JPH11208431A - Automatic car parking and stopping device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To easily and certainly park and stop a vehicle at a desired stopping position as a relative position for a target on a road surface. SOLUTION: Whether a vehicle moves to a desired stopping position or not is judged (S130) in accordance with whether an actual stroke and an assumed stroke of a suspension match with each other or not by selecting a road surface irregular pattern in accordance with an irregular shape of a road surface, setting the desired stopping position as a relative position of a wheel against irregularity of the road surface (S50-80), assuming the stroke of the suspension in accordance with the set desired stopping position (S100) and making the vehicle automatically travel toward the desired stopping position (S110 and 120). When it is judged that the vehicle moves to the desired stopping position, the vehicle is stopped by actuating an automatic brake device.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic parking and stopping device for a vehicle, that is, a device for automatically parking and stopping a vehicle at a desired stop position.

[0002]

2. Description of the Related Art As one of parking assisting devices for guiding a vehicle such as an automobile to a stop position desired by a driver, for example, as described in Japanese Patent Application Laid-Open No. Hei 5-143895 filed by the applicant of the present invention. Calculating the position of an obstacle in a predetermined direction from an image behind the vehicle taken by a video camera, calculating a vector having two points at positions adjacent to each other of the obstacle as a start point and an end point, A parking assist device configured to detect a corner at the front end of a vehicle that is already parked on both sides by a change in the direction of the vector and to guide and park the vehicle between the detected vehicles on both sides has conventionally been provided. Are known.

According to such a parking assist device, the driver does not need to operate the steering wheel while checking the position of the vehicle on both sides, so that a general vehicle without such a parking assist device is used. The vehicle can be parked at a predetermined parking position much more easily and reliably without colliding with another vehicle or the like.

[0004]

However, in the conventional parking assist device as described above, vehicles can be parked and stopped without colliding with an adjacent vehicle or the like. The vehicle cannot be parked and stopped at a desired stop position determined as a relative position to a target on the road surface. In addition, since the above-described parking assist device automatically determines the stop position of the own vehicle so as not to collide with an adjacent vehicle and guides the vehicle to the stop position, the driver needs to determine the stop position of the own vehicle in advance It cannot be modified freely.

SUMMARY OF THE INVENTION The present invention relates to a conventional parking assist device configured to automatically determine a stop position of a vehicle so as not to collide with an adjacent vehicle and guide the vehicle to the stop position. The main problem of the present invention is that a driver can select a stop position of a vehicle as a relative position with respect to a target on a road surface such as a wheel stop, and the set stop position. The purpose of the present invention is to make it possible to easily and reliably park and stop the vehicle at a stop position desired by the driver by automatically stopping the vehicle.

[0006]

SUMMARY OF THE INVENTION According to the present invention, there is provided, in accordance with the present invention, an automatic braking device and a desired stop position of a vehicle as a relative position to a target on a road surface. Desired stop position setting means, arrival determining means for determining that the vehicle has reached the set desired stop position, and control for activating the automatic brake device when it is determined that the vehicle has reached the desired stop position Means for automatically parking and stopping a vehicle.

According to the first aspect of the present invention, the desired stop position of the vehicle is set by the desired stop position setting means as a relative position to the target on the road surface, and it is determined that the vehicle has reached the set desired stop position. When this happens, the control means activates the automatic braking device, which automatically stops the vehicle, so that the driver can reliably stop the vehicle without the need for the driver to depress the accelerator pedal and the brake pedal. It becomes possible to park and stop at the position.

According to the present invention, in order to effectively achieve the above-mentioned main object, the automatic parking and stopping device moves the vehicle by automatic traveling until the determination is made. It is configured to have a means for causing it to be caused (the configuration of claim 2).

According to the second aspect of the present invention, the vehicle is moved by automatic traveling until it is determined that the vehicle has reached the set desired stop position, so that the driver finely adjusts the depression amount of the accelerator pedal. There is no need and this makes it very easy to move the vehicle to the desired stop position.

