WO2014083820A1

WO2014083820A1 - Vehicle acceleration-suppression device, and vehicle acceleration-suppression method

Info

Publication number: WO2014083820A1
Application number: PCT/JP2013/006878
Authority: WO
Inventors: 早川　泰久; 修深田; 明森本; 大介笈木; 田中　大介
Original assignee: 日産自動車株式会社
Priority date: 2012-11-27
Filing date: 2013-11-22
Publication date: 2014-06-05
Also published as: JPWO2014083820A1; JP5892260B2

Abstract

Provided are a vehicle acceleration-suppression device and a vehicle acceleration-suppression method, with which a reduction in drivability during parking can be inhibited, and acceleration during erroneous accelerator operations can be suppressed. A parking-frame certainty factor indicating a degree of certainty that a parking frame is present in a forward-travel direction of an automobile is calculated on the basis of an edge certainty factor indicating a degree of certainty that an image of edges of the parking frame is included in a surrounding-environment-based image. Automobile acceleration controlled in accordance with a detected drive-force operation amount is suppressed on the basis of the calculated parking-frame certainty factor.

Description

Vehicle acceleration suppression device and vehicle acceleration suppression method

The present invention relates to a technique for suppressing acceleration of the 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, based on the map data of the navigation device and the information indicating the current position of the vehicle, the current position of the vehicle (own vehicle) is a position that deviates from the road (such as a public road). 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 the predetermined value, the throttle is decelerated in the deceleration direction regardless of the driver's accelerator operation. To control.

Japanese Patent Laid-Open No. 2003-137001

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 when 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 in which 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 can suppress acceleration at the time of erroneous operation of the accelerator, and a vehicle acceleration suppression device. It aims at providing the acceleration suppression method for vehicles.

In order to solve the above-described problem, one aspect of the present invention is an end certainty factor indicating a degree of certainty that an image based on an environment around the own vehicle includes an image of an end portion of the parking frame in the traveling direction of the own vehicle. Is calculated. Furthermore, based on the calculated end part certainty factor, a parking frame certainty factor indicating the degree of certainty that the parking frame exists in the traveling direction of the host vehicle is calculated. And the higher the calculated parking frame certainty factor, the higher the degree of suppression of the acceleration of the host vehicle that is controlled according to the amount of operation of the driving force indicating operator that is operated by the driver to indicate the driving force.

According to one aspect of the present invention, in a state where the parking frame certainty factor is low, it is possible to reduce the degree of suppression of the acceleration command value and reduce a decrease in drivability, and in a state where the parking frame certainty factor is high, the acceleration is accelerated. It is possible to increase the acceleration suppression effect of the host vehicle by increasing the degree of suppression of the command value.
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.

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 schematic diagram explaining the recognition method of the parking frame line by edge detection. 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 flowchart which shows the process in which a parking frame reliability calculation part calculates parking frame reliability. It is a figure which shows an example of the edge part determination pattern map referred by step S203 of the process which a parking frame reliability calculation part calculates parking frame reliability. It is a figure which shows typically the image which imaged the parking frame near the own vehicle. It is a figure which shows an example of the edge part reliability level calculation map referred by step S203 of the process 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 content of the process which a parking frame reliability calculation part performs. It is a figure which shows an example of the parking frame reliability level calculation map referred by step S216 of the process in which a parking frame reliability calculation part calculates parking frame reliability. 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 explaining the modification of 1st embodiment of this invention. It is a figure explaining 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 a wheel W (a right front wheel WFR, a left front wheel WFL, a right rear wheel WRR, a 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 illustrating 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 this embodiment, as an example, a case where the surrounding environment recognition sensor 14 is formed using the front camera 14F, the right side camera 14SR, the left side camera 14SL, and the 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.
Further, the wheel speed sensor 16 detects the rotational speed of each wheel W, and an information signal including the detected rotational speed (which may be referred to as “wheel speed signal” in the following description) is used as a travel 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.

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 of the brake pedal 30 (in the following description, may be described as “brake opening signal”) is output to the travel controller 10.
Here, the braking force instruction operator is configured to be operable by the driver of the host vehicle V and to instruct the braking force of the host vehicle V by a change in the opening degree. Note that the braking force instruction operator is not limited to the brake pedal 30 that the driver steps on with his / her foot, and may be, for example, a lever that is manually operated by the driver.

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. Note that the driving force instruction operator is not limited to the accelerator pedal 32 that the driver steps on with his / her foot.

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 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 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 the 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 “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 (which may be described as a “driving-side depression amount signal” in the following description) is calculated as 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 receives the input of the drive side depression amount signal and the accelerator operation speed signal, and the input of the acceleration suppression operation condition determination result signal, the acceleration suppression control start timing signal, and the 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 (may be described as an “acceleration suppression command value signal” in the following description) 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. Further, an information signal including the calculated normal acceleration command value (in the following description, it 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, it 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, the 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 to this, 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 calculating unit 36 calculates an end certainty factor indicating the degree of certainty that the overhead image includes an image of the end of the parking frame. In addition, 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 based on the calculated end certainty factor. 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 bird's-eye view 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. 5 to 18.
Processing performed by the acceleration suppression operation condition determination unit 34 The conditions for the acceleration suppression operation condition determination unit 34 to operate the acceleration suppression control with reference to FIGS. 1 to 4 and FIGS. 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.

Hereinafter, a parking frame line recognition method by edge detection will be described with reference to FIG.
FIG. 6 is a schematic diagram schematically illustrating a parking frame line recognition method based on edge detection.
As shown in FIG. 6A, 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. 6A shows a captured image.
Since the parking frame line is displayed in white or the like that is sufficiently brighter than the road surface, the brightness is higher than that of the road surface. For this reason, as shown in FIG.6 (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. 6B is a graph showing the luminance change of the pixels in the image when scanning from the left to the right. FIG. 6C is the same as FIG. 6A. It is a figure which shows the done image. In FIG. 6B, the plus edge is indicated by a symbol “E ₊ ”, and in FIG. 6C, the plus edge is indicated by a thick solid line with a symbol “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. 6B, the minus edge is indicated by a sign “E ₋ ”, and in FIG. 6C, 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 is detected by detecting a pair of adjacent edges in the order of plus edge (E ₊ ) and minus edge (E ₋ ) in the scanning direction. Judge that it exists.
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 parking frame reliability.
If it is determined in step S102 that there is a parking frame ("Yes" shown in the drawing), 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 figure), 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.
When 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" shown in the drawing), 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 drawing), the process 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. If the process which acquires the information of the depression amount (operation amount) of the brake pedal 30 is performed in step S108, the process which the acceleration suppression operation condition judgment part 34 performs will transfer 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 is not 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. Further, the threshold accelerator operation amount is not limited to the operation amount corresponding to 3% of the opening degree of the accelerator pedal 32. 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 process performed by 34 proceeds to step S120.

In step S116, a process of acquiring information for determining whether or not the host vehicle V enters the parking frame ("parking frame entry determination information acquisition process" 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 will be described. If the process for acquiring information for determining whether or not the host vehicle V enters the parking frame is performed in step S116, 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. 7, for example, the angle α is an absolute value of the intersection angle between the straight line X and the line on the frame line L1 and the parking frame L0 side. In addition, FIG. 7 is a figure explaining the distance D of the own vehicle V, the parking frame L0, and the own 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 a 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.

Further, 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. You may use the process judged by conditions. 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 judgment result signal containing the judgment result in which acceleration suppression control operation conditions are not satisfied in step S120 is performed, the process which the acceleration suppression operation condition judgment 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, processing for 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 figure) 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).

Process 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 7 and FIGS. 8 to 14.
FIG. 8 is a flowchart showing 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 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 S203.
In step S203, a process of calculating end reliability ("end reliability calculation" shown in the figure) is performed from the overhead image acquired in step S202. The edge certainty indicates the degree of certainty that the image based on the environment recognized by the surrounding environment recognition unit includes the image of the edge of the parking frame. That is, the edge reliability indicates the degree of certainty that the overhead image formed by the surrounding environment recognition information calculation unit 10A based on the individual image signal includes the image of the edge of the parking frame.

In step S203, the parking frame certainty calculation unit 36 first executes end shape detection processing, then executes end certainty calculation processing, and proceeds to the next step S204. The edge shape detection process is a process of detecting a preset edge shape pattern (details will be described later) from an overhead image. The edge reliability calculation process is a process of calculating the edge reliability according to the detected edge shape pattern. In addition, the parking frame certainty calculation unit 36, when it is not possible to detect the end shape pattern in the end shape detection process, the end certainty setting flag provided in the end certainty setting unit (details will be described later). (Details will be described later) are set to the OFF state, and the process proceeds to the next step S204.

First, the edge shape detection process executed in step S203 will be described with reference to FIGS. In the edge shape detection process, the parking frame certainty calculation unit 36 refers to the edge determination pattern map and detects an edge shape pattern preset in the edge determination pattern map from the overhead image. Here, the edge part determination pattern map which the parking frame reliability calculation part 36 has is demonstrated using FIG. FIG. 9 is a diagram illustrating an example of the edge determination pattern map. The end portion determination pattern map includes a plurality of end shape patterns classified based on the shape of the end portion of the parking frame, and whether the overhead image includes at least one of the plurality of end shape patterns. It is referred to when determining. The edge determination pattern map is referred to when the edge shape pattern included in the overhead image is extracted when it is determined that the overhead image includes the plurality of edge shape patterns.

As shown in FIG. 9, the edge determination pattern map is composed of two large item columns, “pattern number” in the left column and “edge shape” in the right column. The “edge shape” in the large item column of the edge determination pattern map is composed of two middle item columns of “lower” in the left column and “upper” in the right column. The “lower side” in the left column and the “upper side” in the right column of the middle items of the edge determination pattern map are each composed of two small item columns “left” and “right”. Hereinafter, the “lower” “left” column and the “right” column will be referred to as the “lower left” column and the “lower right” column, respectively, and the “upper” “left” column and the “right” column respectively. , Sometimes referred to as “upper left” column and “upper right” column. The “pattern number” indicates the classification number of the end shape pattern classified based on the shape that can be the end of the parking frame. In the present embodiment, the end shape patterns are classified into six (pattern numbers are “1” to “6”). "End part shape" has shown the shape of the edge part of a parking frame. “Lower side” and “upper side” indicate positions in the traveling direction of the host vehicle V, and “lower side” indicates a position closer to the host vehicle V than “upper side”. “Left” indicates the position on the left side of the host vehicle V in the traveling direction, and “Right” indicates the position on the right side of the host vehicle V in the traveling direction.

