WO2016038643A1 - Vehicular parking assisting system and vehicular parking assisting method - Google Patents

Abstract

The present invention is provided with a pivot turning device (11) that is capable of performing a pivot turn that pivots a vehicle about a preset, single point on an inner side of a vehicle body in plan view. Furthermore, a first pivot turn point (Pe) for performing a pivot turn is set, and a route area that allows a host vehicle to reach the first pivot turn point (Pe) is set before the host vehicle enters the parallel parking area (Ap). The first pivot turn point (Pe) is a point that enables the front-rear direction of the vehicle body to coincide with the longitudinal direction of the parallel parking area (Ap) when a pivot turn is performed. Furthermore, in the circular orbit of the pivot turn pivoting about the first pivot turn point (Pe), an angular range (θ) which enables the host vehicle to enter the parallel parking area (Ap) without interfering with an obstacle is set as the route area.

Description

Vehicle parking assistance device and vehicle parking assistance method

The present invention relates to a vehicle parking assistance device and a vehicle parking assistance method.

∙ Hydraulic excavators and tanks with crawlers can change the direction of the vehicle body on the spot by rotating the left and right crawlers in opposite directions, which is called “revolution turning” or “pivot turn”. If the vehicle is a vehicle that can steer all four wheels individually, the turning center can be arbitrarily determined, and thus a movement like a belief turning can be realized. As an example of such four-wheel steering, in the prior art described in Patent Document 1, whether or not the vehicle can be parked by turning around a predetermined base point when the front end of the vehicle enters the parking area. And the driver is informed of the determination result.

JP 2009-101774 A

However, if it is determined that the vehicle cannot be parked only by determining whether or not the vehicle can be parked after the front end of the vehicle has entered the parking area, the parking area must be re-entered and parking assistance There was room for improvement.
The subject of this invention is performing more suitable parking assistance.

The vehicle parking assistance apparatus according to an aspect of the present invention includes a belief turning device that turns the vehicle around a predetermined point of the vehicle in plan view. And the 1st belief turning point which performs a belief turn is set, and the path | route which can reach the 1st belief turning point is set before the own vehicle approachs a parking area.

According to the present invention, it is possible to set a route area that can reach the first belief turning point before the host vehicle enters the parking area. Accordingly, it is possible to suppress a situation in which parking cannot be performed after entering the parking area and entry must be performed again. Therefore, more appropriate parking assistance can be performed as compared with the case where it is determined whether or not parking is possible after entering the parking area.

It is a figure which shows the structure of the belief turning apparatus. It is a figure which shows raising / lowering of auxiliary wheel 13L and 13R. It is a figure which shows the structure of the raising / lowering mechanism 23L. 2 is a diagram illustrating a configuration of a brake actuator 22. FIG. It is a figure which shows the operation | movement of a faith turn. It is a figure which shows the path | route of a belief turn. It is a figure which shows the structure of the parking assistance apparatus 71 for vehicles. FIG. 6 is a diagram illustrating an arrangement example of a radar device 74. It is a figure which shows an example of parallel parking. It is a flowchart which shows a parking assistance process. It is a figure which shows the example of arrangement | positioning of a camera. It is a figure which shows angle range (theta) when the width | variety of the channel | path 81 is narrow. It is a figure which shows the four-wheel steering vehicle in which a belief turn is possible. It is a figure which shows the structure of the parking assistance apparatus 71 for vehicles in 2nd Embodiment. It is a figure which shows the 2nd belief turning point Pm. It is a flowchart which shows a parking assistance process. It is a figure which shows the structure of the parking assistance apparatus 71 for vehicles. It is a figure which shows an example of the parallel parking by reverse. It is a flowchart which shows a parking assistance process. It is a figure which shows the case where the width | variety of the channel | path 81 is narrow. It is a figure which shows an example of the parallel parking by advancing. It is a figure which shows the end point of the vehicle body four corners in a plane coordinate. It is a flowchart which shows a parking direction switching process.

<< First Embodiment >>
"Constitution"
1st Embodiment sets the route area | region which can reach | attain a 1st belief turning point, and guides a driver | operator so that parallel parking can be performed by one belief turning. Parallel parking refers to parking in a state where the front-rear direction of the host vehicle and the longitudinal direction of the parking area are substantially parallel. In addition, not only when the driver is driving, even if there is no human driving operation, the surrounding environment is recognized by the radar or camera mounted on the vehicle, and the vehicle system is the main autonomously It can also be applied to technology for parking (automatic parking).

Here, a description will be given by taking as an example a configuration in which a front wheel is a driving wheel and a rear wheel is a driven wheel, and the vehicle is pivoted around the ground center point of the right front wheel.
The structure of the trust turning device 11 will be described with reference to FIG.
The trust turning device 11 includes front wheels 12FL and 12FR, rear wheels 12RL and 12RR, auxiliary wheels 13L and 13R, an engine 14, wheel cylinders 21FL and 21FR, a brake actuator 22, lift mechanisms 23L and 23R, A mechanism control circuit 24 and a controller 25 are provided.

