JP7365191B2 - Parking support device, parking support method, and parking support program - Google Patents

Description

Embodiments of the present invention relate to a parking assistance device, a parking assistance method, and a parking assistance program.

2. Description of the Related Art Parking support devices that control a vehicle and park the vehicle in a parking area are conventionally known. The parking assistance device guides the vehicle to the parking area by calculating a travel route to the parking area and steering the vehicle according to the travel route. Additionally, parking assist devices are known that perform brake control and acceleration/deceleration control in addition to steering control when guiding a vehicle to a parking area.

JP2019-038296A Japanese Patent Application Publication No. 2016-002957

In parking assistance, there are cases where it is desired to improve the accuracy of the parking position within the parking area. However, in automatic parking braking/driving controls such as brake control and acceleration/deceleration control, if the vehicle's actual speed does not follow the target speed, it is difficult to accurately stop the vehicle within the parking area. .

The embodiments provide a parking support device, a parking support method, and a parking support program that can improve the accuracy of a parking position in braking/driving control of automatic parking.

The parking assistance device according to the embodiment includes, for example , a setting unit that sets a target speed pattern that is a target speed of the vehicle, and a control unit that performs braking and driving control of the vehicle based on the target speed pattern. The setting unit is configured to accelerate the vehicle from the guidance start position at a predetermined acceleration, and then set the remaining distance from the first remaining distance to the target parking position, which is the target position at which the vehicle is to be parked. The vehicle is decelerated at the first deceleration until the second remaining distance is smaller than the first remaining distance, and the vehicle is decelerated from the second remaining distance to the target parking position. When the target speed pattern is set so that the vehicle is decelerated at a second deceleration that is larger than the first deceleration, the vehicle is accelerated at the predetermined acceleration by braking/driving control based on the target speed pattern. The sum of the travel distance when decelerating the vehicle at the first deceleration, and the travel distance when decelerating the vehicle at the second deceleration from the guidance start position. When the distance to the target parking position is less than or equal to the distance, the target speed pattern is set as the first target speed pattern, and the vehicle is accelerated at the predetermined acceleration by braking/driving control based on the target speed pattern. The sum of the distance, the travel distance when decelerating the vehicle at the first deceleration, and the travel distance when decelerating the vehicle at the second deceleration is determined from the guidance start position to the target parking. If the distance is greater than the distance to the position, deceleration at the first deceleration is started from a position where the remaining distance is smaller than the first remaining distance and larger than the second remaining distance, and the deceleration is started at the first deceleration, The target speed pattern is set as a second target speed pattern so that the vehicle travels at the first deceleration by a travel distance shorter than the travel distance at the first deceleration in the speed pattern. According to this configuration, for example, it is possible to improve the followability of the actual speed of the vehicle to the target speed in braking/driving control for automatic parking. Improving the followability of the vehicle's actual speed to the target speed contributes to improving the parking position accuracy in braking/driving control of automatic parking.

Further, according to this configuration, for example, even if the total travel distance in parking assistance is short, the parking position accuracy can be improved by the two-step deceleration.

The setting unit of the parking assist device according to the embodiment may, for example, determine the travel distance when accelerating the vehicle at the predetermined acceleration and the travel distance at the second deceleration by braking/driving control based on the target speed pattern. When the sum of the travel distance when decelerating the vehicle is greater than the distance from the guidance start position to the target parking position, the first deceleration is used after accelerating the vehicle at the predetermined acceleration. A third target speed pattern is set so that the vehicle is decelerated at the second deceleration without decelerating the vehicle. According to this configuration, for example, when the influence of a decrease in the followability of the actual speed of the vehicle with respect to the target speed is small, it is possible to perform one-step deceleration in which the vehicle decelerates by one deceleration.

The parking assistance device according to the embodiment further includes, for example, a storage unit that stores a table showing the first deceleration and the second deceleration for each upper limit speed in parking assistance. According to this configuration, for example, the first deceleration and the second deceleration are determined according to the upper limit speed, thereby improving the parking position accuracy and making it difficult for users such as drivers to feel uncomfortable. I can do it.

The setting unit of the parking assist device according to the embodiment selects the first deceleration and the second deceleration depending on the driving mode, for example. According to this configuration, for example, the first deceleration and the second deceleration are determined according to the driving mode selected by the user, so that the accuracy of the parking position is improved and the user such as the driver does not feel uncomfortable. You can make it harder to give.

In the parking support method according to the embodiment, for example, a setting unit sets a target speed pattern that is a target speed of the vehicle , and a control unit controls braking and driving of the vehicle based on the target speed pattern. When the target speed pattern is set by the setting unit, the vehicle is accelerated from the guidance start position at a predetermined acceleration, and then reaches the target parking position, which is the target position at which the vehicle is parked. The vehicle is decelerated at the first deceleration from the first remaining distance position to the second remaining distance position where the remaining distance is smaller than the first remaining distance. When the target speed pattern is set so that the vehicle is decelerated at a second deceleration greater than the first deceleration between the parking position and the target parking position, braking and driving based on the target speed pattern are performed. The control determines a travel distance when accelerating the vehicle at the predetermined acceleration, a travel distance when decelerating the vehicle at the first deceleration, and a travel distance when decelerating the vehicle at the second deceleration. When the sum of the travel distance and the distance from the guidance start position to the target parking position is less than or equal to the distance from the guidance start position to the target parking position, the target speed pattern is set as a first target speed pattern, and braking/driving control is performed based on the target speed pattern. A travel distance when accelerating the vehicle at the predetermined acceleration, a travel distance when decelerating the vehicle at the first deceleration, and a travel distance when decelerating the vehicle at the second deceleration. is greater than the distance from the guidance start position to the target parking position, the first reduction is made from a position where the remaining distance is smaller than the first remaining distance and larger than the second remaining distance. The target speed pattern is set to a second speed so that the target speed starts decelerating at the same speed, and the target speed pattern is changed to a second speed so that the vehicle travels at the first deceleration by a distance shorter than the travel distance at the first deceleration in the first target speed pattern. Set as the target speed pattern . According to this configuration, for example, it is possible to improve the followability of the actual speed of the vehicle to the target speed in braking/driving control for automatic parking. Improving the followability of the vehicle's actual speed to the target speed contributes to improving the parking position accuracy in braking/driving control of automatic parking.

The parking assistance program according to the embodiment, for example, causes the computer to set a target speed pattern that is a target speed of the vehicle , and causes the computer to perform braking and driving control of the vehicle based on the target speed pattern. When setting the target speed pattern, the remaining distance to the target parking position, which is the target position for parking the vehicle, after accelerating the vehicle from the guidance start position at a predetermined acceleration is determined as follows: The vehicle is decelerated at the first deceleration from the remaining distance position to the second remaining distance position smaller than the first remaining distance, and from the second remaining distance position to the target parking position. If the target speed pattern is set so that the vehicle is decelerated at a second deceleration that is larger than the first deceleration until The sum of the travel distance when accelerating the vehicle with acceleration, the travel distance when decelerating the vehicle with the first deceleration, and the travel distance when decelerating the vehicle with the second deceleration. is less than or equal to the distance from the guidance start position to the target parking position, the target speed pattern is set as the first target speed pattern, and braking/driving control based on the target speed pattern causes the vehicle to move at the predetermined acceleration. The sum of the traveling distance when accelerating the vehicle, the traveling distance when decelerating the vehicle at the first deceleration, and the traveling distance when decelerating the vehicle at the second deceleration is When the distance from the guidance start position to the target parking position is greater than the distance, deceleration at the first deceleration is started from a position where the remaining distance is smaller than the first remaining distance and larger than the second remaining distance. and set the target speed pattern as a second target speed pattern so that the vehicle travels at the first deceleration by a travel distance shorter than the travel distance at the first deceleration in the first target speed pattern. cause the computer to do the following : According to this configuration, for example, it is possible to improve the followability of the actual speed of the vehicle to the target speed in braking/driving control for automatic parking. Improving the followability of the vehicle's actual speed to the target speed contributes to improving the parking position accuracy in braking/driving control of automatic parking. Further, according to this configuration, for example, even if the total travel distance in parking assistance is short, the parking position accuracy can be improved by the two-step deceleration.

