JPWO2014083829A1 - Vehicle acceleration suppression device and vehicle acceleration suppression method - Google Patents

Abstract

Provided are a vehicle acceleration suppression device and a vehicle acceleration suppression method capable of suppressing drivability during parking and suppressing acceleration when an accelerator is erroneously operated. Based on the parking frame certainty indicating the degree of certainty that the parking frame exists in the traveling direction of the own vehicle and the parking frame entering certainty indicating the degree of certainty that the own vehicle enters the parking frame, the parking frame certainty and the parking frame The vehicle is controlled according to the amount of operation of the accelerator pedal that is operated by the driver and indicates the driving force as the total certainty factor is calculated. Is suppressed with a high degree of suppression. When the parking frame certainty level is detected, it is determined that there is a possibility that a parking frame is included in the overhead image based on the overhead image (environment) around the host vehicle V and the vehicle speed (running state) of the host vehicle V. Processing is performed to determine whether or not the line conforms to the conditions of the line forming the H-shaped parking frame line.

Description

  The present invention relates to a technique for suppressing acceleration of a host vehicle in order to provide driving assistance during parking.

As a technique for controlling the speed of a vehicle such as a vehicle, for example, there is a safety device described in Patent Document 1.
In the safety device described in Patent Document 1, the current position of the vehicle (own vehicle) is a position deviated from the road (public road, etc.) based on the map data of the navigation device and information indicating the current position of the vehicle. Is detected. In addition to this, there is an accelerator operation in the direction to increase the vehicle traveling speed, and when it is determined that the vehicle traveling speed is greater than a predetermined value, the throttle is decelerated in the deceleration direction regardless of the driver's accelerator operation. To control.

JP 2003-137001 A

  The technique described in Patent Document 1 described above is intended to prevent acceleration of a vehicle that is not intended by the driver even if an accelerator operation error occurs, so whether or not the accelerator operation is an operation error. Judgment is a challenge. In the technique described in Patent Document 1, an erroneous operation of the accelerator occurs under the condition that the vehicle is off the road and the condition that the accelerator operation is performed in a state in which a traveling speed of a predetermined value or more is detected. It is a condition for determining that there is a possibility.

However, under the above-described determination conditions, when the vehicle enters the parking lot from the road, control in the throttle deceleration direction is activated depending on the vehicle speed. For this reason, in a parking lot, there exists a possibility that the problem of deteriorating the drivability in driving | running | working etc. until it moves to the vicinity of a parking frame may generate | occur | produce.
The present invention has been made paying attention to the problems as described above, and suppresses drivability at the time of parking and suppresses acceleration at the time of erroneous operation of the accelerator, and a vehicle acceleration suppression device and It aims at providing the acceleration suppression method for vehicles.

  In order to solve the above-described problem, according to an aspect of the present invention, a parking frame certainty factor is calculated based on an overhead image (environment) around the host vehicle V and the vehicle speed (running state) of the host vehicle V. In addition, when determining whether or not the line marked on the road surface forms a parking frame, it is determined whether or not the line conforms to the conditions of the line forming the H-shaped parking frame line. When the H-shaped parking frame line is detected, a high parking frame certainty factor is set.

According to the present invention, when the parking frame certainty factor is low, it is possible to reduce the degree of suppression of acceleration to reduce the decrease in drivability, and when the parking frame certainty factor is high, the degree of suppression of acceleration is increased. Thus, the acceleration suppression effect of the host vehicle can be increased.
For this reason, while suppressing the drivability at the time of parking, it becomes possible to suppress the acceleration at the time of the erroneous operation of an accelerator.
In addition to this, it is possible to avoid the problem that the line forming the H-shaped parking frame is not recognized as a parking frame due to being composed of a line longer than one parking frame. . In addition, it is possible to avoid erroneously recognizing a pattern of an H-shaped parking frame in which two parking frames are vertically connected as a vertically long parking frame. Furthermore, even if the straight line separating the two parking frames vertically connected is interrupted, it can be determined that the parking frames are two H-shaped parking frames, and high parking frame confidence By setting as, it is possible to suppress a decrease in drivability.

It is a conceptual diagram which shows the structure of a vehicle provided with the acceleration suppression apparatus for vehicles of 1st embodiment of this invention. It is a block diagram which shows schematic structure of the acceleration suppression apparatus for vehicles of 1st embodiment of this invention. It is a block diagram which shows the structure of the acceleration suppression control content calculating part. It is a figure which shows the pattern of the parking frame which a parking frame reliability calculation part makes the calculation object of parking frame reliability. It is a flowchart which shows the process which an acceleration suppression operation condition judgment part judges whether an acceleration suppression operation condition is materialized. It is a figure explaining the distance of the own vehicle, a parking frame, and the own vehicle and a parking frame. It is a figure which illustrates typically the extraction method of the determination element by the edge detection in a parking frame reliability calculation part. It is a flowchart which shows the process in which a parking frame reliability calculation part calculates parking frame reliability. It is a figure which shows the content of the process which a parking frame reliability calculation part performs. It is a figure which shows the example in case the halfway part of both the paired two line La and line Lb cross | intersects the line Lc which is a horizontal line. It is a figure which shows the example of the parking frame line in case the line considered to be the line which forms a parking frame line exists. It is a figure which shows typically the content of the detection process of the horizontal line considered to form a parking frame line which a parking frame reliability calculation part performs. It is a flowchart which shows the content of the detection process of the H-shaped parking frame which a parking frame reliability calculation part performs. It is a figure which shows typically the content of the detection process of the H-shaped parking frame which a parking frame reliability calculation part performs. It is a figure which shows the content of the process which a parking frame reliability calculation part performs. It is a flowchart which shows the process in which a parking frame approach reliability calculation part calculates a parking frame approach reliability. It is a figure which shows the content of the process which detects the deviation | shift amount of the rear-wheel estimated locus | trajectory of a own vehicle, and a parking frame. It is a figure which shows a comprehensive reliability calculation map. It is a figure which shows an acceleration suppression condition calculation map. It is a flowchart which shows the process which an acceleration suppression command value calculating part performs. It is a flowchart which shows the process which a target throttle opening calculating part performs. It is a figure which shows the modification of 1st embodiment of this invention. It is a figure which shows the modification of 1st embodiment of this invention. It is a figure which shows the modification of 1st embodiment of this invention. It is a figure which shows the modification of 1st embodiment of this invention. It is a figure which shows the comprehensive reliability calculation map used by 2nd embodiment of this invention. It is a figure which shows the acceleration suppression condition calculation map for the time of reverse. It is a figure which shows the modification of 2nd embodiment of this invention. It is a figure which shows the comprehensive reliability calculation map used by 3rd embodiment of this invention. It is a figure which shows the modification of 3rd embodiment of this invention. It is a map used for the process performed in the acceleration suppression control content calculating part of 4th embodiment of this invention.

Embodiments of the present invention will be described below with reference to the drawings.
(First embodiment)
Hereinafter, a first embodiment of the present invention (hereinafter referred to as the present embodiment) will be described with reference to the drawings.
(Constitution)
First, the configuration of a vehicle including the vehicle acceleration suppression device of the present embodiment will be described with reference to FIG.
FIG. 1 is a conceptual diagram showing a configuration of a vehicle including the vehicle acceleration suppression device of the present embodiment.
As shown in FIG. 1, the host vehicle V includes wheels W (right front wheel WFR, left front wheel WFL, right rear wheel WRR, left rear wheel WRL), a brake device 2, a fluid pressure circuit 4, and a brake controller 6. Is provided. In addition, the host vehicle V includes an engine 8 and an engine controller 12.
The brake device 2 is formed using, for example, a wheel cylinder and provided on each wheel W. The brake device 2 is not limited to a device that applies a braking force with fluid pressure, and may be formed using an electric brake device or the like.

The fluid pressure circuit 4 is a circuit including piping connected to each brake device 2.
The brake controller 6 responds to the braking force command value generated by each brake device 2 via the fluid pressure circuit 4 based on the braking force command value received from the travel controller 10 that is the host controller. To control the value. That is, the brake controller 6 forms a deceleration control device. In addition, the description regarding the traveling control controller 10 is mentioned later.
Therefore, the brake device 2, the fluid pressure circuit 4, and the brake controller 6 form a braking device that generates a braking force.

The engine 8 forms a drive source for the host vehicle V.
The engine controller 12 controls the torque (driving force) generated by the engine 8 based on the target throttle opening signal (acceleration command value) received from the travel controller 10. That is, the engine controller 12 forms an acceleration control device. A description regarding the target throttle opening signal will be given later.
Therefore, the engine 8 and the engine controller 12 form a driving device that generates driving force.
In addition, the drive source of the own vehicle V is not limited to the engine 8, You may form using an electric motor. The driving source of the host vehicle V may be formed by combining the engine 8 and the electric motor.

Next, a schematic configuration of the vehicle acceleration suppression device 1 will be described with reference to FIG.
FIG. 2 is a block diagram showing a schematic configuration of the vehicle acceleration suppression device 1 of the present embodiment.
As shown in FIGS. 1 and 2, the vehicle acceleration suppression device 1 includes an ambient environment recognition sensor 14, a wheel speed sensor 16, a steering angle sensor 18, a shift position sensor 20, and a brake operation detection sensor 22. The accelerator operation detection sensor 24 is provided. In addition, the vehicle acceleration suppression device 1 includes a navigation device 26 and a travel control controller 10.

The ambient environment recognition sensor 14 captures an image around the host vehicle V, and based on each captured image, an information signal including individual images corresponding to a plurality of imaging directions (in the following description, “individual image signal”). May be written). Then, the generated individual image signal is output to the travel controller 10.
In the present embodiment, as an example, a case where the surrounding environment recognition sensor 14 is formed using a front camera 14F, a right side camera 14SR, a left side camera 14SL, and a rear camera 14R will be described. Here, the front camera 14F is a camera that images the front of the host vehicle V in the vehicle front-rear direction, and the right side camera 14SR is a camera that images the right side of the host vehicle V. The left-side camera 14SL is a camera that images the left side of the host vehicle V, and the rear camera 14R is a camera that images the rear side of the host vehicle V in the vehicle front-rear direction.
The wheel speed sensor 16 is formed using, for example, a pulse generator such as a rotary encoder that measures wheel speed pulses.

The wheel speed sensor 16 detects the rotation speed of each wheel W, and an information signal including the detected rotation speed (in the following description, may be referred to as “wheel speed signal”) is used as a travel control controller. 10 is output.
For example, the steering angle sensor 18 is provided in a steering column (not shown) that rotatably supports the steering wheel 28.
The steering angle sensor 18 detects a current steering angle that is a current rotation angle (a steering operation amount) of the steering wheel 28 that is a steering operator. Then, an information signal including the detected current steering angle (which may be described as “current steering angle signal” in the following description) is output to the travel controller 10. In addition, you may detect the information signal containing the steering angle of a steered wheel as information which shows a steering angle.
Note that the steering operator is not limited to the steering wheel 28 that is rotated by the driver, and may be, for example, a lever that is operated by the driver to tilt by hand. In this case, the lever tilt angle from the neutral position is output as an information signal corresponding to the current steering angle signal.

The shift position sensor 20 detects the current position of a member that changes the shift position (for example, “P”, “D”, “R”, etc.) of the host vehicle V, such as a shift knob or a shift lever. Then, an information signal including the detected current position (which may be described as a “shift position signal” in the following description) is output to the travel controller 10.
The brake operation detection sensor 22 detects the opening degree of the brake pedal 30 that is a braking force instruction operator. Then, an information signal including the detected opening degree of the brake pedal 30 (which may be described as a “brake opening degree signal” in the following description) is output to the travel controller 10.
Here, the braking force instruction operator is configured to be operated by the driver of the host vehicle V and to instruct the braking force of the host vehicle V by changing the opening. Note that the braking force instruction operator is not limited to the brake pedal 30 on which the driver steps on with his / her foot, and may be, for example, a lever operated by the driver with his / her hand.

The accelerator operation detection sensor 24 detects the opening degree of the accelerator pedal 32 that is a driving force instruction operator. Then, an information signal including the detected opening of the accelerator pedal 32 (in the following description, it may be described as “accelerator opening signal”) is output to the travel controller 10.
Here, the driving force instruction operator is configured to be operable by the driver of the host vehicle V and to instruct the driving force of the host vehicle V by changing the opening. The driving force instruction operator is not limited to the accelerator pedal 32 that the driver steps on with his / her foot. For example, the driving force instruction operator may be a lever operated by the driver with his / her hand.
The navigation device 26 includes a GPS (Global Positioning System) receiver, a map database, an information presentation device having a display monitor, and the like, and performs route search, route guidance, and the like.

Further, the navigation device 26 is based on the current position of the host vehicle V acquired using the GPS receiver and the road information stored in the map database, such as the type and width of the road on which the host vehicle V is traveling. Is possible to get.
In addition, the navigation device 26 uses an information signal (which may be referred to as “own vehicle position signal” in the following description) including the current position of the own vehicle V acquired using the GPS receiver, as the traveling control controller 10. Output to. In addition to this, the navigation device 26 outputs an information signal including the type of road on which the vehicle V is traveling, the road width, etc. (in the following description, it may be described as “traveling road information signal”) to the travel control controller. 10 is output.

The information presenting device outputs an alarm or other presenting by voice or image in accordance with a control signal from the travel controller 10. In addition, the information presentation apparatus includes, for example, a speaker that provides information to the driver by a buzzer sound or voice, and a display unit that provides information by displaying an image or text. Further, the display unit may divert the display monitor of the navigation device 26, for example.
The travel controller 10 is an electronic control unit that includes CPU peripheral components such as a CPU (Central Processing Unit), ROM (Read Only Memory), and RAM (Random Access Memory).

The travel controller 10 also includes a parking driving support unit that performs driving support processing for parking.
Among the processes of the travel controller 10, the parking driving support unit functionally includes an ambient environment recognition information calculation unit 10A, a host vehicle vehicle speed calculation unit 10B, a steering angle calculation unit 10C, and a steering angular velocity calculation as shown in FIG. The processing of unit 10D is provided. In addition, the parking driving support unit functionally includes a shift position calculation unit 10E, a brake pedal operation information calculation unit 10F, an accelerator operation amount calculation unit 10G, an accelerator operation speed calculation unit 10H, and an acceleration suppression control content calculation unit 10I. Provide processing. Furthermore, the parking driving support unit functionally includes processing of an acceleration suppression command value calculation unit 10J and a target throttle opening calculation unit 10K. These functions are composed of one or more programs.

The surrounding environment recognition information calculation unit 10 </ b> A forms an image (overhead image) around the host vehicle V viewed from above the host vehicle V based on the individual image signal received from the surrounding environment recognition sensor 14. Then, an information signal including the formed bird's-eye view image (may be described as “bird's-eye view image signal” in the following description) is output to the acceleration suppression control content calculation unit 10I.
Here, the bird's-eye view image is formed by, for example, synthesizing images captured by the respective cameras (front camera 14F, right side camera 14SR, left side camera 14SL, and rear camera 14R). The overhead image includes, for example, an image showing a road marking such as a line of a parking frame displayed on the road surface (may be described as “parking frame line” in the following description).

The own vehicle vehicle speed calculation unit 10 </ b> B calculates the speed (vehicle speed) of the own vehicle V from the rotation speed of the wheel W based on the wheel speed signal received from the wheel speed sensor 16. Then, an information signal including the calculated speed (in the following description, may be described as “vehicle speed calculation value signal”) is output to the acceleration suppression control content calculation unit 10I.
The steering angle calculation unit 10C calculates the operation amount (rotation angle) from the neutral position of the steering wheel 28 from the current rotation angle of the steering wheel 28 based on the current steering angle signal received from the steering angle sensor 18. . Then, an information signal including the calculated operation amount from the neutral position (in the following description, may be described as “steering angle signal”) is output to the acceleration suppression control content calculation unit 10I.

The steering angular velocity calculation unit 10D calculates the steering angular velocity of the steering wheel 28 by differentiating the current steering angle included in the current steering angle signal received from the steering angle sensor 18. Then, an information signal including the calculated steering angular velocity (may be described as “steering angular velocity signal” in the following description) is output to the acceleration suppression control content calculation unit 10I.
The shift position calculation unit 10E determines the current shift position based on the shift position signal received from the shift position sensor 20. Then, an information signal including the calculated current shift position (in the following description, may be described as “current shift position signal”) is output to the acceleration suppression control content calculation unit 10I.

  The brake pedal operation information calculation unit 10F calculates the depression amount of the brake pedal 30 based on a state where the depression amount is “0” based on the brake opening signal received from the brake operation detection sensor 22. Then, an information signal including the calculated depression amount of the brake pedal 30 (in the following description, may be described as a “braking side depression amount signal”) is output to the acceleration suppression control content calculation unit 10I.

  The accelerator operation amount calculation unit 10G calculates the depression amount of the accelerator pedal 32 with reference to the state where the depression amount is “0” based on the accelerator opening signal received from the accelerator operation detection sensor 24. Then, an information signal including the calculated depression amount of the accelerator pedal 32 (in the following description, may be described as a “driving-side depression amount signal”), an acceleration suppression control content calculation unit 10I, and an acceleration suppression command value calculation To the unit 10J and the target throttle opening calculation unit 10K.

  The accelerator operation speed calculation unit 10H calculates the operation speed of the accelerator pedal 32 by differentiating the opening of the accelerator pedal 32 included in the accelerator opening signal received from the accelerator operation detection sensor 24. Then, an information signal including the calculated operation speed of the accelerator pedal 32 (in the following description, may be described as “accelerator operation speed signal”) is output to the acceleration suppression command value calculation unit 10J.

The acceleration suppression control content calculation unit 10I includes the above-described various information signals (overhead image signal, vehicle speed calculation value signal, steering angle signal, steering angular velocity signal, current shift position signal, braking side depression amount signal, driving side depression amount signal, Receives input of own vehicle position signal and travel road information signal. And based on the various information signals which received the input, the acceleration suppression operation condition judgment result mentioned later, acceleration suppression control start timing, and acceleration suppression control amount are calculated. Furthermore, an information signal including these calculated parameters is output to the acceleration suppression command value calculation unit 10J.
The detailed configuration of the acceleration suppression control content calculation unit 10I and the processing performed by the acceleration suppression control content calculation unit 10I will be described later.

  The acceleration suppression command value calculation unit 10J inputs the drive side depression amount signal and the accelerator operation speed signal described above, and inputs an acceleration suppression operation condition determination result signal, an acceleration suppression control start timing signal, and an acceleration suppression control amount signal described later. receive. And the acceleration suppression command value which is a command value for suppressing the acceleration command value according to the depression amount (driving force operation amount) of the accelerator pedal 32 is calculated. Further, an information signal including the calculated acceleration suppression command value (in the following description, may be described as “acceleration suppression command value signal”) is output to the target throttle opening calculation unit 10K.

Further, the acceleration suppression command value calculation unit 10J calculates a normal acceleration command value, which is a command value used in normal acceleration control, according to the content of the received acceleration suppression operation condition determination result signal. Furthermore, an information signal including the calculated normal acceleration command value (in the following description, may be described as “normal acceleration command value signal”) is output to the target throttle opening calculation unit 10K.
The processing performed by the acceleration suppression command value calculation unit 10J will be described later.

The target throttle opening calculation unit 10K receives a drive side depression amount signal and an acceleration suppression command value signal or a normal acceleration command value signal. Based on the depression amount of the accelerator pedal 32 and the acceleration suppression command value or the normal acceleration command value, a target throttle opening that is a throttle opening corresponding to the depression amount of the accelerator pedal 32 or the acceleration suppression command value is calculated. Further, an information signal including the calculated target throttle opening (in the following description, may be described as “target throttle opening signal”) is output to the engine controller 12.
Further, when the acceleration suppression command value includes an acceleration suppression control start timing command value described later, the target throttle opening calculation unit 10K sends the target throttle opening signal to the engine controller 12 based on the acceleration suppression control start timing described later. Output.
The processing performed by the target throttle opening calculation unit 10K will be described later.

(Configuration of acceleration suppression control content calculation unit 10I)
Next, a detailed configuration of the acceleration suppression control content calculation unit 10I will be described using FIGS. 3 and 4 with reference to FIGS.
FIG. 3 is a block diagram illustrating a configuration of the acceleration suppression control content calculation unit 10I.
As shown in FIG. 3, the acceleration suppression control content calculation unit 10I includes an acceleration suppression operation condition determination unit 34, a parking frame certainty factor calculation unit 36, a parking frame approach certainty factor calculation unit 38, and an overall certainty factor calculation unit. 40. In addition, the acceleration suppression control content calculation unit 10I includes an acceleration suppression control start timing calculation unit 42 and an acceleration suppression control amount calculation unit 44.