According to the present invention, in order to effectively achieve the above-mentioned main object, in the structure of the above-mentioned claim 1, the arrival determining means detects at least a road surface condition in a traveling direction of the vehicle. Road surface condition detecting means, a behavior estimating means for estimating the behavior of the vehicle at least in the vicinity of the desired stop position based on the desired stop position and the detected road surface condition, and a behavior detection for detecting the actual behavior of the vehicle Means, and means for determining that the vehicle has reached the desired stop position when the behavior of the vehicle estimated by the behavior estimation means substantially matches the actual behavior detected by the behavior detection means. (The configuration of claim 3).

According to the third aspect of the invention, the behavior of the vehicle at least in the vicinity of the desired stop position is estimated based on the desired stop position and the detected road surface condition. Since it is determined that the vehicle has reached the desired stop position when the actual behavior detected by the behavior detecting means substantially matches, it is reliably determined whether or not the vehicle has reached the desired stop position. .

According to the present invention, in order to effectively achieve the above-mentioned main object, in the configuration of the above-mentioned claim 3, the desired stop position setting means may have a specific uneven shape from a plurality of road surface uneven shapes. And a desired stop position is set as a relative position of the wheel with respect to the selected uneven shape, the road surface condition detecting means includes a sensor for detecting a road surface unevenness state, and the behavior detecting means includes a suspension. (Structure of Claim 4).

According to the configuration of the fourth aspect, a specific uneven shape is selected from the plurality of uneven shapes of the road surface, and a desired stop position is set as a relative position of the wheel with respect to the selected uneven shape. Since the unevenness state of the road is detected and the behavior detecting means detects the stroke of the suspension, the vehicle can be reliably parked and stopped at the desired stop position so that the wheels are located at the desired positions with respect to the road unevenness.

According to the present invention, in order to effectively achieve the above-mentioned main object, in the structure of the above-mentioned claim 1 or 2, the arrival judging means detects at least a road surface condition in a traveling direction of the vehicle. Road surface condition detecting means, distance estimating means for estimating a distance that the vehicle should travel to the desired stop position based on the desired stop position and the detected road surface condition, a vehicle speed detecting means, Means for determining whether or not the vehicle has reached the desired stop position based on the distance and the vehicle speed (configuration of claim 5).

According to the fifth aspect of the present invention, at least a road surface condition in a traveling direction of the vehicle is detected, and a distance to be moved by the vehicle to the desired stop position is estimated based on the desired stop position and the detected road surface condition. Since it is determined whether the vehicle has reached the desired stop position based on the distance to be moved and the vehicle speed, the behavior of the vehicle at least near the desired stop position is determined based on the desired stop position and the detected road surface condition. The vehicle can be reliably stopped at the desired stop position without estimating or determining whether the behavior of the vehicle estimated by the behavior estimation means substantially matches the actual behavior detected by the behavior detection means. It is possible to park and stop at.

[0016]

According to a preferred aspect of the present invention, in the configuration of the first aspect, the automatic parking and stopping device includes a main switch operated by a driver, and the main switch is turned on. (Preferred mode 1).

According to another preferred aspect of the present invention, in the configuration of the first aspect, the automatic parking and stopping device is provided when the vehicle is substantially in a straight traveling state and the vehicle speed is equal to or lower than a predetermined value. It is configured to operate only (preferred embodiment 2).

According to another preferred aspect of the present invention, in the configuration of the first aspect, the vehicle includes a transmission, and the automatic parking and stopping device is provided when the transmission is in the R range or the 1st range. (Preferred mode 3).

According to another preferred aspect of the present invention, in the configuration of the first aspect, the automatic brake device is configured to operate irrespective of an operation of depressing a brake pedal by a driver (preferred aspect). 4).

According to another preferred aspect of the present invention, in the configuration of the first aspect, the automatic parking / parking device performs the parking / stopping operation by the driver after the automatic brake device is operated. It is configured to release the operation at the time (preferred mode 5).

According to one preferred aspect of the present invention, in the configuration of the second aspect, the means for automatically moving the vehicle includes an engine, and the output of the engine is maintained at a constant output equal to or less than a predetermined value. (Preferred embodiment 6).

According to another preferred aspect of the present invention, in the configuration of the second aspect, the means for automatically moving the vehicle is configured to operate regardless of the operation of the accelerator pedal by the driver. (Preferred embodiment 7).