FIG. 1 is an exemplary and schematic perspective view showing a state in which a part of the cabin of a vehicle equipped with a parking assist device according to an embodiment is seen through. FIG. 2 is an exemplary plan view of a vehicle equipped with the parking assistance device according to the embodiment. FIG. 3 is an exemplary and schematic diagram of the dashboard of a vehicle equipped with the parking assist device according to the embodiment, viewed from the rear of the vehicle. FIG. 4 is an exemplary block diagram of the configuration of a control system including the parking assist device according to the embodiment. FIG. 5 is an exemplary and schematic block diagram showing the functional configuration of the parking assist device realized in the control system according to the embodiment. FIG. 6 is an exemplary and schematic diagram showing a guidance route generated by the parking assistance device according to the embodiment. FIG. 7 is an exemplary and schematic diagram showing a target speed pattern set in the parking assistance device according to the embodiment. FIG. 8 is a flowchart illustrating an example of parking assistance processing during backward guidance, which is executed in the parking assistance device according to the embodiment. FIG. 9 is an exemplary and schematic diagram showing a target speed pattern that is set when the target speed at the start of deceleration is less than the upper limit speed for parking assistance in the parking assistance device according to the embodiment. FIG. 10 is an exemplary and schematic diagram showing a target speed pattern that is set when the target speed at the start of deceleration is less than the target speed at the time of transition to the second stage in the parking assistance device according to the embodiment. .

Exemplary embodiments of the invention are disclosed below. The configuration of the embodiment below is an example. Furthermore, the actions, results, and effects brought about by the configuration are merely examples. The present invention can be realized with configurations other than those disclosed in the embodiments below, and at least one of various effects and derivative effects based on the basic configuration can be obtained.

FIG. 1 is an exemplary and schematic perspective view of a state in which a part of a compartment 2a of a vehicle 1 equipped with an image processing apparatus according to an embodiment is seen through. FIG. 2 is an exemplary and schematic plan view of the vehicle 1 equipped with the parking assist device according to the embodiment. FIG. 3 is an exemplary and schematic diagram of the dashboard of a vehicle equipped with the parking assist device according to the embodiment, viewed from the rear of the vehicle.

The vehicle 1 equipped with the parking assist device according to the embodiment may be a vehicle (internal combustion engine vehicle) that uses an internal combustion engine as a drive source, or a vehicle (an electric vehicle) that uses an electric motor as a drive source. , fuel cell vehicle, etc.), or a vehicle (hybrid vehicle) that uses both of these as drive sources. Further, the vehicle 1 can be equipped with various transmission devices, and various devices (systems, parts, etc.) necessary for driving the internal combustion engine and the electric motor. Further, the system, number, layout, etc. of devices related to driving the wheels 3 in the vehicle 1 can be set in various ways.

As illustrated in FIG. 1, a vehicle body 2 of a vehicle 1 constitutes a cabin 2a in which a passenger (not shown) rides. A steering section 4, an acceleration operation section 5, a brake operation section 6, a speed change operation section 7, and the like are provided in the vehicle interior 2a, facing the seat 2b of a driver as a passenger. The steering unit 4 is, for example, a steering wheel protruding from the dashboard 24. The acceleration operation unit 5 is, for example, an accelerator pedal located under the driver's feet. The brake operation unit 6 is, for example, a brake pedal located under the driver's feet. The speed change operation unit 7 is, for example, a shift lever protruding from the center console.

Further, a display device 8 (display section) and an audio output device 9 as an audio output section are provided in the vehicle compartment 2a. The display device 8 is, for example, an LCD (Liquid Crystal Display), an OELD (Organic Electroluminescent Display), or the like. The audio output device 9 is, for example, a speaker. Further, the display device 8 is covered with a transparent operation input section 10 such as a touch panel. The passenger (user) can visually recognize the image displayed on the display screen of the display device 8 via the operation input unit 10. In addition, the occupant (driver, etc.) inputs an operation by touching, pushing, or moving the operation input unit 10 with a finger or the like at a position corresponding to the image displayed on the display screen of the display device 8. can be executed. The display device 8, the audio output device 9, the operation input unit 10, and the like are provided, for example, in a monitor device 11 located at the center of the dashboard 24 in the vehicle width direction, that is, in the left-right direction. The monitor device 11 can have an operation input unit (not shown) such as a switch, a dial, a joystick, a push button, or the like. Further, an audio output device (not shown) can be provided at a different position in the vehicle compartment 2a than the monitor device 11, and audio can be output from the audio output device 9 of the monitor device 11 and other audio output devices. be able to. Note that the monitor device 11 may be used also as a navigation system or an audio system, for example.

Further, a display device 12 separate from the display device 8 is provided inside the vehicle compartment 2a. As illustrated in FIG. 3, the display device 12 is provided, for example, in the instrument panel section 25 of the dashboard 24, and is located approximately in the center of the instrument panel section 25, between the speed display section 25a and the rotation speed display section 25b. It is located. As illustrated in FIG. 3, the size of the screen 12a of the display device 12 is smaller than the size of the screen 8a of the display device 8. The display device 12 can display images mainly showing information regarding parking assistance for the vehicle 1. Information regarding parking support for the vehicle 1 includes text information, display information using indicators, and the like. The amount of information displayed on the display device 12 may be less than the amount of information displayed on the display device 8. The display device 12 is, for example, an LCD, an OELD, or the like. Note that the information displayed on the display device 12 may be displayed on the display device 8.

As shown in FIGS. 1 and 2, the vehicle 1 is a four-wheeled vehicle or the like, and has two left and right front wheels 3F and two left and right rear wheels 3R. All or some of the four wheels 3 can be steered.

The vehicle body 2 is provided with, for example, four imaging units 15a to 15d as the plurality of imaging units 15. The imaging unit 15 is, for example, a digital camera incorporating an imaging element such as a CCD (Charge Coupled Device) or a CIS (CMOS Image Sensor). The imaging unit 15 can output video data at a predetermined frame rate. Each of the imaging units 15 has a wide-angle lens or a fisheye lens, and can image a range of, for example, 140° to 220° in the horizontal direction. Further, the optical axis of the imaging unit 15 is set diagonally downward. Therefore, the imaging unit 15 sequentially photographs the external environment around the vehicle body 2, including the road surface on which the vehicle 1 can move and the area where the vehicle 1 can be parked, and outputs the images as captured image data.

The imaging unit 15a is located, for example, at the rear end 2e of the vehicle body 2, provided on a wall below the trunk door 2h, and images the situation in the rear area of the vehicle 1. The imaging unit 15b is located, for example, at the right end 2f of the vehicle body 2, is provided on the right side door mirror 2g, and images the situation in an area including the right front, right side, and right rear of the vehicle 1. The imaging unit 15c is located, for example, at the front side of the vehicle body 2, that is, at the front end 2c in the vehicle longitudinal direction, is provided on a front bumper, etc., and images the situation in the front area of the vehicle 1. The imaging unit 15d is located, for example, on the left side of the vehicle body 2, that is, on the left end 2d in the vehicle width direction, and is provided on the door mirror 2g as a left side protrusion, and is provided on the left front, left side, and left rear of the vehicle 1. image the situation in the area including the area. The ECU 14 (see FIG. 4) that constitutes the image processing device executes arithmetic processing and image processing based on the captured image data obtained by the plurality of imaging units 15, and generates an image with a wider viewing angle, and It is possible to generate a virtual overhead image of 1 viewed from above (directly above or diagonally above).