The acceleration suppression operation condition determination unit 34 determines whether or not a condition for operating acceleration suppression control is satisfied, and describes an information signal including the determination result (in the following description, “acceleration suppression operation condition determination result signal”). Is output to the acceleration suppression command value calculation unit 10J. Here, the acceleration suppression control is a control for suppressing an acceleration command value for accelerating the host vehicle V in accordance with the depression amount of the accelerator pedal 32.
The process in which the acceleration suppression operation condition determination unit 34 determines whether the condition for operating the acceleration suppression control is satisfied will be described later.

The parking frame certainty calculation unit 36 calculates a parking frame certainty factor indicating the degree of certainty that the parking frame exists in the traveling direction of the host vehicle V. Then, an information signal including the calculated parking frame certainty factor (in the following description, may be described as “parking frame certainty signal”) is output to the total certainty factor calculation unit 40.
Here, the parking frame certainty calculation unit 36 calculates the parking frame certainty by referring to various information included in the overhead image signal, the vehicle speed calculation value signal, the current shift position signal, the own vehicle position signal, and the traveling road information signal. To do.

Moreover, as shown in FIG. 4, for example, there are a plurality of patterns in the parking frame that the parking frame certainty factor calculation unit 36 calculates the certainty factor. In addition, FIG. 4 is a figure which shows the pattern of the parking frame which the parking frame reliability calculation part 36 makes calculation object of parking frame reliability.
In addition, the process which the parking frame reliability calculation part 36 calculates parking frame reliability is mentioned later.
The parking frame approach reliability calculation unit 38 calculates a parking frame approach reliability that indicates the degree of confidence that the host vehicle V enters the parking frame. Then, an information signal including the calculated parking frame approach certainty factor (in the following description, may be described as a “parking frame approach certainty signal”) is output to the total confidence factor calculation unit 40.
Here, the parking frame approach certainty factor calculation unit 38 calculates the parking frame approach certainty factor with reference to various information included in the overhead image signal, the vehicle speed calculation value signal, the current shift position signal, and the steering angle signal.
In addition, the process which the parking frame approach reliability calculation part 38 calculates a parking frame approach reliability is mentioned later.

The total certainty calculation unit 40 receives the input of the parking frame certainty signal and the parking frame approach certainty signal, and calculates the total certainty indicating the degree of comprehensive confidence between the parking frame certainty and the parking frame approach certainty. To do. Then, an information signal including the calculated total certainty factor (may be described as a “total certainty factor signal” in the following description) is output to the acceleration suppression control start timing calculation unit 42 and the acceleration suppression control amount calculation unit 44. To do.
In addition, the process which the comprehensive reliability calculation part 40 calculates a comprehensive reliability is mentioned later.

The acceleration suppression control start timing calculation unit 42 calculates an acceleration suppression control start timing that is a timing for starting the acceleration suppression control. Then, an information signal including the calculated acceleration suppression control start timing (may be described as “acceleration suppression control start timing signal” in the following description) is output to the acceleration suppression command value calculation unit 10J.
Here, the acceleration suppression control start timing calculation unit 42 refers to various information included in the comprehensive reliability signal, the braking side depression amount signal, the vehicle speed calculation value signal, the current shift position signal, and the steering angle signal, and starts the acceleration suppression control. Calculate timing.
The process in which the acceleration suppression control start timing calculation unit 42 calculates the acceleration suppression control start timing will be described later.

The acceleration suppression control amount calculation unit 44 calculates an acceleration suppression control amount that is a control amount for suppressing the acceleration command value according to the depression amount of the accelerator pedal 32. Then, an information signal including the calculated acceleration suppression control amount (in the following description, may be described as “acceleration suppression control amount signal”) is output to the acceleration suppression command value calculation unit 10J.
Here, the acceleration suppression control amount calculation unit 44 refers to various information included in the comprehensive certainty signal, the braking side depression amount signal, the vehicle speed calculation value signal, the current shift position signal, and the steering angle signal, and determines the acceleration suppression control amount. Calculate.
The process in which the acceleration suppression control amount calculation unit 44 calculates the acceleration suppression control amount will be described later.

(Processing performed by the acceleration suppression control content calculation unit 10I)
Next, processing performed by the acceleration suppression control content calculation unit 10I will be described with reference to FIGS. 1 to 4 and FIGS.
Processing performed by the acceleration suppression operation condition determination unit 34 Referring to FIGS. 1 to 4, the conditions for the acceleration suppression operation condition determination unit 34 to operate the acceleration suppression control (refer to the following description). The process of determining whether or not “acceleration suppression operation condition” may be established will be described.

FIG. 5 is a flowchart illustrating processing in which the acceleration suppression operation condition determination unit 34 determines whether or not the acceleration suppression operation condition is satisfied. The acceleration suppression operation condition determination unit 34 performs the process described below for each preset sampling time (for example, 10 [msec]).
As shown in FIG. 5, when the acceleration suppression operation condition determination unit 34 starts the process (START), first, in step S100, a process for acquiring an image around the host vehicle V (“host vehicle surroundings” shown in the figure). Image acquisition processing ”). If the process which acquires the image around the own vehicle V is performed in step S100, the process which the acceleration suppression operation condition judgment part 34 performs will transfer to step S102. In addition, the surrounding image of the own vehicle V is acquired with reference to an overhead image around the own vehicle V included in the overhead image signal received from the surrounding environment recognition information calculation unit 10A.

In step S102, based on the image acquired in step S100, a process for determining the presence / absence of a parking frame ("parking frame presence / absence determination process" shown in the figure) is performed.
Here, the process for determining the presence or absence of a parking frame is, for example, whether or not there is a white line (parking frame line) or the like that identifies the parking frame within a distance or area (area) set in advance with reference to the host vehicle V. Judge whether or not. Moreover, as a process which recognizes a parking frame line from the image acquired by step S100, various well-known systems, such as edge detection, are used, for example.
In addition, as a process which judges the presence or absence of a parking frame, you may use the process performed when the parking frame reliability calculation part 36 calculates a parking frame reliability.
If it is determined in step S102 that there is a parking frame ("Yes" shown in the figure), the processing performed by the acceleration suppression operation condition determination unit 34 proceeds to step S104.

On the other hand, when it is determined in step S102 that there is no parking frame ("No" shown in the drawing), the processing performed by the acceleration suppression operation condition determination unit 34 proceeds to step S120.
In step S104, a process for acquiring the vehicle speed of the host vehicle V ("own vehicle speed information acquisition process" shown in the figure) is performed with reference to the vehicle speed calculation value signal received from the host vehicle speed calculation unit 10B. If the process which acquires the vehicle speed of the own vehicle V is performed in step S104, the process which the acceleration suppression operation condition judgment part 34 performs will transfer to step S106.
In step S106, based on the vehicle speed acquired in step S104, it is determined whether or not a condition that the vehicle speed of the host vehicle V is less than a preset threshold vehicle speed is satisfied ("own vehicle vehicle speed shown in the figure"). "Condition judgment process").

In the present embodiment, a case where the threshold vehicle speed is set to 15 [km / h] will be described as an example. The threshold vehicle speed is not limited to 15 [km / h], and may be changed according to the specifications of the host vehicle V such as the braking performance of the host vehicle V, for example. Further, for example, the vehicle V may be changed according to the traffic regulations of the area (country etc.) where the vehicle V travels.
If it is determined in step S106 that the condition that the vehicle speed of the host vehicle V is less than the threshold vehicle speed is satisfied (“Yes” in the figure), the processing performed by the acceleration suppression operation condition determination unit 34 proceeds to step S108. Transition.

On the other hand, if it is determined in step S106 that the condition that the vehicle speed of the host vehicle V is less than the threshold vehicle speed is not satisfied ("No" shown in the figure), the processing performed by the acceleration suppression operation condition determination unit 34 is performed in step S106. The process proceeds to S120.
In step S108, referring to the brake-side depression amount signal received from the brake pedal operation information calculation unit 10F, a process of obtaining information on the depression amount (operation amount) of the brake pedal 30 ("brake pedal shown in the drawing" Operation amount information acquisition processing ”) is performed. In step S108, when the process of acquiring information on the depression amount (operation amount) of the brake pedal 30 is performed, the process performed by the acceleration suppression operation condition determination unit 34 proceeds to step S110.

In step S110, based on the depression amount of the brake pedal 30 acquired in step S108, a process for determining whether or not the brake pedal 30 is operated ("brake pedal operation determination process" shown in the figure) is performed.
If it is determined in step S110 that the brake pedal 30 has not been operated ("No" shown in the figure), the processing performed by the acceleration suppression operation condition determination unit 34 proceeds to step S112.

On the other hand, when it is determined in step S110 that the brake pedal 30 is operated (“Yes” shown in the drawing), the processing performed by the acceleration suppression operation condition determination unit 34 proceeds to step S120.
In step S112, with reference to the drive side depression amount signal received from the accelerator operation amount calculation unit 10G, information on the depression amount (operation amount) of the accelerator pedal 32 is acquired ("accelerator pedal operation shown in the figure"). Quantity information acquisition processing ”). If the process which acquires the information of the depression amount (operation amount) of the accelerator pedal 32 is performed in step S112, the process which the acceleration suppression operation condition judgment part 34 performs will transfer to step S114.

In step S114, a process for determining whether or not a condition that the depression amount (operation amount) of the accelerator pedal 32 is equal to or larger than a preset threshold accelerator operation amount is satisfied ("accelerator pedal operation determination process" shown in the figure). )I do. Here, the process of step S114 is performed based on the depression amount of the accelerator pedal 32 acquired in step S112.
In the present embodiment, as an example, a case will be described in which the threshold accelerator operation amount is set to an operation amount corresponding to 3% of the opening of the accelerator pedal 32. The threshold accelerator operation amount is not limited to an operation amount corresponding to 3% of the opening of the accelerator pedal 32. For example, the threshold accelerator operation amount depends on the specifications of the host vehicle V such as the braking performance of the host vehicle V. It may be changed.
When it is determined in step S114 that the condition that the depression amount (operation amount) of the accelerator pedal 32 is equal to or greater than the threshold accelerator operation amount is satisfied (“Yes” shown in the drawing), the acceleration suppression operation condition determination unit 34 The process to be performed proceeds to step S116.

On the other hand, if it is determined in step S114 that the condition that the depression amount (operation amount) of the accelerator pedal 32 is equal to or greater than the threshold accelerator operation amount is not satisfied ("No" in the drawing), the acceleration suppression operation condition determination unit The processing performed by 34 proceeds to step S120.
In step S116, processing for acquiring information for determining whether or not the host vehicle V enters the parking frame ("parking frame entry determination information acquisition processing" shown in the figure) is performed. Here, in this embodiment, as an example, based on the steering angle of the steering wheel 28, the angle between the host vehicle V and the parking frame, and the distance between the host vehicle V and the parking frame, the host vehicle V A case where it is determined whether or not to enter is described. In step S116, when the process for acquiring information for determining whether or not the host vehicle V enters the parking frame is performed, the process performed by the acceleration suppression operation condition determination unit 34 proceeds to step S118.

Here, a specific example of the process performed in step S116 will be described.
In step S116, the rotation angle (steering angle) of the steering wheel 28 is acquired with reference to the steering angle signal received from the steering angle calculation unit 10C. In addition, based on the bird's-eye view image around the host vehicle V included in the bird's-eye view image signal received from the surrounding environment recognition information calculation unit 10A, the angle α between the host vehicle V and the parking frame L0, the host vehicle V, and The distance D with the parking frame L0 is acquired.
Here, as shown in FIG. 6, for example, the angle α is an absolute value of an intersection angle between the straight line X and the line on the frame line L1 and the parking frame L0 side. FIG. 6 is a diagram for explaining the distance D between the host vehicle V, the parking frame L0, and the host vehicle V and the parking frame L0.

The straight line X is a straight line in the front-rear direction of the host vehicle V that passes through the center of the host vehicle V (a straight line extending in the traveling direction). It is the frame line of the parking frame L0 part which becomes parallel or substantially parallel to the front-back direction. The line on the parking frame L0 side is a line on the parking frame L0 side that is an extension of L1.
The distance D is, for example, the distance between the center point PF of the front end face of the host vehicle V and the center point PP of the entrance L2 of the parking frame L0 as shown in FIG. However, the distance D is a negative value after the front end surface of the host vehicle V passes through the entrance L2 of the parking frame L0. The distance D may be set to zero after the front end surface of the host vehicle V passes through the entrance L2 of the parking frame L0.
Here, the position on the own vehicle V side for specifying the distance D is not limited to the center point PF, and may be, for example, a position set in advance in the own vehicle V and a preset position in the entrance L2. . In this case, the distance D is a distance between a position set in advance in the host vehicle V and a position set in advance at the entrance L2.

As described above, in step S116, as information for determining whether or not the host vehicle V enters the parking frame L0, the steering angle, the angle α between the host vehicle V and the parking frame L0, the host vehicle V and the parking The distance D of the frame L0 is acquired.
In step S118, based on the information acquired in step S116, a process for determining whether or not the host vehicle V enters the parking frame ("parking frame entry determining process" shown in the figure) is performed.
If it is determined in step S118 that the host vehicle V does not enter the parking frame ("No" shown in the figure), the processing performed by the acceleration suppression operation condition determination unit 34 proceeds to step S120.

On the other hand, if it is determined in step S118 that the host vehicle V enters the parking frame ("Yes" shown in the figure), the processing performed by the acceleration suppression operation condition determination unit 34 proceeds to step S122.
Here, a specific example of the process performed in step S118 will be described.
In step S118, for example, when all of the following three conditions (A1 to A3) are satisfied, it is determined that the host vehicle V enters the parking frame.
Condition A1. The elapsed time after the steering angle detected in step S116 is equal to or greater than a preset steering angle value (eg, 45 [deg]) is within a preset setup time (eg, 20 [sec]). is there.
Condition A2. The angle α between the host vehicle V and the parking frame L0 is a preset angle (for example, 40 [deg]) or less.
Condition A3. The distance D between the host vehicle V and the parking frame L0 is equal to or less than a preset set distance (for example, 3 [m]).
In addition, as a process which judges whether the own vehicle V approachs a parking frame, you may use the process performed when the parking frame approach reliability calculation part 38 calculates a parking frame approach reliability.

In addition, the process used to determine whether or not the host vehicle V enters the parking frame is not limited to the process using a plurality of conditions as described above, but one or more of the three conditions described above. Processing based on conditions may be used. Moreover, you may use the process which judges whether the own vehicle V approachs a parking frame using the vehicle speed of the own vehicle V. FIG.
In step S120, an acceleration suppression operation condition determination result signal is generated as an information signal including a determination result that the acceleration suppression control operation condition is not satisfied ("acceleration suppression operation condition not satisfied" shown in the drawing). If the process which produces | generates the acceleration suppression operation condition determination result signal containing the determination result in which acceleration suppression control operation conditions are not satisfied in step S120 is performed, the process which the acceleration suppression operation condition determination part 34 performs will transfer to step S124.

In step S122, a process of generating an acceleration suppression operation condition determination result signal as an information signal including a determination result that the acceleration suppression control operation condition is satisfied ("acceleration suppression operation condition satisfaction" shown in the figure) is performed. If the process which produces | generates the acceleration suppression operation condition judgment result signal containing the judgment result in which acceleration suppression control operation conditions are satisfied is performed in step S122, the process which the acceleration suppression operation condition judgment part 34 performs will transfer to step S124.
In step S124, a process of outputting the acceleration suppression operation condition determination result signal generated in step S120 or step S122 to the acceleration suppression command value calculation unit 10J ("acceleration suppression operation condition determination result output" shown in the drawing) is performed. If the process which outputs an acceleration suppression operation condition judgment result signal to the acceleration suppression command value calculating part 10J is performed in step S124, the process which the acceleration suppression operation condition judgment part 34 performs will return to the process of step S100 (RETURN).

Processing Performed by Parking Frame Confidence Calculation Unit 36 The process by which the parking frame certainty calculation unit 36 calculates the parking frame certainty factor will be described with reference to FIGS. 1 to 6 and FIGS. 7 to 15.
FIG. 8 is a flowchart illustrating a process in which the parking frame certainty calculation unit 36 calculates the parking frame certainty. In addition, the parking frame reliability calculation part 36 performs the process demonstrated below for every preset sampling time (for example, 10 [msec]).
As shown in FIG. 8, when the parking frame certainty calculation unit 36 starts the process (START), first, in step S200, a process of calculating (setting) the level of the parking frame certainty as the lowest value (level 0). ("Level 0" shown in the figure) is performed. If the process which calculates parking frame reliability as the level 0 is performed in step S200, the process which the parking frame reliability calculation part 36 performs will transfer to step S202.

In step S202, a process of acquiring a bird's-eye view image around the host vehicle V included in the bird's-eye view image signal received from the surrounding environment recognition information calculation unit 10A ("Ambient image acquisition" shown in the figure) is performed. If the process which acquires the bird's-eye view image around the own vehicle V is performed in step S202, the process which the parking frame reliability calculation part 36 performs will transfer to step S204.
In step S204, the process ("determination element extraction" shown in the figure) which extracts the determination element used in order to calculate parking frame reliability is performed from the bird's-eye view image acquired by step S202. If the process which extracts the determination element from a bird's-eye view image is performed in step S204, the process which the parking frame reliability calculation part 36 performs will transfer to step S206.

Here, the determination element is a line (white line or the like) marked on the road surface, such as a parking frame line, and the state satisfies, for example, all the following three conditions (B1 to B3) Then, the line is extracted as a determination element.
Condition B1. If the marked line on the road surface has a broken part, the broken part is a part where the marked line is faint (for example, a part having a lower clarity than the line and a higher clarity than the road surface). ).
Condition B2. The width of the line marked on the road surface is not less than a preset setting width (for example, 10 [cm]). Note that the setting width is not limited to 10 [cm], and may be changed according to traffic regulations or the like of the area (country or the like) in which the host vehicle V is traveling.
Condition B3. The length of the line marked on the road surface is greater than or equal to a preset set line length (for example, 2.5 [m]). Note that the set marking line length is not limited to 2.5 [m], and may be changed according to traffic regulations or the like of the area (country or the like) in which the host vehicle V is traveling.

Hereinafter, a method for extracting a parking frame line as a determination element will be described.
FIG. 7A and FIG. 7B are schematic views for schematically explaining a method for extracting a parking frame line by edge detection. As shown in FIG. 7A, when the parking frame lines Lm and Ln are detected, scanning in the horizontal direction is performed in the area indicating the captured image. When scanning an image, for example, a monochrome image obtained by binarizing a captured image is used. FIG. 7A shows a captured image. Since the parking frame line is displayed in white or the like sufficiently brighter than the road surface, the brightness is higher than that of the road surface. For this reason, as shown in FIG.7 (b), the plus edge where a brightness | luminance increases rapidly is detected in the boundary part which changes from a road surface to a parking frame line. FIG. 7B is a graph showing the luminance change of the pixels in the image when scanning from the left to the right. FIG. 7C is the same as FIG. 7A. FIG. Further, in FIG. 7B, the plus edge is indicated by a sign “E +”, and in FIG. 7C, the plus edge is indicated by a thick solid line with a sign “E +”. In addition, a negative edge at which the brightness sharply decreases is detected at the boundary portion where the parking frame line changes to the road surface. In FIG. 7B, the minus edge is indicated by a sign “E−”, and in FIG. 7C, the minus edge is indicated by a thick dotted line with a sign “E−”. In the process of recognizing the parking frame line, the parking frame line exists by detecting a pair of adjacent edges in the order of plus edge (E +) and minus edge (E−) in the scanning direction. Judge that.

In step S206, a process of determining whether or not the determination element extracted in step S204 conforms to the conditions of the line forming the parking frame line (“parking frame condition conformance?” Shown in the figure) is performed.
In step S206, when it is determined that the determination element extracted in step S204 does not conform to the conditions of the line forming the parking frame line ("No" shown in the drawing), the parking frame certainty calculation unit 36 performs it. The process proceeds to step S200.

On the other hand, when it is determined in step S206 that the determination element extracted in step S204 matches the condition of the line forming the parking frame line ("Yes" shown in the figure), the parking frame certainty calculation unit 36 The process performed by the process proceeds to step S208. In addition, the process performed by step S206 is performed with reference to the overhead image signal received from 10 A of surrounding environment recognition information calculating parts, for example.
Here, a specific example of the process performed in step S206 will be described with reference to FIG. In addition, FIG. 9 is a figure which shows the content of the process which the parking frame reliability calculation part 36 performs. Further, in FIG. 9, a region indicating an image captured by the front camera 14 </ b> F in the overhead view image is denoted by a symbol “PE”.
In step S206, first, two adjacent lines displayed on the same screen are identified as one set from the lines marked on the road surface that is the determination element extracted in step S204 (in the following description). , Sometimes referred to as “pairing”). When three or more lines are displayed on the same screen, two or more pairs are specified by two adjacent lines for the three or more lines.