According to another preferred aspect of the present invention, in the configuration of the fourth aspect, the behavior detecting means includes a sensor for detecting a stroke of the front wheel suspension and a sensor for detecting a stroke of the rear wheel suspension. ,
It is configured to detect the actual behavior of the vehicle based on the stroke of the rear wheel suspension when the vehicle is parked backward and stop, and to detect the actual behavior of the vehicle based on the stroke of the front wheel suspension when the vehicle is parked and parked forward (preferred mode 8).

According to another preferred aspect of the present invention, in the configuration of the fifth aspect, the road surface condition detecting means is configured to wirelessly detect the road surface condition in the traveling direction of the vehicle (preferred embodiment). 9).

According to another preferred aspect of the present invention, in the configuration of claim 5, the road surface condition detecting means detects a reference point of a desired stop position as a road surface condition, and the distance estimating means includes a desired stop. Based on the distance between the reference point of the position and the wheel, the distance between the road surface condition detecting means and the wheel, and the detected reference point of the desired stop position, the distance that the vehicle should move to the desired stop position is estimated. (Preferred embodiment 1)
0).

According to another preferred embodiment of the present invention, the means for determining whether or not the vehicle has reached a desired stop position calculates a time integral value of the vehicle speed, and the integrated value is the distance to be moved. It is configured to determine whether or not substantially equal to (preferred mode 11).

According to another preferred embodiment of the present invention, the vehicle includes means for moving the vehicle at a substantially constant vehicle speed until it is determined that the vehicle has reached the set desired stop position. Is configured to determine whether or not a time corresponding to a value obtained by dividing a distance to be moved by a vehicle speed has elapsed (preferred mode 12).

[0028]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Preferred embodiments of the present invention will be described below in detail with reference to the accompanying drawings.

FIG. 1 is a schematic configuration diagram (A) showing a first embodiment of an automatic parking and stopping device according to the present invention applied to a rear wheel drive vehicle, and a block diagram (B) of a control system.

In FIG. 1, reference numeral 10 denotes an engine, and a driving force of the engine 10 is transmitted to a propeller shaft 18 via an automatic transmission 16 including a torque converter 12 and a transmission 14. The driving force of the propeller shaft 18 is transmitted to the left rear wheel axle 22L and the right rear wheel axle 22R by the differential 20, whereby the left and right rear wheels 24RL and 24RR, which are the driving wheels, are driven to rotate.

On the other hand, the left and right front wheels 24FL and 24FR are both driven wheels and steered wheels. Although not shown in FIG. 1, a rack and pinion driven in response to turning of the steering wheel by a driver is provided. It is steered through a tie rod by a power steering device of the type.

The output of the engine 10 is controlled by a main throttle valve 28 and a sub-throttle valve 30 provided in the intake passage 26.
8 is the accelerator pedal 31 operated by the driver.
The opening of the sub-throttle valve 32 is controlled by an engine control computer 34 via an actuator 36.

A signal indicating the target throttle opening degree φa at the time of parking or stopping is input to the engine control computer 34 from the parking / stopping control computer 38 as necessary. The engine control computer 34 controls the opening of the sub-throttle valve 32 in response to the target throttle opening signal, thereby controlling the output of the engine to a constant low output corresponding to the target throttle opening. It functions as an automatic traveling device that moves the vehicle at a substantially constant vehicle speed in cooperation with the automatic transmission 16, the propeller shaft 18, and the like.

The braking force of the left and right front wheels 24FL, 24FR and the left and right rear wheels 24RL, 24RR is applied to the hydraulic circuit 44 of the braking device 42.
The corresponding wheel cylinders 46FL, 46FR, 46
It is controlled by controlling the braking pressures of RL and 46RR. Although not shown in the drawing, the hydraulic circuit 44 includes a reservoir, an oil pump, various valve devices, and the like, and the braking pressure of each wheel cylinder is normally driven in accordance with the depression operation of the brake pedal 48 by the driver. It is controlled by the master cylinder 50 and, if necessary, by the automatic brake control computer 40 as will be described in detail later.

As will be described later in detail, the automatic brake control computer 40 and the braking device 42 are used when the automatic parking and stopping device automatically parks and stops.
An automatic braking device 52 is provided which applies a braking force to the vehicle in response to the control signal to automatically stop the vehicle.