The vehicle 1 also includes a plurality of distance measuring units 16 and 17 that can measure distances to objects existing outside the vehicle 1. The distance measuring unit 16 is, for example, a millimeter wave radar or the like, and is capable of measuring the distance to an object present in the direction in which the vehicle 1 is traveling. The traveling direction of the vehicle 1 indicates, for example, the direction in which the vehicle 1 is facing. In this embodiment, the vehicle 1 has a plurality of distance measuring units 16a to 16d. The distance measuring unit 16a is provided, for example, at the left end of the rear bumper of the vehicle 1, and is capable of measuring the distance to an object present at the left rear of the vehicle 1. Further, the distance measuring section 16b is provided at the right end of the rear bumper of the vehicle 1, and is capable of measuring the distance to an object present on the right rear side of the vehicle 1. The distance measuring section 16c is provided at the right end of the front bumper of the vehicle 1, and is capable of measuring the distance to an object present in the right front of the vehicle 1. Further, the distance measuring section 16d is provided at the left end of the front bumper of the vehicle 1, and is capable of measuring the distance to an object present on the left front of the vehicle 1. The distance measuring section 16 can be used to detect objects over a relatively long distance.

The vehicle 1 also includes a distance measuring section 17 that can measure the distance to an external object that is relatively close to the vehicle 1. The distance measuring unit 17 is, for example, a sonar that emits ultrasonic waves and captures the reflected waves. In this embodiment, the vehicle 1 has a plurality of distance measuring sections 17a to 17h. The distance measuring units 17a to 17d are provided on the rear bumper of the vehicle 1, and are capable of measuring distances to objects located behind the vehicle. The distance measuring units 17e to 17h are provided on the front bumper of the vehicle 1 and can measure the distance to an object present in front of the vehicle 1.

In the present embodiment, for example, when parking the vehicle 1, the distance measuring unit 16 detects an obstacle that is lined up with the vehicle 1 or an obstacle that exists on the back side of the parking space, and calculates the distance to the obstacle. can be measured. Here, the obstacles in line with the vehicle 1 include, for example, adjacent vehicles and walls. Moreover, the obstacles existing on the back side of the parking space include, for example, curbs, steps, walls, fences, and the like. Further, when an obstacle (object) approaches the vehicle 1 by more than a predetermined distance, the distance measuring unit 17 detects the approaching obstacle (object) and measures the distance to the obstacle. can do. The predetermined distance is, for example, 0.3 m. In particular, the distance measuring units 17a and 17d disposed on both rear sides of the vehicle 1 measure the distance between the rear corner of the vehicle 1 and an obstacle such as an adjacent vehicle when the vehicle 1 enters a parking area while backing up. After entering the vehicle, it also functions as a sensor (clearance sonar) that measures the distance between the rear corner and obstacles such as walls. The ECU 14 can measure the presence or absence of an object such as an obstacle located around the vehicle 1 and the distance to the object based on the detection results of the distance measuring units 16 and 17. That is, the distance measuring units 16 and 17 are examples of object detection units that detect objects (stationary objects and moving objects) that exist around the vehicle 1. Stationary objects include parked vehicles, walls, curbs, street trees, etc., and moving objects include running vehicles, bicycles, pedestrians, animals, etc.

FIG. 4 is an exemplary block diagram of the configuration of the control system 100 including the parking assist device according to the embodiment. As illustrated in FIG. 4, the control system 100 includes an ECU 14, a monitor device 11, distance measuring units 16, 17, etc., as well as a steering system 13, a brake system 18, a steering angle sensor 19, an accelerator sensor 20, a shift sensor 21, Wheel speed sensors 22, drive system 23, etc. are electrically connected via an in-vehicle network 26 as a telecommunications line. The in-vehicle network 26 is configured as, for example, a CAN (Controller Area Network). The ECU 14 can control the steering system 13, the brake system 18, the drive system 23, etc. by sending control signals through the in-vehicle network 26.

In addition, the ECU 14 receives the detection results of the torque sensor 13b, brake sensor 18b, steering angle sensor 19, distance measuring sections 16, 17, accelerator sensor 20, shift sensor 21, wheel speed sensor 22, etc. via the in-vehicle network 26, It is possible to receive operation signals and the like from the operation input section 10.

The steering system 13 is an electric power steering system, an SBW (Steer By Wire) system, or the like. The steering system 13 includes an actuator 13a and a torque sensor 13b. The steering system 13 is electrically controlled by the ECU 14 and the like, and operates the actuator 13a to apply torque to the steering unit 4 (see FIGS. 1 and 3) such as a steering wheel to apply steering force. By supplementing, the wheels 3 are steered. The torque sensor 13b detects the torque that the driver applies to the steering section 4, and transmits the detection result to the ECU 14.

The brake system 18 includes an ABS (Anti-lock Brake System) that controls the locking of the brakes of the vehicle 1, an electronic stability control (ESC) that suppresses skidding of the vehicle 1 during cornering, and an electronic stability control (ESC) that increases the braking force. Includes an electric brake system and BBW (Brake By Wire) that assists the brakes. Brake system 18 includes an actuator 18a and a brake sensor 18b. The brake system 18 is electrically controlled by the ECU 14 and the like, and applies braking force to the wheels 3 via the actuator 18a. The brake system 18 detects signs of brake locking, idling of the wheels 3, skidding, etc. from the difference in rotation between the left and right wheels 3, and executes control to suppress locking of the brakes, idling of the wheels 3, and skidding. . The brake sensor 18b is a displacement sensor that detects the position of a brake pedal as a movable part of the brake operation unit 6, and transmits the detection result of the position of the brake pedal to the ECU 14.

The steering angle sensor 19 is a sensor that detects the amount of steering of the steering unit 4 such as a steering wheel. The steering angle sensor 19 is composed of a Hall element or the like, detects the rotation angle of the rotating portion of the steering section 4 as a steering amount, and transmits the detection result to the ECU 14. The accelerator sensor 20 is a displacement sensor that detects the position of an accelerator pedal as a movable part of the acceleration operation section 5, and transmits the detection result to the ECU 14.

The shift sensor 21 is a sensor that detects the positions of movable parts such as bars, arms, buttons, etc. of the speed change operation section 7, and transmits the detection results to the ECU 14. The wheel speed sensor 22 is a sensor that includes a Hall element and the like and detects the amount of rotation of the wheel 3 and the number of rotations of the wheel 3 per unit time, and transmits the detection result to the ECU 14.

The drive system 23 is an internal combustion engine system or a motor system as a drive source. The drive system 23 controls the fuel injection amount and intake air amount of the engine and the output value of the motor according to the amount of operation required by the driver (user) detected by the accelerator sensor 20 . The amount of operation required by the driver indicates, for example, the amount of depression of the accelerator pedal. Moreover, the output values of the engine and motor can be controlled in cooperation with the control of the steering system 13 and the brake system 18, depending on the running state of the vehicle 1, regardless of the user's operation. For example, normal driving assistance including parking assistance can be performed.

Note that the configuration, arrangement, electrical connection form, etc. of the various sensors and actuators described above are merely examples, and can be set or changed in various ways.

The ECU 14 is composed of a computer or the like, and manages overall control of the vehicle 1 through cooperation of hardware and software. Specifically, the ECU 14 includes a CPU (Central Processing Unit) 14a, a ROM (Read Only Memory) 14b, a RAM (Random Access Memory) 14c, a display control section 14d, an audio control section 14e, and an SSD (Solid State Drive) 14f. Be prepared. The CPU 14a, ROM 14b, and RAM 14c may be provided within the same circuit board.