Next, for the two paired lines, for example, when all of the following four conditions (C1 to C4) are satisfied, the determination element extracted in step S204 is the line that forms the parking frame line. Judge that the condition is met.
Condition C1. As shown in FIG. 9 (a), the width WL between two paired lines (indicated by the symbols “La” and “Lb” in the figure) is a preset pairing width (for example, 2.5 [m]) or less. The set pairing width is not limited to 2.5 [m], and may be changed, for example, according to traffic regulations or the like of the area (country or the like) in which the host vehicle V is traveling.
Condition C2. As shown in FIG. 9B, the angle (degree of parallelism) formed by the line La and the line Lb is within a preset set angle (for example, 3 [°]). Note that the set angle is not limited to 3 [°], and may be changed according to, for example, the recognition ability of the surrounding environment recognition sensor 14.

In FIG. 9B, a reference line (a line extending in the vertical direction of the region PE) is indicated by a dotted line with a reference “CLc”, and a central axis of the line La is indicated by a reference “CLa”. The central axis of the line Lb is indicated by a broken line with the sign “CLb”. Further, the inclination angle of the central axis line CLa with respect to the reference line CLc is indicated by a symbol “θa”, and the inclination angle of the central axis line CLb with respect to the reference line CLc is indicated by a reference symbol “θb”.
Therefore, when the conditional expression of | θa−θb | ≦ 3 [°] is satisfied, the condition C2 is satisfied.

Condition C3. As shown in FIG. 9C, a straight line connecting the end of the line La on the own vehicle V side (the end on the lower side in the drawing) and the end of the line Lb on the own vehicle V side, and the own vehicle The angle θ formed with the line L closer to V is equal to or larger than a preset setting deviation angle (for example, 45 [°]). Note that the setting deviation angle is not limited to 45 [°], and may be changed according to, for example, the recognition ability of the surrounding environment recognition sensor 14.
Condition C4. As shown in FIG. 9D, the absolute value (| W0−W1 |) of the difference between the width W0 of the line La and the width W1 of the line Lb is a preset line width (for example, 10 [cm]). ) The set line width is not limited to 10 [cm], and may be changed according to, for example, the recognition ability of the surrounding environment recognition sensor 14.
In the process of determining whether or not the four conditions (C1 to C4) described above are satisfied, when the length of at least one of the lines La and Lb is interrupted at about 2 [m], for example, Further, the processing is continued as a line of about 4 [m] obtained by extending a virtual line of about 2 [m].

In step S208, the line determined to meet the conditions for forming the parking frame line in step S206 (that is, the level that can be determined to form the parking frame line has not been reached, but at least as the parking frame line) A process for determining whether or not the line that conforms to the minimum condition conforms to the condition of the line that forms the H-shaped parking frame line shown in FIG. 4 (q) (“H” shown in the figure) Do the character-shaped parking frame conditions meet? ”).
In step S208, the line determined to conform to the conditions for forming the parking frame line in step S206 does not conform to the conditions for the line forming the H-shaped parking frame line ("No" shown in the figure). "), The process performed by the parking frame certainty calculation unit 36 proceeds to step S210.

  On the other hand, in step S208, the line determined to be suitable for the condition for forming the parking frame line in step S206 is suitable for the condition for the line forming the H-shaped parking frame line (shown in the figure). When it is determined that “Yes”), the processing performed by the parking frame certainty calculation unit 36 proceeds to step S218. In addition, the process performed by step S208 is performed with reference to the overhead image signal received from 10 A of surrounding environment recognition information calculating parts similarly to step S206, for example.

  Here, the pattern of the H-shaped parking frame shown in FIG. 4 (q) may not be recognized as a parking frame. In step S204, as an example, a parking frame line having higher brightness than the road surface is extracted by edge detection as described with reference to FIG. At this time, the intersection of the line extending in the vertical direction and the line extending in the horizontal direction shown in FIG. 4 (q) is not processed (recognized) as the end points of the line La and the line Lb forming the parking frame. . This is because when the end point is detected, a region extending in the horizontal direction is detected depending on the detection of a pair of plus and minus edges in order to scan in the horizontal direction in the area indicating the captured image. This is because they cannot. Therefore, if the straight line extending in the vertical direction shown in FIG. 4 (q) is recognized as a line longer than a predetermined value, the parking frame line is a center line or lane boundary line marked on the road, etc. May be mistaken.

  In addition, since the parking frame line extending in the direction parallel to the scanning direction cannot be detected, the parking for two cars in which the pattern of the H-shaped parking frame is continuous in the vertical direction shown in FIG. It may not be recognized as a frame. Furthermore, even when the H-shaped parking frame pattern in which the straight line extending in the horizontal direction shown in FIG. In order to appropriately control the drivability, there is a demand for detection as an H-shaped parking frame.

For this reason, when one of the following three conditions (D1 to D3) is satisfied for the paired two lines, it is determined that the condition for forming the parking frame line is satisfied in step S206. The determined line is determined to meet the conditions of the line forming the H-shaped parking frame line shown in FIG.
Condition D1. The middle part of both of the paired lines La and Lb is a cross shape or a toroidal shape, and the cross shape or the toroidal shape of the line La and the line Lb is along the direction of the width WL. They are facing each other.
FIG. 10A shows an example in which a halfway part of both the paired two lines La and Lb crosses the horizontal line Lc to form a cross shape. FIG. 10B shows an example of a case where the middle portions of both the paired lines La and Lb intersect with the line Lc to form a cross shape. FIG. 10C shows an example in which, in the paired two lines, the middle part of the line La has a cross shape and the middle part of the line Lb has a G shape.

  In the present invention, when a toroidal shape in which the line Lc protrudes to the inner side of the paired two lines La and Lb is detected, the middle part of the line is regarded as a toroidal shape. . This is because the area inside the two paired lines La and Lb is determined as a space where the host vehicle V is about to park or the like. For this reason, for example, as shown in FIG. 10 (d), even when the line of the actual parking frame has a G shape, the protruding portion does not protrude toward the space where the host vehicle V is about to park. Does not consider that “the middle part of the line has a toroidal shape”. The image shown by area | region PE imaged with the front camera 14F shown in FIG.10 (d) is an image obtained when passing along the channel | path between parking frames, for example.

Condition D2. When one half of the paired lines La and Lb has a cross shape or a toroidal shape and a parking frame line extending from the intersection of the cross or toroidal shape is formed There seems to be a horizontal line. In the following description, there are cases where both the cross-shaped or cross-shaped intersections are described as “cross points”.
In addition, the horizontal line that seems to form the parking frame line is a direction from the protruding part of the cross-shaped or G-shaped part formed in one line to the direction of the other paired line of the line. A line that is extended and extends in substantially the same direction as the scanning direction and is not detected as a parking frame line. Further, the horizontal line that is supposed to form the parking frame line may be a line in which a part of the parking frame line that originally existed becomes thinner or disappears due to traveling of the vehicle or the like.

FIG. 11A shows a line that is considered to be a line that forms a parking frame line in the extending direction of the convex portion of the toroidal shape, in the middle of the line Lb of the two paired lines. This is an example in the case where exists. In FIG. 11 (b), the line La of the paired two lines has a cross shape, and a line that seems to form a parking frame line is intermittent in the extending direction of the cross-shaped convex part. This is an example in the case where there is a problem.
A horizontal line that is supposed to form a parking frame line is detected as follows.
The case where two paired lines La and Lb and a line Lc parallel to the scanning direction intersect to form an H-shaped parking line frame as shown in FIG. To do. FIG. 12B is a graph showing a change in luminance of the pixel on the scanning line SL1 obtained by scanning the portion not including the line Lc from the left to the right. FIG. 12C is a graph showing a change in luminance of the pixel on the scanning line SL2 obtained by scanning the portion including the line Lc from the left to the right. In FIG. 12C, the luminance change of the pixel on the scanning line SL2 is shown by a solid line, and the luminance change of the pixel on the scanning line SL1 is shown by a dotted line for comparison.

  As shown in FIGS. 12 (a) to 12 (c), in the case of an H-shaped parking frame line, there is a portion where the plus edge E + generated at the boundary portion changing from the road surface to the line La or the line Lb in the edge detection is interrupted. . Similarly, in edge detection, there is a portion where the negative edge E− generated at the boundary portion changing from the line La or the line Lb to the road surface is interrupted. When this discontinuity is detected, it is determined that the line Lc extends from the discontinuous portion and a cross point exists at the discontinuous portion. When the plus edge E + is interrupted, it is considered that the line Lc extends in a direction opposite to the paired minus edge E−. Further, when the minus edge E− is interrupted, it is considered that the line Lc extends in the direction opposite to the plus edge E + that forms a pair. That is, when the discontinuous portions of the plus edge E + and the minus edge E− are opposed to each other, it is considered that the portion has a cross shape. In addition, when an interrupted portion is generated in only one of the pair of plus edge E + and minus edge E−, it is considered that the portion has a toroidal shape.

Condition D3. The middle part of one of the paired two lines La and Lb detected during the turning operation of the host vehicle V has a cross shape or a toroidal shape.
When the traveling state of the host vehicle V is a turning state, one of the two paired lines may not be sufficiently confirmed by a vehicle or the like that stops before the parking frame position. This situation is rarely encountered when driving on public roads. For this reason, when it is detected that the middle part of one line is a cross shape or a toroidal shape during the turning operation of the host vehicle V, the “line that forms the parking frame line” as in the condition D2 is considered. It is determined that an H-shaped parking frame line is formed even when there is no “line”. At this time, it is assumed that a cross point exists also in a part of the other line facing the cross point of one line where the cross-shaped or toe-shaped part is detected.

Here, a specific example of the process performed in step S208 will be described with reference to FIG. FIG. 13 is a diagram showing the contents of the processing performed by the parking frame certainty factor calculation unit 36. The processing performed in steps S300 to S326 in FIG. 13 is performed with reference to, for example, the overhead image signal received from the surrounding environment recognition information calculation unit 10A.
In step S300, it is determined whether or not there are cross points on both of the two lines La and Lb determined to meet the minimum conditions for forming the parking frame line in step S206. As described above, when the cross-shaped and toroid-shaped protruding portions do not protrude toward the space where the host vehicle V is to be parked, it is regarded as “the middle portion of the line has a toroidal shape”. Because there is no cross point, it is considered that there is no cross point.
If it is determined in step S300 that there are cross points on both the line La and the line Lb (“Yes” shown in the figure), the processing performed by the parking frame certainty calculation unit 36 proceeds to step S302.

On the other hand, if it is determined in step S300 that there are no cross points on both the line La and the line Lb (“No” shown in the figure), the processing performed by the parking frame certainty calculation unit 36 proceeds to step S310. .
In step S302, it is determined whether or not the cross point on the two lines La and the cross point on the line Lb face each other along the direction of the width WL. Here, the term “opposite” includes the case where the position of the cross point of the line La and the position of the cross point of the line Lb are shifted so as to form a general parking frame. The horizontal line of the H-shaped parking frame may not be a straight line and may be formed at a position shifted for each parking frame. It is possible to arbitrarily set how much deviation is to be included in “opposite”.

  When it is determined in step S302 that the cross point on the two lines La and the cross point on the line Lb are facing each other along the direction of the width WL (“Yes” shown in the drawing), the parking frame certainty factor The processing performed by the calculation unit 36 proceeds to step S304. On the other hand, if it is determined in step S302 that the cross point on the two lines La and the cross point on the line Lb do not face each other along the direction of the width WL ("No" shown in the figure), the parking frame certainty factor The process performed by the calculation unit 36 proceeds to step S324. In step S324, since the cross point does not form a parking frame, it is determined that the two lines La and Lb do not form an H-shaped parking frame.

In step S304, it is determined whether or not the cross points of the opposing lines La and Lb are present within a predetermined distance from the host vehicle V. Here, the predetermined distance is, for example, 50 cm.
If it is determined in step S304 that the cross points of the opposing lines La and Lb are present within a predetermined distance from the host vehicle V (“Yes” shown in the figure), the parking frame certainty calculation unit 36 The process to be performed proceeds to step S306.

On the other hand, if it is determined in step S304 that the cross points of the opposing line La and line Lb do not exist within a predetermined distance from the host vehicle V ("No" shown in the figure), the parking frame certainty calculation unit The processing performed by 36 proceeds to step S308.
In step S306, the two lines La and Lb determined to form the parking frame line in step S206 form an H-shaped parking frame, and the cross points of the lines La and Lb are H-shaped parking. If it is determined that it is the lower end of the frame, the process ends.

  Here, “the cross point of the line La and the line Lb is the lower end of the H-shaped parking frame” means that, as shown in FIG. It shows that the parking frame that the host vehicle V is about to park is the space behind the cross points of the line La and the line Lb. As shown in FIG. 14A, when the cross points Ca and Cb are detected, the line La is regarded as two lines La1 and La2 divided by the cross point, and the line Lb is a cross point. Consider the two divided lines Lb1 and Lb2. When the cross points Ca and Cb of the line La and the line Lb are the lower ends of the H-shaped parking frame, the parking frame includes a line connecting the lines La1 and Lb1 and the cross points Ca and Cb.

On the other hand, in step S308, the two lines La and Lb determined to meet the minimum conditions for forming the parking frame line in step S206 form an H-shaped parking frame. When it is determined that the cross point of La and the line Lb is the upper end of the H-shaped parking frame, the process ends.
Here, when “the cross point of the line La and the line Lb is the upper end of the H-shaped parking frame”, the parking frame that the host vehicle V is about to park is the front side of the cross point of the line La and the line Lb. Indicates that this is a space. When the cross points Ca and Cb of the line La and the line Lb are the lower ends of the H-shaped parking frame, as shown in FIG. 14B, the parking frame includes the line La2 and the line Lb2, the cross point Ca and It consists of a line connecting Cb.

If it is determined in step S300 that there are no cross points on both the line La and the line Lb, the process moves to step S310, and it is determined whether or not there is a cross point on either the line La or the line Lb. .
In step S310, when it is determined that there is a cross point on either one of the line La and the line Lb (“Yes” shown in the drawing), the processing performed by the parking frame certainty calculation unit 36 proceeds to step S312. .

  On the other hand, if it is determined in step S310 that there is no cross point on either line La or line Lb ("No" shown in the figure), the process performed by the parking frame certainty factor calculation unit 36 is step S326. Migrate to In step S326, it is determined that there are no cross points on both the lines La and Lb, and the process performed by the parking frame certainty calculation unit 36 proceeds to step S324. If it is determined in step S324 that the line La and the line Lb do not form an H-shaped parking frame, the process ends.

In step S312, the position is estimated on the assumption that there is a cross point with respect to the line where the cross point is not detected among the lines La and Lb. Subsequently, the process proceeds to step S314, and it is determined whether or not there is a line that is considered to be a line that forms a parking frame line extending in the horizontal direction from the cross point. A line that seems to form a parking frame line extending from the cross point is a line extending in a direction substantially perpendicular to the line La and the line Lb.
In step S314, when it is determined that there is a line that is considered to be a line that forms a parking frame line extending in the horizontal direction from the cross point ("Yes" shown in the drawing), the parking frame certainty calculation unit 36 performs it. The process proceeds to step S316. On the other hand, when it is determined in step S314 that there is no line that seems to form a parking frame line extending in the horizontal direction from the cross point ("No" shown in the drawing), the parking frame certainty calculation unit 36 The process performed by the process proceeds to step S318.

In step S316, it is considered that the cross point exists at the estimated position of the cross point on the line where the cross point is not detected among the lines La and Lb estimated in step S312. Thereafter, the process performed by the parking frame certainty calculation unit 36 proceeds to step S304. The processing after step S304 is as described above.
In step S318, it is determined whether one of the cross points La and Lb is present at a position within a predetermined distance from the host vehicle V. In step S318, the situation where “the cross point exists at a position within a predetermined distance from the host vehicle V” is “when it is estimated that the cross point exists at a position within a predetermined distance from the host vehicle V”. Including. The predetermined distance is, for example, 1.5 m.

When it is determined in step S318 that one of the cross points of the line La and the line Lb is present at a position within a predetermined distance from the host vehicle V (“Yes” shown in the figure), the parking frame certainty calculation unit The processing performed by 36 proceeds to step S320. On the other hand, when it is determined in step S318 that one of the cross points of the line La and the line Lb does not exist at a position within a predetermined distance from the host vehicle V ("No" shown in the figure), the parking frame certainty factor The process performed by the calculation unit 36 proceeds to step S322.
In step S320, it is determined whether or not the host vehicle V is turning. In step S320, for example, when the angle of the host vehicle V with respect to the line La and the line Lb is 30 ° or more, it is determined that the host vehicle V is turning. Further, it may be determined whether or not the host vehicle V is turning by using the rotation angle (steering angle) of the steering wheel 28.

  If it is determined in step S320 that the host vehicle V is turning ("Yes" shown in the figure), the process performed by the parking frame certainty calculation unit 36 proceeds to step S316. The processing after step S316 is as described above. In this case, the condition D3 is satisfied because “the middle part of one of the paired two lines detected during the turning operation of the host vehicle V has a cross shape or a square shape”. For this reason, in step S306 or step S308, it is determined that the line La and the line Lb are suitable for the condition of the line forming the H-shaped parking frame line.

On the other hand, if it is determined in step S320 that the host vehicle V is not turning ("No" shown in the figure), the process performed by the parking frame certainty calculation unit 36 proceeds to step S322.
In step S322, it is determined that there is no cross point in the estimated position of the cross point on the line where the cross point is not detected among the line La and line Lb estimated in step S312, and the parking frame certainty calculation unit 36 determines. The processing to be performed proceeds to step S324. In this case, if it is determined in step S324 that the line La and the line Lb do not conform to the conditions of the line forming the H-shaped parking frame line, the process ends.

As described above, when it is determined in step S306 or step S308 that the line La and the line Lb meet the line conditions for forming the H-shaped parking frame line, the processing in the flowchart shown in FIG. Moves from step S208 to step S218. In this case, the level of parking frame certainty satisfies at least “level 3”.
In step S218, the line La and the line Lb determined to constitute the H-shaped parking frame satisfy the conditions for continuous verification in step S210 to be described later. In addition, the condition for facing the far and far end points in step S214 described later is naturally satisfied. This is because the cross point on the line La and the cross point on the line Lb face each other along the direction of the width WL. Here, the cross points on the line La and the line Lb include those that are considered to have a cross point by conforming to the conditions D2 and D3.

Further, in step S324, when it is determined that the line La and the line Lb do not conform to the condition of the line forming the H-shaped parking frame line, the processing is performed from step S208 to step S210 in the flowchart shown in FIG. Migrate to
In the following cases, it is determined that the line La and the line Lb do not form an H-shaped parking frame.
When it is determined that there are cross points on both of the paired lines La and Lb, but the positions of the cross points are greatly deviated ("No" in step S302 in the figure). When it is determined that there is no cross point on both the line La and the line Lb (“No” in step S310 shown in the figure) • There is a cross point on only one of the line La and the line Lb, When the position of the point is away from the host vehicle V ("No" in step S318 shown in the figure)-A cross point exists only in one of the line La and the line Lb, but this is detected during the turning operation If not (“No” in step S320 shown in the figure)

In step S210, a process of determining whether or not the process of step S206 is continuously verified after the process of step S206 is started until the movement distance of the host vehicle V reaches a preset set movement distance (see FIG. "Continuous verification matching?") Shown in the inside. The set moving distance is set in the range of 1 to 2.5 [m], for example, according to the specifications of the host vehicle V. Moreover, the process performed by step S210 is performed with reference to the overhead image signal received from 10 A of surrounding environment recognition information calculating parts, and the vehicle speed calculation value signal received from the own vehicle vehicle speed calculating part 10B, for example.
If it is determined in step S210 that the process in step S206 has not been continuously verified ("No" in the figure), the process performed by the parking frame certainty calculation unit 36 proceeds to step S212.

On the other hand, if it is determined in step S210 that the process of step S206 is continuously collated (“Yes” shown in the drawing), the process performed by the parking frame certainty calculation unit 36 proceeds to step S214.
Here, in the process performed in step S210, for example, as shown in FIG. 15, the movement distance of the host vehicle V is set according to the state in which the process in step S206 is collated and the state in which the process in step S206 is not collated. Operate virtually. FIG. 15 is a diagram illustrating the contents of the process performed by the parking frame certainty factor calculation unit 36. In FIG. 15, in the area described as “collation state”, the state in which the process in step S206 is collated is indicated as “ON”, and the state in which the process in step S206 is not collated is indicated as “OFF”. Further, in FIG. 15, the movement distance of the host vehicle V virtually calculated is indicated as “virtual travel distance”.

As shown in FIG. 15, when the state in which the process in step S <b> 206 is collated is “ON”, the virtual travel distance increases. On the other hand, if the state checked in step S206 is “OFF”, the virtual travel distance decreases.
In the present embodiment, as an example, a case will be described in which the slope (increase gain) when the virtual travel distance increases is set larger than the slope (decrease gain) when the virtual travel distance decreases. That is, if the “verification state” is “ON” and the “OFF” state is the same time, the virtual travel distance increases.