The driving force of the engine 14 is transmitted to the front wheels 12FL and 12FR via the transmission 15 and the differential gear 16 in this order. The differential gear 16 allows a difference in rotation between the left and right wheels. The front wheels 12FL and 12FR are also steered wheels that are steered by a steering mechanism.
The front wheels 12FL and 12FR and the rear wheels 12RL and 12RR are provided with wheel cylinders 21FL and 21FR and 21RL and 21RR, respectively, for generating a braking force, and an individual braking force is generated by the hydraulic pressure of each wheel cylinder. . The braking force of each of the wheel cylinders 21FL to 21RR is controlled by the controller 25 via the brake actuator 22.

The auxiliary wheels 13L and 13R are provided in the vicinity of the rear wheels 12RL and 12RR, respectively, specifically on the rear side of the rear wheel axle and on the inner side of the rear wheels 12RL and 12RR. The arrangement of the auxiliary wheels 13L and 13R needs to be on the rear side of the center of gravity of the vehicle body, and is preferably as close to the rear wheel axle as possible and on the outer side in the vehicle width direction. Further, the auxiliary wheels 13L and 13R are supported so that the axial direction thereof is directed toward the ground contact point of the right front wheel 12FR.
The auxiliary wheels 13L and 13R can be moved up and down by the lifting mechanisms 23L and 23R, respectively. The elevating mechanisms 23L and 23R are controlled by the controller 25 via the elevating mechanism control circuit 24.

The raising and lowering of the auxiliary wheels 13L and 13R will be described with reference to FIG.
(A) in a figure shows the state which stored auxiliary wheel 13L and 13R. Here, the auxiliary wheels 13L and 13R are raised to a predetermined position, so that the auxiliary wheels 13L and 13R are not grounded. That is, the four wheels of the front wheels 12FL and 12FR and the rear wheels 12RL and 12RR are in a grounded state. The ascending position at this time is set as the storage position.
(B) in the figure shows a state in which the rear side of the vehicle body is lifted by lowering the auxiliary wheels 13L and 13R. Here, the auxiliary wheels 13L and 13R are lowered to a predetermined position with respect to the vehicle body, the auxiliary wheels 13L and 13R are grounded, and the rear wheels 12RL and 12RR are ungrounded. That is, the front wheels 12FL and 12FR and the auxiliary wheels 13L and 13R are in a grounded state. The lowered position at this time is defined as a lifted position.

The structure of the lifting mechanism 23L will be described with reference to FIG.
Here, the structure of the elevating mechanism 23L located on the left side will be described, but the same applies to the structure of the elevating mechanism 23R located on the right side, and detailed description thereof will be omitted. (A) in a figure shows the state which stored auxiliary wheel 13L and 13R. (B) in the figure shows a state in which the rear side of the vehicle body is lifted by lowering the auxiliary wheels 13L and 13R.
The rear wheel 12RL is rotatably supported by the wheel support member 31. The wheel support member 31 is supported by the vehicle body 33 via the suspension mechanism 32.
The suspension mechanism 32 includes a lower link 34, an upper link 35, and a shock absorber 36.

The lower link 34 extends substantially in the vehicle width direction, one end on the outer side in the vehicle width direction is connected to the lower portion of the wheel support member 31 via a bush, and the other end on the inner side in the vehicle width direction is rocked via the bush. The vehicle body 33 is movably connected. The upper link 35 extends substantially in the vehicle width direction and is disposed above the lower link 34. One end on the outer side in the vehicle width direction is connected to the upper portion of the wheel support member 31 via a bush so as to be able to swing in the vehicle width direction. The other end on the inside is connected to the vehicle body 33 via a bush so as to be swingable. The shock absorber 36 extends substantially in the vertical direction, and has a lower end connected to the lower link 34 through a bush so as to be swingable, and an upper end connected to the vehicle body 33 through a bush.

The lifting mechanism 23L includes an auxiliary wheel support member 41, a wheel side link member 42, a vehicle body side link member 43, and a linear motion link member 44.
The auxiliary wheel support member 41 rotatably supports the auxiliary wheel 13L.
One end of the wheel side link member 42 is swingably connected to the wheel support member 31 and the other end is swingably connected to the auxiliary wheel support member 41.
One end of the vehicle body side link member 43 is connected to the auxiliary wheel support member 41 so as to be swingable, and the other end is connected to the vehicle body 33 so as to be swingable.