The CPU 14a can read a program installed and stored in a non-volatile storage device such as a ROM 14b, and perform arithmetic processing according to the program. The ROM 14b stores various programs and parameters necessary for executing the programs. The ROM 14b stores a table showing a first deceleration and a second deceleration for each upper limit speed in parking assistance. The ROM 14b is an example of a storage section. The RAM 14c temporarily stores various data used in calculations by the CPU 14a. Among the arithmetic processing performed by the ECU 14, the display control unit 14d mainly performs image processing on captured image data acquired from the imaging unit 15 and output to the CPU 14a, and display for displaying image data acquired from the CPU 14a on the display devices 8 and 12. Executes conversion to image data for use. Among the calculation processing performed by the ECU 14, the audio control unit 14e mainly executes audio processing that is acquired from the CPU 14a and output to the audio output device 9. The SSD 14f is a rewritable nonvolatile storage unit that continues to store data acquired from the CPU 14a even when the ECU 14 is powered off. Note that the CPU 14a, ROM 14b, RAM 14c, etc. can be integrated in the same package. Further, the ECU 14 may have a configuration in which another logical operation processor such as a DSP (Digital Signal Processor), a logical circuit, or the like is used instead of the CPU 14a. Further, an HDD (Hard Disk Drive) may be provided in place of the SSD 14f, or the SSD 14f and the HDD may be provided separately from the ECU 14.

FIG. 5 is an exemplary and schematic block diagram showing the functional configuration of the parking assist device realized in the control system 100 according to the embodiment. In the ECU 14, the CPU 14a loads the parking assistance program read from the ROM 14b into the RAM 14c and executes it, thereby determining the target parking position determination section 141, route generation section 142, distance calculation section 143, and target speed, as shown in FIG. A parking assistance device including modules such as a setting section 144 and a movement control section 145 is realized.

Note that the target parking position determination section 141, the route generation section 142, the distance calculation section 143, the target speed setting section 144, the movement control section 145, etc. may be partially or entirely configured by hardware such as a circuit. Although not shown in FIG. 5, the CPU 14a can also implement various modules necessary for the vehicle 1 to travel. Although FIG. 5 mainly shows the CPU 14a that executes the parking assistance process, it may also include a CPU for implementing various modules necessary for the vehicle 1 to run, or it may include an ECU separate from the ECU 14. It's okay.

FIG. 6 is an exemplary and schematic diagram showing a guidance route R generated in the parking assistance device according to the embodiment. In the example shown in FIG. 6, the guide route R is a route that guides the vehicle 1 that has entered the parking lot 200 from the guide start position to the parking area P via the turnaround position RS. Here, the guidance start position is assumed to be the position of the vehicle 1 shown in FIG. 6, for example. Further, the turning position RS is the end of the forward guidance route RF and is the forward stopping position. It is also assumed that the parking area P is the final destination of the vehicle 1 in parking assistance. FIG. 7 is an exemplary and schematic diagram showing the target speed pattern L set in the parking assistance device according to the embodiment. In the example shown in FIG. 7, the vertical axis represents speed, and the horizontal axis represents time. In the example shown in FIG. 7, the target speed pattern L includes an acceleration line L1, a holding line L2, a first deceleration line L3, and a second deceleration line L4. The target speed pattern L illustrated in FIG. 7 relates to parking assistance when guiding the vehicle backward from the turning position RS toward the target parking position Pt. The guidance start position in parking assistance when backing up the vehicle is the turning position RS. Hereinafter, each function of the parking assist device will be explained with reference to FIGS. 6 and 7.

The target parking position determining unit 141 determines a parking area P and a target parking position Pt within the parking area P. Specifically, the target parking position determining unit 141 searches for candidates for the parking area P based on surrounding information indicating the surrounding situation of the vehicle 1. In this case, the target parking position determination unit 141 considers the width and length of the vehicle 1 and selects a parking area in which the vehicle 1 can fit and a predetermined margin can be secured in the width direction and length direction. Search as a candidate for P. The target parking position determination unit 141 starts searching for a candidate parking area P, for example, upon receiving a request signal requesting parking assistance. The request signal is output from the operation input section 10 or the operation section 14g (see FIGS. 3 and 4), for example, in response to a user's operation. For example, the target parking position determining unit 141 searches for a candidate parking area P while the vehicle 1 is traveling at low speed in the parking lot 200. The target parking position determination unit 141 may search for candidates for the parking area P while the vehicle 1 is stopped in the parking lot 200, as shown in FIG.

As the surrounding information, captured image data captured by the imaging section 15, distance measurement data measured by the distance measurement sections 16 and 17, etc. can be used as appropriate. Surrounding information such as captured image data and ranging data can be acquired via the display control unit 14d and the in-vehicle network 26. Note that the acquisition of surrounding information by the imaging unit 15 and the distance measuring units 16 and 17 may be performed constantly when the vehicle 1 is started, or the acquisition of surrounding information by the imaging unit 15 and the distance measuring units 16 and 17 may be performed at all times when the vehicle 1 is started, or the acquisition of surrounding information by the imaging unit 15 and the distance measuring units 16 and 17 may be performed at all times when the vehicle 1 is started. may be executed until the end of the period. Further, the surrounding information may be acquired while the vehicle 1 is moving within the parking lot 200, or may be acquired while the vehicle 1 is stopped at the guidance start position within the parking lot 200.

If a candidate parking area P can be acquired, the target parking position determination unit 141 presents the candidate parking area P on the display device 8 together with, for example, an overhead image showing the surrounding situation, and allows the driver to select it. When there are multiple candidates for the parking area P, the target parking position determining unit 141 may present all the parking areas P on the display device 8 and allow the driver to select one. In this case, the target parking position determination unit 141 may selectively present candidates for the parking area P on the display device 8 in descending order of predetermined priority. As the order of priority, for example, the order closest to the current position of the own vehicle, the order with the largest space, etc. can be used as appropriate. The driver can indicate his intention to park by selecting the parking area P presented on the display device 8 using the operation input unit 10 or the like. Note that even when there is only one parking area P candidate, the target parking position determining unit 141 displays the parking area P on the display device 8 and allows the driver to select it, thereby confirming the driver's intention to park. It's okay.

Note that the request signal and the control signal indicating the selection result of the parking area P by the user may be generated in response to the user's voice input, gesture input, or the like.

When the parking area P in which the driver desires to park is selected, the target parking position determining unit 141 determines a target parking position Pt for moving the vehicle 1 to the selected parking area P. The target parking position Pt is a movement target position when the vehicle 1 is moved to the parking area P, and can be determined based on the rear wheel shaft center position Ct of the vehicle 1, for example, as shown in FIG. The target parking position Pt is set, for example, at a position a predetermined distance away from a parking reference line PL that connects the tips of a plurality of white lines 210 that define the parking area P. Therefore, by moving the vehicle 1 so that the rear wheel shaft center position Ct and the target parking position Pt match, the vehicle 1 can be guided to fit into the parking area P. Note that the reference position used when guiding the vehicle 1 may be other than the rear wheel shaft center position Ct, and may be set at the front end 2c of the vehicle 1, for example. In this case, the target parking position Pt corresponding to the position of the end portion 2c is set.

The route generation unit 142 generates a guide route R based on the target parking position Pt set by the target parking position determination unit 141 and the current position of the vehicle 1. As the guide route R, for example, a route that can guide the vehicle 1 from the current position to the target parking position Pt with the minimum number of turns can be used. Here, the current position of the vehicle 1 at which guidance is to be started is defined as the guidance start position. Note that a well-known technique can be used to calculate the guide route R, and detailed explanation will be omitted.