In the edge determination pattern map, the “lower left” column of “edge shape” shows a pattern that can be recognized as the edge shape of the parking frame on the left side close to the host vehicle V. In the “lower right” column, a pattern that can be recognized as the end shape of the right parking frame close to the host vehicle V is shown. In the edge determination pattern map, the “upper left” column of “edge shape” shows a pattern that can be recognized as the edge shape of the left parking frame far from the host vehicle V, and “edge shape”. In the “upper right” column, a pattern that can be recognized as the end shape of the right parking frame far from the host vehicle V is shown. Hereinafter, a pattern that can be recognized as the end shape of the parking frame is referred to as an “end shape pattern”.

The end shape pattern classified as pattern number “1” has a shape that is stopped by a linear shape parallel to the extending direction of the frame line on the long side of the parking frame (hereinafter referred to as “linear stop shape”). is doing.
The end shape pattern classified into the pattern number “2” has a linear shape extending from the end of the frame line on the long side of the parking frame to the inside and outside of the parking frame. The pattern number “2” includes an end shape pattern of an inverted T shape (hereinafter sometimes referred to as “inverted T shape”) in the “lower left” field and the “lower right” field, T-shaped end shape patterns of “upper left” column and “upper right” column.

The end shape pattern classified as pattern number “3” includes a linear shape that goes from the end of the frame line on the long side of the parking frame into the parking frame, and the inside of the parking frame and the outside of the parking frame from the end of the frame line. And a linear shape extending in a straight line. The pattern number “3” is classified into two according to the combination of the end shapes. The pattern number “3” (first line in the figure) in the first combination is an L-shaped end shape pattern in the “lower left” column and an inverted T-shaped end portion in the “lower right” column. A shape pattern, an end-shaped pattern of the inverted L shape (hereinafter referred to as “inverted inverted L-shape” in some cases) in the “upper left” column, and a T shape in the “upper right” column. End shape pattern. The pattern number “3” (second line in the figure) in the second combination is the inverted T-shaped end shape pattern in the “lower left” column and the inverted L shape in the “lower right” column. , An “upper left” column with a T-shaped end shape pattern, and an “upper right” column with an inverted inverted L-shaped end shape pattern.

The end shape pattern classified into the pattern number “4” has a linear shape that goes from the end of the frame line on the long side of the parking frame into the parking frame. The pattern number “4” includes an L-shaped end shape pattern in the “lower left” column, an inverted L-shaped end shape pattern in the “lower right” column, and an inverted L in the “upper left” column. And an inverted inverted L-shaped end shape pattern in the “upper right” column.
The end shape pattern classified into the pattern number “5” has a convex shape of a curve that connects the frame lines formed of double lines on the long side of the parking frame. The pattern number “4” includes a U-shaped end shape pattern in the “lower left” field and the “lower right” field, and a vertically inverted U character shape in the “upper left” field and the “upper right” field ( Hereinafter, it may be referred to as an “inverted U-shape”).

The end shape patterns classified into the pattern number “6” are the same as the end shape patterns classified into the pattern numbers “1” and “5”. The pattern number “6” is classified into two according to the combination of the end shapes. The pattern number “6” (first line in the figure) in the first combination is an end shape pattern of a straight stop shape in the “lower left” column and an end shape of the U shape in the “lower right” column. Pattern, an end shape pattern of a straight stop shape in the “upper left” column, and an inverted U-shaped end shape pattern of the “upper right” column. The pattern number “6” (second line in the figure) in the second combination is the end shape pattern of the U shape in the “lower left” column and the end of the linear stop shape in the “lower right” column. Part shape patterns, an inverted U-shaped end shape pattern in the “upper left” column, and a straight stop shape end shape pattern in the “upper right” column.

Next, the edge shape detection process in step S203 will be specifically described. FIG. 10 schematically shows a part of the overhead image. In FIG. 10, the image which imaged the parking frame near the own vehicle V, ie, the lower parking frame, is shown. FIG. 10A illustrates an image of a parking frame in which the left and right frame lines are single lines. FIG. 10B illustrates an image of a parking frame in which the left frame line is a single line and the right frame line is a double line. Hereinafter, a case where one of the left and right frame lines is a single line and the other is a double line is referred to as a “single-side double line”. FIG. 10C illustrates an image of a parking frame in which the left and right frame lines are double lines. Hereinafter, the fact that the left and right frame lines are double lines is referred to as “double-side double lines”. Further, in FIGS. 10A to 10C, the images shown in the first to sixth lines are the end shape patterns of pattern numbers “1” to “6” in the end determination pattern map. It is an example of an image containing. Note that the image shown in the third row is an image example including the end shape pattern of the pattern number “3” in the first combination. In FIG. 10, when there is no image including the end shape patterns of pattern numbers “1” to “6”, this is blank.

For example, it is assumed that the parking frame certainty calculation unit 36 has acquired an overhead image shown in the first row of FIG. In this case, the parking frame certainty calculation unit 36 refers to the end determination pattern map, and the overhead image includes the end shape shown in the “lower left” column and the “lower right” column of the pattern number “1”. It is determined that an image matching the pattern is included. Next, the parking frame certainty calculation unit 36 extracts an end shape pattern (“lower left” field and “lower right” field) corresponding to the pattern number “1” from the overhead image. The parking frame certainty calculation unit 36 detects whether the parking frame is a single-line parking frame, a single-sided double-lined parking frame, or a double-sided double-lined parking frame in the end shape detection process. It is supposed to be. Therefore, when the bird's-eye view image shown in the first row of FIG. 10A is acquired, the parking frame certainty calculation unit 36 corresponds to the pattern number “1” from the bird's-eye view image in the end shape detection process. Detecting the end shape pattern of a single wire.

Similarly, it is assumed that the parking frame certainty calculation unit 36 acquires the bird's-eye view images shown in the second to fourth lines in FIG. 10A in the end shape detection process. In this case, the parking frame certainty calculation unit 36 refers to the end determination pattern map and determines that an image matching the end shape pattern is included in the end image determination process. Further, the parking frame certainty calculation unit 36 detects single-line end shape patterns corresponding to the pattern numbers “2”, “3”, and “4” from the overhead image in the end shape detection processing, respectively. .

Further, for example, it is assumed that the parking frame certainty calculation unit 36 has acquired the overhead image shown in the first row of FIG. 10B in the end shape detection process. In this case, the parking frame certainty calculation unit 36 refers to the edge determination pattern map, and in the bird's-eye view image, the “lower” “left” and “right” edge shape patterns of the pattern number “1” are displayed. It is determined that matching images are included. When the interval between adjacent lines is shorter than the set value, the parking frame certainty calculation unit 36 detects the adjacent lines as a double line. In the edge shape detection process, the parking frame certainty calculation unit 36 determines that the interval between two adjacent lines on the right side in the overhead image is shorter than the set value, and from the overhead image, the pattern number “1” is determined. ”And an end shape pattern of the single-sided double line is detected.

Similarly, it is assumed that the parking frame certainty calculation unit 36 has acquired overhead images shown in the second to fourth and sixth lines in FIG. 10B in the end shape detection process. In this case, the parking frame certainty calculation unit 36 refers to the end determination pattern map and determines that an image that matches the end shape pattern is included. In the end shape detection process, the parking frame certainty calculation unit 36 detects the end shape pattern of the one-side double line corresponding to the pattern numbers “2” to “4” and “6” from the overhead image. .
Similarly, it is assumed that the parking frame certainty calculation unit 36 acquires the bird's-eye view images shown in the first to fifth lines in FIG. 10C in the end shape detection process. In this case, the parking frame certainty calculation unit 36 refers to the end determination pattern map and determines that the end shape pattern image is included in the end image determination process. In the end shape detection process, the parking frame certainty calculation unit 36 detects the end shape patterns of the double-sided double lines corresponding to the pattern numbers “1” to “5” from the overhead image.

Next, the edge certainty degree calculation process executed next to the edge shape detection process in step S203 will be described with reference to FIG. In the edge reliability calculation process, the parking frame reliability calculation unit 36 refers to the edge reliability level calculation map and determines the edge reliability for the edge shape pattern detected in the edge shape detection process. Calculate the level. Here, the edge reliability level calculation map which the parking frame reliability calculation part 36 has is demonstrated using FIG. The edge reliability level calculation map defines a correspondence relationship between a plurality of edge shape patterns and the edge reliability levels, and is referred to when calculating the edge reliability levels.

FIG. 11 is a diagram showing an example of an end certainty level calculation map. FIG. 11A shows a map that is referred to when a single-line end shape pattern is detected from an overhead image. FIG. 11B shows a map that is referred to when an end shape pattern of a single-sided double line is detected from an overhead image. FIG.11 (c) has shown the map referred when the edge part shape pattern of a double-sided double line is detected from a bird's-eye view image.

As shown in FIGS. 11 (a) to 11 (c), the edge reliability level calculation map is composed of two large item columns of “pattern number” in the left column and “edge reliability” in the right column. Has been. The “end certainty” in the large item column of the end certainty level calculation map is composed of two small item columns “lower” in the left column and “upper” in the right column. The “pattern number” indicates the number of the end shape pattern classified based on the shape of the end of the parking frame, and corresponds to the “pattern number” of the end determination pattern map. The “end certainty factor” indicates the end certainty factor based on the end shape pattern extracted from the overhead image. “Lower side” and “upper side” indicate positions in the traveling direction of the host vehicle V, and “lower side” indicates a position closer to the host vehicle V than “upper side”. “Lower” in the edge confidence level calculation map corresponds to “Lower” in the edge determination pattern map, and “Upper” in the edge confidence level calculation map corresponds to “Upper” in the edge determination pattern map is doing. “Low” indicates the lowest edge confidence level, “High” indicates the highest edge confidence level, and “Medium” indicates that the edge confidence level is lower than “Low”. High and lower than “High”.