Then, when the virtual travel distance reaches the set travel distance without returning to the initial value (shown as “0 [m]” in the figure), it is determined that the processing in step S206 is continuously verified.
In step S212, a process ("level 1" shown in the drawing) is performed to calculate the level of parking frame certainty as a level (level 1) that is one step higher than the lowest value (level 0). If the process which calculates parking frame reliability as level 1 is performed in step S212, the process which the parking frame reliability calculation part 36 performs will be complete | finished (END).

In step S214, the end points located on the same side with respect to the own vehicle V (the end point on the near side or the end point on the far side) with respect to the lines La and Lb that are continuously collated in the process of step S206, respectively. Is detected. Then, a process of determining whether or not the end points located on the same side face each other along the direction of the width WL (“approaching near and far end point?” Shown in the figure) is performed. The process performed in step S214 is performed with reference to, for example, an overhead image signal received from the ambient environment recognition information calculation unit 10A and a vehicle speed calculation value signal received from the host vehicle vehicle speed calculation unit 10B.
In step S214, when it is determined that the end points located on the same side do not face each other along the direction of the width WL ("No" shown in the drawing), the process performed by the parking frame certainty calculation unit 36 is as follows. The process proceeds to step S216.

On the other hand, if it is determined in step S214 that the end points located on the same side are facing each other along the direction of the width WL (“Yes” shown in the drawing), the parking frame certainty calculation unit 36 performs processing. Proceeds to step S218.
In step S216, a process ("level 2" shown in the figure) is performed to calculate the level of parking frame certainty as a level (level 2) that is two steps higher than the lowest value (level 0). If the process which calculates parking frame reliability as level 2 is performed in step S216, the process which the parking frame reliability calculation part 36 performs will be complete | finished (END).

  In step S218, the end points located on the other side are further detected with respect to the lines La and Lb that are determined that the end points located on the same side face each other along the direction of the width WL in the process of step S214. To do. That is, in the process of step S214, when an end point on the side closer to the lines La and Lb (one side) is detected, an end point on the side farther from the lines La and Lb (the other side) is detected in step S218. To detect. Then, a process of determining whether or not the end points located on the other side face each other along the direction of the width WL (“end-to-end end point matching?” Shown in the figure) is performed. Note that the processing performed in step S218 is performed with reference to, for example, the bird's-eye view image signal input from the surrounding environment recognition information calculation unit 10A and the vehicle speed calculation value signal received from the host vehicle vehicle speed calculation unit 10B.

  When detecting the end points of the lines La and Lb, for example, straight end points such as the end points of the lines shown in FIG. 4A and upper end points of the lines shown in FIG. All the intersection points of the U-shaped end points and the double lines and horizontal lines shown in FIG. 4 (o) are processed as end points of one straight line. Similarly, a gap is formed in the end point of a double line such as the upper end point of the line shown in FIG. 4H and the U-shaped curve such as the upper end point of the line shown in FIG. All the end points are processed as end points of one straight line.

When detecting the end points of the lines La and Lb, for example, an inclined double line extending in the vertical direction shown in FIG. 4 (n) and a single straight line extending in the left-right direction are used. Intersection points are not processed (recognized) as end points. This is because, when detecting the end point, the end point is detected by scanning in the horizontal direction in the region indicating the captured image. Further, for example, the area indicated by the white frame in FIG. 4 (p) indicates an object on the road such as a pillar, and therefore the end point of this object is not detected.
In step S218, when it is determined that the end points located on the other side do not face each other along the direction of the width WL ("No" shown in the drawing), the process performed by the parking frame certainty calculation unit 36 is performed. The process proceeds to step S220.

On the other hand, in step S218, when it is determined that the end points located on the other side face each other along the direction of the width WL ("Yes" shown in the drawing), the parking frame certainty calculation unit 36 performs the determination. The process proceeds to step S222.
In step S220, processing ("level 3" shown in the figure) is performed to calculate the level of parking frame certainty as a level (level 3) that is three levels above the lowest value (level 0). If the process which calculates parking frame reliability as level 3 is performed in step S220, the process which the parking frame reliability calculation part 36 performs will be complete | finished (END).
In step S222, a process ("level 4" shown in the drawing) is performed to calculate the level of parking frame certainty as a level (level 4) that is four levels higher than the lowest value (level 0). If the process which calculates parking frame reliability as level 4 is performed in step S222, the process which the parking frame reliability calculation part 36 performs will be complete | finished (END).

  Therefore, in the process of calculating the parking frame certainty level as level 3, among the parking frames shown in FIG. 4, the parking frame certainty factor is calculated for the patterns (d), (e), (j), and (k). Will be calculated. Further, in the process of calculating the parking frame certainty level as level 4, among the parking frames shown in FIG. 4, the parking frame certainty factor for patterns excluding (d), (e), (j), and (k). Will be calculated.

In addition, the parking frame certainty factor is a parking frame that is likely to be marked on a public road, in particular, when the pattern shown in FIG. 4A is specified, or other than the pattern shown in FIG. 4A If the parking frame cannot be specified, it may be restricted as follows according to the width of the parking frame.
Specifically, for example, if the parking frame width is 2.6 [m] or less, the parking frame certainty factor retains the initially calculated level, but the parking frame width exceeds 2.6 [m]. If so, the parking frame certainty factor is limited so that it is not calculated as level 3 or higher. Thereby, it is set as the structure which is hard to detect the double-sided broken line marked on the public road as a parking frame line.

Processing performed by the parking frame approach certainty factor calculation unit 38 With reference to FIGS. 1 to 15, the parking frame approach certainty factor calculation unit 38 calculates the parking frame approach certainty factor with reference to FIGS. 16 and 17. explain.
FIG. 16 is a flowchart showing a process in which the parking frame approach certainty calculator 38 calculates the parking frame approach certainty factor. In addition, the parking frame approach reliability calculation part 38 performs the process demonstrated below for every preset sampling time (for example, 10 [msec]).
As shown in FIG. 16, when the parking frame approach reliability calculation unit 38 starts processing (START), first, in step S400, processing for detecting a deviation amount between the predicted rear wheel trajectory of the host vehicle V and the parking frame. ("Shift amount detection" shown in the figure) is performed. If the process which detects the deviation | shift amount of the rear-wheel estimated locus | trajectory of the own vehicle V and parking frame is performed in step S400, the process which the parking frame approach reliability calculation part 38 will transfer to step S402. In this embodiment, as an example, a case will be described in which the unit of deviation detected in step S400 is [cm]. Moreover, in this embodiment, the case where the width of a parking frame is 2.5 [m] is demonstrated as an example.

  Here, in the process performed in step S400, for example, as shown in FIG. 17, the expected rear wheel trajectory TR of the host vehicle V is calculated, and the intersection of the calculated expected rear wheel trajectory TR and the entrance L2 of the parking frame L0. TP is calculated. Further, a distance Lfl between the left frame line L1l of the parking frame L0 and the intersection TP and a distance Lfr between the right frame line L1r of the parking frame L0 and the intersection TP are calculated, and the distance Lfl and the distance Lfr are compared. Then, the longer one of the distance Lfl and the distance Lfr is detected as a deviation amount between the predicted rear wheel trajectory TR of the host vehicle V and the parking frame L0. FIG. 17 is a diagram showing the contents of processing for detecting the amount of deviation between the predicted rear wheel trajectory TR of the host vehicle V and the parking frame L0.

When calculating the predicted rear wheel trajectory TR of the host vehicle V, the center point PR in the vehicle width direction of the right rear wheel WRR and the left rear wheel WRL of the host vehicle V is used as the reference point of the host vehicle V. Set as. Then, the virtual movement path of the center point PR is calculated using the images taken by the front camera 14F and the left camera 14SL in the overhead view image, the vehicle speed of the host vehicle V, and the rotation angle (steering angle) of the steering wheel 28. Then, a predicted rear wheel trajectory TR is calculated.
In step S402, for example, processing for detecting parallelism between the straight line X and the length direction (for example, the depth direction) of the parking frame L0 using an image captured by the front camera 14F among the overhead images (shown in the figure). “Parallelity detection”). If the process which detects the parallelism of the straight line X and the length direction of the parking frame L0 is performed in step S402, the process which the parking frame approach reliability calculation part 38 performs will transfer to step S404.

Here, the parallelism detected in step S402 is detected as an angle θap formed by the center line Y and the straight line X of the parking frame L0 as shown in FIG.
In step S402, when the host vehicle V moves to the parking frame L0 while moving backward, for example, using the image captured by the rear camera 14R in the overhead image, the straight line X and the length direction of the parking frame L0 are used. Processing to detect parallelism is performed. Here, the moving direction (forward, backward) of the host vehicle V is detected with reference to a current shift position signal, for example.

In step S404, processing for calculating the turning radius of the host vehicle V ("turning radius calculation" shown in the figure) is performed using the vehicle speed of the host vehicle V and the rotation angle (steering angle) of the steering wheel 28. If the process which calculates the turning radius of the own vehicle V is performed in step S404, the process which the parking frame approach reliability calculation part 38 performs will transfer to step S406.
In step S406, it is determined whether or not the parallelism (θap) detected in step S402 is less than a preset parallelism threshold (for example, 15 [°]) (“parallelism <parallel” shown in the figure). Degree threshold? ").
When it is determined in step S406 that the parallelism (θap) detected in step S402 is equal to or greater than the parallelism threshold (“No” shown in the figure), the process performed by the parking frame approach certainty calculator 38 is performed in step S408. Migrate to

On the other hand, if it is determined in step S406 that the parallelism (θap) detected in step S402 is less than the parallelism threshold (“Yes” shown in the figure), the process performed by the parking frame approach certainty calculator 38 is as follows. The process proceeds to step S410.
In step S408, it is determined whether or not the turning radius detected in step S404 is equal to or greater than a preset turning radius threshold (for example, 100 [R]) (“turning radius ≧ turning radius threshold? ")I do.
If it is determined in step S408 that the turning radius detected in step S404 is less than the turning radius threshold value ("No" shown in the figure), the processing performed by the parking frame approach certainty calculation unit 38 proceeds to step S412. .

On the other hand, if it is determined in step S408 that the turning radius detected in step S404 is greater than or equal to the turning radius threshold value ("Yes" shown in the drawing), the process performed by the parking frame approach certainty calculation unit 38 proceeds to step S410. Transition.
In step S410, it is determined whether or not the deviation amount detected in step S400 is equal to or greater than a preset first threshold (for example, 75 [cm]) (“deviation amount ≧ first threshold? ")I do. The first threshold value is not limited to 75 [cm], and may be changed according to the specifications of the host vehicle V, for example.
If it is determined in step S410 that the amount of deviation detected in step S400 is greater than or equal to the first threshold (“Yes” shown in the figure), the processing performed by the parking frame approach certainty calculator 38 proceeds to step S414. .

On the other hand, if it is determined in step S410 that the amount of deviation detected in step S400 is less than the first threshold ("No" shown in the figure), the process performed by the parking frame approach certainty calculation unit 38 proceeds to step S416. Transition.
In step S412, a process for determining whether or not the deviation amount detected in step S400 is greater than or equal to a preset second threshold (for example, 150 [cm]) (“deviation amount ≧ second threshold? ")I do. Here, the second threshold value is larger than the first threshold value described above. The second threshold value is not limited to 150 [cm], and may be changed according to the specifications of the host vehicle V, for example.
In step S412, when it is determined that the amount of deviation detected in step S400 is greater than or equal to the second threshold ("Yes" shown in the figure), the processing performed by the parking frame approach certainty calculator 38 proceeds to step S418. .

On the other hand, if it is determined in step S412 that the amount of deviation detected in step S400 is less than the second threshold ("No" shown in the figure), the process performed by the parking frame approach certainty calculation unit 38 proceeds to step S414. Transition.
In step S414, a process of calculating the parking frame approach certainty factor as a low level (“entry certainty factor = low level” shown in the figure) is performed. If the process which calculates parking frame approach reliability as a low level is performed in step S414, the process which the parking frame approach reliability calculation part 38 will complete | finish (END).
In step S416, a process of calculating the parking frame approach certainty factor as a high level (“entry certainty factor = high level” shown in the figure) is performed. If the process which calculates parking frame approach reliability as a high level is performed in step S416, the process which the parking frame approach reliability calculation part 38 will complete | finish (END).

In step S418, a process of calculating the parking frame approach certainty level as the lowest value (level 0) (“entry certainty = level 0” shown in the figure) is performed. If the process which calculates parking frame approach reliability as level 0 is performed in step S418, the process which the parking frame approach reliability calculation part 38 performs will be complete | finished (END).
As described above, the parking frame approach certainty calculation unit 38 sets the parking frame approach certainty of the lowest level “level 0”, the level “level low” higher than level 0, and the level higher than level low. A process of calculating as one of “level high” is performed.
In addition, when the structure of the own vehicle V is a structure provided with the apparatus (parking assistance apparatus) which assists steering operation to the parking frame L0 with respect to a driver | operator, for example, if a parking assistance apparatus is an ON state, it will park. It is good also as a structure which becomes easy to raise the level of frame approach reliability.

  Here, as a parking assistance device, for example, in order to perform parking, a device that displays a monitor of surrounding conditions with a bird's-eye view image, etc., or a target parking on the screen to guide the course for parking There is a device for setting the position. These devices are used by operating a switch for switching a screen in order to display a surrounding situation as a bird's-eye view image or a screen switching switch for setting a target parking position on the screen. And if these switches are operated, it will be set as the structure which a parking assistance apparatus will be in an ON state.

  As a specific example of the configuration in which the parking frame approach certainty level is likely to increase, the parking assist device is in the ON state even when the parking frame approach certainty factor is calculated as “level 0” in the process of step S318. In this case, the parking frame approach reliability is corrected to “low level”. Further, for example, even when the parking frame approach reliability is calculated as “low level” in the process of step S314, if the parking assist device is in the ON state, the parking frame approach reliability is set to “high level”. It is the structure correct | amended to. In addition, as a structure which the level of parking frame approach reliability becomes easy to rise, for example, regardless of the actual entrance situation to the parking frame, a level at which the parking frame approach reliability is set in advance (for example, “level high”) It is good also as a structure calculated as.

Process Performed by Comprehensive Confidence Calculation Unit 40 With reference to FIGS. 1 to 17, a process in which the comprehensive certainty calculation unit 40 calculates the comprehensive certainty will be described with reference to FIG. 18.
The overall certainty calculation unit 40 receives the input of the parking frame certainty signal and the parking frame approach certainty signal, and receives the parking frame certainty included in the parking frame certainty signal and the parking frame entering certainty included in the parking frame approach certainty signal. The degree is adapted to the comprehensive certainty calculation map shown in FIG. Then, based on the parking frame certainty factor and the parking frame approach certainty factor, the total certainty factor is calculated.

FIG. 18 is a diagram showing a comprehensive certainty calculation map. Further, in FIG. 18, the parking frame certainty factor is denoted as “frame certainty factor”, and the parking frame approach certainty factor is denoted as “entry certainty factor”. 18 is a map used when the host vehicle V travels forward.
As an example of the process of calculating the total certainty factor by the total certainty factor calculation unit 40, when the parking frame certainty factor is “level 3” and the parking frame approach certainty factor is “high level”, it is shown in FIG. In this way, the overall certainty factor is set to “high”.

In this embodiment, as an example, when the total confidence factor calculation unit 40 performs a process of calculating the total confidence factor, the calculated total confidence factor is stored in a storage unit in which data is not erased even when the ignition switch is turned off. A case where the storing process is performed will be described. Here, the storage unit from which data is not erased even when the ignition switch is turned off is, for example, a ROM or the like.
Therefore, in this embodiment, when the ignition switch is turned off after completion of parking of the host vehicle V, and the ignition switch is turned on when the host vehicle V restarts, the total certainty factor calculated immediately before is stored. . For this reason, it becomes possible to start the control based on the total certainty calculated immediately before the ignition switch is turned on when the host vehicle V restarts.

Process Performed by Acceleration Suppression Control Start Timing Calculation Unit 42 The process by which the acceleration suppression control start timing calculation unit 42 calculates the acceleration suppression control start timing will be described with reference to FIGS. 1 to 18 and FIG.
The acceleration suppression control start timing calculation unit 42 receives the input of the total certainty factor signal, and adapts the total certainty factor included in the total certainty factor signal to the acceleration suppression condition calculation map shown in FIG. Then, the acceleration suppression control start timing is calculated based on the total certainty factor.
FIG. 19 is a diagram showing an acceleration suppression condition calculation map. Further, in FIG. 19, the acceleration suppression control start timing is indicated as “suppression control start timing (accelerator opening)” in the “acceleration suppression condition” column.

As an example of processing performed by the acceleration suppression control start timing calculation unit 42, when the total certainty factor is “high”, the acceleration suppression control start timing is increased by increasing the opening of the accelerator pedal 32 as shown in FIG. Then, the timing is set to reach “50%”. The opening degree of the accelerator pedal 32 is set to 100% when the accelerator pedal 32 is depressed (operated) to the maximum value.
The acceleration suppression control start timing shown in FIG. 19 is an example, and may be changed according to the specifications of the host vehicle V, such as the braking performance of the host vehicle V, for example. Further, for example, the vehicle V may be changed according to the traffic regulations of the area (country etc.) where the vehicle V travels.

Process Performed by Acceleration Suppression Control Amount Calculation Unit 44 A process by which the acceleration suppression control amount calculation unit 44 calculates the acceleration suppression control amount will be described with reference to FIGS.
The acceleration suppression control amount calculation unit 44 receives the input of the total certainty factor signal, and adapts the total certainty factor included in the total certainty factor signal to the acceleration suppression condition calculation map shown in FIG. Then, an acceleration suppression control amount is calculated based on the total certainty factor. In FIG. 19, the acceleration suppression control amount is indicated as “suppression amount” in the “acceleration suppression condition” column.

  As an example of the processing performed by the acceleration suppression control amount calculation unit 44, when the total certainty factor is “high”, the acceleration suppression control amount is set to the actual opening degree of the accelerator pedal 32 as shown in FIG. Thus, the control amount is set to be suppressed to the “medium” level throttle opening. In the present embodiment, as an example, the throttle opening at the “medium” level is the throttle opening at which the actual opening of the accelerator pedal 32 is suppressed to 25%. Similarly, the throttle opening at the “small” level is the throttle opening at which the actual opening of the accelerator pedal 32 is suppressed to 50%, and the throttle opening at the “large” level is the opening of the actual accelerator pedal 32. The throttle opening is such that the degree is suppressed to 10%.

The acceleration suppression control amount shown in FIG. 19 is an example, and may be changed according to the specifications of the host vehicle V such as the braking performance of the host vehicle V, for example. Further, for example, the vehicle V may be changed according to the traffic regulations of the area (country etc.) where the vehicle V travels.
Further, the acceleration suppression control amount calculation unit 44 sets the presence / absence of control to output a warning sound by adapting the total certainty factor to the acceleration suppression condition calculation map. In the case of outputting a warning sound, for example, character information on the content that activates the acceleration suppression control and visual information such as a symbol and light emission may be displayed on a display monitor included in the navigation device 26.

(Processing performed by the acceleration suppression command value calculation unit 10J)
Next, processing performed by the acceleration suppression command value calculation unit 10J will be described with reference to FIGS. 1 to 19 and FIG.
FIG. 20 is a flowchart showing processing performed by the acceleration suppression command value calculation unit 10J. The acceleration suppression command value calculation unit 10J performs the processing described below for each preset sampling time (for example, 10 [msec]).
As shown in FIG. 20, when the acceleration suppression command value calculation unit 10J starts processing (START), first, in step S500, an acceleration suppression operation condition determination result signal received from the acceleration suppression control content calculation unit 10I is displayed. refer. And the process ("acceleration suppression operation condition judgment result acquisition process" shown in the figure) which acquires an acceleration suppression operation condition judgment result is performed. If the process which acquires an acceleration suppression operation condition judgment result in step S500 is performed, the process which the acceleration suppression command value calculating part 10J performs will transfer to step S502.

In step S502, in addition to the acceleration suppression operation condition determination result acquired in step S500, processing for acquiring information for calculating the acceleration suppression command value ("acceleration suppression command value calculation information acquisition processing" shown in the figure) is performed. . If the process which acquires the information for calculating an acceleration suppression command value in step S502 is performed, the process which the acceleration suppression command value calculating part 10J performs will transfer to step S504.
The information for calculating the acceleration suppression command value is information included in the above-described acceleration suppression control start timing signal, acceleration suppression control amount signal, driving side depression amount signal, and accelerator operation speed signal, for example.

In step S504, a process of determining whether or not the acceleration suppression operation condition determination result acquired in step S500 is a determination result that the acceleration suppression control operation condition is satisfied (“acceleration suppression control operation condition satisfied?” Shown in the figure). Do.
If it is determined in step S504 that the acceleration suppression control operation condition is satisfied ("Yes" shown in the drawing), the processing performed by the acceleration suppression command value calculation unit 10J proceeds to step S506.