Note that the parking assistance device according to the embodiment basically parks the vehicle 1 in the parking area P in a backward posture. Therefore, as shown in FIG. 6, the guide route R is such that the vehicle 1 is moved forward from the current position, is guided so that the rear of the vehicle 1 faces the entrance of the parking area P, and is then moved backward. Therefore, the guidance route R includes a forward guidance route RF for guiding the vehicle 1 forward from the guidance start position, and a reverse guidance route RB for guiding the vehicle 1 backward from the turning position RS toward the target parking position Pt.

Note that the guide route R may be generated in a processing device external to the vehicle 1, such as a parking lot management device. In this case, the route generation unit 142 transmits the position of the vehicle 1 and the target parking position Pt to an external processing device, and receives the generated guide route R there. At this time, the position of the vehicle 1 may be acquired by a monitoring camera in a parking lot or the like. Furthermore, there may be cases where the search for the parking area P is executed in an external processing device and candidates for the parking area P are received. Further, the determination of the target parking position Pt may be executed in an external processing device.

The distance calculation unit 143 calculates the distance on the guide route R generated by the route generation unit 142. Specifically, at a stage before the start of guidance, the distance calculation unit 143 calculates the total travel distance for backward guidance from the turnaround position RS to the target parking position Pt. As the total travel distance, the total travel distance of the guidance route R from the guidance start position to the target parking position Pt or the total travel distance during forward guidance from the guidance start position to the turning position RS may be further calculated. The distance calculating section 143 calculates the remaining distance DR', the first traveling distance DA, and the second traveling distance DB at the deceleration start time t1 based on the target speed pattern L set by the target speed setting section 144. Specifically, the distance calculation unit 143 calculates the remaining distance DR' at the deceleration start time t1 based on the first deceleration line L3 and the second deceleration line L4. The distance calculation unit 143 calculates a first travel distance DA of a first section in which the vehicle decelerates at a first deceleration based on the first deceleration line L3. The distance calculation unit 143 calculates a second travel distance DB for a second section in which the vehicle decelerates at a second deceleration, based on the second deceleration line L4. Here, in the example shown in FIG. 7, the remaining distance DR' at the deceleration start time t1 is equal to the sum of the first travel distance DA and the second travel distance DB.

Further, at a stage after the start of the backward guidance, the distance calculation unit 143 calculates the remaining distance DR from an arbitrary position on the guidance route R to the target parking position Pt. The arbitrary position corresponds to the position at an arbitrary time t in the example shown in FIG. The distance calculation unit 143 calculates the remaining distance DR based on the guide route R and the current position of the vehicle 1, for example. The distance calculation unit 143 calculates the remaining distance DR, for example, by subtracting the distance traveled by the vehicle 1 from the turnaround position RS from the total distance traveled during backward travel. Note that the remaining distance DR and the remaining distance DR' are distances traveled by the vehicle 1 at the respective positions until reaching the target parking position Pt.

The target speed setting unit 144 sets a target speed pattern L, as illustrated in FIG. 7, for example, at a stage before the start of backward guidance. The target speed setting section 144 that sets the target speed pattern L is an example of a setting section. Specifically, the target speed setting unit 144 sets the target speed so that the vehicle 1 is decelerated at the first deceleration in the first section, and the vehicle 1 is decelerated at the second deceleration in the second section. Set pattern L. Here, the first section is from the deceleration start position to the deceleration change position during reverse guidance. In other words, the first section is the range in which the vehicle 1 travels during the period from the deceleration start time t1 to the deceleration change time t2. The deceleration start position is a position where the remaining distance DR to the target parking position Pt on the reverse guidance route RB is the remaining distance DR' (first remaining distance). The remaining distance DR' is, for example, equal to the sum of the first mileage DA and the second mileage DB. The deceleration change position is a position where the remaining distance DR to the target parking position Pt is the second traveling distance DB (second remaining distance). The second section is from the deceleration change position to the target parking position Pt. In other words, the second section is the range in which the vehicle 1 travels during the period from the deceleration change time t2 to the parking time t3. The target parking position Pt is a target position at which the vehicle 1 is parked. The second section is a section that is continuous to the first section. The second deceleration is greater than the first deceleration. The target speed pattern L is a target speed of the vehicle 1.

More specifically, the target speed setting unit 144 sets the upper limit speed Vmax for parking assistance. The target speed setting unit 144 sets the value of the upper limit speed Vmax, for example, according to the driving mode set at that time. The upper limit speed Vmax for each driving mode is, for example, set in advance and stored in the ROM 14b or the like. The upper limit speed Vmax is, for example, 5 km/h.

Further, the target speed setting unit 144 sets a first deceleration during the first stage deceleration and a second deceleration during the second stage deceleration, for example, according to the setting of the driving mode. A table showing the first deceleration and the second deceleration for each driving mode is, for example, set in advance and stored in the ROM 14b or the like. Note that the ROM 14b may store a table showing the first deceleration and the second deceleration for each upper limit speed Vmax in parking assistance. In this way, the target speed setting unit 144 selects the first deceleration and the second deceleration depending on the driving mode selected by the user. In other words, the first deceleration and the second deceleration are selected based on the upper limit speed Vmax determined according to the driving mode selected by the user. As a result, the first deceleration and the second deceleration are determined according to the driving mode selected by the user, which improves the accuracy of the parking position and makes it difficult for users such as drivers to feel uncomfortable. can.

As the first deceleration, for example, a deceleration that can ensure the followability of the vehicle 1 to the target speed is set. The first deceleration is appropriately set depending on the characteristics of the vehicle 1, such as the responsiveness of the drive system 23 and the brake system 18, for example. As the second deceleration, a deceleration that is determined in advance through tests or the like is set so as not to cause the driver or the like to feel a braking shock. Further, as the second deceleration, a deceleration determined in advance through tests or the like is set so as not to cause the driver or the like to feel that the deceleration is slow. The second deceleration may be further set according to the characteristics of the vehicle 1, similarly to the first deceleration. The ratio of the first deceleration to the second deceleration is, for example, 1:2. The ratio of the time length of the first section of the first deceleration to the time length of the second section of the second deceleration is, for example, 1:1. Note that these ratios may be appropriately set according to the characteristics of the vehicle 1 described above and the senses of a user such as a driver.

Further, the target speed setting unit 144 sets the target speed Vsw at the time of transition to the second stage, for example, according to the setting of the driving mode. The target speed Vsw at the time of transition to the second stage for each driving mode is, for example, set in advance and stored in the ROM 14b or the like. The target speed Vsw at the time of transition to the second stage is set to a vehicle speed greater than the lower limit vehicle speed that can ensure the accuracy of vehicle speed estimation of the vehicle 1. Further, the target speed Vsw at the time of transition to the second stage is set according to the characteristics of the vehicle 1, for example. The target speed Vsw at the time of transition to the second stage is, for example, a vehicle speed of 0.7 km/h to 1 km/h or more. The target speed Vsw at the time of transition to the second stage is, for example, 3 km/h.

In this way, the parking assistance device according to the embodiment sets the target speed pattern L before starting the backward guidance. Note that the target speed pattern L generated before the start of guidance of the vehicle 1 does not need to be a time series of target speeds, and may be information indicating each deceleration and the timing at which the deceleration is switched.