The linear motion link member 44 includes a linear motion motor, and includes a rod member 44a and a motor main body 44b that moves the rod member 44a in the axial direction by converting the rotational motion into a linear motion. Therefore, when the rod member 44a is advanced to a predetermined position with respect to the motor main body 44b, the linear motion link member 44 extends. Further, when the rod member 44a is retracted to a predetermined position with respect to the motor main body 44b, the linear motion link member 44 contracts. The linear link member 44 is connected to the auxiliary wheel support member 41 so that the distal end of the rod member 44a can swing, and is connected to the vehicle body 33 so that the base end of the motor main body 44b can swing.

In the auxiliary wheel support member 41, the connection point with the wheel side link member 42 is 45, the connection point with the vehicle body side link member 43 is 46, and the connection point with the linear motion link member 44 is 47. Then, in a state where the auxiliary wheel 13L is in the retracted position and the linear motion link member 44 is extended, the connection point 46 is positioned on the outer side in the vehicle width direction above the connection point 45 and is connected to the connection point 46. The point 47 is positioned outside the upper vehicle width direction. As a result, when the linear link member 44 is contracted, the auxiliary wheel support member 41 is rotated about the connection point 46, and the auxiliary wheel 13 </ b> L is lowered with respect to the vehicle body 33 by this rotation. Then, after the auxiliary wheel 13L is grounded, the force that pushes down the auxiliary wheel 13L acts as a reaction force and lifts the vehicle body 33 against the ground.
The controller 25 detects the motor rotation angle and the motor current value in the linear motion link member 44, and controls the position of the rod member 44a with respect to the motor main body 44b via the lifting mechanism control circuit 24, whereby the auxiliary wheels 13L and 13R. Is controlled to either the storage position or the lifting position.
The above is the description of the lifting mechanism 23L.

Next, the brake actuator 22 will be described.
The brake actuator 22 includes a hydraulic circuit used for, for example, anti-skid control (ABS), traction control (TCS), stability control (VDC: Vehicle Dynamics Control), and the like.
The configuration of the brake actuator 22 will be described with reference to FIG.
The brake actuator 22 is interposed between the master cylinder 26 and each wheel cylinder 21FL to 21RR. The master cylinder 26 is a tandem type that produces two systems of hydraulic pressure according to the driver's pedaling force, and transmits the primary side to the front left and rear right wheel cylinders 21FL and 21RR, and the secondary side to the right front wheel and The diagonal split system is used to transmit to the left rear wheel cylinders 21FR and 21RL.

Each wheel cylinder 21FL to 21RR is built in a disc brake that generates a braking force by pressing the disc rotor with a brake pad, or a drum brake that generates a braking force by pressing a brake shoe against the inner peripheral surface of the brake drum. is there.
The primary side includes a first gate valve 61A, an inlet valve 62FL (62RR), an accumulator 63, an outlet valve 64FL (64RR), a second gate valve 65A, a pump 66, and a damper chamber 67.

The first gate valve 61A is a normally open valve that can close the flow path between the master cylinder 26 and the wheel cylinder 21FL (21RR). The inlet valve 62FL (62RR) is a normally open valve that can close the flow path between the first gate valve 61A and the wheel cylinder 21FL (21RR). The accumulator 63 is communicated between the wheel cylinder 21FL (21RR) and the inlet valve 62FL (62RR). The outlet valve 64FL (64RR) is a normally closed valve that can open a flow path between the wheel cylinder 21FL (21RR) and the accumulator 63.

The second gate valve 65A is a normally closed valve that can open a flow path that communicates between the master cylinder 26 and the first gate valve 61A and between the accumulator 63 and the outlet valve 64FL (64RR). The pump 66 communicates the suction side between the accumulator 63 and the outlet valve 64FL (64RR), and communicates the discharge side between the first gate valve 61A and the inlet valve 62FL (62RR). The damper chamber 67 is provided on the discharge side of the pump 66, suppresses pulsation of the discharged brake fluid, and weakens pedal vibration.

Similarly to the primary side, the secondary side also has a first gate valve 61B, an inlet valve 62FR (62RL), an accumulator 63, an outlet valve 64FR (64RL), a second gate valve 65B, a pump 66, A damper chamber 67.
The first gate valves 61A and 61B, the inlet valves 62FL to 62RR, the outlet valves 64FL to 64RR, and the second gate valves 65A and 65B are two-port, two-position switching, single solenoid, and spring offset type electromagnetic operations, respectively. It is a valve. The first gate valves 61A and 61B and the inlet valves 62FL to 62RR open the flow path at the non-excited normal position, and the outlet valves 64FL to 64RR and the second gate valves 65A and 65B are at the non-excited normal position. The flow path is closed.