On the other hand, when it is determined in step S504 that the acceleration suppression control operation condition is not satisfied ("No" shown in the drawing), the processing performed by the acceleration suppression command value calculation unit 10J proceeds to step S508.
In step S506, based on the information for calculating the acceleration suppression command value acquired in step S502, a process for calculating an acceleration suppression command value that is an acceleration command value for performing acceleration suppression control ("Acceleration suppression command shown in the figure"). Control command value calculation "). If the process which calculates an acceleration suppression command value is performed in step S506, the process which the acceleration suppression command value calculating part 10J performs will transfer to step S510.

Here, in the process of calculating the acceleration suppression command value, the depression amount of the accelerator pedal 32 included in the drive side depression amount signal and the acceleration suppression control amount included in the acceleration suppression control amount signal are referred to. Then, an acceleration suppression control amount command value is calculated that sets the throttle opening to a degree of suppression (see FIG. 19) corresponding to the acceleration suppression control amount with respect to the actual accelerator pedal 32 opening.
Further, in the process of calculating the acceleration suppression command value, the depression amount of the accelerator pedal 32 included in the driving side depression amount signal and the acceleration suppression control start timing included in the acceleration suppression control start timing signal are referred to. And the acceleration suppression control start timing command value which makes the acceleration suppression control start timing the timing (refer FIG. 19) according to the opening degree of the actual accelerator pedal 32 is calculated.

In the process of calculating the acceleration suppression command value, the command value including the acceleration suppression control amount command value and the acceleration suppression control start timing command value calculated as described above is calculated as the acceleration suppression command value.
In step S508, driving force control without acceleration suppression control, that is, processing for calculating a normal acceleration command value that is an acceleration command value used in normal acceleration control ("command value calculation for normal acceleration control" shown in the figure). I do. If the process which calculates a normal acceleration command value is performed in step S508, the process which the acceleration suppression command value calculating part 10J performs will transfer to step S512.
Here, in the process of calculating the normal acceleration command value, the command value for calculating the throttle opening based on the depression amount of the accelerator pedal 32 included in the drive side depression amount signal is calculated as the normal acceleration command value.

In step S510, an acceleration suppression command value signal including the acceleration suppression command value calculated in step S506 is output to the target throttle opening calculation unit 10K ("acceleration suppression command value output" shown in the figure). If the process which outputs an acceleration suppression command value signal is performed in step S510, the process which the acceleration suppression command value calculating part 10J performs will be complete | finished (END).
In step S512, the normal acceleration command value signal including the normal acceleration command value calculated in step S508 is output to the target throttle opening calculation unit 10K ("normal acceleration command value output" shown in the figure). If the process which outputs a normal acceleration command value signal is performed in step S512, the process which the acceleration suppression command value calculating part 10J performs will be complete | finished (END).

(Processing performed by the target throttle opening calculation unit 10K)
Next, processing performed by the target throttle opening calculation unit 10K will be described using FIG. 21 with reference to FIGS.
FIG. 21 is a flowchart showing a process performed by the target throttle opening calculation unit 10K. The target throttle opening calculation unit 10K performs the process described below for each preset sampling time (for example, 10 [msec]).
As shown in FIG. 21, when the target throttle opening calculation unit 10K starts processing (START), first, in step S600, the drive side depression amount signal received from the accelerator operation amount calculation unit 10G is referred to. And the process ("accelerator operation amount acquisition process" shown in a figure) which acquires the depression amount (operation amount) of the accelerator pedal 32 which the drive side depression amount signal contains is performed. If the process which acquires the depression amount (operation amount) of the accelerator pedal 32 is performed in step S600, the process which the target throttle opening calculating part 10K performs will transfer to step S602.

In step S602, an acceleration suppression command value (see step S506) or a normal acceleration command value (see step S508) is acquired based on the information signal received from the acceleration suppression command value calculation unit 10J (see “ Command value acquisition processing ”). If the process which acquires an acceleration suppression command value or a normal acceleration command value is performed in step S602, the process which the target throttle opening calculating part 10K performs will transfer to step S604.
In step S604, calculation of the target throttle opening ("target throttle opening calculation" shown in the figure) is performed based on the depression amount of the accelerator pedal 32 acquired in step S600 and the command value acquired in step S602. When the target throttle opening is calculated in step S604, the processing performed by the target throttle opening calculation unit 10K proceeds to step S606.
Here, in step S604, when the command value acquired in step S602 is the normal acceleration command value (when the acceleration suppression operation condition is not satisfied), the throttle opening degree according to the depression amount of the accelerator pedal 32 is set as follows. Calculated as the target throttle opening.

On the other hand, when the command value acquired in step S602 is the acceleration suppression command value (when the acceleration suppression operation condition is satisfied), the throttle opening corresponding to the acceleration suppression control amount command value is set as the target throttle opening. Calculate.
The target throttle opening is calculated using, for example, the following equation (1).
θ * = θ1−Δθ (1)
In the above equation (1), the target throttle opening is indicated by “θ *”, the throttle opening corresponding to the depression amount of the accelerator pedal 32 is indicated by “θ1”, and the acceleration suppression control amount is indicated by “Δθ”.

In step S606, a target throttle opening signal including the target throttle opening θ * calculated in step S604 is output to the engine controller 12 (“target throttle opening output” shown in the figure). In step S606, when the process of outputting the target throttle opening signal to the engine controller 12 is performed, the process performed by the target throttle opening calculation unit 10K ends (END).
Here, in step S606, when the command value acquired in step S602 is an acceleration suppression command value, the opening (depression amount) of the accelerator pedal 32 reaches the opening corresponding to the acceleration suppression control start timing. The target throttle opening signal is output.

(Operation)
Next, an example of an operation performed using the vehicle acceleration suppression device 1 of the present embodiment will be described with reference to FIGS.
In an example of the operation described below, an example will be described in which the host vehicle V traveling in a parking lot enters the parking frame L0 selected by the driver.
When the vehicle speed of the host vehicle V traveling in the parking lot is not less than 15 [km / h], which is the threshold vehicle speed, the acceleration suppression control operation condition is not satisfied. The normal acceleration control that reflects the driver's acceleration intention is performed.
When the vehicle speed is less than the threshold vehicle speed, the parking frame L0 is detected, the brake pedal 30 is not operated, and the depression amount of the accelerator pedal 32 is greater than or equal to the threshold accelerator operation amount, the host vehicle V moves to the parking frame L0. Judge whether to enter or not.

Further, while the host vehicle V is traveling, the parking frame certainty calculation unit 36 calculates the parking frame certainty factor, and the parking frame approach certainty calculating unit 38 calculates the parking frame approach certainty factor. And the comprehensive reliability calculation part 40 calculates the comprehensive reliability based on a parking frame reliability and a parking frame approach reliability.
Further, while the host vehicle V is traveling, the acceleration suppression control start timing calculation unit 42 calculates the acceleration suppression control start timing based on the total reliability calculated by the total reliability calculation unit 40, and the acceleration suppression control amount calculation unit 44 calculates an acceleration suppression control amount.

When it is determined that the host vehicle V enters the parking frame L0 and the acceleration suppression control operation condition is satisfied, the acceleration suppression command value calculation unit 10J outputs an acceleration suppression command value signal to the target throttle opening calculation unit 10K. To do. Further, the target throttle opening calculation unit 10K outputs a target throttle opening signal to the engine controller 12.
Therefore, when the driver operates the accelerator pedal 32 in a state where the acceleration suppression control operation condition is satisfied, the throttle opening corresponding to the depression amount of the accelerator pedal 32 is changed to the opening corresponding to the acceleration suppression control amount command value. Suppress. In addition, the start timing for suppressing the throttle opening according to the depression amount of the accelerator pedal 32 is set as the timing according to the acceleration suppression control start timing command value.

  Therefore, even when the accelerator pedal 32 is operated by an erroneous operation or the like in a situation where the braking operation is an appropriate driving operation, such as a state where the host vehicle V is close to a position suitable for parking within the parking frame L0, It becomes possible to suppress the throttle opening according to the total certainty factor. That is, since the acceleration suppression amount (the degree of throttle opening suppression) is small when the overall confidence level is low, it is possible to reduce the reduction in drivability, and when the overall confidence level is high, the acceleration suppression amount is large. Therefore, the acceleration suppression effect of the host vehicle V can be increased.

As described above, in the present embodiment, it is possible to suppress a decrease in drivability in the parking lot before entering the parking frame L0 at the time of parking, and at the time when the accelerator pedal 32 is erroneously operated. It becomes possible to suppress the acceleration of the vehicle V.
Moreover, in this embodiment, the acceleration of the host vehicle V is suppressed and the safety is improved by increasing the acceleration suppression control amount as the total certainty factor is higher. Further, the lower the overall certainty, the later the acceleration suppression control start timing is delayed, and the drivability is suppressed from decreasing. This makes it possible to improve safety and suppress deterioration of drivability under the following conditions.
For example, in the situation where the host vehicle V standing by in the vicinity of the parking frame L0 for parallel parking on the side of the traveling road is started, it is necessary to allow a certain degree of acceleration.

Even under the following conditions, it is necessary to allow a certain amount of acceleration. This is because there are other vehicles on both sides (left and right parking frames) of the parking frame L0 where the host vehicle V is parked, and the host vehicle V is placed in a slight space on the opposite side (side away from each parking frame) from the front side. Let it enter. Thereafter, the host vehicle V enters the parking frame L0 where the host vehicle V is parked from the rear side, and parking is performed.
By controlling the acceleration suppression control start timing and the acceleration suppression control amount based on the total certainty for these situations, it is possible to suppress the acceleration of the host vehicle V and improve safety. In addition, it is possible to allow acceleration of the host vehicle V and suppress drivability deterioration.

In this embodiment, when the parking frame certainty factor is low, the acceleration suppression control amount is calculated to be smaller than when the parking frame certainty factor is high. As a result, as described below, it is possible to suppress drivability degradation under the situation where the current position of the host vehicle V is not on a public road (for example, in a parking lot).
In a situation where the current position of the host vehicle V is not on a public road, for example, a line is detected in the image captured by the surrounding environment recognition sensor 14, but the detected line cannot be identified as a parking frame line. The parking frame certainty is calculated as a low level. The case where the detected line cannot be identified as the parking frame line is, for example, that one line is detected in the image captured by the surrounding environment recognition sensor 14 and its end is detected. This is a case where no line is detected on the front side of the book line (the side close to the host vehicle V).

For example, when the line detected in the image captured by the surrounding environment recognition sensor 14 is a line with a blurred edge or a line that is blurred and unclear, the current position of the host vehicle V is It is determined that the position is not on a public road, and the parking frame certainty is calculated as a low level. This is because the lines marked on public roads are often regularly maintained by public agencies, etc., so if the edges are blurred or the period is blurred and unclear This is because it can be estimated.
The acceleration suppression command value calculation unit 10J and the target throttle opening calculation unit 10K described above correspond to an acceleration control unit.

The ambient environment recognition information calculation unit 10A described above corresponds to the ambient environment recognition unit.
In addition, the host vehicle speed calculation unit 10B, the steering angle calculation unit 10C, the steering angular speed calculation unit 10D, the brake pedal operation information calculation unit 10F, the accelerator operation amount calculation unit 10G, and the accelerator operation speed calculation unit 10H described above are included in the host vehicle running state. Corresponds to the detector.
Further, the acceleration suppression control start timing calculation unit 42, the acceleration suppression control amount calculation unit 44, the acceleration suppression command value calculation unit 10J, and the target throttle opening calculation unit 10K described above correspond to the acceleration suppression unit.
The throttle opening described above corresponds to the acceleration command value.
Moreover, the navigation apparatus 26 mentioned above respond | corresponds to the own vehicle present position detection part and the own vehicle traveling road type detection part.

Further, as described above, the vehicle acceleration suppression method implemented by the operation of the vehicle acceleration suppression device 1 of the present embodiment provides an acceleration command value corresponding to the operation amount of the accelerator pedal 32 as the parking frame certainty factor is higher. This is a method of suppressing with a high degree of suppression. Here, the parking frame certainty factor indicates the degree of certainty that the parking frame L0 exists in the traveling direction of the host vehicle V, and is calculated based on the environment around the host vehicle V.
In addition, as described above, the vehicle acceleration suppression method implemented by the operation of the vehicle acceleration suppression device 1 of the present embodiment increases the acceleration command value corresponding to the operation amount of the accelerator pedal 32 as the total certainty factor increases. It is the method of suppressing by the suppression degree. Here, the comprehensive certainty indicates the degree of comprehensive certainty between the parking frame certainty and the parking frame approach certainty. The parking frame approach reliability indicates the degree of confidence that the host vehicle V enters the parking frame L0.

(Effects of the first embodiment)
If it is this embodiment, it will become possible to show the effect described below.
(1) The parking frame certainty calculation unit 36 calculates the parking frame certainty based on the bird's-eye view image (environment) around the host vehicle V and the vehicle speed (running state) of the host vehicle V. In addition, the acceleration suppression control start timing calculation unit 42, the acceleration suppression control amount calculation unit 44, the acceleration suppression command value calculation unit 10J, and the target throttle opening calculation unit 10K are calculated by the parking frame certainty calculation unit 36. The higher the certainty factor, the higher the acceleration command value is suppressed. That is, the acceleration suppression control start timing calculation unit 42, the acceleration suppression control amount calculation unit 44, the acceleration suppression command value calculation unit 10J, and the target throttle opening calculation unit 10K are the parking frame reliability calculated by the parking frame reliability calculation unit 36. The lower the value, the lower the degree of suppression of the acceleration command value.
For this reason, when the parking frame certainty factor is low, it is possible to reduce the degree of suppression of the acceleration command value to reduce the decrease in drivability, and when the parking frame certainty factor is high, the degree of suppression of the acceleration command value can be reduced. The acceleration suppression effect of the host vehicle V can be increased by increasing the speed.
As a result, it is possible to suppress the drivability of the host vehicle V during parking and to suppress acceleration of the host vehicle V when the accelerator pedal 32 is erroneously operated.

(2) The parking frame approach reliability calculation unit 38 determines the parking frame approach reliability based on the bird's-eye view image (environment) around the host vehicle V, the vehicle speed of the host vehicle V, and the rotation angle (running state) of the steering wheel 28. Calculate the degree. In addition to this, the overall certainty factor calculating unit 40 is based on the parking frame certainty factor calculated by the parking frame certainty factor calculating unit 36 and the parking frame approach certainty factor calculated by the parking frame approach certainty factor calculating unit 38. Is calculated. Further, the acceleration suppression control start timing calculation unit 42, the acceleration suppression control amount calculation unit 44, the acceleration suppression command value calculation unit 10J, and the target throttle opening calculation unit 10K have a high total reliability calculated by the total reliability calculation unit 40. The acceleration command value is suppressed with a high suppression degree.
For this reason, in addition to the certainty degree that the parking frame L0 exists in the traveling direction of the own vehicle V, the degree of suppression of the acceleration command value can be controlled according to the certainty degree that the own vehicle V enters the parking frame L0. It becomes possible.
As a result, in addition to the effect (1) described above, it is possible to further suppress the drivability of the host vehicle V during parking and to suppress the acceleration of the host vehicle V when the accelerator pedal 32 is erroneously operated.

(3) The acceleration suppression control start timing calculation unit 42, the acceleration suppression command value calculation unit 10J, and the target throttle opening calculation unit 10K advance the acceleration suppression control start timing and suppress the acceleration command value with a high suppression degree. .
As a result, it is possible to control the degree of suppression of the acceleration command value by controlling the start timing for suppressing the throttle opening according to the depression amount of the accelerator pedal 32.
(4) The acceleration suppression control amount calculation unit 44, the acceleration suppression command value calculation unit 10J, and the target throttle opening calculation unit 10K increase the acceleration suppression control amount and suppress the acceleration command value with a high suppression degree.
As a result, the degree of suppression of the acceleration command value can be controlled by controlling the amount of throttle opening suppression according to the amount of depression of the accelerator pedal 32.

(5) In the vehicle acceleration suppression method of the present embodiment, the parking frame certainty factor is calculated based on an overhead image (environment) around the host vehicle V and the vehicle speed (running state) of the host vehicle V. In addition to this, when the approach of the host vehicle V to the parking frame L0 is detected, the acceleration command value is suppressed with a higher degree of suppression as the parking frame certainty factor is higher.
For this reason, when the parking frame certainty factor is low, it is possible to reduce the degree of suppression of the acceleration command value to reduce the decrease in drivability, and when the parking frame certainty factor is high, the degree of suppression of the acceleration command value can be reduced. The acceleration suppression effect of the host vehicle V can be increased by increasing the speed.
As a result, it is possible to suppress the drivability of the host vehicle V during parking and to suppress acceleration of the host vehicle V when the accelerator pedal 32 is erroneously operated.

(6) In the vehicle acceleration suppression method of the present embodiment, the parking frame approach reliability is calculated based on an overhead image (environment) around the host vehicle V and the vehicle speed (running state) of the host vehicle V. In addition to this, the total certainty factor is calculated based on the calculated parking frame certainty factor and parking frame approach certainty factor, and the higher the total certainty factor, the higher the acceleration command value is suppressed.
For this reason, in addition to the certainty degree that the parking frame L0 exists in the traveling direction of the own vehicle V, the degree of suppression of the acceleration command value can be controlled according to the certainty degree that the own vehicle V enters the parking frame L0. It becomes possible.
As a result, in addition to the above-described effect (5), it is possible to further suppress the drivability of the host vehicle V during parking and to suppress the acceleration of the host vehicle V when the accelerator pedal 32 is erroneously operated.

(7) In the vehicle acceleration suppression method of the present embodiment, the parking frame approach reliability is calculated based on an overhead image (environment) around the host vehicle V and the vehicle speed (running state) of the host vehicle V. In addition to this, a process is performed to determine whether or not a line included in the bird's-eye view image that is likely to form a parking frame conforms to the condition of the line forming the H-shaped parking frame line. .
For this reason, it is possible to avoid the problem that the line forming the H-shaped parking frame is not recognized as a parking frame due to the fact that the line is longer than one parking frame. In addition, it is possible to avoid erroneously recognizing a pattern of an H-shaped parking frame in which two parking frames are vertically connected as a vertically long parking frame. Furthermore, even if the straight line separating the two vertical parking frames is interrupted, it can be determined that the two H-shaped parking frames are provided.

(Modification)
(1) In the present embodiment, the acceleration suppression control start timing and the acceleration suppression control amount are calculated based on the total reliability calculated by the total reliability calculation unit 40, but the present invention is not limited to this. That is, the acceleration suppression control start timing and the acceleration suppression control amount may be calculated based only on the parking frame reliability calculated by the parking frame reliability calculation unit 36. In this case, the acceleration suppression control start timing and the acceleration suppression control amount are calculated by adapting the parking frame certainty to, for example, the acceleration suppression condition calculation map shown in FIG. In addition, FIG. 22 is a figure which shows the modification of this embodiment.

(2) In the present embodiment, the configuration of the parking frame certainty calculation unit 36 is calculated based on the bird's-eye view image (environment) around the host vehicle V and the vehicle speed (running state) of the host vehicle V. However, the configuration of the parking frame certainty calculation unit 36 is not limited to this. That is, the configuration of the parking frame certainty calculation unit 36 is added to the current position of the host vehicle V included in the host vehicle position signal and the host vehicle included in the traveling road information signal in addition to the overhead view image and the vehicle speed around the host vehicle V. It is good also as a structure which calculates parking frame reliability using the classification (road classification) of the road where V drive | works.
In this case, for example, if it is detected that the current position of the host vehicle V is on a public road based on information included in the host vehicle position signal and the travel road information signal, it is determined that there is no parking frame L0 around the host vehicle V. The parking frame certainty is set to “level 0”.
Thereby, for example, when the host vehicle V enters a parking frame where the operation of the acceleration suppression control is not preferable, such as a parking frame disposed on the road edge on a public road, the drivability reduction of the host vehicle V is suppressed. It becomes possible.

(3) In the present embodiment, when the parking frame certainty calculation unit 36 determines that the end points face each other along the direction of the width WL with respect to the lines La and Lb, the parking frame certainty level is set. 3 or 4 is calculated (see step S214). However, the process of calculating the parking frame certainty level as level 3 or level 4 is not limited to this. That is, the end point shape of the line L is a shape that is not marked on the public road, for example, when it is U-shaped (see FIGS. 4G to 4K, (m), and (n)). If this is recognized, the parking frame certainty may be calculated as level 3 or level 4.

(4) In this embodiment, the configuration of the parking frame certainty calculation unit 36 is calculated based on the bird's-eye view image (environment) around the host vehicle V and the vehicle speed (running state) of the host vehicle V. However, the configuration of the parking frame certainty calculation unit 36 is not limited to this. That is, if the configuration of the host vehicle V is, for example, a configuration that includes a device (parking support device) that assists the driver in steering to the parking frame L0, and the parking support device is in the ON state, parking It is good also as a structure which becomes easy to raise the level of frame reliability. Here, the configuration in which the level of the parking frame certainty is likely to increase is, for example, a configuration in which the above-described set movement distance is set to a shorter distance than usual.