Further, the target speed setting unit 144 controls the speed of the vehicle 1 based on the set target speed pattern L and the vehicle speed of the vehicle 1 acquired according to the output of the wheel speed sensor 22 at a stage after the start of the backward guidance. Performs braking and driving control. The target speed setting section 144 that performs braking/driving control is an example of a control section. Specifically, the target speed setting unit 144 generates a control signal that instructs acceleration, maintenance, or deceleration of the vehicle speed of the vehicle 1 so that the vehicle speed of the vehicle 1 follows the target speed pattern L. The control signal is supplied to the movement control section 145. When guiding the vehicle 1 along the reverse guidance route RB as shown in FIG. 7, the target speed setting unit 144, for example, accelerates the vehicle 1 stopped at the turning position RS up to the upper limit speed Vmax for parking assistance at a predetermined acceleration. Accelerate (acceleration line L1). Here, the turning position RS is a guidance start position in parking assistance when guiding the vehicle backward. Thereafter, the target speed setting unit 144 maintains the predetermined upper limit speed Vmax (holding line L2). Then, the target speed setting unit 144 decelerates the vehicle from the upper limit speed Vmax at the first deceleration to the target speed Vsw at the time of transition to the second stage (first deceleration line L3). Further, the target speed setting unit 144 decelerates the vehicle 1 from the target speed Vsw at the time of transition to the second stage to zero speed using the second deceleration, and stops the vehicle 1 at the target parking position Pt (second deceleration line L4). .

The movement control unit 145 executes various controls for moving the vehicle 1 along the guide route R. When guiding the vehicle 1 along the guidance route R, the movement control unit 145 according to the present embodiment may, for example, execute fully automatic control that automatically controls all of the steering system 13, brake system 18, drive system 23, etc. , semi-automatic control that automatically controls part of the steering system 13, brake system 18, drive system 23, etc. is performed. Furthermore, the movement control unit 145 provides the driver with operational guidance for the steering system 13, brake system 18, drive system dashboard 24, etc. so that the vehicle 1 can move along the guide route R. It is also possible to perform manual control to perform driving operations.

In this embodiment, a case where the vehicle 1 is guided by fully automatic control will be described as an example. The movement control unit 145 controls the drive system 23 in accordance with the control signal supplied from the target speed setting unit 144 so that the vehicle 1 moves smoothly along the guidance route R without sudden acceleration or deceleration. to adjust engine output or motor output. The movement control unit 145 controls the brake system 18 in accordance with the control signal supplied from the target speed setting unit 144 so that the vehicle 1 moves smoothly along the guide route R without sudden acceleration or deceleration. to adjust the braking timing and braking force. The movement control unit 145 controls the steering system 13 to control the steering angle so that the vehicle 1 moves along the guidance route R.

An example of the operation of the parking assist device configured as described above during backward guidance will be described with reference to the drawings. FIG. 8 is a flowchart illustrating an example of parking assistance processing during backward guidance, which is executed in the parking assistance device according to the embodiment. In the flowchart of FIG. 8, after the vehicle 1 enters the parking lot 200, a search for the parking area P is automatically executed, and the vehicle 1 stopped at the guidance start position is automatically moved to the selected parking area P. An example of guiding the driver to complete parking will be explained.

The target parking position determining unit 141 determines the parking area P and the target parking position Pt (S101). The route generation unit 142 generates a guide route R for guiding the vehicle 1 from the guide start position to the target parking position Pt (S102). The distance calculation unit 143 calculates the total travel distance based on the generated guide route R (S103). The total moving distance is the distance from the guidance start position to the target parking position Pt.

After that, the target speed setting unit 144 sets the upper limit speed Vmax for parking assistance (S104). Further, the target speed setting unit 144 sets a first deceleration during the first stage deceleration (S105), and also sets a second deceleration during the second stage deceleration (S106). Further, the target speed setting unit 144 sets the target speed Vsw at the time of transition to the second stage (S107).

After that, the target speed setting unit 144 starts guiding the vehicle 1 (S108). The target speed setting unit 144 starts guiding the vehicle 1, for example, when the driver releases the brake pedal. The driver's release of the brake pedal is detected based on a control signal output from the brake sensor 18b. Specifically, the target speed setting unit 144 generates a control signal instructing acceleration of the vehicle speed of the vehicle 1 so that the vehicle 1 starts accelerating along the acceleration line L1, and uses the generated control signal to It is supplied to the movement control section 145.

After the backward guidance of the vehicle 1 is started, the distance calculation unit 143 starts calculating the remaining distance DR from the current position of the vehicle 1 to the target parking position Pt (S109). Furthermore, the target speed setting unit 144 calculates a first traveling distance DA at the time of the first stage deceleration (S110) and a second traveling distance DB at the second stage deceleration, based on the upper limit speed Vmax and each deceleration. (S111). Note that for the first mileage DA and the second mileage DB, for example, pre-calculated values may be stored in the above-mentioned table together with each deceleration.

Further, the target speed setting unit 144 checks whether the upper limit speed Vmax can be reached by the position of the remaining distance DR' by accelerating along the acceleration line L1. In other words, the target speed setting unit 144 calculates the travel distance (first travel distance DA) in the section decelerating along the first deceleration line L3 from the upper limit speed Vmax, and the second speed from the target speed Vsw at the time of transition to the second stage. The sum of the traveling distance of the section decelerating along the deceleration line L4 (second traveling distance DB) and the traveling distance of the section accelerating from the turnaround position RS to the upper limit speed Vmax along the acceleration line L1 is determined in the process of S103. Check whether the total mileage is within the calculated total distance. The turning position RS is a guidance start position in parking assistance when guiding the vehicle backward. If the sum of the first traveling distance DA, the second traveling distance DB, and the traveling distance of the acceleration section along the acceleration line L1 is less than or equal to the total traveling distance, the target speed setting unit 144 determines the target parking position. The section from Pt to the position of the remaining distance DR' at the deceleration start time t1 is set as the deceleration section. More specifically, the area from the target parking position Pt to the position of the target speed Vsw when the target speed transitions to the second stage is set as a deceleration section along the second deceleration line L4. Further, the section from the position of the target speed Vsw when the target speed transitions to the second stage to the position of the remaining distance DR' at the deceleration start time t1 is set as the section for decelerating along the first deceleration line L3. Thereafter, the target speed setting unit 144 sets a section in which the vehicle accelerates along the acceleration line L1, and sets the remaining section as a section in which the vehicle travels at a constant speed along the holding line L2. In this way, the target speed setting unit 144 generates a target speed pattern L that decelerates the vehicle 1 by at least two decelerations, as illustrated in FIG. 7 .

The target speed setting unit 144 determines whether the remaining distance DR at that time is greater than the sum of the first mileage DA and the second mileage DB (first remaining distance) (S112). In other words, the target speed setting unit 144 determines whether the remaining distance DR is greater than the remaining distance DR'. Here, when the remaining distance DR is greater than the remaining distance DR', it means when the vehicle 1 has not reached the deceleration start position during backward guidance. When the remaining distance DR is greater than the remaining distance DR' (S112: Yes), the target speed setting unit 144 accelerates the vehicle 1 or causes the vehicle 1 to travel at a constant speed according to the remaining distance DR at that time (S113). ). Specifically, the target speed setting unit 144 generates a control signal for causing the vehicle speed of the vehicle 1 to follow the acceleration line L1 or the holding line L2 according to the remaining distance DR at that time, and A control signal is supplied to the movement control section 145.

When the remaining distance DR is less than or equal to the remaining distance DR′ (S112: No), the target speed setting unit 144 determines whether the remaining distance DR is greater than the second traveling distance DB (second remaining distance). (S114). Here, when the remaining distance DR is greater than the second traveling distance DB, it means when the vehicle speed of the vehicle 1 is greater than the target speed Vsw at the time of transition to the second stage. In other words, in S114, the target speed setting unit 144 determines whether or not this is the first section in which the vehicle 1 is decelerated at the first deceleration. When the remaining distance DR is larger than the second traveling distance DB (S114: Yes), the target speed setting unit 144 decelerates the vehicle 1 at the first deceleration (S115). Specifically, the target speed setting unit 144 generates a control signal for causing the vehicle speed of the vehicle 1 to follow the first deceleration line L3, and supplies the generated control signal to the movement control unit 145.