As shown in FIG. 11A, the end certainty level calculation map that is referred to when a single-line end shape pattern is detected from the overhead view image includes the pattern number “1”, the end certainty level, Is defined as “low” for both “lower” and “upper”. In the end certainty level calculation map, “lower” is “middle” and “upper” is “ “Low”. Since the pattern numbers “5” and “6” cannot be detected when a single-line end shape pattern is detected from the overhead image, the end certainty level calculation map includes the pattern numbers “5” and “5”. 6 ”and the level of end certainty are not defined. In FIGS. 11A to 11C, the fact that the corresponding relationship is not defined is represented as “−”.

As shown in FIG. 11B, the end certainty level calculation map referred to when the end shape pattern of the single-sided double line is detected from the overhead image is the pattern number “1” and the end certainty factor. The “low” is defined for both “lower” and “upper”. The edge confidence level calculation map defines the correspondence between the pattern numbers “3” and “4” and the edge confidence level as “medium” for both “lower” and “upper”. ing. The edge confidence level calculation map defines the correspondence between the pattern number “6” and the edge confidence level as “high” for both “lower” and “upper”. The edge reliability level calculation map does not define the correspondence between the pattern numbers “2” and “5” and the edge reliability levels.

As shown in FIG. 11 (c), the edge certainty level calculation map referred to when the edge shape pattern of the double-sided double line is detected from the overhead view image includes pattern numbers “1”, “3” and The correspondence between “4” and the level of edge confidence is defined as “low” for both “lower” and “upper”. The edge confidence level calculation map defines the correspondence between the pattern numbers “2” and “5” and the edge confidence level as “high” for both “lower” and “upper”. ing. The edge reliability level calculation map does not define the correspondence between the pattern number “6” and the edge reliability level. In this embodiment, the end reliability level calculation map referred to when detecting the end shape pattern of a single line, the end shape pattern of a single-sided double line, and the end shape pattern of both-side double lines is an end shape Correspondence between the pattern and the level of edge confidence is different from each other.

11 (a) to 11 (c), the parking frame certainty calculation unit 36 has a plurality (three in this example) of end certainty level calculation maps. The end certainty level calculation map includes an end shape pattern according to a single image (single line or double line in this example) of a line extending from an end portion of one end shape pattern detected from the overhead image. The correspondence with the level of edge confidence is varied. Further, the end certainty level calculation map associates the end certainty factor having the lowest level with the end shape pattern having the same shape as the end shape of the line used for the public road. On the other hand, the end certainty level calculation map associates the end certainty with the highest level with the end shape pattern having the same shape as the end shape of the line that is not used on the public road.

In addition, the end certainty level calculation map, when detecting both the end shape pattern of the same shape as the end of the line used for the public road and the end shape pattern of the same shape as the line not used for the public road The end shape pattern of the line that is not used on the public road is prioritized. The end shape of the line used for the public road is, for example, a straight stop shape. Moreover, the edge part shape of the line | wire which is not used for a public road is U character shape or reverse U character shape. Therefore, the end certainty level calculation map associates “low” of the end certainty with the pattern number “1” of the end shape pattern including the straight line stop shape, and includes the U shape and the inverted U shape. “High” of the edge reliability is associated with the pattern numbers “5” and “6” of the part shape pattern.

Suppose that the parking frame certainty calculation unit 36 detects, for example, the end shape pattern shown in the first line in the drawing of FIG. 10A in the end shape detection process. In this case, the parking frame certainty calculation unit 36 detects an end shape pattern that is a single line and has a linear stop shape. Therefore, the parking frame certainty calculation unit 36 refers to the end certainty level calculation map shown in FIG. 11A in the end certainty calculation process, and sets the lower end certainty to “low”. calculate. The parking frame certainty factor calculation unit 36 includes, for example, an end certainty factor setting unit. The end reliability setting unit has end reliability setting flags associated with “low”, “medium”, and “high” for “lower” and “upper”, respectively. When the edge reliability setting flag is turned on, the “lower” and “upper” edge reliability associated with the turned-on flag are set together with the level. For example, the parking frame certainty calculation unit 36 detects the end shape pattern shown in the first row in FIG. 10A and calculates the lower end certainty factor as a “low” level. To do. In this case, the parking frame certainty calculation unit 36 sets the end certainty setting flag associated with “low” to “low” in order to set the lower end certainty to the “low” level. Set to the on state.

In this embodiment, the edge part reliability calculation process in step S203 is included in the process in which the parking frame reliability calculation part 36 calculates the parking frame reliability. However, the edge reliability calculation process may be a process independent of the process of calculating the parking frame reliability. In this case, it is preferable that the end certainty factor calculation process is executed before the process for calculating the parking frame certainty factor. If it does so, edge part reliability will be updated before the process which calculates the said parking frame reliability is performed. Thereby, the parking frame reliability calculation part 36 can calculate parking frame reliability based on the newest edge part reliability.
Returning to FIG. 8, the parking frame certainty calculation unit 36 proceeds to step S 204 when the end certainty calculation process is completed.
In step S204, a process of extracting a determination element used for setting the parking frame certainty factor ("determination element extraction" shown in the figure) is performed from the overhead image acquired in step S202. If the process which extracts a 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, etc.) marked on the road surface such as a parking frame line, and the state satisfies, for example, all of 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 equal to or larger 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, for example, traffic regulations of a region (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.

In step S206, a process of determining whether or not the determination element extracted in step S204 conforms to the condition of the line forming the parking frame line (“parking frame condition conformance?” Shown in the figure) is performed. Further, in step S206, a determination is made to determine whether or not the determination element extracted in step S204 conforms to the conditions of the line forming the parking frame line, according to the end certainty level calculated in step S203. The conditions (four conditions C1 to C4 described later) are corrected. The parking frame certainty calculation unit 36 relaxes the determination condition as the end certainty level increases. The parking frame certainty calculation unit 36 indirectly relaxes the calculation condition of the parking frame certainty by relaxing the determination condition. The parking frame certainty calculation unit 36 relaxes the calculation condition of the parking frame certainty so that the higher the end certainty level, the higher the parking frame certainty is calculated. The parking frame certainty calculation unit 36 can easily determine that the linear image in the overhead image is a parking frame image by relaxing the calculation condition of the parking frame certainty.

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. 12 is a figure which shows the content of the process which the parking frame reliability calculation part 36 performs. In FIG. 12, a region indicating an image captured by the front camera 14 F in the overhead view image is denoted by reference numeral “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 which 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 lines paired, 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. 12 (a), the width WL between two paired lines (indicated by the signs “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.

The parking frame certainty calculation unit 36 has a pairing width correction value for relaxing the setting value of the set pairing width according to the level of the end certainty. The pairing width correction value is set according to the lane width of the public road. The pairing width correction value is set stepwise in accordance with the calculated level of edge reliability. The pairing width correction value is set for each of the “lower” end reliability and the “upper” end reliability. When the parking frame certainty calculation unit 36 calculates at least one of the “lower” end certainty level and the “upper” end certainty level, the parking frame certainty calculating unit 36 sets the setting value of the set pairing width. It has come to ease. In each of “lower side” and “upper side”, the pairing width correction value corresponding to the edge confidence level of “low” is a value (for example, the setting pairing width) in which the set pairing width after correction is not the longest. Is set to 1% longer). In each of “lower” and “upper”, the pairing width correction value corresponding to the edge certainty level “high” is a value (for example, the setting pairing width) having the longest set pairing width after correction. Is set to 2% longer). In each of the “lower” and “upper”, the pairing width correction value corresponding to the “end” certainty level “medium” is “high” because the corrected pairing width is longer than “low”. Is set to a value that becomes shorter (for example, a value that makes the set pairing width 1.5% longer).

In addition, the parking frame certainty calculation unit 36 calculates, for example, the “lower” and “upper” end reliability values when calculating the “lower” and “upper” end reliability levels. The pairing width correction value for each level may be added. For example, when the parking frame certainty calculation unit 36 calculates the “lower” and “upper” end reliability levels as “low”, the set pairing width is 2% (“lower”). The pairing width correction value may be changed to a longer value. For example, when the parking frame certainty calculation unit 36 calculates the “lower” end certainty level as “low” and the “upper” end certainty level as “medium”, the pairing setting is performed. The pairing width correction value may be changed to a value that increases the width by 2.5% (adding 1% of “lower side” and 1.5% of “upper side”). In this way, the parking frame certainty calculation unit 36 may change the pairing width correction value according to the combination of the “lower” and “upper” end reliability levels.
Condition C2. As shown in FIG. 12B, the angle (degree of parallelism) formed by the line La and the line Lb is within a preset 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.

The parking frame certainty calculation unit 36 has an angle correction value for relaxing the set value of the set angle according to the level of the end certainty. The angle correction value is set stepwise according to the calculated level of edge reliability. The angle correction value is set for each of the “lower” end reliability and the “upper” end reliability. The parking frame certainty calculation unit 36 relaxes the set value of the set angle when calculating at least one of the “lower” end certainty level and the “upper” end certainty level. It is like that. In each of the “lower side” and the “upper side”, the angle correction value corresponding to the end confidence level of “low” is a value at which the set angle after correction does not become the largest (for example, a value at which the set angle is increased by 5%). ). In each of the “lower side” and the “upper side”, the angle correction value corresponding to the “high” end reliability level is the value at which the set angle after correction is the largest (for example, the value at which the set angle is increased by 15%). ). In each of “lower side” and “upper side”, the angle correction value corresponding to the end confidence level of “medium” is smaller than “high” because the set angle after correction is larger than “low”. A value (for example, a value at which the set angle is increased by 10%) is set.