  Moreover, as a parking assistance apparatus, for example, in order to perform parking, an apparatus that monitors and displays the surrounding situation with a bird's-eye view image, etc., or a parking position that is a target on the screen to guide a course for parking There is a device to set. These devices are used by operating a switch for switching a screen in order to display a surrounding situation as a bird's-eye view image or a screen switching switch for setting a target parking position on the screen. And when these switches are operated and a parking assistance apparatus will be in an ON state, it is good also as a structure which makes it easy to detect a parking frame and becomes easy to raise the level of parking frame reliability.

Here, as a method for facilitating detection of the parking frame, for example, there is a method of correcting the set value so that the above-described conditions C1 to C4 in step S206 are easily established. In addition to this method, for example, in step S206, there is a method of setting a short set moving distance used when determining that the continuous collation state has reached the set moving distance. Further, for example, in step S214, there is a setting method in which the condition of the endpoint when determining “level 3” or “level 4”, for example, the number of endpoints may be smaller than the initial setting.
As a method for facilitating detection of the parking frame, for example, the parking frame certainty factor is detected as a preset level (for example, “level 4”) regardless of the actual parking frame detection status. A method may be used.

(5) In the present embodiment, the acceleration suppression control amount and the acceleration suppression control start timing are changed based on the total certainty factor to change the suppression degree of the acceleration command value. However, the present invention is not limited to this. That is, according to the total certainty factor, only the acceleration suppression control start timing or only the acceleration suppression control amount may be changed to change the suppression degree of the acceleration command value. In this case, for example, the higher the total certainty factor, the larger the acceleration suppression control amount may be set, and the acceleration suppression control value may be increased without changing the acceleration suppression control start timing.

(6) In this embodiment, based on the calculated parking frame certainty and the parking frame approach certainty, regardless of the number of frame lines detected when calculating the parking frame certainty level, the total certainty is calculated. Although calculated, the present invention is not limited to this. That is, for example, the total certainty factor may be calculated according to the number of lines L detected when the above-described condition B is satisfied.
In this case, for example, in addition to the calculated parking frame certainty factor and parking frame approach certainty factor, the number of lines L detected when the condition B is satisfied is adapted to the comprehensive certainty factor calculation map shown in FIG. Then, based on the parking frame certainty factor and the parking frame approach certainty factor and the type of the line L detected when the condition B is satisfied, the total certainty factor is calculated. FIG. 23 is a diagram showing an overall certainty factor calculation map used in a modification of the present embodiment. Further, in FIG. 23, as in FIG. 13, the parking frame certainty factor is indicated as “frame certainty factor”, and the parking frame approach certainty factor is indicated as “entry certainty factor”.

In the above case, as shown in FIG. 23, when the parking frame approach certainty is “low level” and the parking frame certainty is calculated as “level 1” and when calculated as “level 2-4” The total certainty factor is calculated according to the type of the line L detected when the condition B is satisfied.
Specifically, when the parking frame approach reliability is “low level” and the parking frame reliability is calculated as “level 1”, the type of the line L detected when the condition B is satisfied is a single line In the same manner as in the case of “level 0”, it is calculated as the total certainty that the acceleration suppression control is not performed. In addition, when the parking frame approach reliability is “low level” and the parking frame reliability is calculated as “level 1”, the type of the line L detected when the condition B is satisfied is a double line. Calculates the total confidence as “very low”.

  Further, when the parking frame approach reliability is “low level” and the parking frame reliability is calculated as “level 2 to 4”, the type of the line L detected when the condition B is satisfied is a single line. Calculates the total confidence as “very low”. In addition, when the parking frame approach reliability is “level low” and the parking frame reliability is calculated as “level 2 to 4”, the type of the line L detected when the condition B is satisfied is a double line. In this case, the total certainty factor is calculated as “extremely high”.

  Here, when the total certainty factor is calculated using the total certainty factor calculation map shown in FIG. 23, for example, the calculated total certainty factor is adapted to the acceleration suppression condition calculation map shown in FIG. The control start timing is calculated. In addition, FIG. 24 is a figure which shows the acceleration suppression condition calculation map used in the modification of this embodiment. In FIG. 24, as in FIG. 14, the acceleration suppression control start timing is indicated as “suppression control start timing (accelerator opening)” in the “acceleration suppression condition” column.

When calculating the acceleration suppression control start timing using the acceleration suppression condition calculation map shown in FIG. 24, when the total certainty factor is “extremely low”, the acceleration suppression control start timing is set to the opening of the accelerator pedal 32. Time measurement starts when the degree increases to reach “80%”. In addition, the time when the measurement time when the opening degree of the accelerator pedal 32 is “80%” or more reaches “0.25 [sec]” is set as the acceleration suppression control start timing. That is, when the total certainty factor is “very low”, the acceleration is started from the time when the measurement time when the opening degree of the accelerator pedal 32 is “80%” or more reaches “0.25 [sec]”. Start suppression control.
Further, the acceleration suppression control amount when the total certainty factor is “extremely low” is set to a control amount that is suppressed to the throttle opening of the “small” level. In FIG. 24, as in FIG. 14, the acceleration suppression control amount is indicated as “suppression amount” in the “acceleration suppression condition” column.

On the other hand, when the total certainty factor is “extremely high”, the acceleration suppression control start timing starts measuring time when the opening degree of the accelerator pedal 32 reaches “50%”. In addition, the time when the measurement time when the opening of the accelerator pedal 32 is “50%” or more reaches “0.65 [sec]” is set as the acceleration suppression control start timing. That is, when the total certainty factor is “extremely high”, the acceleration is started from the time when the measurement time when the opening degree of the accelerator pedal 32 is “50%” or more reaches “0.65 [sec]”. Start suppression control.
Further, the acceleration suppression control amount when the total certainty factor is “extremely high” is set to a control amount that is suppressed to the throttle opening at the “large” level.

Here, an operation example when the acceleration suppression control start timing is calculated using the acceleration suppression condition calculation map shown in FIG. 24 will be described.
When the acceleration suppression condition calculation map shown in FIG. 24 is used, the relationship between the acceleration suppression control start timing based on the total certainty factor and the holding time is the relationship shown in FIG. FIG. 25 is a diagram illustrating the relationship between the acceleration suppression control start timing and the holding time. In FIG. 25, the acceleration suppression control start timing is indicated as “accelerator opening [%]” on the horizontal axis, and the holding time is indicated as “holding time [sec]” on the vertical axis.

  As shown in FIG. 25, when the total certainty factor is calculated as “extremely low”, the time point PL when the measurement time when the accelerator opening is “80%” or more reaches “0.25 [sec]”. Is set as the acceleration suppression control start timing. In addition, when the total certainty factor is calculated as “extremely high”, acceleration suppression control is started at the point PH when the measurement time when the accelerator opening is “50%” or more reaches “0.65 [sec]”. Set as timing. In FIG. 25, a line that continuously indicates a control threshold value that is a setting reference for the acceleration suppression control start timing is indicated by a solid line.

However, when the image captured by the surrounding environment recognition sensor 14 changes while the host vehicle V is traveling, the type of the line L detected when the condition B is satisfied may change.
Here, for example, consider a case where the type of the line L detected when the condition B is satisfied changes from a single line to a double line in a situation where the parking frame certainty factor is calculated as “level 2 to 4”.
In this case, when the type of the line L detected when the condition B is satisfied changes from a single line to a double line, the total certainty level changes from “very low” to “very high”.
When the type of the line L detected when the condition B is satisfied is a single line, the time point PL shown in FIG. 25 is set as the acceleration suppression control start timing until the accelerator opening reaches 80%. Does not start the measurement of the holding time.

However, if the overall confidence changes from “extremely low” to “extremely high”, even if the accelerator opening has already reached 50%, the overall confidence will change from “extremely low” to “extremely high”. The measurement of the holding time will be started. And in FIG. 25, acceleration suppression control will be started from the time SP when the relationship between measurement time and accelerator opening overlaps the line which shows a control threshold continuously. In FIG. 25, the change in the accelerator opening with the passage of time is indicated by a broken line.
Therefore, if the overall confidence level changes from “extremely low” to “extremely high”, the time to start acceleration suppression control will be delayed compared to the case where the overall confidence level was calculated as “extremely high” from the beginning. It becomes.

  For this reason, for example, when the own vehicle V traveling in a parking lot having a configuration in which a plurality of parking frames are arranged, such as tower parking, travels on an uphill slope when moving from a lower-level parking lot to an upper-level parking lot. In such a situation, it is possible to suppress a decrease in drivability. This is because, for example, the vehicle travels from straight running to turning before running on an uphill slope, the vehicle speed decreases, and the type of the line L detected when the condition B is satisfied changes from a single line to a double line. Therefore, this is applied to a situation where the overall confidence changes from “very low” to “very high”.

  In this situation, even if the vehicle travels from straight running to turning before going uphill, the vehicle speed decreases, and even if the overall confidence changes from `` very low '' to `` very high '', the overall confidence is still Compared with the case where it was calculated as “extremely high” from the beginning, the time for starting the acceleration suppression control is delayed. Accordingly, there is a possibility that the parking frame certainty is calculated as “level 0” by delaying the timing at which the acceleration suppression control is started, compared to the case where the total certainty is calculated as “extremely high” from the beginning. The time when the vehicle travels on a high climb slope is defined as the time when acceleration suppression control is started.

Next, for example, in a situation where the parking frame certainty factor is calculated as “level 2 to 4”, the type of the line L detected when the condition B is satisfied is a single line, and the parking frame approach certainty factor is “level” Consider the case of changing from “low” to “high level”.
In this case, when the parking frame approach reliability changes from “low level” to “high level”, the overall reliability changes from “very low” to “very high”. Then, as in the case where the type of the line L detected when the condition B is satisfied changes from a single line to a double line, the overall confidence is accelerated as compared with the case where the total certainty is calculated as “extremely high” from the beginning. The time for starting the suppression control will be delayed.

  For this reason, for example, in the situation where the vehicle V that has turned left at an intersection overtakes another vehicle that is already parked after turning left, and then enters and parks in a parking frame arranged at the end of the road It becomes possible to suppress a decrease in property. This is because, for example, when the own vehicle V that has turned left at the intersection has passed another vehicle from the right side and then moved to the left side toward the road edge, the parking frame approach certainty is changed from “low level” to “high level”. Applied to a situation in which the overall confidence changes from “very low” to “very high”.

  In this situation, when turning the intersection to the left and increasing the reduced vehicle speed, the overall confidence is calculated as "very high" from the beginning even if the overall confidence changes from "very low" to "very high". The time for starting the acceleration suppression control is delayed as compared with the case where it has been. As a result, it is more likely to decelerate on public roads by delaying the timing at which acceleration suppression control is started than when the total certainty was calculated as “extremely high” from the beginning. The time at which acceleration suppression control is started is the time at which acceleration suppression control is started.

(7) In the present embodiment, the acceleration command value is controlled to suppress the acceleration of the host vehicle V according to the depression amount (driving force operation amount) of the accelerator pedal 32. However, the present invention is not limited to this. That is, for example, the throttle opening corresponding to the depression amount (driving force operation amount) of the accelerator pedal 32 is set as the target throttle opening, and further, the braking force is generated by the braking device described above, and the driving force operation amount is determined. The acceleration of the host vehicle V may be suppressed.
(8) In the present embodiment, the parking frame certainty factor is calculated as a level 0 that is the lowest value and a level (levels 1 to 4) that is a plurality of levels higher than the lowest value. However, the present invention is not limited to this. In other words, the parking frame certainty factor may be calculated as only two levels: a level that is the lowest value (for example, “level 0”) and a level that is higher than the lowest value (for example, “level 100”).

(9) In the present embodiment, the parking frame approach reliability is calculated as “level 0” as the lowest value, “level low” at a level higher than level 0, and “level high” at a level higher than level low. The parking frame approach reliability level is not limited to this. That is, the parking frame approach reliability may be calculated as only two levels: a level that is the lowest value (for example, “level 0”) and a level that is higher than the lowest value (for example, “level 100”).

(10) In this embodiment, the overall confidence level is divided into four levels according to the parking frame confidence level calculated as one of the five levels and the parking frame approach reliability level calculated as one of the three levels. Level (“very low”, “low”, “high”, “very high”). However, the overall confidence level is not limited to this. In other words, the total certainty factor may be calculated as only two levels of a level that is the lowest value (for example, “level 0”) and a level that is higher than the lowest value (for example, “level 100”).
In this case, for example, when the parking frame certainty factor and the parking frame approach certainty factor are calculated as the lowest level, the total certainty factor is calculated as the lowest level. For example, when the parking frame certainty factor and the parking frame approach certainty factor are calculated as a level higher than the minimum value, the total certainty factor is calculated as a level higher than the minimum value.

(Second embodiment)
Hereinafter, a second embodiment of the present invention (hereinafter referred to as “the present embodiment”) will be described with reference to the drawings.
(Constitution)
First, the configuration of the vehicle acceleration suppression device 1 of the present embodiment will be described using FIGS. 26 and 27 with reference to FIGS. 1 to 25.
The vehicle acceleration suppression device 1 of the present embodiment is the same as the first embodiment except for the processing performed by the acceleration suppression control content calculation unit 10I, and therefore, except for the processing performed by the acceleration suppression control content calculation unit 10I. The description may be omitted.

In addition, the vehicle acceleration suppression device 1 of the present embodiment includes processes other than the processes performed by the acceleration suppression operation condition determination unit 34 and the parking frame approach reliability calculation unit 38 among the processes performed by the acceleration suppression control content calculation unit 10I. This is different from the first embodiment described above. For this reason, in the following description, description may be abbreviate | omitted about the process similar to 1st embodiment mentioned above.
In the process of step S210 described above, the parking frame certainty calculation unit 36 of the present embodiment first determines whether the traveling direction of the host vehicle V is forward or backward, and is set according to the determination result. Set the travel distance. Then, based on the set travel distance set according to the traveling direction of the host vehicle V, the process of step S206 is continued from the start of the process of step S206 until the travel distance of the host vehicle V becomes the set travel distance. To determine whether to collate.

Here, the process of setting the set movement distance according to the traveling direction of the host vehicle V is performed with reference to the current shift position signal received from the shift position calculation unit 10E, for example.
In the present embodiment, as an example, when the traveling direction of the host vehicle V is determined to be forward, the set moving distance is set to 2.5 [m], and it is determined that the traveling direction of the host vehicle V is backward. Then, the case where a set movement distance is set to 1 [m] is demonstrated.
The set travel distance is an example, and may be changed according to the specifications of the host vehicle V, such as the braking performance of the host vehicle V, for example. Further, for example, the vehicle V may be changed according to the traffic regulations of the area (country etc.) where the vehicle V travels.
Therefore, in the present embodiment, in the process of step S210, when the traveling direction of the host vehicle V is forward, the level of the parking frame certainty is “level 1” than when the traveling direction of the host vehicle V is backward. It becomes difficult to calculate as.

Further, the parking frame certainty calculation unit 36 of the present embodiment first determines whether the traveling direction of the host vehicle V is forward or backward in the process of step S214 described above.
And when the advancing direction of the own vehicle V is forward, like the first embodiment described above, if it is determined that the end points located on the same side face each other along the direction of the width WL, The process performed by the frame certainty factor calculation unit 36 is shifted to step S218.

On the other hand, when the traveling direction of the host vehicle V is backward, one end point shape of the lines La and Lb is, for example, U-shaped (FIGS. 4 (g) to (k), (m), (n). If it is recognized that the parking frame certainty calculation unit 36 performs, the process proceeds to step S218. That is, when the traveling direction of the host vehicle V is backward, when the end point shape of the lines La and Lb is recognized as a shape that is not marked on the public road, the parking frame certainty calculation unit 36 The processing to be performed is shifted to step S218.
Therefore, in the present embodiment, in the process of step S214, when the traveling direction of the host vehicle V is forward, the level of the parking frame certainty is “level 3” than when the traveling direction of the host vehicle V is backward. It becomes difficult to calculate as.

That is, in this embodiment, when the traveling direction of the host vehicle V is forward, the level of the parking frame reliability is less likely to increase than when the traveling direction of the host vehicle V is backward. For this reason, in this embodiment, when the traveling direction of the host vehicle V is backward, the degree of suppression of the acceleration command value is higher than when the traveling direction of the host vehicle V is forward.
Moreover, the total certainty calculation part 40 of this embodiment receives the input of a parking frame reliability signal and a parking frame approach reliability signal, the parking frame reliability included in a parking frame reliability signal, and a parking frame approach reliability signal The parking frame approach reliability included in is adapted to the comprehensive reliability calculation map shown in FIG. Then, based on the parking frame certainty factor and the parking frame approach certainty factor, the total certainty factor is calculated.
FIG. 26 is a diagram showing a comprehensive certainty calculation map used in the present embodiment. In FIG. 26, as in FIG. 18, the parking frame certainty factor is indicated as “frame certainty factor”, and the parking frame approach certainty factor is indicated as “entry certainty factor”.

  Here, the comprehensive certainty calculation map used by the comprehensive certainty calculation unit 40 of the present embodiment is different from the comprehensive certainty calculation map used by the comprehensive certainty calculation unit 40 of the first embodiment described above. The total confidence level is changed according to the direction determination result. In FIG. 26, the total certainty factor when the traveling direction of the host vehicle V is determined to be forward is indicated as “low forward level” and “high forward level” in the “entry certainty” column. . In addition to this, in FIG. 26, the total certainty when it is determined that the traveling direction of the host vehicle V is reverse is “reverse level high” and “reverse level high” in the “entry certainty” column. It shows.

In addition, as shown in FIG. 26, the overall certainty factor calculation unit 40 of the present embodiment determines the total certainty factor when the traveling direction of the host vehicle V is backward, and the traveling direction of the host vehicle V is forward. It is calculated as a level that is equal to or greater than the total certainty when it is determined that
As an example of the process of calculating the total confidence factor by the total confidence factor calculation unit 40 of the present embodiment, when the parking frame confidence factor is “level 2” and the parking frame approach confidence factor is “high level during forward travel”, As shown in FIG. 26, the total certainty factor is calculated as “low”. On the other hand, when the parking frame certainty level is “level 2” and the parking frame approaching certainty level is “high level during backward movement”, the total certainty level is calculated as “high” as shown in FIG.

  Further, as an example of the process of calculating the total certainty factor by the total certainty factor calculation unit 40 of the present embodiment, even if the traveling direction of the host vehicle V is forward, it is considered that the vehicle is already parked and is calculated in the same manner as when the vehicle is moving backward. Thus, a process for easily increasing the level of confidence in the parking frame when moving forward may be performed. In this process, the host vehicle V moves backward after the parking frame certainty factor is calculated as “level 1” while the host vehicle V is moving forward, and is moving within a predetermined distance (for example, 2.5 [m]). Apply again when moving forward.

As described above, in the present embodiment, when the traveling direction of the host vehicle V is forward, the level of the overall confidence level is less likely to increase than when the traveling direction of the host vehicle V is backward. For this reason, in this embodiment, when the traveling direction of the host vehicle V is backward, the degree of suppression of the acceleration command value is higher than when the traveling direction of the host vehicle V is forward.
In addition, when the acceleration suppression control start timing calculation unit 42 of the present embodiment determines that the traveling direction of the host vehicle V is backward, the overall certainty factor included in the comprehensive certainty factor signal is used for the reverse time shown in FIG. It is adapted to the acceleration suppression condition calculation map. Then, the acceleration suppression control start timing is calculated based on the total certainty factor.

FIG. 27 is a diagram showing an acceleration suppression condition calculation map for reverse operation. In FIG. 27, as in FIG. 19, the acceleration suppression control start timing is indicated as “suppression control start timing (accelerator opening)” in the “acceleration suppression condition” column.
Here, in the acceleration suppression condition calculation map for reverse use used by the acceleration suppression control start timing calculation unit 42 of the present embodiment, the acceleration with respect to the overall certainty factor is compared with the acceleration suppression condition calculation map of the first embodiment described above. Set suppression control start timing early. Therefore, in the acceleration suppression condition calculation map for reverse use used by the acceleration suppression control start timing calculation unit 42 of the present embodiment, when the traveling direction of the host vehicle V is backward, the traveling direction of the host vehicle V is forward. Rather, the degree of suppression of the acceleration command value becomes higher.

  As an example of the process performed by the acceleration suppression control start timing calculation unit 42 of the present embodiment, when the total certainty factor is “low”, the acceleration suppression control start timing is set to the accelerator pedal 32 as shown in FIG. Set the timing when the opening degree increases and reaches "50%". The acceleration suppression control start timing shown in FIG. 27 is an example, and may be changed according to the specifications of the host vehicle V and the like, similar to the acceleration suppression control start timing shown in FIG.