When the remaining distance DR is less than or equal to the second traveling distance DB (S114: No), the target speed setting unit 144 decelerates the vehicle 1 at the second deceleration (S116). Here, the fact that the remaining distance DR is less than or equal to the second traveling distance DB means that the vehicle 1 is in the second section in which the vehicle 1 is decelerated at the second deceleration. Specifically, the target speed setting unit 144 generates a control signal for causing the vehicle speed of the vehicle 1 to follow the second deceleration line L4, and supplies the generated control signal to the movement control unit 145. Thereafter, when the remaining distance DR is zero, the target speed setting unit 144 sets the target speed to 0, and ends the guidance of the vehicle 1 during backward guidance.

In this way, the parking assistance device according to the embodiment decelerates the vehicle 1 at the first deceleration, and then decelerates the vehicle 1 at the second deceleration that is greater than the first deceleration. Thereby, it is possible to improve the followability of the actual speed of the vehicle 1 to the target speed in braking/driving control for automatic parking. That is, according to the technology according to the embodiment, it is possible to improve the accuracy of the stopping position in braking/driving control of automatic parking.

FIG. 9 is an exemplary and schematic diagram showing a target speed pattern L that is set when the target speed Vs at the deceleration start time t1 is less than the upper limit speed Vmax in parking assistance in the parking assistance device according to the embodiment. be. In the example shown in FIG. 9, the vertical axis shows speed and the horizontal axis shows time. In the example shown in FIG. 9, the target speed pattern L includes an acceleration line L1, a first deceleration line L3, and a second deceleration line L4. In the process of S111 in FIG. 8, the target speed setting unit 144 determines the travel distance of the section decelerating from the upper limit speed Vmax along the first deceleration line L3 (the first travel distance DA in FIG. 7), and the second stage. The travel distance in the section where the target speed Vsw at the time of transition is decelerated along the second deceleration line L4 (second travel distance DB in FIG. 7) and the travel distance where the section is accelerated to the upper limit speed Vmax along the acceleration line L1. If the sum with the distance is greater than the total traveling distance, as shown in FIG. 9, the section in which acceleration is performed along the acceleration line L1 and the first section are adjusted. Specifically, the target speed setting unit 144 determines whether the sum of the traveling distance when accelerating along the acceleration line L1 and the traveling distance after the start of deceleration is within the range of the total traveling distance calculated in the process of S103. The acceleration section along the acceleration line L1 and the first section are adjusted so that Therefore, the target speed pattern L in FIG. 9 is a form in which the target speed pattern L in FIG. 7 is shifted to the left in the drawing so that it falls within the range of the total travel distance calculated in the process of S103. That is, the first mileage DA in FIG. 9 is smaller than the first mileage DA in FIG. 7 .

FIG. 10 is an exemplary and schematic diagram showing a target speed pattern L that is set when the target speed Vs at the deceleration start time t1 is less than the target speed Vsw at the time of transition to the second stage in the parking assistance device according to the embodiment. This is a diagram. In the example shown in FIG. 10, the vertical axis shows speed and the horizontal axis shows time. In the example shown in FIG. 10, the target speed pattern L includes an acceleration line L1 and a second deceleration line L4. In the process of S111 in FIG. 8, the target speed setting unit 144 decelerates along the second deceleration line L4 from the remaining distance DR at the deceleration change time point t2 in FIG. 7, that is, the target speed Vsw at the time of transition to the second stage. If the sum of the traveling distance of the section (second traveling distance DB in FIG. 7) and the traveling distance of the section in which the acceleration is accelerated up to the upper limit speed Vmax along the acceleration line L1 is greater than the total traveling distance, as shown in FIG. , the first travel distance DA is set to zero, and the acceleration section and the second section are adjusted along the acceleration line L1. Specifically, the target speed setting unit 144 determines in the process of S103 that the sum of the traveling distance when accelerating along the acceleration line L1 and the traveling distance in the second section decelerating at the second deceleration is determined by the process in S103. The section in which the vehicle accelerates along the acceleration line L1 and the second section are adjusted so as to fall within the range of the calculated total travel distance. Therefore, the target speed pattern L in FIG. 10 is a form in which the target speed pattern L in FIG. 9 is further shifted to the left in the drawing so that it falls within the range of the total travel distance calculated in the process of S103. That is, the second mileage DB in FIG. 10 is smaller than the second mileage DB in FIGS. 7 and 9.

In this way, the parking assistance device according to the embodiment sets (changes) the traveling distance of the first section short when the total traveling distance for backward guidance from the turning position RS to the target parking position Pt is short. A two-step deceleration is executed. In other words, when the total travel distance for backward guidance from the turnaround position RS to the target parking position Pt is short, the parking assistance device determines that the remaining distance DR' (first remaining distance) is smaller than the second remaining distance. A target speed pattern is set so that deceleration at the first deceleration is started from a position where the remaining distance is greater than the travel distance DB (second remaining distance). At this time, the parking assistance device does not change the second mileage DB (second remaining distance). According to this configuration, parking position accuracy can be improved by two-step deceleration. Here, if the total traveling distance of the backward guidance from the turning position RS to the target parking position Pt is short, the first section set in consideration of the followability of the vehicle speed becomes short, so that the vehicle speed decreases. There is a possibility that the followability will be reduced. However, if the total traveling distance of the backward guidance from the turning position RS to the target parking position Pt is short, the speed change due to acceleration or deceleration is also small, so the influence of the drop in followability is small. In addition, in the parking assist device according to the embodiment, when the total traveling distance of the backward guidance from the turnaround position RS to the target parking position Pt is short to the extent that two-step deceleration is not possible, the influence of the decrease in followability is small. Executes one-step deceleration, which decelerates at two decelerations.

In addition, in this embodiment, as illustrated in FIG. 7, the braking/driving control during backward guidance has been mainly described, but the invention is not limited to this. The technique according to the embodiment may be applied during forward guidance for guiding the vehicle 1 from the guidance start position to the turning position RS, or may be applied during forward guidance and backward guidance. Further, the guide route R may be either the forward guide route RF or the backward guide route RB. Even with these configurations, the same effects as described above can be obtained.

In addition, in this embodiment, as illustrated in FIG. 7, a case where two-step deceleration is performed using two decelerations is illustrated, but the invention is not limited to this. Deceleration may be performed in three or more stages. Even with this configuration, the same effects as described above can be obtained.

In this embodiment, as described above, the timing to start deceleration at the first deceleration (deceleration start time t1) is on the route of the guidance route R (forward guidance route RF and/or backward guidance route RB). It is defined by the remaining distance DR. As this deceleration start time t1, for example, the timing when the body of the vehicle 1 enters the parking area P can be used. In this case, the remaining distance DR' at the deceleration start time t1 is, for example, the distance between the parking reference line PL and the target parking position Pt. In other words, as the remaining distance DR' at the deceleration start time t1, for example, the distance between the front end 2c of the vehicle 1 and the rear wheel shaft center position Ct can be used. With this configuration, the remaining distance DR' at the deceleration start time t1 can be defined in advance based on the size of the vehicle 1. Furthermore, even if the current position of the vehicle 1 is obtained through image processing, for example, the deceleration start time t1 can be determined based on the white line 210 or the parking reference line PL, which are recognized with high recognition accuracy through image processing, so the parking position accuracy is This has the effect of suppressing the decline in

Although the embodiments of the present invention have been illustrated above, the embodiments and modifications described above are merely examples, and are not intended to limit the scope of the invention. The embodiments and modifications described above can be implemented in various other forms, and various omissions, substitutions, combinations, and changes can be made without departing from the gist of the invention. Furthermore, the configurations and shapes of each embodiment and each modification can be partially replaced.