As shown in FIG. 1 (B), a signal indicating the vehicle speed V from the vehicle speed sensor 54, a signal indicating the steering angle θ from the steering angle sensor 56,
Automatic transmission 1 based on shift position (SP) sensor 58
6, a signal indicating the gear position of the transmission 14 and the strokes Sfl, Sfr, Sfr of the suspension of the left front wheel 24FL, the right front wheel 24FR, the left rear wheel 24RL, and the right rear wheel 24RR from the stroke sensors 60FL, 60FR, 60RL, 60RR, respectively.
Signals indicating rl and Srr are input.

A signal indicating whether the accelerator pedal 31 is depressed by an accelerator pedal switch (APSW) 62 and a signal indicating whether the brake pedal 48 is depressed by a brake pedal switch (BKSW) 64 are transmitted to the parking / stop control computer 38. A signal indicating whether or not a parking brake switch (PBKSW) 66 is on or not, and a signal indicating whether or not a parking brake (not shown in FIG. 1) is on, and a main switch 68 for operating an automatic parking and stopping device. A signal indicating whether the switch is on or not, and a signal indicating the road surface unevenness pattern and the parking / stop position selected by the driver from the selection switch 70 are input.

The parking and stopping control computer 38 displays the road surface unevenness pattern and the stop position pattern on the monitor 72 in accordance with the flowcharts shown in FIGS. 2 and 3, and moves the vehicle to a desired parking and stopping position. The vehicle is automatically moved at a very low speed, and it is determined whether or not the vehicle has reached the desired parking / stop position. When the vehicle has reached the desired parking / stop position, the automatic braking device 52 is operated to bring the vehicle to the desired parking / stop position. Stop in position.

The monitor 72 displays, for example, one of the road surface unevenness patterns (A) to (F) shown in FIG. 4, and displays a pattern (A) each time a forward key (not shown) is pressed. ) To (F), and the displayed pattern is returned one by one in the order of (F) to (A) each time a return key (not shown) is pressed. When the selection switch 70 is operated to select a road surface unevenness pattern while the monitor 72 is displaying any of the road surface unevenness patterns (A) to (F), the selected road surface unevenness pattern is displayed. As shown in FIG. 5, for example, stop position patterns (a), (b),... Are sequentially displayed as relative positions of wheels with respect to road surface irregularities as shown in FIG. 5, and any one of the stop position patterns is highlighted. By operating the selection switch 70 in the situation, the stop position pattern is selected.

The engine control computer 34, the parking / stop control computer 38, and the automatic brake control computer 40 may actually be microcomputers having a well-known configuration including a CPU, a ROM, a RAM, and an input / output port device.

Next, the automatic parking and stopping control in the first embodiment will be described with reference to the flowcharts shown in FIGS. The control according to the flowcharts shown in FIGS. 2 and 3 is started when a main switch 68 (not shown) is closed.

First, in step 10, a signal indicating the vehicle speed V detected by the vehicle speed sensor 54 is read, and in step 20, the vehicle speed V is set to the reference value V.
o (positive constant) or not, that is, whether the vehicle is in a substantially stopped state or a very low speed running state is determined.
When the determination is affirmative, the routine proceeds to step 30.

In step 30, it is determined whether or not the absolute value of the steering angle θ is equal to or smaller than a reference value θo (positive constant).
That is, it is determined whether or not a steering wheel (not shown) is substantially at the straight-ahead position. When a negative determination is made, the process returns to step 10, and when an affirmative determination is made, the process proceeds to step 40. .

In step 40, the automatic transmission 16
It is determined whether or not the shift speed of the transmission 14 is in the R range or the L range (1st range). When a negative determination is made, the monitor 72 displays the shift speed in the monitor 72 (not shown in FIG. 2). After a display prompting the user to switch to the range or the L range is displayed, the process returns to step S10, and when an affirmative determination is made, the road surface unevenness pattern is displayed on the monitor 72 in step S50.

In step 60, it is determined whether or not the driver has selected a desired road surface unevenness pattern from the displayed road surface unevenness pattern. If a negative determination is made, the process returns to step 50, and the result is affirmative. When the determination is made, a stop position pattern is displayed on the monitor 72 for the predetermined road surface unevenness pattern selected in step 70.