  In addition, when the acceleration suppression control amount calculation unit 44 of the present embodiment determines that the traveling direction of the host vehicle V is backward, the overall certainty factor included in the comprehensive certainty factor signal is used for the reverse time shown in FIG. Adapt to the acceleration suppression condition calculation map. Then, an acceleration suppression control amount is calculated based on the total certainty factor. In FIG. 27, as in FIG. 19, the acceleration suppression control amount is indicated as “suppression amount” in the “acceleration suppression condition” column.

  Here, in the acceleration suppression condition calculation map for reverse use used by the acceleration suppression control amount calculation unit 44 of the present embodiment, the acceleration suppression with respect to the overall certainty factor is compared with the acceleration suppression condition calculation map of the first embodiment described above. Set a large control amount. Therefore, in the reverse acceleration suppression condition calculation map used by the acceleration suppression control amount calculation unit 44 of the present embodiment, when the traveling direction of the host vehicle V is backward, the traveling direction of the host vehicle V is forward. However, the degree of suppression of the acceleration command value is increased.

  As an example of processing performed by the acceleration suppression control amount calculation unit 44 of the present embodiment, when the total certainty factor is “extremely low”, the acceleration suppression control amount is set to the actual accelerator pedal 32 as shown in FIG. Is set to a control amount that is suppressed to the throttle opening at the “medium” level. The acceleration suppression control amount shown in FIG. 27 is an example, and may be changed according to the specifications of the host vehicle V and the like, similar to the acceleration suppression control amount shown in FIG.

  As described above, in the present embodiment, when the traveling direction of the host vehicle V is forward, the acceleration suppression control start timing is set earlier than when the traveling direction of the host vehicle V is backward, and acceleration is performed. Set a large suppression control amount. For this reason, in this embodiment, when the traveling direction of the host vehicle V is backward, the degree of suppression of the acceleration command value is higher than when the traveling direction of the host vehicle V is forward.

(Operation)
Next, an example of an operation performed using the vehicle acceleration suppression device 1 of the present embodiment will be described with reference to FIGS. In addition, about the operation | movement etc. similar to 1st embodiment mentioned above, description may be abbreviate | omitted.
In an example of the operation described below, an example will be described in which the host vehicle V traveling in the parking lot enters the parking frame L0 selected by the driver, as in the first embodiment described above.
While the host vehicle V is traveling, the parking frame certainty calculation unit 36 calculates the parking frame certainty factor, and the parking frame approach certainty calculating unit 38 calculates the parking frame approach certainty factor. And the comprehensive reliability calculation part 40 calculates the comprehensive reliability based on a parking frame reliability and a parking frame approach reliability.

Further, while the host vehicle V is traveling, the acceleration suppression control start timing calculation unit 42 calculates the acceleration suppression control start timing based on the total reliability calculated by the total reliability calculation unit 40, and the acceleration suppression control amount calculation unit 44 calculates an acceleration suppression control amount.
When it is determined that the host vehicle V enters the parking frame L0 and the acceleration suppression control operation condition is satisfied, the acceleration suppression command value calculation unit 10J outputs an acceleration suppression command value signal to the target throttle opening calculation unit 10K. To do. Further, the target throttle opening calculation unit 10K outputs a target throttle opening signal to the engine controller 12.

Here, in this embodiment, in the process in which the parking frame certainty calculation unit 36 calculates the parking frame certainty factor, when the traveling direction of the host vehicle V is forward, the traveling direction of the host vehicle V is backward. However, it is difficult to raise the level of confidence in the parking frame.
For this reason, when the acceleration suppression control operation condition is satisfied, when the traveling direction of the host vehicle V is backward, the degree of suppression of the acceleration command value is higher than when the traveling direction of the host vehicle V is forward.

In the present embodiment, in the process in which the total certainty factor calculation unit 40 calculates the total certainty factor, when the traveling direction of the host vehicle V is forward, parking is performed more than when the traveling direction of the host vehicle V is backward. The level of frame confidence is made difficult to increase.
For this reason, when the acceleration suppression control operation condition is satisfied, when the traveling direction of the host vehicle V is backward, the degree of suppression of the acceleration command value is higher than when the traveling direction of the host vehicle V is forward.

In the present embodiment, when the acceleration suppression control start timing calculation unit 42 calculates the acceleration suppression control start timing, when the traveling direction of the host vehicle V is forward, the traveling direction of the host vehicle V is backward. Rather than raising the level of confidence in the parking frame.
For this reason, when the acceleration suppression control operation condition is satisfied, when the traveling direction of the host vehicle V is backward, the degree of suppression of the acceleration command value is higher than when the traveling direction of the host vehicle V is forward.

In the present embodiment, in the process in which the acceleration suppression control amount calculation unit 44 calculates the acceleration suppression control amount, when the traveling direction of the host vehicle V is forward, the traveling direction of the host vehicle V is backward than when the traveling direction is backward. , Making the parking frame confidence level difficult to increase.
For this reason, when the acceleration suppression control operation condition is satisfied, when the traveling direction of the host vehicle V is backward, the degree of suppression of the acceleration command value is higher than when the traveling direction of the host vehicle V is forward.
The shift position sensor 20 and the shift position calculation unit 10E described above correspond to the own vehicle traveling direction detection unit.
Further, as described above, in the vehicle acceleration suppression method of the present embodiment, when the traveling direction of the host vehicle V is backward, the amount of operation of the accelerator pedal 32 is greater than when the traveling direction of the host vehicle V is forward. This is a method of suppressing the acceleration command value according to the degree of suppression.

(Effect of the second embodiment)
Hereinafter, effects of the present embodiment will be described.
In the present embodiment, in addition to the effects of the first embodiment described above, the following effects can be achieved.
(1) The traveling state of the host vehicle is detected by the shift position sensor 20 and the shift position calculation unit 10E. In addition to this, when the acceleration suppression control start timing calculation unit 42, the acceleration suppression control amount calculation unit 44, the acceleration suppression command value calculation unit 10J, and the target throttle opening calculation unit 10K, the traveling direction of the host vehicle V is backward, The degree of suppression of the acceleration command value is made higher than when the vehicle is moving forward. That is, the acceleration suppression control start timing calculation unit 42, the acceleration suppression control amount calculation unit 44, the acceleration suppression command value calculation unit 10J, and the target throttle opening calculation unit 10K are in reverse when the traveling direction of the host vehicle V is forward. The degree of suppression of the acceleration command value is made lower than in some cases.

For this reason, when the traveling direction of the host vehicle V is a forward movement in which the driver can easily recognize the traveling direction, the acceleration command value is larger than in a backward movement in which the driver is less likely to visually recognize the traveling direction than during the forward traveling. It is possible to reduce the decrease in drivability and reduce the drivability. Further, when the traveling direction of the host vehicle V is a backward movement in which the driver is less likely to visually recognize the traveling direction than when the vehicle is traveling forward, the acceleration command value is larger than when the driver is traveling forward in which the traveling direction is easily visible. It is possible to increase the degree of suppression and increase the acceleration suppression effect of the host vehicle V.
As a result, it is possible to suppress the drivability of the host vehicle V during parking and to suppress acceleration of the host vehicle V when the accelerator pedal 32 is erroneously operated.

(2) In the vehicle acceleration suppression method of the present embodiment, the traveling direction of the host vehicle V is detected, and when the traveling direction of the host vehicle V is backward, the traveling direction of the host vehicle V is forward, The acceleration command value is suppressed with a high degree of suppression.
For this reason, when the traveling direction of the host vehicle V is a forward movement in which the driver can easily recognize the traveling direction, the acceleration command value is larger than in a backward movement in which the driver is less likely to visually recognize the traveling direction than during the forward traveling. It is possible to reduce the decrease in drivability and reduce the drivability. Further, when the traveling direction of the host vehicle V is a backward movement in which the driver is less likely to visually recognize the traveling direction than when the vehicle is traveling forward, the acceleration command value is larger than when the driver is traveling forward in which the traveling direction is easily visible. It is possible to increase the degree of suppression and increase the acceleration suppression effect of the host vehicle V.
As a result, it is possible to suppress the drivability of the host vehicle V during parking and to suppress acceleration of the host vehicle V when the accelerator pedal 32 is erroneously operated.

(Modification)
(1) In the present embodiment, when the traveling direction of the host vehicle V is forward, the level of the parking frame reliability is less likely to be increased than when the traveling direction of the host vehicle V is backward, and the acceleration command Although the degree of suppression of the value is configured to be low, the present invention is not limited to this. That is, for example, when at least one of the parallelism threshold value, the turning radius threshold value, the first threshold value, and the second threshold value is changed and the traveling direction of the host vehicle V is forward, the traveling direction of the host vehicle V The level of the parking frame approach reliability may be less likely to increase than when the vehicle is moving backward. As a result, when the traveling direction of the host vehicle V is forward, the level of the parking frame approach certainty is less likely to be raised than when the traveling direction of the host vehicle V is backward, and the degree of suppression of the acceleration command value It is good also as a structure which becomes low.

(2) In this embodiment, when the traveling direction of the host vehicle V is forward, the set travel distance is set longer than when the traveling direction of the host vehicle V is backward, and the level of parking frame reliability is set. However, it is not limited to this. That is, for example, in the process of determining whether or not the four conditions (C1 to C4) described above are satisfied, when the line La is interrupted, or when the traveling direction of the host vehicle V is forward, 2 [ The processing is continued as a line of about 4 [m] obtained by extending a virtual line of about [m]. On the other hand, when the traveling direction of the host vehicle V is backward, the process is continued as a line of about 5 [m] obtained by extending a virtual line of about 3 [m]. Thereby, when the traveling direction of the own vehicle V is forward, the level of the parking frame reliability may be made less likely to be raised than when the traveling direction of the own vehicle V is backward.

(3) In the present embodiment, the traveling direction of the host vehicle V is detected using the shift position sensor 20 and the shift position calculation unit 10E described above, but the present invention is not limited to this. That is, for example, the host vehicle V includes a longitudinal acceleration sensor that detects acceleration in the longitudinal direction of the vehicle body (vehicle longitudinal direction), and detects the traveling direction of the host vehicle V based on the acceleration detected by the longitudinal acceleration sensor. May be.

(4) In the present embodiment, the acceleration suppression control start timing and the acceleration suppression control amount are calculated based on the total reliability calculated by the total reliability calculation unit 40, but the present invention is not limited to this. That is, the acceleration suppression control start timing and the acceleration suppression control amount are calculated based on the parking frame reliability calculated by the parking frame reliability calculation unit 36 and whether the traveling direction of the host vehicle V is forward or backward. Also good. In this case, the acceleration suppression control start timing and the acceleration suppression control amount are calculated by adapting the parking frame certainty to, for example, an acceleration suppression condition calculation map shown in FIG. FIG. 28 is a diagram illustrating a modification of the present embodiment.

(Third embodiment)
Hereinafter, a third embodiment of the present invention (hereinafter referred to as “the present embodiment”) will be described with reference to the drawings.
(Constitution)
First, the configuration of the vehicle acceleration suppression device 1 of this embodiment will be described with reference to FIGS. 1 to 28 and FIG. 29.
The vehicle acceleration suppression device 1 of the present embodiment is the same as the first embodiment except for the processing performed by the acceleration suppression control content calculation unit 10I, and therefore, except for the processing performed by the acceleration suppression control content calculation unit 10I. The description may be omitted.

Moreover, the acceleration suppression apparatus 1 for vehicles of this embodiment WHEREIN: Processes other than the process which the parking frame reliability calculation part 36 and the total reliability calculation part 40 perform among the processes performed by the acceleration suppression control content calculating part 10I are mentioned above. Since this is the same as the first embodiment, the description thereof is omitted.
In the process of step S210 described above, the parking frame certainty calculation unit 36 of the present embodiment first receives an input of a steering angle signal, determines whether or not the traveling state of the host vehicle V is a turning state, and The set movement distance is set according to the determination result. Then, based on the set movement distance set according to whether or not the traveling state of the host vehicle V is a turning state, the process proceeds from step S206 until the movement distance of the host vehicle V becomes the set movement distance. The process of step S206 performs a process of determining whether or not to collate continuously.

Here, as a process for determining whether or not the traveling state of the host vehicle V is a turning state, for example, an operation amount (rotation angle) from the neutral position of the steering wheel 28 included in the steering angle signal is referred to. Further, it is determined whether or not the referred rotation angle exceeds a preset turning state determination threshold value (for example, 90 [°]). And when the referred rotation angle exceeds the turning state determination threshold value, it is determined that the host vehicle V is in a turning state.
The turning state determination threshold value is not limited to 90 [°], and may be changed according to the specifications of the host vehicle V, such as the braking performance of the host vehicle V, for example. Further, for example, the vehicle V may be changed according to the traffic regulations of the area (country etc.) where the vehicle V travels.
Here, the process of setting the set movement distance according to whether or not the traveling state of the host vehicle V is a turning state is performed with reference to a steering angle signal received from the steering angle calculation unit 10C, for example.

In the present embodiment, as an example, when the traveling state of the host vehicle V is determined not to be a turning state, the set movement distance is set to 2.5 [m], and the traveling state of the host vehicle V is a turning state. If it is determined, the case where the set moving distance is set to 1 [m] will be described.
The set travel distance is an example, and may be changed according to the specifications of the host vehicle V, such as the braking performance of the host vehicle V, for example. Further, for example, the vehicle V may be changed according to the traffic regulations of the area (country etc.) where the vehicle V travels.
Therefore, in the present embodiment, in the process of step S210, when the traveling state of the host vehicle V is the turning state, the level of the parking frame certainty is “level” than when the traveling state of the host vehicle V is not the turning state. It becomes difficult to calculate as “1”.

Moreover, the comprehensive reliability calculation part 40 of this embodiment performs the process similar to the parking frame reliability calculation part 36 mentioned above, for example, and determines whether the driving state of the own vehicle V is a turning state. I do.
Further, the overall certainty calculation unit 40 of the present embodiment receives the parking frame certainty signal and the parking frame approach certainty signal, receives the parking frame certainty factor included in the parking frame certainty signal, and the parking frame approach certainty signal. The parking frame approach reliability included in is adapted to the comprehensive reliability calculation map shown in FIG. Then, based on the parking frame certainty factor and the parking frame approach certainty factor, the total certainty factor is calculated.
FIG. 29 is a diagram showing an overall certainty calculation map used in the present embodiment. In FIG. 29, as in FIG. 18, the parking frame certainty factor is indicated as “frame certainty factor”, and the parking frame approach certainty factor is indicated as “entry certainty factor”.

  Here, the comprehensive certainty calculation map used by the comprehensive certainty calculation unit 40 of the present embodiment is different from the comprehensive certainty calculation map used by the comprehensive certainty calculation unit 40 of the first embodiment described above. The level of the total certainty level is changed according to the determination result of whether or not it is in a state. In FIG. 29, the total certainty factor when it is determined that the host vehicle V is not in the turning state is “low level when not turning” and “high level when not turning” in the “entry certainty” column. It shows. In addition to this, in FIG. 29, the total certainty when it is determined that the host vehicle V is in the turning state is “level low in turning state” and “level high in turning state” in the “entry certainty” column. It shows.

Further, as shown in FIG. 29, the total certainty calculation unit 40 of the present embodiment determines the total certainty when the host vehicle V is in a turning state, and determines that the host vehicle V is not in a turning state. The level is calculated as a level that is equal to or higher than the overall certainty.
As an example of the process in which the total confidence factor calculation unit 40 of the present embodiment calculates the total confidence factor, the parking frame certainty factor is “level 2”, and the parking frame approach certainty factor is “high level in non-turning state”. In this case, as shown in FIG. 29, the total certainty factor is calculated as “low”. On the other hand, when the parking frame certainty factor is “level 2” and the parking frame approach certainty factor is “high level when turning”, the total certainty factor is calculated as “high” as shown in FIG. .
Therefore, in the present embodiment, when the host vehicle V is in a turning state, the total confidence level is easily calculated as a higher level than when the host vehicle V is not in a turning state. Thereby, in this embodiment, when the own vehicle V is in the turning state, the degree of suppression of the acceleration command value is higher than when the own vehicle V is not in the turning state.

(Operation)
Next, an example of an operation performed using the vehicle acceleration suppression device 1 of the present embodiment will be described with reference to FIGS. In addition, about the operation | movement etc. similar to 1st embodiment mentioned above, description may be abbreviate | omitted.
In an example of the operation described below, an example will be described in which the host vehicle V traveling in the parking lot enters the parking frame L0 selected by the driver, as in the first embodiment described above.
While the host vehicle V is traveling, the parking frame certainty calculation unit 36 calculates the parking frame certainty factor, and the parking frame approach certainty calculating unit 38 calculates the parking frame approach certainty factor. And the comprehensive reliability calculation part 40 calculates the comprehensive reliability based on a parking frame reliability and a parking frame approach reliability.

Further, while the host vehicle V is traveling, the acceleration suppression control start timing calculation unit 42 calculates the acceleration suppression control start timing based on the total reliability calculated by the total reliability calculation unit 40, and the acceleration suppression control amount calculation unit 44 calculates an acceleration suppression control amount.
When it is determined that the host vehicle V enters the parking frame L0 and the acceleration suppression control operation condition is satisfied, the acceleration suppression command value calculation unit 10J outputs an acceleration suppression command value signal to the target throttle opening calculation unit 10K. To do. Further, the target throttle opening calculation unit 10K outputs a target throttle opening signal to the engine controller 12.

Here, in this embodiment, in the process in which the total confidence factor calculation unit 40 calculates the total confidence factor, when the host vehicle V is in a turning state, the total confidence factor is greater than when the host vehicle V is not in a turning state. It is easy to calculate as a high level.
For this reason, when the acceleration suppression control operation condition is satisfied, when the host vehicle V is in a turning state, the degree of suppression of the acceleration command value is higher than when the host vehicle V is not in a turning state.
The steering angle sensor 18 and the steering angle calculation unit 10C described above correspond to the host vehicle turning state detection unit.
Further, as described above, when the vehicle acceleration suppression method of the present embodiment detects the turning state of the host vehicle V, the vehicle acceleration suppression method corresponds to the operation amount of the accelerator pedal 32 than when the turning state of the host vehicle V is not detected. This is a method of suppressing the acceleration command value with a high degree of suppression.

(Effect of the third embodiment)
Hereinafter, effects of the present embodiment will be described.
In the present embodiment, in addition to the effects of the first embodiment described above, the following effects can be achieved.
(1) The steering angle sensor 18 and the steering angle calculation unit 10C detect whether or not the host vehicle V is in a turning state. In addition to this, when the host vehicle V is in a turning state when the host vehicle V is in a turning state, the host vehicle V is in a turning state, the acceleration suppression control start timing calculator 42, the acceleration suppression control amount calculator 44, the acceleration suppression command value calculator 10J, The degree of suppression of the acceleration command value is made higher than when V is not in the turning state. That is, the acceleration suppression control start timing calculation unit 42, the acceleration suppression control amount calculation unit 44, the acceleration suppression command value calculation unit 10J, and the target throttle opening calculation unit 10K are configured so that when the host vehicle V is not in a turning state, The degree of suppression of the acceleration command value is made lower than that in the turning state.

For this reason, when the traveling state of the host vehicle V is straight traveling, in which the driver often intends to accelerate, acceleration is faster than when the driver intends to accelerate less than when traveling straight. It is possible to reduce the degree of suppression of the command value and reduce the decrease in drivability. Further, when the traveling state of the host vehicle V is a turn where the driver is not intending to accelerate more than when the vehicle is traveling straight, the acceleration command value is greater than when the driver is intending to accelerate. It is possible to increase the degree of suppression and increase the acceleration suppression effect of the host vehicle V.
As a result, it is possible to suppress the drivability of the host vehicle V during parking and to suppress acceleration of the host vehicle V when the accelerator pedal 32 is erroneously operated.

(2) In the vehicle acceleration suppression method of this embodiment, it is detected whether or not the host vehicle V is in a turning state, and when the turning state of the host vehicle V is detected, the turning state of the host vehicle V is not detected. Also, the acceleration command value is suppressed with a high degree of suppression.
For this reason, when the traveling state of the host vehicle V is straight traveling, in which the driver often intends to accelerate, acceleration is faster than when the driver intends to accelerate less than when traveling straight. It is possible to reduce the degree of suppression of the command value and reduce the decrease in drivability. Further, when the traveling state of the host vehicle V is a turn where the driver is not intending to accelerate more than when the vehicle is traveling straight, the acceleration command value is greater than when the driver is intending to accelerate. It is possible to increase the degree of suppression and increase the acceleration suppression effect of the host vehicle V.
As a result, it is possible to suppress the drivability of the host vehicle V during parking and to suppress acceleration of the host vehicle V when the accelerator pedal 32 is erroneously operated.