1... Vehicle, 2a... Cabin, 2b... Seat, 2c, 2d, 2e, 2f... End, 2g... Door mirror, 2h... Door, 3... Wheel, 3F... Front wheel, 3R... Rear wheel, 4... Steering section, 5... Acceleration operation section, 6... Braking operation section, 7... Speed change operation section, 8... Display device, 8a... Screen, 9... Audio output device, 10... Operation input section, 11... Monitor device, 12... Display device, 12a ...Screen, 13...Steering system, 13a...Actuator, 13b...Torque sensor, 14...ECU, 14a...CPU, 14b...ROM, 14c...RAM, 14d...Display control section, 14e...Audio control section, 14f...SSD, 14g ...Operation unit, 15, 15a, 15b, 15c, 15d...Imaging unit, 16, 16a to 16d, 17, 17a to 17h...Distance measurement unit, 18...Brake system, 18a...Actuator, 18b...Brake sensor, 19...Rudder Angle sensor, 20... Accelerator sensor, 21... Shift sensor, 22... Wheel speed sensor, 23... Drive system, 24... Dashboard, 25... Instrument panel section, 25a... Speed display section, 25b... Rotation speed display section, 141... Target parking position determination section, 142... Route generation section, 143... Distance calculation section, 144... Target speed setting section, 145... Movement control section, 200... Parking lot, 210... White line, Ct... Rear wheel axis center position, DA... No. 1 travel distance, DB...Second travel distance, DR, DR'...Remaining distance, L...Target speed pattern, L1...Acceleration line, L2...Holding line, L3...First deceleration line, L4...Second Deceleration line, t...any point in time, t1...point in time to start deceleration, t2...point in time to change deceleration, t3...point in time to park, Vmax...upper limit speed, Vs...target speed at the start of deceleration, Vsw...target at transition to second stage Speed, P...Parking area, PL...Parking reference line, Pt...Target parking position, R...Guidance route, RB...Reverse guide route, RF...Forward guide route, RS...Turning position.

Claims (6)

a setting unit that sets a target speed pattern that is a target speed of the vehicle ;
and a control unit that performs braking and driving control of the vehicle based on the target speed pattern ,
The setting section includes:
After accelerating the vehicle at a predetermined acceleration from the guidance start position, a second remaining distance from a first remaining distance position to a target parking position, which is a target position where the vehicle is parked, is smaller than the first remaining distance. The vehicle is decelerated at a first deceleration from the second remaining distance position to the target parking position, and the vehicle is decelerated at a first deceleration greater than the first deceleration from the second remaining distance position to the target parking position. When the target speed pattern is set to decelerate at a deceleration of 2,
Braking/driving control based on the target speed pattern determines a travel distance when accelerating the vehicle at the predetermined acceleration, a travel distance when decelerating the vehicle at the first deceleration, and a travel distance when the vehicle is decelerated at the first deceleration. When the sum of the speed and the travel distance when decelerating the vehicle is less than or equal to the distance from the guidance start position to the target parking position, setting the target speed pattern as a first target speed pattern;
Braking/driving control based on the target speed pattern determines a travel distance when accelerating the vehicle at the predetermined acceleration, a travel distance when decelerating the vehicle at the first deceleration, and a travel distance when the vehicle is decelerated at the first deceleration. When the sum of the distance traveled when decelerating the vehicle at the speed is greater than the distance from the guidance start position to the target parking position, the sum is smaller than the first remaining distance and less than the second remaining distance. Starting deceleration at the first deceleration from a position with a large remaining distance, and at the first deceleration for a travel distance shorter than the travel distance at the first deceleration in the first target speed pattern. A parking assist device that sets the target speed pattern as a second target speed pattern so as to drive the vehicle . The setting unit is configured to set a travel distance when accelerating the vehicle at the predetermined acceleration and a travel distance when decelerating the vehicle at the second deceleration through braking/driving control based on the target speed pattern. When the sum is greater than the distance from the guidance start position to the target parking position, after accelerating the vehicle at the predetermined acceleration, the first deceleration is not used and the second deceleration is used. The parking assist device according to claim 1 , wherein a third target speed pattern is set to decelerate the vehicle. The parking assistance device according to claim 1 or 2 , further comprising a storage unit that stores a table showing the first deceleration and the second deceleration for each upper limit speed in parking assistance. The parking assist device according to any one of claims 1 to 3 , wherein the setting unit selects the first deceleration and the second deceleration depending on a driving mode. setting a target speed pattern that is a target speed of the vehicle by the setting unit ;
performing braking and driving control of the vehicle based on the target speed pattern by a control unit ;
The setting section includes:
After accelerating the vehicle at a predetermined acceleration from the guidance start position, a second remaining distance from a first remaining distance position to a target parking position, which is a target position where the vehicle is parked, is smaller than the first remaining distance. The vehicle is decelerated at a first deceleration from the second remaining distance position to the target parking position, and the vehicle is decelerated at a first deceleration greater than the first deceleration from the second remaining distance position to the target parking position. When the target speed pattern is set to decelerate at a deceleration of 2,
Braking/driving control based on the target speed pattern determines a travel distance when accelerating the vehicle at the predetermined acceleration, a travel distance when decelerating the vehicle at the first deceleration, and a travel distance when the vehicle is decelerated at the first deceleration. When the sum of the speed and the travel distance when decelerating the vehicle is less than or equal to the distance from the guidance start position to the target parking position, setting the target speed pattern as a first target speed pattern;
Braking/driving control based on the target speed pattern determines a travel distance when accelerating the vehicle at the predetermined acceleration, a travel distance when decelerating the vehicle at the first deceleration, and a travel distance when the vehicle is decelerated at the first deceleration. When the sum of the distance traveled when decelerating the vehicle at the speed is greater than the distance from the guidance start position to the target parking position, the sum is smaller than the first remaining distance and less than the second remaining distance. Starting deceleration at the first deceleration from a position with a large remaining distance, and at the first deceleration for a travel distance shorter than the travel distance at the first deceleration in the first target speed pattern. A parking assistance method in which the target speed pattern is set as a second target speed pattern so as to drive the vehicle . to the computer,
Setting a target speed pattern that is a target speed of the vehicle ;
Performing braking and driving control of the vehicle based on the target speed pattern ,
When setting the target speed pattern,
After accelerating the vehicle at a predetermined acceleration from the guidance start position, a second remaining distance from a first remaining distance position to a target parking position, which is a target position where the vehicle is parked, is smaller than the first remaining distance. The vehicle is decelerated at a first deceleration from the second remaining distance position to the target parking position, and the vehicle is decelerated at a first deceleration greater than the first deceleration from the second remaining distance position to the target parking position. When the target speed pattern is set to decelerate at a deceleration of 2,
Braking/driving control based on the target speed pattern determines a travel distance when accelerating the vehicle at the predetermined acceleration, a travel distance when decelerating the vehicle at the first deceleration, and a travel distance when the vehicle is decelerated at the first deceleration. When the sum of the speed and the travel distance when decelerating the vehicle is less than or equal to the distance from the guidance start position to the target parking position, setting the target speed pattern as a first target speed pattern;
Braking/driving control based on the target speed pattern determines a travel distance when accelerating the vehicle at the predetermined acceleration, a travel distance when decelerating the vehicle at the first deceleration, and a travel distance when the vehicle is decelerated at the first deceleration. When the sum of the distance traveled when decelerating the vehicle at the speed is greater than the distance from the guidance start position to the target parking position, the sum is smaller than the first remaining distance and less than the second remaining distance. Starting deceleration at the first deceleration from a position with a large remaining distance, and at the first deceleration for a travel distance shorter than the travel distance at the first deceleration in the first target speed pattern. setting the target speed pattern as a second target speed pattern so that the vehicle runs;
A parking assistance program for causing the computer to execute.

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