In addition, the parking frame certainty calculation unit 36, for example, sets the “lower” and “upper” end certainty levels, for example, “lower” and “upper” end certainty levels. The respective angle correction values of the levels may be added. When the parking frame certainty calculation unit 36 calculates, for example, each of the “lower” and “upper” end reliability levels as “low”, the corrected set angle is 10% (“lower” The angle correction value may be changed to a larger value. For example, when the parking frame certainty calculation unit 36 calculates the “lower” end certainty level as “low” and the “upper” end certainty level as “medium”, the parking frame certainty calculating unit 36 performs the correction. The angle correction value may be changed to a value that increases the setting angle by 15% (adding 5% of “lower side” and 10% of “upper side”). In this way, the parking frame certainty calculation unit 36 may change the angle correction value according to the combination of the “lower” and “upper” end reliability levels.

In FIG. 12B, 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”. A broken line with a symbol “CLb” is shown as a central axis of the line Lb. 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, if the conditional expression of | θa−θb | ≦ 3 [°] is satisfied, the condition C2 is satisfied. Further, for example, the parking frame certainty calculation unit 36 calculates the “lower” end certainty level as “low” and does not calculate the “upper” end certainty level (is set). If the conditional expression of | θa−θb | ≦ 3.15 [°] is satisfied, the condition C2 is satisfied.
Condition C3. As shown in FIG. 12C, a straight line connecting the end of the line La on the own vehicle V side (the lower end 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 greater 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.

The parking frame certainty calculation unit 36 has a deviation angle correction value for relaxing the correction value of the set deviation angle according to the level of the end certainty. The deviation angle correction value is set stepwise according to the calculated level of edge reliability. The deviation angle correction value is set for each of the “lower” end certainty factor and the “upper” end certainty factor. If the parking frame certainty calculation unit 36 calculates at least one of the “lower” end certainty level and the “upper” end certainty level, the parking frame certainty calculating unit 36 relaxes the set value of the setting deviation angle. It is supposed to be. In each of “lower side” and “upper side”, the deviation angle correction value corresponding to the end confidence level of “low” is a value at which the set deviation angle after correction is the largest (for example, the setting angle is 5% smaller). Value). In each of the “lower side” and the “upper side”, the deviation angle correction value corresponding to the level of the edge reliability is “high” is a value with the smallest set deviation angle after the correction (for example, the setting deviation angle is 15%). Set to a smaller value). In each of “Lower” and “Upper”, the deviation angle correction value corresponding to the end confidence level of “Medium” is smaller than “High” because the set deviation angle after correction is smaller than “Low”. It is set to a value that increases (for example, a value that makes the set deviation angle 10% smaller).

In addition, the parking frame certainty calculation unit 36 calculates, for example, the “lower” and “upper” end reliability values when calculating the “lower” and “upper” end reliability levels. The shift angle correction values for the respective levels may be added. When the parking frame certainty calculation unit 36 calculates, for example, the level of the end certainty of each of “lower side” and “upper side” as “low”, the setting deviation angle is 10% (“lower side”). The deviation angle correction value may be changed to a smaller value by adding 5% and 5% of “upper side”. For example, when the parking frame certainty calculation unit 36 calculates the “lower” end certainty level as “low” and the “upper” end certainty level as “medium”, the setting deviation angle May be changed to a value that decreases by 15% (adding 5% of “lower” and 10% of “upper”). As described above, the parking frame certainty calculation unit 36 may change the shift angle correction value according to the combination of the “lower” and “upper” end certainty levels.
Condition C4. As shown in FIG. 12D, 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.

The parking frame certainty calculation unit 36 has a line width correction value for relaxing the set value of the set line width according to the end certainty level. The line width correction value is set stepwise in accordance with the calculated level of edge reliability. The line width correction value is set for each of the “lower” end certainty factor and the “upper” end certainty factor. When the parking frame certainty calculation unit 36 calculates at least one of the “lower” end certainty level and the “upper” end certainty level, the parking line certainty calculating unit 36 relaxes the set line width. It has become. In each of the “lower side” and the “upper side”, the line width correction value corresponding to the end confidence level of “low” is a value at which the set line width after the correction does not become the longest (for example, the set line width is 5%) Set to a longer value). In each of “lower side” and “upper side”, the line width correction value corresponding to the edge certainty level “high” is a value that makes the set line width after correction the longest (for example, the set line width is 15%) Set to a longer value). In each of “Lower” and “Upper”, the line width correction value corresponding to the end confidence level of “Medium” is longer than “Low” because the set line width after correction is longer than “Low”. A value to be shortened (for example, a value to increase the set line width by 10%) is set.

In addition, the parking frame certainty calculation unit 36 calculates, for example, the “lower” and “upper” end reliability values when calculating the “lower” and “upper” end reliability levels. Each line width correction value of the level may be added. For example, when the parking frame certainty calculation unit 36 calculates the level of the end certainty of each of “lower” and “upper” as “low”, the set line width is 10% (“lower” The line width correction value may be changed to a longer value by adding 5% and 5% of “upper side”. For example, when the parking frame certainty calculation unit 36 calculates the “lower” end certainty level as “low” and the “upper” end certainty level as “medium”, the setting line width The line width correction value may be changed to a value that increases by 15% (adding 5% of “lower side” and 10% of “upper side”). As described above, the parking frame certainty calculation unit 36 may change the line width correction value according to the combination of the “lower” and “upper” end certainty levels.

Thus, in this embodiment, if the parking frame reliability calculation part 36 sets edge part reliability in step S203, each setting value preset in conditions C1 to C4 will be each corrected, and condition C1 From this, the condition C4 is relaxed. Thereby, the parking frame certainty calculation part 36 becomes easy to judge the determination element extracted by step S204 as the line which forms a parking frame line.
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]. Moreover, the parking frame reliability calculation part 36 may lengthen the length which extends the said virtual line according to the level of the calculated edge part reliability.

In step S208, a process for determining whether or not the process in step S206 is continuously verified from the start of the process in step S206 until the moving distance of the host vehicle V reaches the preset moving 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 S208 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.

The parking frame certainty calculation unit 36 has a movement distance correction value for relaxing the set value of the set movement distance according to the level of the end certainty. The movement distance correction value is set stepwise according to the calculated level of edge reliability. The movement distance correction value is set in each of the “lower” end reliability and the “upper” end reliability. When the parking frame certainty calculating unit 36 calculates at least one of the “lower” end certainty level and the “upper” end certainty level, the parking frame certainty calculating unit 36 relaxes the set moving distance. It has become. In each of “lower side” and “upper side”, the movement distance correction value corresponding to the edge reliability level of “low” is a value at which the set movement distance after correction does not become the longest (for example, the setting movement distance is 5%). Set to a longer value). In each of the “lower side” and the “upper side”, the movement distance correction value corresponding to the edge certainty level “high” is a value with the longest set movement distance after correction (for example, the set movement distance is 15% Set to a longer value). In each of “Lower” and “Upper”, the movement distance correction value corresponding to the edge confidence level of “Medium” is longer than “Low” because the set movement distance after correction is longer than “Low”. It is set to a value that becomes shorter (for example, a value that makes the set moving distance 10% longer).

In addition, the parking frame certainty calculation unit 36 calculates, for example, the “lower” and “upper” end reliability values when calculating the “lower” and “upper” end reliability levels. The moving distance correction value for each level may be added. For example, if the parking frame certainty calculation unit 36 calculates the level of the end certainty of each of “lower” and “upper” as “low”, the set moving distance is 10% (“lower” 5% and 5% of “upper side” are added) The movement distance correction value may be changed to a longer value. For example, when the parking frame certainty calculation unit 36 calculates the “lower” end certainty level as “low” and the “upper” end certainty level as “medium”, the set moving distance May be changed to a value that increases by 15% (adding 5% of “lower side” and 10% of “upper side”). Thus, the parking frame certainty calculation unit 36 may change the movement distance correction value in accordance with the combination of the “lower” and “upper” end reliability levels.

If it is determined in step S208 that the processing in step S206 is not continuously collated (“No” shown in the figure), the processing performed by the parking frame certainty calculation unit 36 proceeds to step S210.
On the other hand, if it is determined in step S208 that the processing in step S206 is continuously collated (“Yes” shown in the figure), the processing performed by the parking frame certainty calculation unit 36 proceeds to step S212.
Here, in the process performed in step S208, for example, as shown in FIG. 13, the movement distance of the host vehicle V is determined 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. In addition, FIG. 13 is a figure which shows the content of the process which the parking frame reliability calculation part 36 performs. In FIG. 13, 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. 13, the travel distance of the own vehicle V calculated virtually is indicated as “virtual travel distance”.

As illustrated in FIG. 13, the virtual travel distance increases when the state in which the process of step S 206 is collated is “ON”. On the other hand, if the state checked in step S206 is “OFF”, the virtual travel distance decreases.
In this 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. The parking frame certainty calculation unit 36, when calculating the end certainty in step S203, corrects the set moving distance to be short. For this reason, it becomes easy to achieve the set travel distance without the virtual travel distance returning to the initial value. Thereby, if the parking frame reliability calculation part 36 calculates edge part reliability in step S203, it will become easy to judge that the process of step S206 is collating continuously. Therefore, since the parking frame certainty calculation unit 36 is calculating the end certainty, it is easy to determine that the condition for continuous matching is satisfied (“Yes” shown in the figure), so the parking frame certainty is calculated. It becomes easy to calculate the degree as a higher level (details will be described later).