(Modification)
(1) In the present embodiment, when the host vehicle V is in a turning state, the overall confidence is easily calculated as a higher level than when the host vehicle V is not in a turning state, and the degree of suppression of the acceleration command value is increased. Although it is set as the structure which becomes high, it is not limited to this. That is, for example, when the host vehicle V is in a turning state by changing the acceleration suppression control start timing and the acceleration suppression control amount, the degree of suppression of the acceleration command value is made higher than when the host vehicle V is not in a turning state. It is good also as a structure. Further, for example, when the host vehicle V is in a turning state, the parking frame certainty factor or the parking frame approach certainty factor can be easily calculated as a higher level than when the host vehicle V is not in a turning state, and the acceleration command value It is good also as a structure from which the suppression degree becomes high.

(2) In this embodiment, the turning state determination threshold is set to a value (for example, 90 [°]) corresponding to the rotation angle of the steering wheel 28, but the turning state determination threshold is limited to this. is not. That is, the configuration of the host vehicle V includes a yaw rate sensor that detects the yaw rate of the host vehicle V, and the turning state determination threshold is set to a value (for example, 100 [R]) corresponding to the yaw rate of the host vehicle V. It may be set. Further, the configuration of the host vehicle V is configured to include a turning angle sensor that detects the turning angle of the steered wheels (for example, the right front wheel WFR and the left front wheel WFL), and the turning state determination threshold value is set to the turning value of the steered wheel. You may set to the value (for example, 6 [degree]) corresponding to a steering angle.

(3) In the present embodiment, the acceleration suppression control start timing and the acceleration suppression control amount are calculated based on the total reliability calculated by the total reliability calculation unit 40, but the present invention is not limited to this. That is, the acceleration suppression control start timing and the acceleration suppression control amount may be calculated on the basis of the parking frame reliability calculated by the parking frame reliability calculation unit 36 and whether or not the host vehicle V is in a turning state. . In this case, the acceleration suppression control start timing and the acceleration suppression control amount are calculated by adapting the parking frame certainty factor to, for example, the acceleration suppression condition calculation map shown in FIG. FIG. 30 is a diagram illustrating a modification of the present embodiment.
Further, when the traveling state of the host vehicle V is a turning state using the acceleration suppression condition calculation map shown in FIG. 30, for example, an acceleration suppression condition calculation map similar to that shown in FIG. 27 is used. It is also possible to calculate the acceleration suppression control start timing and the acceleration suppression control amount.

(Fourth embodiment)
Hereinafter, a fourth embodiment of the present invention (hereinafter referred to as “the present embodiment”) will be described with reference to the drawings.
(Constitution)
First, the configuration of the vehicle acceleration suppression device 1 of this embodiment will be described with reference to FIGS. 1 to 30 and FIG. 31.
The vehicle acceleration suppression device 1 of the present embodiment is the same as the first embodiment except for the processing performed by the acceleration suppression control content calculation unit 10I, and therefore, except for the processing performed by the acceleration suppression control content calculation unit 10I. The description may be omitted.

Moreover, the acceleration suppression apparatus 1 for vehicles of this embodiment WHEREIN: Among the processes performed by the acceleration suppression control content calculating part 10I, processes other than the process which the acceleration suppression operation condition judgment part 34 and the comprehensive reliability calculation part 40 perform are mentioned above. Since this is the same as the first embodiment, the description thereof is omitted.
The acceleration suppression operation condition determination unit 34 according to the present embodiment determines in which region the vehicle speed of the host vehicle V is suitable among a plurality of preset threshold vehicle speed regions in the process of step S106 described above. I do. And if the process of step S106 is performed, the process which the acceleration suppression operation condition judgment part 34 of this embodiment performs will transfer to step S108.

In this embodiment, as an example, a case where four regions are set as a plurality of threshold vehicle speed regions will be described as shown in FIG. FIG. 31 is a map used for processing performed by the acceleration suppression control content calculation unit 10I of the present embodiment, and is a map showing the relationship between the vehicle speed and the control content.
Here, the four threshold vehicle speed regions are a first vehicle speed region of 0 [km / h], a second vehicle speed region of 0 [km / h] to 15 [km / h], and exceeds 15 [km / h]. The third vehicle speed region is 20 [km / h] or less, and the fourth vehicle speed region is over 20 [km / h].

Next, the acceleration suppression operation condition determination unit 34 of the present embodiment determines that the host vehicle V is in the parking frame based on the threshold vehicle speed region in which the vehicle speed of the host vehicle V determined in step S106 is matched in the process of step S118 described above. Change the conditions for judging entry. In FIG. 31, a condition for determining that the host vehicle V enters the parking frame is a condition for determining whether or not the acceleration suppression control is started, and is indicated as “control start” in the “control content” column.
As a specific example of the process of changing the condition for determining that the host vehicle V enters the parking frame, when the vehicle speed of the host vehicle V is the first vehicle speed region or the second vehicle speed region, the set value of the condition A described above is The process which makes the same value as 1st embodiment mentioned above is performed. Here, the set value of the condition A is at least one of the set rudder angle value, the set time, the set angle, and the set distance described above. In FIG. 31, a state where the set values of the conditions (A1 to A3) are the same as those in the first embodiment is indicated by a symbol “◯”.

  On the other hand, when the vehicle speed of the host vehicle V is the third vehicle speed region or the fourth vehicle speed region, the set value of the condition A is changed to a value that is less likely to be determined when the host vehicle V enters the parking frame than in the first embodiment. To do. This is performed, for example, by processing such as changing the set time in the condition A1 to a time longer than that in the first embodiment. In FIG. 31, a state in which the set value of the condition A is changed to a value that is less likely to be determined when the host vehicle V enters the parking frame than in the first embodiment is indicated as “control start condition is restricted”.

In addition, the acceleration suppression operation condition determination unit 34 of the present embodiment, in a state in which the acceleration suppression control is operating, is based on a threshold vehicle speed region in which the vehicle speed of the host vehicle V determined in step S106 is suitable, Change the conditions for continuing control. In FIG. 31, the condition for continuing the acceleration suppression control during operation is shown as “control continuation” in the “control content” column.
As a specific example of the process of changing the condition for continuing the acceleration suppression control during operation, when the vehicle speed of the host vehicle V is outside the fourth vehicle speed region, the process of continuing the acceleration suppression control during operation is performed. In FIG. 31, a state in which the acceleration suppression control during operation is continued is indicated by a symbol “◯”.

On the other hand, when the vehicle speed of the host vehicle V is the fourth vehicle speed region, for example, the set value of the condition A is changed to a value that is less likely to be determined when the host vehicle V enters the parking frame than the first embodiment. A process for facilitating the termination of the acceleration suppression control during operation is performed. In FIG. 31, a state that facilitates terminating the acceleration suppression control during operation is indicated as “relaxation of control termination condition”.
Also, the overall certainty calculation unit 40 of the present embodiment receives the input of the vehicle speed calculation value signal, and the vehicle speed of the host vehicle V is suitable for any threshold vehicle speed region as in the processing performed by the acceleration suppression operation condition determination unit 34. The process which determines is performed. In the process for determining which threshold vehicle speed region the vehicle speed of the host vehicle V is adapted to be performed by the comprehensive certainty calculation unit 40, the processing result performed by the acceleration suppression operation condition determination unit 34 may be used.

And the comprehensive reliability calculation part 40 of this embodiment calculates a comprehensive reliability based on a parking frame reliability and a parking frame approach reliability, and also based on the threshold vehicle speed area | region where the vehicle speed of the own vehicle V is suitable, A process of changing the level of the total confidence is performed. In FIG. 31, the process of changing the level of the overall certainty factor is shown as “confidence factor” in the “control content” column.
As a specific example of the process of changing the level of the overall certainty level, when the vehicle speed of the host vehicle V is the first vehicle speed region or the second vehicle speed region, the total calculated based on the parking frame certainty factor and the parking frame approach certainty factor Processing to maintain the level of certainty is performed. In FIG. 31, a state where the level of the total certainty calculated based on the parking frame certainty and the parking frame approach certainty is held is indicated by a sign “−”.

On the other hand, when the vehicle speed of the host vehicle V is in the third vehicle speed region, if the acceleration suppression control is in operation, a process of holding the level of the total certainty calculated based on the parking frame certainty and the parking frame approach certainty I do. In FIG. 31, a state in which the level of the total certainty level is maintained during the acceleration suppression control operation is indicated as “holding the certainty level during control”.
In addition, when the vehicle speed of the host vehicle V is in the third vehicle speed region, if the acceleration suppression control is not activated, the level of the total certainty calculated based on the parking frame certainty and the parking frame approach certainty is set. Lowering (for example, lowering by one step) is performed. In FIG. 31, a state in which the level of overall confidence is lowered while acceleration suppression control is not operating is indicated as “lower confidence level except during control”.

In addition, when the vehicle speed of the host vehicle V is in the fourth vehicle speed region, the level of the total certainty calculated based on the parking frame certainty and the parking frame approach certainty regardless of whether or not the acceleration suppression control is operating. (For example, lowering by one step) is performed. In FIG. 31, a state in which the level of the overall confidence level is lowered regardless of whether or not the acceleration suppression control is operating is indicated as “uniformly lowering the level of confidence level”.
Therefore, in this embodiment, the higher the vehicle speed of the host vehicle V, the easier it is to calculate the overall confidence level as a lower level. Thereby, in this embodiment, the acceleration command value is suppressed at a higher suppression degree as the vehicle speed of the host vehicle V is lower.

(Operation)
Next, an example of an operation performed using the vehicle acceleration suppression device 1 of the present embodiment will be described with reference to FIGS. In addition, about the operation | movement etc. similar to 1st embodiment mentioned above, description may be abbreviate | omitted.
In an example of the operation described below, an example will be described in which the host vehicle V traveling in the parking lot enters the parking frame L0 selected by the driver, as in the first embodiment described above.
While the host vehicle V is traveling, the parking frame certainty calculation unit 36 calculates the parking frame certainty factor, and the parking frame approach certainty calculating unit 38 calculates the parking frame approach certainty factor. And the comprehensive reliability calculation part 40 calculates the comprehensive reliability based on a parking frame reliability and a parking frame approach reliability.

Further, while the host vehicle V is traveling, the acceleration suppression control start timing calculation unit 42 calculates the acceleration suppression control start timing based on the total reliability calculated by the total reliability calculation unit 40, and the acceleration suppression control amount calculation unit 44 calculates an acceleration suppression control amount.
When it is determined that the host vehicle V enters the parking frame L0 and the acceleration suppression control operation condition is satisfied, the acceleration suppression command value calculation unit 10J outputs an acceleration suppression command value signal to the target throttle opening calculation unit 10K. To do. Further, the target throttle opening calculation unit 10K outputs a target throttle opening signal to the engine controller 12.
Here, in this embodiment, in the process in which the total confidence factor calculation unit 40 calculates the total confidence factor, the higher the vehicle speed of the host vehicle V, the easier it is to calculate the total confidence factor as a lower level.

For this reason, in a state where the acceleration suppression control operation condition is satisfied, the acceleration command value is suppressed at a higher suppression degree as the vehicle speed of the host vehicle V is lower.
The wheel speed sensor 16 and the host vehicle speed calculation unit 10B described above correspond to a vehicle speed detection unit.
Further, as described above, the vehicle acceleration suppression method of the present embodiment is a method of suppressing the acceleration command value according to the operation amount of the accelerator pedal 32 with a higher suppression degree as the vehicle speed of the host vehicle V is lower.

(Effect of the fourth embodiment)
Hereinafter, effects of the present embodiment will be described.
In the present embodiment, in addition to the effects of the first embodiment described above, the following effects can be achieved.
(1) The vehicle speed of the host vehicle V is detected by the wheel speed sensor 16 and the host vehicle vehicle speed calculation unit 10B. In addition, the acceleration suppression control start timing calculation unit 42, the acceleration suppression control amount calculation unit 44, the acceleration suppression command value calculation unit 10J, and the target throttle opening calculation unit 10K have an acceleration command value that decreases as the vehicle speed of the host vehicle V decreases. Is suppressed with a high degree of suppression. That is, the acceleration suppression control start timing calculation unit 42, the acceleration suppression control amount calculation unit 44, the acceleration suppression command value calculation unit 10J, and the target throttle opening calculation unit 10K decrease the acceleration command value as the vehicle speed of the host vehicle V increases. Suppress with the degree of suppression.

For this reason, when the vehicle speed of the own vehicle V is high and there is a high possibility that the driver does not intend to park the own vehicle V, the vehicle speed of the own vehicle V is low and the driver intends to park the own vehicle V. The degree of suppression of the acceleration command value is made lower than when there is a high possibility that the acceleration command value is high. Thereby, it becomes possible to reduce the fall of drivability. Furthermore, when the vehicle speed of the host vehicle V is low and the driver is likely to intend to park the host vehicle V, the vehicle speed of the host vehicle V is high and the driver intends to park the host vehicle V. The degree of suppression of the acceleration command value is made higher than when there is a high possibility that it is not. Thereby, the acceleration suppression effect of the host vehicle V can be increased.
As a result, it is possible to suppress the drivability of the host vehicle V during parking and to suppress acceleration of the host vehicle V when the accelerator pedal 32 is erroneously operated.

(2) In the vehicle acceleration suppression method of the present embodiment, the acceleration command value is suppressed at a higher suppression degree as the vehicle speed of the host vehicle V is lower.
For this reason, when the vehicle speed of the own vehicle V is high and there is a high possibility that the driver does not intend to park the own vehicle V, the vehicle speed of the own vehicle V is low and the driver intends to park the own vehicle V. The degree of suppression of the acceleration command value is made lower than when there is a high possibility that the acceleration command value is high. Thereby, it becomes possible to reduce the fall of drivability. Furthermore, when the vehicle speed of the host vehicle V is low and the driver is likely to intend to park the host vehicle V, the vehicle speed of the host vehicle V is high and the driver intends to park the host vehicle V. The degree of suppression of the acceleration command value is made higher than when there is a high possibility that it is not. Thereby, the acceleration suppression effect of the host vehicle V can be increased.
As a result, it is possible to suppress the drivability of the host vehicle V during parking and to suppress acceleration of the host vehicle V when the accelerator pedal 32 is erroneously operated.

(Modification)
(1) In the present embodiment, the higher the vehicle speed of the host vehicle V, the easier it is to calculate the overall confidence level as a lower level, and the degree of suppression of the acceleration command value is lower. However, the present invention is not limited to this. Absent. That is, for example, the acceleration suppression control start timing and the acceleration suppression control amount may be changed so that the degree of suppression of the acceleration command value decreases as the vehicle speed of the host vehicle V increases. Further, for example, the higher the vehicle speed of the host vehicle V, the easier it is to calculate the parking frame certainty factor or the parking frame approach certainty factor as a low level, and the degree of suppression of the acceleration command value may be reduced.

(2) In the present embodiment, four regions are set as the plurality of threshold vehicle speed regions. However, the present invention is not limited to this, and there are two regions, three regions, or five as the plurality of threshold vehicle speed regions. The above area may be set. Further, the set speed of each threshold vehicle speed area is not limited to the speed described above, and may be set / changed according to the specifications of the host vehicle V, such as the braking performance of the host vehicle V, for example.

As described above, the entire contents of Japanese Patent Application No. 2012-259214 (filed on November 27, 2012) from which this application claims priority form part of the present disclosure by reference.
Although the present invention has been described with reference to a limited number of embodiments, the scope of rights is not limited thereto, and modifications of each embodiment based on the above disclosure are obvious to those skilled in the art.

DESCRIPTION OF SYMBOLS 1 Vehicle acceleration suppression apparatus 2 Brake apparatus 4 Fluid pressure circuit 6 Brake controller 8 Engine 10 Running control controller 10A Ambient environment recognition information calculation part 10B Own vehicle vehicle speed calculation part 10C Steering angle calculation part 10D Steering angular speed calculation part 10E Shift position calculation part 10F Brake pedal operation information calculation unit 10G Accelerator operation amount calculation unit 10H Acceleration operation speed calculation unit 10I Acceleration suppression control content calculation unit 10J Acceleration suppression command value calculation unit 10K Target throttle opening calculation unit 12 Engine controller 14 Ambient environment recognition sensor (front Camera 14F, right side camera 14SR, left side camera 14SL, rear camera 14R)
DESCRIPTION OF SYMBOLS 16 Wheel speed sensor 18 Steering angle sensor 20 Shift position sensor 22 Brake operation detection sensor 24 Accelerator operation detection sensor 26 Navigation apparatus 28 Steering wheel 30 Brake pedal 32 Accelerator pedal 34 Acceleration suppression operation condition judgment part 36 Parking frame reliability calculation part 38 Parking Frame approach reliability calculation unit 40 Total reliability calculation unit 42 Acceleration suppression control start timing calculation unit 44 Acceleration suppression control amount calculation unit V Own vehicle W wheel (right front wheel WFR, left front wheel WFL, right rear wheel WRR, left rear wheel WRL )

Claims (6)

A vehicle acceleration suppression device that suppresses and controls the driving force by suppressing acceleration of the host vehicle according to an operation amount of a driving force indicating operator that is operated by a driver to indicate the driving force,
A driving force operation amount detector that detects a driving force operation amount that is an operation amount of the driving force instruction operator;
An acceleration control unit that controls acceleration of the host vehicle according to the driving force manipulation amount detected by the driving force manipulation amount detection unit;
An ambient environment recognition unit for recognizing an environment around the host vehicle based on detection information of an ambient environment recognition sensor provided in the host vehicle;
Based on the environment recognized by the surrounding environment recognition unit, a parking frame certainty calculation unit that calculates a parking frame certainty factor indicating the degree of certainty that a parking frame exists in the traveling direction of the host vehicle;
An acceleration suppression unit that suppresses acceleration controlled by the acceleration control unit based on the parking frame certainty factor calculated by the parking frame certainty factor calculation unit;
The ambient environment recognition unit forms an overhead image around the host vehicle viewed from above the host vehicle, including an image showing a line marked on the road surface, and outputs an overhead image signal including the overhead image,
The parking frame certainty calculation unit performs a process of extracting a line marked on the road surface from the overhead image around the host vehicle included in the overhead image signal supplied from the ambient environment recognition unit, When determining whether or not the line marked on the road surface forms the parking frame, the line marked on the road surface conforms to the condition of the line forming the H-shaped parking frame line. By detecting whether or not the H-shaped parking frame line is detected,
The acceleration suppression unit increases the parking frame certainty calculated by the parking frame certainty calculation unit when detecting the H-shaped parking frame line, and increases the degree of suppression of the acceleration controlled by the acceleration control unit. An acceleration suppression device for a vehicle characterized by the above.   The said parking frame reliability calculation part specifies two adjacent lines among the lines marked on the said road surface as one set, and two adjacent lines of this one set are said H-shaped. The vehicle acceleration suppression device according to claim 1, wherein it is determined whether or not a parking frame is to be formed.   The parking frame certainty calculation unit has a cross shape or a toroidal shape in the middle of both two adjacent lines of the one set, and a cross shape or a toroidal shape of the two lines. , When facing each other along the direction of the width WL, one middle part of the two adjacent lines of the one set has a cross shape or a toroidal shape, and a cross shape or a toroidal shape When there is a line that is supposed to form the parking frame line extending from the intersection part of the vehicle, one middle part of the two adjacent lines of the one set detected during the turning operation of the own vehicle is a cross shape Or when it is a toroidal shape, when satisfying any one of the cases, it is determined that two adjacent lines of the one set form the H-shaped parking frame. The vehicle acceleration suppression device according to claim 2.   When the parking frame certainty calculation unit detects a toe shape in which a protruding part protrudes toward the inner region of the two adjacent lines of the one set, the middle part of the line is a toe shape. 4. The vehicle acceleration suppression device according to claim 3, wherein the vehicle acceleration suppression device is regarded as being. A vehicle acceleration suppression method that suppresses and controls the driving force by suppressing acceleration of the host vehicle according to an operation amount of a driving force indicating operator that is operated by a driver to instruct driving force,
Detecting a driving force operation amount that is an operation amount of the driving force indicating operator;
Including an image showing a line marked on the road surface, forming an overhead image around the host vehicle viewed from above the host vehicle, recognizing the environment around the host vehicle,
When performing a process of extracting a line marked on the road surface from the bird's-eye view image around the host vehicle, and determining whether the line marked on the road surface forms a parking frame, The H-shaped parking frame line is detected by performing a process of determining whether or not the line marked on the road surface conforms to the conditions of the line forming the H-shaped parking frame line. A parking frame certainty factor indicating a degree of certainty that a parking frame exists in the traveling direction of the host vehicle,
When the H-shaped parking frame line is detected, the calculated parking frame reliability is increased, and the acceleration of the host vehicle controlled according to the detected driving force operation amount is suppressed with a high suppression degree. Vehicle acceleration suppression method.   When two adjacent lines among the lines marked on the road surface are specified as one set and it is determined that the two adjacent lines of the one set form the parking frame, the one line 6. The vehicle acceleration suppression method according to claim 5, wherein it is determined whether or not two adjacent lines of one set form the H-shaped parking frame.

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