In step 80, it is determined whether or not a desired stop position pattern has been selected by the driver from the displayed stop position pattern, that is, whether or not the desired stop position has been set by the driver. When the determination is negative, the process returns to step 70. When the determination is affirmative, in step 90, a display indicating that the automatic parking and stopping device is in the standby state is displayed on the monitor 72.

In step 100, the stroke of the suspension is estimated based on the selected road surface unevenness pattern and stop position pattern. For example, when the selected road surface unevenness pattern is the pattern (F) in FIG. 4 and the selected stop position pattern is the pattern (b) in FIG. 5, the suspension stroke is estimated as shown in the middle part of FIG. You.

In step 110, it is determined whether or not the accelerator pedal switch 62 is in the ON state, that is, whether or not the accelerator pedal 31 is depressed. 110 is repeatedly executed, and when an affirmative determination is made, step 1 is executed.
At 20, a control signal is output to the engine control computer 34, whereby the sub-throttle valve 32 is controlled to a predetermined constant opening degree, so that the vehicle is automatically driven at a very low speed toward the selected stop position. Starts moving.

In step 130, it is determined whether or not the actual stroke of the suspension detected by the stroke sensor substantially matches the stroke estimated in step 100. It is determined whether or not it has moved, and when a negative determination is made, step 130 is repeatedly executed, and FIG.
When it is determined that the strokes of the two have substantially coincided with each other, as shown in the middle and lower parts of FIG.

In this case, it is determined whether or not the parking is a reverse parking stop according to whether the shift speed of the transmission 14 is the R range or the L range. The average value Sr of the suspension strokes Srl and Srr detected by the stroke sensors 60RL and 60RR of the left and right rear wheels 24RL and 24RR is set to the actual suspension stroke. On the other hand, when the vehicle is parked forward and stopped, the left and right front wheels 24FL, 24FL
The average value Sf of the suspension strokes Sfl and Sfr detected by the FR stroke sensors 60FL and 60FR is set to the actual suspension stroke.

In step 140, the sub-throttle valve 32 is controlled to the idle position by outputting a control signal to the engine control computer 34, and the control signal is output to the automatic brake control computer 40 to automatically brake the vehicle. The device 52 is activated, the standby display on the monitor 72 is cleared, and a timer is started in step 150.

In step 160, it is determined whether or not the accelerator pedal switch 62 is off. If the determination is affirmative, the process proceeds to step 190. If the determination is negative, the process proceeds to step 170. It is determined whether or not the count value T of the timer exceeds a reference value To (positive constant). When a negative determination is made, the process returns to step 160, and when an affirmative determination is made, the process returns to step 180. After an alarm is output to the driver by activating the alarm device 74 at step 210,
Proceed to.

In step 190, it is determined whether or not the brake pedal switch 64 is in the ON state, that is, whether or not the driver is performing a stop state maintaining operation, and an affirmative determination is made. When the determination is negative, the process proceeds directly to step 210, and when a negative determination is made, a determination is made in step 200 as to whether the parking brake switch 66 is on, and when a negative determination is made, the process returns to step 50. When an affirmative determination is made, the timer is turned off in step 210, and the idle position control of the sub-throttle valve 32 and the operation of the automatic brake device 52 are released.

Although not shown in FIGS. 2 and 3, step 210 is also performed when the main switch 68 is turned off or when the ignition switch is opened.
And the operation of the automatic parking and stopping device is stopped.

Thus, according to the first embodiment, it is determined in steps 20 to 40 whether or not the vehicle can be automatically parked and stopped by the automatic parking and stopping device. It is determined whether or not the driver has set a desired stop position as a relative position with respect to the unevenness of the road surface. In steps 100 to 140, the vehicle automatically moves to the desired stop position at a substantially constant vehicle speed. Is done.

Therefore, according to this embodiment, the driver can set a desired stop position as a relative position of the wheel with respect to the uneven shape of the road surface, and the accelerator pedal 31 and the brake pedal 48 are complicated and troublesome. The vehicle can be reliably parked and stopped at the desired stop position without stepping on the vehicle.

FIG. 7 is a schematic diagram (A) showing a second embodiment of an automatic parking and stopping device according to the present invention applied to a rear wheel drive vehicle, a block diagram of a control system (B), and FIG. FIG. 11 is an explanatory diagram illustrating a positional relationship between wheels and a preview sensor in a second embodiment. In FIG. 7, the same members as those shown in FIG. 1 are denoted by the same reference numerals as those in FIG.