In step S210, processing ("level 1" shown in the figure) 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). When the process for calculating the parking frame certainty level as level 1 is performed in step S210, the parking frame certainty calculating unit 36 ends the setting process of the parking frame certainty level without executing steps S212 to S220 described later (END). )
In step S212, with respect to the lines La and Lb for which the process of step S206 is continuously collated, the end portion located on the same side with respect to the own vehicle V (the near end portion or the far end portion). Edge). Then, a process of determining whether or not the ends located on the same side face each other along the direction of the width WL (“approaching near and far end?” Shown in the figure) is performed. The process performed in step S212 is performed with reference to, for example, an overhead image signal received from the surrounding 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 S212, the parking frame certainty calculation unit 36 detects in step S203 as an end located on the same side with respect to the own vehicle V when the end is detected from the overhead image in step S203. The end portion is used. When using the end portions detected in step S203, the parking frame certainty calculation unit 36 relaxes the condition for determining whether or not the detected end portions face each other along the direction of the width WL. For example, the parking frame certainty calculation unit 36 may detect that the width detected by the width WL is within the set value even if the ends detected in step S203 face each other without being aligned with the direction of the width WL. It is determined that they face each other along the direction.
In step S212, when it is determined that the ends 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 performed. The process proceeds to step S214.
On the other hand, in step S212, when it is determined that the end portions located on the same 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 process proceeds to step S216.

When using the end detected in step S203, the parking frame certainty calculation unit 36 is opposed along the direction of the width WL because the judgment condition in step S212 is relaxed (shown in the figure). “Yes”) is easily determined, and the parking frame certainty is easily calculated as level 3 or 4 (details will be described later) higher than level 2 (details will be described later).
In step S214, 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 levels higher than the lowest value (level 0). When the process of calculating the parking frame certainty level as level 2 is performed in step S214, the parking frame certainty degree calculation unit 36 ends the parking frame certainty degree calculation process without executing steps S216 to S220 described later (END). .
In step S216, a process for determining the level of the parking frame certainty level with reference to the parking frame certainty level calculation map (“the end certainty level is level 4?” Shown in the figure) is performed. FIG. 14 shows an example of a parking frame certainty level calculation map that the parking frame certainty calculating unit 36 has. The parking frame certainty level calculation map defines the correspondence between the end certainty level and the parking

frame certainty levels

3 and 4.

As shown in FIG. 14, the parking frame certainty level calculation map is composed of two large item fields, “end certainty” in the left column and “parking frame certainty” in the right column. The “end portion certainty” in the large item column of the parking frame certainty level calculation map is composed of two small item columns “lower” in the left column and “upper” in the right column. The “end certainty” indicates the end certainty determined by the end certainty level calculation map. “Lower side” and “upper side” indicate positions in the traveling direction of the host vehicle V, and “lower side” indicates a position closer to the host vehicle V than “upper side”. “Lower” in the parking frame certainty level calculation map corresponds to “lower” in the end certainty level calculation map, and “upper” in the parking frame certainty level calculation map is “ Corresponds to “upper side”. “Low” indicates the lowest edge confidence level, “High” indicates the highest edge confidence level, and “Medium” indicates that the edge confidence level is lower than “Low”. High and lower than “High”. “-” Indicates that the end certainty level is not calculated and is not set. “Low” in the parking frame certainty level calculation map corresponds to “low” calculated with reference to the end certainty level calculation map. “Medium” in the parking frame certainty level calculation map corresponds to “medium” calculated with reference to the end certainty level calculation map. “High” in the parking frame certainty level calculation map corresponds to “high” calculated with reference to the end certainty level calculation map.

The parking frame certainty level calculation map associates the combination of the edge certainty calculated as “low” with “low” and “low” with “low” and “level 3” of the parking frame certainty. Yes. The parking frame certainty level calculation map associates the combination of the edge certainty calculated with “lower” not set and “upper” “low” with “level 3” of the parking frame certainty. . In the parking frame certainty level calculation map, the combination of the end certainty factor in which “lower” is calculated as “low” and “upper” is not set and “level 3” of the parking frame certainty Corresponds. The parking frame certainty level calculation map associates the combination of the end certainty calculated with “lower” not set and “upper” with “medium” and “level 3” of the parking frame certainty. . In the parking frame certainty level calculation map, the combination of the end certainty factor in which “lower side” is calculated as “medium” and “upper side” is set unset, and “level 3” of the parking frame certainty factor is obtained. Corresponds.

The parking frame certainty level calculation map associates the combination of the edge certainty calculated with “lower” not set and “upper” “high” with “level 4” of the parking frame certainty. . The parking frame certainty level calculation map shows a combination of an end certainty factor in which “lower” is calculated as “high” and “upper” is not set, and “level 4” of the parking frame certainty factor. Corresponds. The parking frame certainty level calculation map associates the combination of the edge certainty calculated as “low” with “low” and “upper” with “medium” and “level 4” of the parking frame certainty. Yes. The parking frame certainty level calculation map associates the combination of the edge certainty calculated with “lower” being “middle” and “upper” with “low” and “level 4” of the parking frame certainty. Yes. The parking frame certainty level calculation map associates the combination of the edge certainty calculated with “lower” being “middle” and “upper” with “middle” and “level 4” of the parking frame certainty. Yes. The parking frame certainty level calculation map associates a combination of end certainty calculated with “lower” as “middle” and “upper” as “high” and “level 4” of the parking frame certainty. Yes. The parking frame certainty level calculation map associates the combination of the edge certainty calculated with “lower” “low” and “upper” “high” with “level 4” of the parking frame certainty. Yes. The parking frame certainty level calculation map associates a combination of end certainty calculated with “lower” “high” and “upper” “high” with parking level certainty “level 4”. Yes.

It is assumed that the parking frame certainty calculation unit 36 calculates, for example, each of the “lower” and “upper” end reliability as “low” in step S203. In this case, in step S216, the parking frame certainty calculation unit 36 refers to the parking frame certainty level calculation map and determines the level of the parking frame certainty as “level 3” (“No” shown in the drawing). . Thereby, the process which the parking frame reliability calculation part 36 performs transfers to step S218.
In addition, the parking frame certainty calculation unit 36 calculates, for example, that the “lower” end reliability is not set and the “upper” end reliability is “low” or “medium” in step S203. To do. In this case, in step S216, the parking frame certainty calculation unit 36 refers to the parking frame certainty level calculation map and determines the level of the parking frame certainty as “level 3” (“No” shown in the drawing). . Thereby, the process which the parking frame reliability calculation part 36 performs transfers to step S218.

In addition, in step S203, the parking frame certainty factor calculation unit 36 calculates, for example, the “lower” end certainty factor as “low” or “medium”, and has not set the “upper” end certainty factor. To do. In this case, in step S216, the parking frame certainty calculation unit 36 refers to the parking frame certainty level calculation map and determines the level of the parking frame certainty as “level 3” (“No” shown in the drawing). . Thereby, the process which the parking frame reliability calculation part 36 performs transfers to step S218.
Further, it is assumed that the parking frame certainty calculation unit 36 calculates, for example, that the “lower” end certainty is not set and the “upper” end certainty is “high” in step S203. In this case, in step S216, the parking frame certainty calculation unit 36 refers to the parking frame certainty level calculation map and determines the level of the parking frame certainty as “level 4” (“Yes” shown in the drawing). . Thereby, the process which the parking frame reliability calculation part 36 performs transfers to step S220.

In addition, it is assumed that the parking frame certainty calculation unit 36 calculates “lower” of the end certainty as “high” and “upper” as “low” in step S203, for example. In this case, in step S216, the parking frame certainty calculation unit 36 refers to the parking frame certainty level calculation map and determines the level of the parking frame certainty as “level 4” (“Yes” shown in the drawing). . Thereby, the process which the parking frame reliability calculation part 36 performs transfers to step S220.
Further, it is assumed that the parking frame certainty calculation unit 36 calculates “lower” of the end certainty as “high” and “upper” as “medium” in step S203, for example. In this case, in step S216, the parking frame certainty calculation unit 36 refers to the parking frame certainty level calculation map and determines the level of the parking frame certainty as “level 4” (“Yes” shown in the drawing). . Thereby, the process which the parking frame reliability calculation part 36 performs transfers to step S220.

Further, it is assumed that the parking frame certainty calculation unit 36 calculates, for example, the “lower” end certainty as “high” and does not set the “upper” end certainty in step S203. In this case, in step S216, the parking frame certainty calculation unit 36 refers to the parking frame certainty level calculation map and determines the level of the parking frame certainty as “level 4” (“Yes” shown in the drawing). . Thereby, the process which the parking frame reliability calculation part 36 performs transfers to step S220.
In addition, it is assumed that the parking frame certainty calculation unit 36 calculates “lower” of the edge certainty as “low” and “upper” as “medium” in step S203, for example. In this case, in step S216, the parking frame certainty calculation unit 36 refers to the parking frame certainty level calculation map and determines the level of the parking frame certainty as “level 4” (“Yes” shown in the drawing). . Thereby, the process which the parking frame reliability calculation part 36 performs transfers to step S220.

In addition, it is assumed that the parking frame certainty calculation unit 36 calculates “lower” and “upper” of the end certainty as “medium” in step S203, for example. In this case, in step S216, the parking frame certainty calculation unit 36 refers to the parking frame certainty level calculation map and determines the level of the parking frame certainty as “level 4” (“Yes” shown in the drawing). . Thereby, the process which the parking frame reliability calculation part 36 performs transfers to step S220.
Further, it is assumed that the parking frame certainty calculation unit 36 calculates “lower” of the end certainty as “middle” and “higher” as “high” in step S203, for example. In this case, in step S216, the parking frame certainty calculation unit 36 refers to the parking frame certainty level calculation map and determines the level of the parking frame certainty as “level 4” (“Yes” shown in the drawing). . Thereby, the process which the parking frame reliability calculation part 36 performs transfers to step S220.

In addition, it is assumed that the parking frame certainty calculation unit 36 calculates “lower” of the end certainty as “low” and “higher” as “high” in step S203, for example. In this case, in step S216, the parking frame certainty calculation unit 36 refers to the parking frame certainty level calculation map and determines the level of the parking frame certainty as “level 4” (“Yes” shown in the drawing). . Thereby, the process which the parking frame reliability calculation part 36 performs transfers to step S220.
Further, it is assumed that the parking frame certainty calculation unit 36 calculates “lower” and “upper” of the end certainty as “high” in step S203, for example. In this case, in step S216, the parking frame certainty calculation unit 36 refers to the parking frame certainty level calculation map and determines the level of the parking frame certainty as “level 4” (“Yes” shown in the drawing). . Thereby, the process which the parking frame reliability calculation part 36 performs transfers to step S220.

