environment around the vehicle,
Target trajectory setting means for setting a target trajectory based on the output of the environment recognition means;
Automatic driving control means for controlling the steering control means, the output control means, the braking control means, and the forward / reverse switching means so that the actual trajectory of the host vehicle substantially matches the target trajectory;
Rear side monitoring means for detecting other vehicles approaching from the rear side of the own vehicle;
Non-detection area determination means for determining the non-detection area of the rear side monitoring means based on the size of the range in which a stationary obstacle is recognized in the detection area of the rear side monitoring means,
The automatic driving control means, when the width of the non-detection area of the rear side monitoring means is a predetermined value or more, determines to cancel parallel parking escape by automatic driving. . When the automatic driving control means decides to cancel parallel parking escape by automatic driving, information presenting means for presenting that parallel parking escape by automatic driving is stopped;
An input means for a driver to input a continuation operation of escape from parallel parking by automatic operation;
2. The automatic driving apparatus according to claim 1, wherein the automatic driving control means continues the parallel parking escape by the automatic driving when the input means inputs an instruction to continue the parallel parking by the automatic driving. . An automatic driving device for executing parallel parking escape by automatic driving,
Steering control means for controlling the steering angle of the steering system;
Output control means for controlling the output of the driving power source;
Braking control means for controlling the braking force of the brake device;
Forward / reverse switching means for switching forward / backward movement of the vehicle;
Environment recognition means for recognizing the environment around the vehicle,
Target trajectory setting means for setting a target trajectory based on the output of the environment recognition means;
Automatic driving control means for controlling the steering control means, the output control means, the braking control means, and the forward / reverse switching means so that the actual trajectory of the host vehicle substantially matches the target trajectory;
Rear side monitoring means for detecting other vehicles approaching from the rear side of the own vehicle;
Non-detection area determination means for determining the non-detection area of the rear side monitoring means based on the size of the range in which a stationary obstacle is recognized in the detection area of the rear side monitoring means;
An automatic driving device comprising: an alarm output means for outputting an alarm when the size of the non-detection area of the rear side monitoring means exceeds a predetermined value. Relative angle detection means for detecting a relative angle formed by the traveling direction of the lane that the host vehicle enters after escaping from parallel parking and the front-rear direction of the host vehicle,
The automatic driving device according to any one of claims 1 to 3, wherein the non-detection region determination unit determines that the non-detection region becomes larger according to an increase in the relative angle. .

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