In this embodiment, the stroke sensors 60FL to 60RR in the first embodiment are not provided, and preview sensors 78FL and 78FR are provided in the front bumper 76F of the vehicle. 76
R is provided with preview sensors 78RL and 78RR. Plevi sensors 78FL and 78FR are the left and right front wheels 2 respectively.
Distance Df from their center of rotation in front of 4FL, 24FR
, And the preview sensors 78RL and 78RR are arranged in front of the left and right rear wheels 24RL and 24RR at a distance Dr from the center of rotation thereof. The preview sensors 78FL to 78RR are driven by radio waves 80 such as ultrasonic waves, lasers, radio waves, or the like to distances Lfl to L to a road surface 82 immediately below the radio waves.
rr, and signals indicating these distances Lfl to Lrr are used as the suspension strokes Sfl of the respective wheels detected by the stroke sensors 60FL to 60RR in the first embodiment.
The input is input to the parking / stop control computer 38 instead of .about.Srr.

Next, the automatic parking and stopping control according to the second embodiment will be described with reference to the flowcharts shown in FIGS. In FIGS. 8 and 9, the same steps as those shown in FIGS. 2 and 3 are denoted by the same step numbers as those given in these figures.

In this embodiment, step 100
The other steps are executed in the same manner as in the first embodiment. In step 102 executed after step 90, the reference point of the stop position is set based on the set desired stop position. In addition, the reference point is set to a corner near a rotation center when the wheel is at the stop position among corners such as a convex portion of the road surface 82.

In step 104, whether the vehicle is parked backward or forward or stopped, whether the vehicle is at the desired stop position, the rotation center of the wheel and the reference point Pb of the stop position
And the target travel distance Dt that the vehicle should travel from when the reference point is detected by the preview sensor is calculated based on the distance Dc between the vehicle and the preview sensor 78FL to 78RR and the distance Df or Dr to the center of rotation of the wheel. Is done.

In step 122 executed after step 120, when the parking is a reverse parking, it is determined whether or not the reference point is detected by the preview sensor 78RL or 78RR. When the vehicle is parked forward and stopped, it is determined whether or not the reference point has been detected by the preview sensor 78FL or 78FR. When a negative determination is made, step 122 is repeatedly executed, and an affirmative determination is made. Sometimes the process proceeds to step 124.

In step 124, the vehicle speed sensor 5
4, a signal indicating the vehicle speed V detected is read, and a time integral value Da of the vehicle speed V is calculated.
In step 130, it is determined whether or not the vehicle has moved to the desired stop position by determining whether or not the time integration value Da has become substantially equal to the target travel distance Dt, and an affirmative determination is made. Proceeds to step 140, but returns to step 124 when a negative determination is made.

Thus, according to the illustrated second embodiment,
In step 102, the reference point of the desired stop position is set. In step 104, the target travel distance Dt is calculated based on the reference point of the desired stop position, and in step 122, the preview sensor reaches the reference point. Is determined, and in steps 124 and 130, the vehicle speed V
The vehicle is moved by the automatic traveling at a substantially constant vehicle speed until the time integration value Da becomes substantially equal to the target traveling distance Dt, whereby the vehicle is moved to the desired stop position.

For example, as shown in FIG.
When the parking and stopping is a reverse parking and stopping, the uneven pattern of the selected road surface is the pattern (F) of FIG. 4 and the selected stop position pattern is the pattern (b) of FIG. The reference point Pb is set at the right corner of the left convex portion of the road surface 82, and therefore, the target travel distance Dt is calculated to be Dr + Dc.

In this case, when the vehicle moves to the position shown in FIG. 11A, an affirmative determination is made in step 122, and the vehicle moves to the position shown in FIG. Then, an affirmative determination is made in step 130, whereby the vehicle is automatically stopped at the desired stop position without the rear wheel passing over the right convex portion.

Therefore, according to this embodiment, similarly to the first embodiment, the driver can set the desired stop position as a relative position of the wheel with respect to the unevenness of the road surface, and can set the accelerator pedal. The vehicle can be reliably parked and stopped at the desired stop position without performing complicated and troublesome depressing operations of the brake pedal 31 and the brake pedal 48.