The parking frame certainty level setting map associates a relatively high level of the end certainty levels with a relatively high level of the parking frame certainty levels. In the parking frame certainty level calculation map, the combination of “lower” and “upper” including “high” having the highest end certainty level is assigned “level 4” having the highest parking frame certainty level. Corresponds. On the other hand, the parking frame certainty level calculation map shows that the parking frame certainty level is higher than “level 4” for the combination of “lower” and “upper” including “low” having the lowest end certainty level. “Level 3” having a low value is associated.

In addition, when the end certainty of both “lower” and “upper” of the end certainty is calculated, either one of the “lower” or “upper” end of the end certainty Compared to the case where only the part certainty factor is calculated, the bird's-eye view image is more likely to include a frame-like line, that is, an image of a parking frame line. For this reason, the parking frame certainty level setting map is calculated as “low” in the combination in which the end certainty of both “lower” and “upper” of the end certainty is calculated. Unless otherwise, “level 4” having the highest parking frame certainty level is associated.

The parking frame certainty calculation unit 36 refers to the thus configured parking frame certainty level setting map and calculates the level of the parking frame certainty. For this reason, the parking frame certainty calculation part 36 will calculate the parking frame certainty level of a high level, so that the level of edge part reliability is high.
In step S218, a process ("level 3" shown in the drawing) 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 S218, the process which the parking frame reliability calculation part 36 performs will be complete | finished (END).
In step S220, a process ("level 4" shown in the figure) 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 S220, the process which the parking frame reliability calculation part 36 performs will be complete | finished (END).

Among the parking frames shown in FIG. 4, the patterns shown in FIGS. 4 (a), 4 (e), and 4 (f) are both “low” and “upper” (see FIG. 4). 9 and FIG. 11). In the patterns shown in FIG. 4D and FIG. 4M, “lower” is “low” and “upper” is not set. In a region indicated by a white frame in FIG. 4 (p), there is a road object such as a pillar, and the parking frame certainty calculation unit 36 does not detect the end of this object. For this reason, in the pattern shown in FIG. 4P, “lower side” is not set, and “upper side” is “low”. Therefore, the parking frame certainty calculation unit 36 calculates the level of the parking frame certainty for these patterns as “level 3”.

On the other hand, in the patterns shown in FIGS. 4B, 4C, and 4O, “lower” is “middle” and “upper” is “low”. In the pattern shown in FIG. 4G, “lower” is “low” and “upper” is “high”. In the pattern shown in FIG. 4H, “lower” is “high” and “upper” is “low”. In the pattern shown in FIG. 4K, “lower” is “high” and “upper” is “middle”. In the pattern shown in FIG. 4L, “lower” is “low” and “upper” is “middle”. In the pattern shown in FIG. 4 (n), both “lower” and “upper” are “high”. In the patterns shown in FIGS. 4I and 4J, “lower” is “high” and “upper” is not set. Therefore, the parking frame certainty calculation unit 36 calculates the level of parking frame certainty as “level 4” for these patterns.

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, the parking frame may be limited 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 13, the parking frame approach certainty factor calculation unit 38 calculates the parking frame approach certainty factor using FIGS. 15 and 16. explain.
FIG. 15 is a flowchart illustrating a process in which the parking frame approach certainty calculation unit 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. 15, when the parking frame approach certainty calculation unit 38 starts processing (START), first, in step S300, a process of 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 a parking frame is performed in step S300, the process which the parking frame approach reliability calculation part 38 will transfer to step S302. In the present embodiment, as an example, a case will be described in which the unit of deviation detected in step S300 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 S300, for example, as shown in FIG. 16, the predicted rear wheel trajectory TR of the host vehicle V is calculated, and the intersection of the calculated predicted 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. 16 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 S302, 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 S302, the process which the parking frame approach reliability calculation part 38 performs will transfer to step S304.
Here, the parallelism detected in step S302 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 S302, 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 view 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 S304, 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 S304, the process which the parking frame approach reliability calculation part 38 performs will transfer to step S306.
In step S306, it is determined whether or not the parallelism (θap) detected in step S302 is less than a preset parallelism threshold (for example, 15 [°]) (“parallelism <parallel” shown in the figure). Degree threshold? ").
In step S306, when it is determined that the parallelism (θap) detected in step S302 is equal to or greater than the parallelism threshold (“No” in the drawing), the process performed by the parking frame approach certainty calculation unit 38 is performed in step S308. Migrate to
On the other hand, when it is determined in step S306 that the parallelism (θap) detected in step S302 is less than the parallelism threshold (“Yes” shown in the drawing), the process performed by the parking frame approach certainty calculation unit 38 is as follows. The process proceeds to step S310.

In step S308, it is determined whether or not the turning radius detected in step S304 is greater than or equal to a preset turning radius threshold (for example, 100 [R]) (“turning radius ≧ turning radius threshold? ")I do.
If it is determined in step S308 that the turning radius detected in step S304 is less than the turning radius threshold (“No” shown in the figure), the processing performed by the parking frame approach certainty calculation unit 38 proceeds to step S312. .
On the other hand, if it is determined in step S308 that the turning radius detected in step S304 is equal to or greater than the turning radius threshold value (“Yes” shown in the figure), the processing performed by the parking frame approach reliability calculation unit 38 proceeds to step S310. Transition.
In step S310, a process for determining whether or not the amount of deviation detected in step S300 is greater than or equal to 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.

When it is determined in step S310 that the amount of deviation detected in step S300 is greater than or equal to the first threshold (“Yes” shown in the figure), the process performed by the parking frame approach certainty calculator 38 proceeds to step S314. .
On the other hand, if it is determined in step S310 that the amount of deviation detected in step S300 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 S316. Transition.
In step S312, a process for determining whether or not the deviation amount detected in step S300 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 S312, when it is determined that the amount of deviation detected in step S300 is greater than or equal to the second threshold ("Yes" shown in the figure), the process performed by the parking frame approach certainty calculator 38 proceeds to step S318. .
On the other hand, if it is determined in step S312 that the amount of deviation detected in step S300 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 S314. Transition.
In step S314, a process of calculating (setting) 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 S314, the process which the parking frame approach reliability calculation part 38 performs will be complete | finished (END).

In step S316, a process of calculating the parking frame approach certainty factor as a high level (“entry certainty factor = level high” shown in the figure) is performed. If the process which calculates parking frame approach reliability as a high level is performed in step S316, the process which the parking frame approach reliability calculation part 38 performs will be complete | finished (END).
In step S318, 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 S318, 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 a screen in order to guide a course for parking There is a device to set 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 16, a process in which the comprehensive certainty calculation unit 40 calculates the comprehensive certainty factor will be described with reference to FIG. 17.
The overall certainty calculation unit 40 receives the parking frame certainty signal and the parking frame entry 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. 17 is a diagram showing a comprehensive certainty calculation map. In FIG. 17, the parking frame certainty factor is indicated as “frame certainty factor”, and the parking frame approach certainty factor is indicated as “entry certainty factor”. Further, the overall certainty factor calculation map shown in FIG. 17 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. Thus, the total certainty factor is calculated as “high”.
In the present 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 the present 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 which acceleration suppression control start timing calculating part 42 performs The process which the acceleration suppression control start timing calculating part 42 calculates an acceleration suppression control start timing is demonstrated using FIG. 18, referring FIGS. 1-17.
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. 18 is a diagram showing an acceleration suppression condition calculation map. In FIG. 18, 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 the processing performed by the acceleration suppression control start timing calculation unit 42, when the overall certainty factor is “high”, the acceleration suppression control start timing is increased 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. 18 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.

Processing performed by acceleration suppression control amount calculation unit 44 With reference to FIGS. 1 to 18, processing in which the acceleration suppression control amount calculation unit 44 calculates the acceleration suppression control amount will be described.
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. 18, 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 degree 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. 18 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 for outputting 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, the processing performed by the acceleration suppression command value calculation unit 10J will be described with reference to FIGS. 1 to 18 and FIG.
FIG. 19 is a flowchart illustrating 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. 19, when the acceleration suppression command value calculation unit 10J starts processing (START), first, in step S400, 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 is performed in step S400, the process which the acceleration suppression command value calculating part 10J performs will transfer to step S402.

In step S402, in addition to the acceleration suppression operation condition determination result acquired in step S400, 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 S402 is performed, the process which the acceleration suppression command value calculating part 10J performs will transfer to step S404.
The information for calculating the acceleration suppression command value is, for example, information included in the acceleration suppression control start timing signal, the acceleration suppression control amount signal, the drive side depression amount signal, and the accelerator operation speed signal described above.
In step S404, a process of determining whether or not the acceleration suppression operation condition determination result acquired in step S400 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 S404 that the acceleration suppression control operation condition is satisfied ("Yes" shown in the figure), the processing performed by the acceleration suppression command value calculation unit 10J proceeds to step S406.
On the other hand, if it is determined in step S404 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 S408.
In step S406, based on the information for calculating the acceleration suppression command value acquired in step S402, a process of 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 S406, the process which the acceleration suppression command value calculating part 10J performs will transfer to step S410.

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. 18) according 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. 18) 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 S408, 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 S408, the process which the acceleration suppression command value calculating part 10J performs will transfer to step S412.
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 S410, an acceleration suppression command value signal including the acceleration suppression command value calculated in step S406 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 S410, the process which the acceleration suppression command value calculating part 10J performs will be complete | finished (END).
In step S412, a process of outputting a normal acceleration command value signal including the normal acceleration command value calculated in step S408 to the target throttle opening calculation unit 10K ("normal acceleration command value output" shown in the figure) is performed. If the process which outputs a normal acceleration command value signal is performed in step S412, 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 with reference to FIGS. 1 to 19 and FIG.
FIG. 20 is a flowchart showing processing 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. 20, when the target throttle opening calculation unit 10K starts processing (START), first, in step S500, 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 S500, the process which the target throttle opening calculating part 10K performs will transfer to step S502.

In step S502, an acceleration suppression command value (see step S406) or a normal acceleration command value (see step S408) 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 S502, the process which the target throttle opening calculating part 10K performs will transfer to step S504.
In step S504, 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 S500 and the command value acquired in step S502. When the target throttle opening is calculated in step S504, the processing performed by the target throttle opening calculation unit 10K proceeds to step S506.

Here, in step S504, when the command value acquired in step S502 is a normal acceleration command value (when the acceleration suppression operation condition is not established), the throttle opening corresponding 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 S502 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 S506, a target throttle opening signal including the target throttle opening θ ^* calculated in step S504 is output to the engine controller 12 (“target throttle opening output” shown in the figure). In step S506, 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 S506, when the command value acquired in step S502 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, with reference to FIGS. 1-20, an example of the operation | movement performed using the vehicle acceleration suppression apparatus 1 of this embodiment is demonstrated.
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 equal to or greater than 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 end certainty, calculates the parking frame certainty based on the calculated end certainty, and calculates the parking frame approach certainty. The unit 38 calculates the parking frame approach reliability. 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 during parking, and to prevent the accelerator pedal 32 from being 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 is entered from the rear side into the parking frame L0 where the host vehicle V is parked, 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 a reduction in drivability.
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 according to the present embodiment is more effective when the parking frame certainty factor is low than when the parking frame certainty factor is high. This is a method of suppressing the acceleration command value corresponding to the operation amount of the pedal 32 with a low suppression degree. 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.
Further, as described above, the acceleration suppression method for a vehicle implemented by the operation of the vehicle acceleration suppression device 1 according to the present embodiment has a lower accelerator pedal 32 when the total certainty factor is low than when the total certainty factor is high. This is a method of suppressing the acceleration command value according to the operation amount with a low 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 an end certainty based on an overhead image (environment) around the host vehicle V, and calculates a parking frame certainty based on the calculated end certainty. To do. 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 degree of suppression of the acceleration command value. 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.

The end certainty factor indicates the degree of certainty that the overhead image includes the image of the end portion of the parking frame, so the accuracy of the parking frame certainty factor calculated based on the end certainty factor is improved.
For this reason, based on the parking frame reliability with improved accuracy, in a state where the parking frame reliability is low, it is possible to reduce the degree of suppression of the acceleration command value and reduce the decrease in drivability. In a high state, it is possible to increase the acceleration suppression effect of the host vehicle V by increasing the degree of suppression of the acceleration command value.
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. Furthermore, when the total certainty factor calculated by the total certainty factor calculation unit 40 is low, the degree of suppression of the acceleration command value is made lower than when the total certainty factor is high.
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 delay the acceleration suppression control start timing to lower the degree of suppression of the acceleration command value. .
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 reduce the acceleration suppression control amount to lower the degree of suppression of the acceleration command value.
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, when the approach of the host vehicle V to the parking frame L0 is detected, the acceleration command value is suppressed with a lower suppression degree when the parking frame certainty factor is low than when the parking frame certainty factor is high.
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 end certainty factor is calculated based on an overhead image (environment) around the host vehicle V, and the parking frame approaching certainty is calculated based on the calculated end certainty factor. Calculate the degree. In addition to this, based on the calculated parking frame certainty and the parking frame approach certainty, the total certainty is calculated. When the total certainty is low, the acceleration command value is lower than when the total certainty is high. Suppress with the degree of suppression.
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) The parking frame certainty calculation unit 36 calculates a higher level of parking frame certainty as the end certainty level is higher.
Thereby, it becomes easier to calculate a higher level of parking frame certainty as the end certainty level is higher.
(8) The parking frame certainty calculation unit 36 corrects the calculation condition for the parking frame certainty based on the calculated level of the end certainty.
For this reason, the calculation conditions of parking frame reliability can be changed according to the level of edge reliability.
(9) The parking frame certainty calculation unit 36 relaxes the calculation condition of the parking frame certainty so that the higher the end certainty level, the higher the parking frame certainty is calculated.
When the level of the edge reliability is high, there is a high possibility that the image of the frame line included in the overhead image is a parking frame line. For this reason, even if the calculation conditions for the parking frame certainty factor are relaxed, the accuracy of the calculated parking frame certainty factor does not decrease.
As a result, the above-mentioned effect (1) is obtained.

(10) The parking frame certainty calculation unit 36 includes a plurality of end shape patterns classified based on the shape of the end of the parking frame, and the overhead image includes any one of the plurality of end shape patterns. It has an end portion determination pattern map that is referred to when determining whether or not. Furthermore, the parking frame certainty calculation unit 36 defines the correspondence between the plurality of end shape patterns and the end certainty levels, and is referred to when calculating the end certainty levels. Has a level calculation map.
Thus, the edge shape pattern can be uniformly detected from the overhead image, and the edge reliability level can be calculated.
(11) The parking frame certainty calculation unit 36 determines whether the plurality of end shape patterns and the end certainty levels correspond to the number of lines extending from one end of the parking frame in the traveling direction of the host vehicle V. A plurality of edge reliability level calculation maps having different correspondences are provided.
Thereby, the level of edge part reliability can be changed according to the kind of line contained in a bird's-eye view image.

(12) The end certainty level calculation map associates the end certainty with a low level with the end shape pattern having the same shape as the end shape of the line used for the public road.
For this reason, when the edge part of the same shape as the edge part shape of the line used for a public road is detected from a bird's-eye view image, a low-level edge reliability can be calculated.
As a result, the parking frame certainty level is lowered, so that the degree of suppression of the acceleration command value on the public road can be lowered to reduce the drivability.

(Modification)
(1) In the present embodiment, the parking frame certainty calculation unit 36 refers to the end determination pattern map to determine whether or not the bird's-eye view image includes an end shape pattern image. However, the present embodiment is not limited to this. When the edge shape included in the overhead image is not one of the plurality of edge shape patterns provided in the edge determination pattern map, the parking frame certainty factor calculation unit 36 includes the edge shape pattern included in the overhead image. The end shape may be corrected to be one end shape pattern among the plurality of end shape patterns. That is, the parking frame certainty calculation unit 36 calculates an end shape that does not correspond to the end shape pattern based on the end shape corresponding to the end shape pattern among the plurality of end shapes included in the overhead image. You may correct | amend so that it may correspond to an edge part shape pattern.
For example, one of the left and right ends detected by the parking frame certainty calculation unit 36 from the overhead image corresponds to one of a plurality of end shape patterns provided in the end determination pattern map, and the other is a plurality It is assumed that none of the end shape patterns is supported. In this case, the parking frame certainty calculation unit 36 interpolates the other end portion into an end shape pattern that forms a pair of the one end portion.

Hereinafter, this modification will be described more specifically. In this modified example, the overhead view image executed by the parking frame certainty calculation unit 36 in step S203 (see FIG. 8) is taken as an example of the overhead view image at a position (lower side) close to the own vehicle V in the traveling direction of the own vehicle V. Image correction processing will be described. FIG. 21 is a diagram for describing the overhead image correction processing executed in step S203 by the parking frame certainty factor calculation unit 36 in the present modification. A part of the overhead image is schematically shown on the left side of the thick arrow in the drawings of FIGS. 21A and 21B (hereinafter, the left side of the thick arrow may be simply abbreviated as “left side”). On the right side of the thick arrow (hereinafter, the right side of the thick arrow is simply abbreviated as “right side”), an end shape pattern obtained by interpolating the part is shown. A part of the overhead view image is schematically shown on the left side in the drawing of FIG. 21C, and between the left thick arrow and the right thick arrow in the drawing (hereinafter, the center between the two thick arrows is referred to as “center”). ) Shows an end shape pattern obtained by interpolating the part, and the right side shows a pattern obtained by further interpolating the end shape pattern.

Suppose that the overhead image has a single line image as shown on the left side of FIG. If the parking frame certainty calculation unit 36 determines that there is no paint image below the single line (a region surrounded by a broken-line circle in the drawing), the parking frame certainty calculation unit 36 determines the single line as an end shape pattern of a linear stop shape. On the other hand, when the parking frame certainty calculation unit 36 determines that there is a paint image below the single line, the parking frame certainty factor calculation unit 36, based on the shape of the paint image, of the plurality of end shape patterns of the end determination pattern map Correct to one end shape pattern. In FIG. 21A, since there is no paint image below the single line, the parking frame certainty calculation unit 36 determines the single line as an end shape pattern having a linear stop shape (on the right side of FIG. 21A). reference).

Suppose that the bird's-eye view image has double-sided double line images as shown on the left side of FIG. Of the double-sided double lines, the double line on the right side corresponds to the end shape pattern in the “lower right” column of the pattern “5” of the end determination pattern map. On the other hand, among the double lines on both sides, the left double line does not correspond to any of the end shape patterns of the end determination pattern map. Therefore, the parking frame certainty calculation unit 36 determines that the right double line corresponds to the end shape pattern in the “lower right” column of the pattern number “5” and the end of the left double line. Based on the fact that there is a convex curve at the bottom, the left double line is interpolated into the end shape pattern in the “lower left” column of pattern number “5” (see the right side of FIG. 21B). .

As shown in the left side of FIG. 21C, it is assumed that the overhead view image includes a double-sided double line image. Of the double lines on both sides, the left double line corresponds to the end shape pattern in the “lower left” column of the pattern “2” of the end determination pattern map and the pattern “3” of the second combination. Yes. On the other hand, among the double lines on both sides, the right double line does not correspond to any of the end shape patterns of the end determination pattern map. Therefore, the parking frame certainty calculation unit 36 determines that the left double line corresponds to the end shape pattern of the pattern number “2” or “3” and that the right double line has an end on the right side. Based on the fact that there is a straight line directed in the direction, the right double line is interpolated into the end shape pattern in the “lower right” column of pattern number “2” (see the right side in FIG. 21C).
Further, the parking frame certainty calculation unit 36 interpolates the shape of the right line included in the overhead image into the end shape pattern in the “lower right” column of the pattern number “2” of the end determination pattern map. Thus, the two ends may be interpolated with a straight line (see the center of FIG. 21C).