In particular, according to the second embodiment shown in the drawings, the behavior of the vehicle such as the stroke of the suspension is not taken into account in determining whether the vehicle has moved to the desired stop position. Even when the position of the wheel is on the near side of the convex portion such as a wheel stopper, the vehicle can be reliably and easily moved to the desired stop position.

According to the above two embodiments, it is determined in steps 20 to 40 whether or not the vehicle can be parked and stopped by the automatic parking and stopping device. The vehicle can be parked and stopped at the desired stop position more reliably and safely than when it is not performed.

According to the two illustrated embodiments, the desired stop position is determined by first selecting a desired pattern from a plurality of road surface unevenness patterns in steps 50 and 60, and then selecting the desired pattern in steps 70 and 80. The road surface unevenness pattern is set by selecting a desired pattern from a plurality of stop position patterns, so that the road surface unevenness pattern and the stop position pattern are displayed more efficiently than in the case where they are displayed simultaneously. The desired stop position can be set.

Further, according to the two illustrated embodiments, after the vehicle is moved to the desired stop position, steps 150 to 2 are performed.
By executing step 10, it is determined whether or not the vehicle has completed the parking / stopping operation. Therefore, it is more certain that the vehicle has reached the desired stop position than when the determination is not performed. Can be confirmed.

Although the present invention has been described in detail with reference to specific embodiments, the present invention is not limited to the above-described embodiments, and various other embodiments may be included within the scope of the present invention. It will be clear to those skilled in the art that is possible.

For example, in the first embodiment described above,
The road surface condition detecting means is a stroke sensor 60FL to 60RR for detecting the stroke of the suspension, but any detecting means known in the art may be used as long as the road surface condition in the traveling direction of the vehicle can be detected.

In the above-described second embodiment, whether or not the vehicle has moved to the desired stop position in step 130 is determined by making the time integral Da of the vehicle speed V substantially equal to the target moving distance Dt. Is performed depending on whether or not the reference position is detected by the preview sensor assuming that the vehicle speed of the automatic traveling is Va, for example.
The determination may be made based on whether or not a time corresponding to t / Va has elapsed.

In the above-described second embodiment, when a negative determination is made in step 130, the process directly returns to step 124. However, in step 130, a negative determination is made. Is started, a timer different from the timer started in step 150 is started, and when the count value Tv exceeds the reference value, the alarm device 74 is activated, whereby an alarm is issued to the driver. You may.

Further, in the above two embodiments, when a negative determination is made in steps 190 and 200, the process directly returns to step 50. However, in these steps, the negative determination is made. When the transmission is performed, the gear position of the transmission 14 is set to the R range or the L range.
It is determined whether or not a shift has been made from the range to another range such as the N range, and the process may be modified to proceed to step 210 when an affirmative determination is made and to return to step 50 when a negative determination is made.

[0077]

As is apparent from the above description, according to the first aspect of the present invention, the driver can set the desired stop position as a relative position with respect to the target on the road surface, and When the vehicle reaches the set desired stop position, the automatic braking device is activated and the vehicle is automatically stopped, so that the driver can securely stop the vehicle without performing cumbersome and troublesome depression operations of the accelerator pedal and the brake pedal. The vehicle can be parked and stopped at the desired stop position.

According to the second aspect of the present invention, the vehicle can be moved by automatic traveling until the vehicle reaches the set desired stop position, so that the driver can finely adjust the depression amount of the accelerator pedal. And the vehicle can be very easily moved to the desired stop position.

According to the third aspect of the present invention, the vehicle reaches the desired stop position when the behavior of the vehicle estimated by the behavior estimation means substantially coincides with the actual behavior detected by the behavior detection means. Therefore, it can be reliably determined whether or not the vehicle has reached the desired stop position.

According to the configuration of the fourth aspect, a specific uneven shape is selected from the plurality of uneven shapes of the road surface, and a desired stop position is set as a relative position of the wheel with respect to the selected uneven shape. Detects the unevenness of the road surface, and the behavior detection means detects the stroke of the suspension, so that the vehicle is securely parked at the desired stop position so that the wheels are located at the desired positions with respect to the road surface unevenness in various road surface unevenness. You can stop.