Thus, in this modification, the parking frame certainty calculation unit 36, when the end shape included in the overhead image is not any of the plurality of end shape patterns, the plurality of ends included in the overhead image. Based on the part shape pattern, the end part shape is corrected to be one end part shape pattern among the plurality of end part shape patterns.
Thus, an end shape different from the end shape pattern can be uniformly processed using the end determination pattern map and the end certainty level calculation map.

(2) 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.

(3) 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, 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 which 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 factor is calculated as “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.

(4) In step S212 of the present embodiment, for example, the end shape of the line L is U-shaped (see FIGS. 4G to 4K, (m), (n)), etc. If it is recognized that the shape is not marked on the public road, the parking frame certainty factor may be calculated as level 3 or level 4.
(5) 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 is performed. 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 movement distance used when it is determined that the continuous collation state has reached the set movement distance. Further, for example, in step S212, there is a method for setting an end condition for determining “level 3” or “level 4”, for example, the number of end portions may be smaller than the initial setting. .
As a method for facilitating the detection of the parking frame, for example, the parking frame reliability is detected as a preset level (for example, “level 4”) regardless of the actual detection status of the parking frame. A method may be used.

(6) 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, as the total certainty factor is higher, the acceleration suppression control amount may be set larger, and the suppression degree of the acceleration command value may be increased without changing the acceleration suppression control start timing.

(7) 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 overall 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. 17, 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, the parking frame approach reliability is “low level”, and the parking frame reliability is calculated as “level 1” and “levels 2 to 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”.

In addition, 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”. 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 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. Calculate the control start timing. In addition, FIG. 24 is a figure which shows the acceleration suppression condition calculation map used in the modification of this embodiment. Further, in FIG. 24, as in FIG. 18, 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. 18, 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 accelerator pedal 32 opening degree reaches “50%”. In addition to this, 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 of 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 starts 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 which the relationship between measurement time and an accelerator opening overlaps with 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 host 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 traveling 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, when 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 own vehicle V that made a left turn at an intersection overtakes another vehicle that is already parked after the left turn, 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 an intersection has overtaken 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 total confidence changes from “extremely low” to “extremely 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.

(8) 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.
(9) In this embodiment, the parking frame certainty factor is calculated as level 0, which is the lowest value, and a level (levels 1 to 4) that is 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”).

(10) In this 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 certainty 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”).
(11) In this embodiment, the end certainty factor is calculated as “level low” having the lowest level, “medium level” higher than the level low, and “level high” higher than the level low. The stage of the edge reliability is not limited to this. In other words, the end 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”).

(12) 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: 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.
Further, in the vehicle acceleration suppression device 1 of the present embodiment, among the processes performed by the acceleration suppression control content calculation unit 10I, processes other than the processes performed by the acceleration suppression operation condition determination unit 34 and the parking frame approach reliability calculation unit 38 are performed. 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 S208 described above, the parking frame certainty factor 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 in accordance with the traveling direction of the host vehicle V, the process in step S206 continues from the start of the process in 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 S208, 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 S212 described above.
And when the traveling direction of the host vehicle V is forward, as in the first embodiment described above, when it is determined that the ends located on the same side face each other along the direction of the width WL, The process which the parking frame reliability calculation part 36 performs is made to transfer to step S216.

On the other hand, when the traveling direction of the host vehicle V is backward, one end shape of the lines La and Lb is, for example, U-shaped (FIGS. 4 (g) to (k), (m), (n )), The process performed by the parking frame certainty calculation unit 36 is shifted to step S216. That is, when the traveling direction of the host vehicle V is backward, when the one end shape of the lines La and Lb is recognized as a shape not marked on the public road, the parking frame certainty calculation unit 36 The process performed by step S216 is shifted to step S216.
Therefore, in the present embodiment, in the process of step S212, 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.

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. 26 is a diagram showing a comprehensive certainty calculation map used in the present embodiment. In FIG. 26, as in FIG. 17, 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.

Further, as shown in FIG. 26, the overall certainty factor calculation unit 40 of the present embodiment uses the total confidence factor when the traveling direction of the host vehicle V is determined to be backward as the traveling direction of the host vehicle V advances. It is calculated as a level that is equal to or higher than the overall certainty factor 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 confidence factor by the total confidence 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 the same calculation as when the vehicle is traveling backward is performed. By performing, you may perform the process which makes it easy to raise the level of parking frame reliability in the case of advance. In this process, the parking frame reliability is calculated as “level 1” while the host vehicle V is moving forward, and then the host vehicle V moves backward and is moving backward 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. 18, 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. 18, 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 of calculating the total certainty factor by the total certainty factor calculation unit 40, 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 according to the present embodiment, when the traveling direction of the host vehicle V is forward, the acceleration command according to the operation amount of the accelerator pedal 32 is compared to when the traveling direction is backward. It is a method of suppressing the value with a low suppression degree.

(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 are in the forward direction of the host vehicle V, The degree of suppression of the acceleration command value is made lower than in the case of reverse. 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 move forward when the traveling direction of the host vehicle V is backward. The degree of suppression of the acceleration command value is increased compared to the case where

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. When the traveling direction of the host vehicle V is forward, the acceleration command value is lower than when the host vehicle V is traveling backward. Suppress with the 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 above four conditions (C1 to C4) are satisfied, if the line La is interrupted, and 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 S208 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 S208, when the traveling state of the host vehicle V is the turning state, the level of the parking frame certainty is “level” compared to 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. 17, 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.

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.
In addition, as described above, the vehicle acceleration suppression method according to the present embodiment increases the amount of operation of the accelerator pedal 32 when the turning state of the host vehicle V is not detected and when the turning state of the host vehicle V is detected. This is a method of suppressing the corresponding acceleration command value with a low suppression degree.

(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 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 not in the turning state, Compared with the case where V is in a turning state, the degree of suppression of the acceleration command value is lowered. 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 in a turning state, The degree of suppression of the acceleration command value is increased compared to the case where the vehicle is not in a 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 the present embodiment, whether or not the host vehicle V is in a turning state is detected and the turning state of the own vehicle V is not detected or the turning state of the own vehicle V is detected Compared to, the acceleration command value is suppressed with a low suppression degree.
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 overall certainty level is maintained during the acceleration suppression control operation is indicated as “hold 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.

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 lower suppression degree as the vehicle speed of the host vehicle V is higher.

(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 increase the acceleration command value as the vehicle speed of the host vehicle V increases. Is suppressed with a low 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 increase the acceleration command value as the vehicle speed of the host vehicle V decreases. 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 lower suppression degree as the vehicle speed of the host vehicle V is higher.
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 the Japanese Patent Application 2012-259215 (filed on November 27, 2012) to which the present 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

An acceleration suppression device for a vehicle that suppresses and controls the driving force by suppressing an acceleration command value that accelerates the host vehicle according to an operation amount of a driving force indicating operator that is operated by a driver to instruct the driving force. And
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;
A parking frame certainty calculation unit for calculating a parking frame certainty factor indicating a degree of certainty that a parking frame exists in the traveling direction of the host vehicle from an image based on the environment recognized by the surrounding environment recognition unit;
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 parking frame certainty calculation unit calculates an end certainty factor indicating a degree of certainty that the image includes an image of an end of the parking frame, and based on the calculated level of the end certainty An acceleration suppression device for a vehicle characterized by calculating a parking frame certainty factor.
The acceleration suppression device for a vehicle according to claim 1, wherein the parking frame certainty factor calculation unit calculates the parking frame certainty factor at a higher level as the end certainty factor is higher.
3. The vehicle acceleration suppression device according to claim 1, wherein the parking frame certainty calculation unit corrects the calculation condition of the parking frame certainty based on the calculated level of the end certainty. .
The said parking frame reliability calculation part eases the said calculation condition so that the said parking frame reliability of a high level is calculated, so that the level of the said edge part reliability is high. Vehicle acceleration suppression device.
The parking frame certainty calculation unit
It includes a plurality of end shape patterns classified based on the shape of the end of the parking frame, and is referred when determining whether the image includes any one of the plurality of end shape patterns. An edge determination pattern map to be
Defining a correspondence relationship between the plurality of edge shape patterns and the level of the edge reliability, and having an edge reliability level calculation map referred to when calculating the level of the edge reliability. The vehicle acceleration suppression device according to claim 1, wherein the vehicle acceleration suppression device is a vehicle acceleration suppression device.
The parking frame certainty calculation unit has a plurality of end certainty level calculation maps in which the correspondence is varied according to the number of lines extending from one end of the parking frame in the traveling direction. The vehicle acceleration suppression device according to claim 5, wherein
The end certainty level calculation map is characterized in that the end certainty factor having a low level is associated with the end shape pattern having the same shape as the end shape of a line used for a public road. The acceleration suppression apparatus for vehicles as described in 5 or 6.
When the edge shape included in the image is not any of the plurality of edge shape patterns, the parking frame certainty factor calculation unit, based on the plurality of edge shape patterns included in the image, The vehicle acceleration suppression device according to any one of claims 4 to 6, wherein an end shape is corrected to be one end shape pattern of the plurality of end shape patterns. .
A vehicle acceleration suppression method that suppresses and controls the driving force by suppressing an acceleration command value for accelerating the host vehicle in accordance with an operation amount of a driving force indicating operator that is operated by a driver to instruct the driving force. And
Detecting a driving force operation amount that is an operation amount of the driving force indicating operator;
Recognizing the environment around the vehicle,
Calculating an end certainty factor indicating a degree of certainty that an image based on the recognized environment includes an image of an end portion of the parking frame in the traveling direction of the host vehicle;
Based on the calculated level of the end certainty, a parking frame certainty factor indicating the degree of certainty that the parking frame exists in the traveling direction of the host vehicle,
A vehicle acceleration suppression method, comprising: suppressing acceleration of the host vehicle controlled according to the detected driving force operation amount based on the calculated parking frame certainty factor.