According to the fifth aspect of the present invention, the behavior of the vehicle at least in the vicinity of the desired stop position is estimated based on the desired stop position and the detected road surface condition, or the vehicle is estimated by the behavior estimation means. The vehicle can be reliably parked and stopped at the desired stop position without determining whether the behavior substantially matches the actual behavior detected by the behavior detection means.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram (A) showing a first embodiment of an automatic parking and stopping device according to the present invention applied to a rear wheel drive vehicle, and a block diagram (B) of a control system.

FIG. 2 is a flowchart illustrating a first half of an automatic parking and stopping control routine according to the first embodiment.

FIG. 3 is a flowchart illustrating a latter half of an automatic parking and stopping control routine according to the first embodiment.

FIG. 4 is a road surface unevenness pattern (A) displayed on a monitor;
It is explanatory drawing which shows (F).

FIG. 5 is an explanatory diagram showing stop position patterns (a) to (c) for a road surface unevenness pattern (F).

FIG. 6 is a graph showing a road surface unevenness shape, an estimated stroke of a suspension, and an actual stroke of a suspension for a stop position pattern (b) of the road surface unevenness pattern (F).

FIG. 7 is a schematic configuration diagram (A) showing a second embodiment of the automatic parking and stopping device according to the present invention applied to a rear wheel drive vehicle, and a block diagram (B) of a control system.

FIG. 8 is an explanatory diagram illustrating a positional relationship between a preview sensor and wheels according to a second embodiment.

FIG. 9 is a flowchart illustrating the first half of an automatic parking and stopping control routine according to the second embodiment.

FIG. 10 is a flowchart showing a latter half of an automatic parking / stop control routine according to the second embodiment.

FIG. 11 is an explanatory diagram showing a point of automatic parking and stopping in the second embodiment.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 10 ... Engine 31 ... Accelerator pedal 34 ... Engine control computer 38 ... Parking / stop control computer 40 ... Automatic brake control computer 42 ... Brake device 48 ... Brake pedal 52 ... Automatic brake device 60FL-60RR ... Stroke sensor 68 ... Main switch 70 ... Selection Switch 72 ... Monitor 78FL-78RR ... Preview sensor

Claims (5)

[Claims] An automatic braking device, a desired stop position setting means for setting a desired stop position of a vehicle as a relative position to a target on a road surface, and an arrival determination for judging that the vehicle has reached the set desired stop position. And a control means for activating the automatic braking device when it is determined that the vehicle has reached the desired stop position. 2. The apparatus according to claim 1, further comprising means for automatically moving the vehicle until the determination is made.
6. The automatic parking and stopping device for a vehicle according to claim 1. 3. The vehicle according to claim 1, wherein the arrival determining means detects at least a road surface condition in a traveling direction of the vehicle, and the vehicle at least near the desired stop position based on the desired stop position and the detected road surface condition. Behavior estimating means for estimating the behavior of the vehicle, behavior detecting means for detecting the actual behavior of the vehicle, and the behavior of the vehicle estimated by the behavior estimating means and the actual behavior detected by the behavior detecting means are substantially 3. The automatic parking and stopping device for a vehicle according to claim 1, further comprising: a unit configured to determine that the vehicle has reached the desired stop position when the vehicle has reached the desired stop position. 4. The desired stop position setting means is configured to select a specific uneven shape from a plurality of road surface uneven shapes, and to set a desired stop position as a relative position of the wheel with respect to the selected uneven shape. 4. The automatic vehicle parking and stopping device according to claim 3, wherein the road surface condition detecting means includes a sensor for detecting a road surface unevenness condition, and the behavior detecting means includes a sensor for detecting a stroke of a suspension. 5. The vehicle according to claim 1, wherein the arrival determining means detects at least a road surface condition in a traveling direction of the vehicle, and the vehicle should move to the desired stop position based on the desired stop position and the detected road surface condition. A vehicle comprising: a distance estimating unit for estimating a distance; a vehicle speed detecting unit; and a unit for determining whether the vehicle has reached the desired stop position based on the distance to be moved and the vehicle speed. Item 3. The automatic parking and stopping device for a vehicle according to Item 1 or 2.