The accumulator 63 is a spring-type accumulator in which a compression spring faces the piston of the cylinder.
The pump 66 is a positive displacement pump such as a gear pump or a piston pump that can ensure a substantially constant discharge amount regardless of the load pressure.
With the above configuration, the primary side will be described as an example. When the first gate valve 61A, the inlet valve 62FL (62RR), the outlet valve 64FL (64RR), and the second gate valve 65A are all in the non-excited normal position. Then, the hydraulic pressure from the master cylinder 26 is transmitted as it is to the wheel cylinder 21FL (21RR) and becomes a normal brake.

Further, even when the brake pedal is not operated, the first gate valve 61A is excited and closed while the inlet valve 62FL (62RR) and the outlet valve 64FL (64RR) are in the non-excited normal position. The second gate valve 65A is excited and opened, and the pump 66 is further driven to suck the hydraulic pressure in the master cylinder 26 through the second gate valve 65A and discharge the hydraulic pressure to the inlet valve 62FL (62RR). ) To the wheel cylinder 21FL (21RR) to increase the pressure.

When the first gate valve 61A, the outlet valve 64FL (64RR), and the second gate valve 65A are in the non-excited normal position, when the inlet valve 62FL (62RR) is excited and closed, the wheel cylinder 21FL (21RR) ) To the master cylinder 26 and the accumulator 63 are blocked, and the hydraulic pressure of the wheel cylinder 21FL (21RR) is maintained.
Further, when the first gate valve 61A and the second gate valve 65A are in the non-excited normal position, the inlet valve 62FL (62RR) is excited and closed, and the outlet valve 64FL (64RR) is excited and opened. The hydraulic pressure in the wheel cylinder 21FL (21RR) flows into the accumulator 63 and is reduced. The hydraulic pressure flowing into the accumulator 63 is sucked by the pump 66 and returned to the master cylinder 26.

Also on the secondary side, the normal braking, pressure increasing, holding, and pressure reducing operations are the same as the operations on the primary side, and detailed description thereof will be omitted.
The controller 25 controls the driving of the first gate valves 61A and 61B, the inlet valves 62FL to 62RR, the outlet valves 64FL to 64RR, the second gate valves 65A and 65B, and the pump 66, thereby controlling each wheel cylinder 21FL. Increase, hold, and reduce the hydraulic pressure up to 21RR.
The above is the description of the brake actuator 22.

Next, the operation of turning the belief will be described.
The belief turning operation will be described with reference to FIG.
When the vehicle is stopped and the shift position is in the neutral (N) or parking (P) state, and there is a pivot turn request, the controller 25 sends the linear motion link member 44 via the lifting mechanism control circuit 24. Shrink. As a result, the auxiliary wheels 13L and 13R descend from the retracted position and are displaced to the lifted position, so that the front wheels 12FL and 12FR and the auxiliary wheels 13L and 13R are in a grounded state. Here, the front wheels 12FL and 12FR in the grounded state and the auxiliary wheels 13L and 13R are indicated by solid lines, and the rear wheels 12RL and 12RR in the non-grounded state are indicated by dotted lines.

Then, the controller 25 increases only the wheel cylinder 21FR of the right front wheel 12FR through the brake actuator 22 to a predetermined hydraulic pressure. The hydraulic pressure at this time is set to a value that can prevent the rotation of the right front wheel 12FR even if the driving force is transmitted to the right front wheel 12FR. The hydraulic pressure of the master cylinder 26 is transmitted to the wheel cylinders other than the right front wheel 12FR, that is, the left front wheel 12FL, the left rear wheel 12RL, and the right rear wheel 12RR, thereby enabling normal braking operation.

In this state, when the shift position is set to drive (D) or back (R) and the driving force is transmitted to the front wheels 12FL and 12FR, the rotation of the right front wheel 12FR is suppressed by the braking force. Is acceptable. Due to the driving force difference (rotational difference) between the left and right wheels, a moment centering on the ground contact center point Pfr of the right front wheel 12FR acts on the vehicle, and a conviction turn is performed. That is, if the left front wheel 12FL is moved forward, the corner turns clockwise in plan view, and if the left front wheel 12FL is moved backward, the corner turns counterclockwise in plan view. Since each of the auxiliary wheels 13L and 13R is arranged so that the axial direction is directed to the grounding center point Pfr of the right front wheel 12FR, smooth turning around the grounding center point Pfr of the right front wheel 12FR is realized. The
FIG. 6 shows the trajectory of the belief turn in plan view.

Next, the structure of the vehicle parking assistance apparatus 71 is demonstrated based on FIG.
The vehicle parking assistance device 71 includes a wheel speed sensor 72, a shift sensor 73, a radar device 74, a controller 25, a notification unit 75, and a belief turning device 11.
The wheel speed sensor 72 detects wheel speeds Vw _FL to Vw _RR of each wheel. The wheel speed sensor 72 includes, for example, a sensor rotor that rotates together with a wheel and has a protrusion (gear pulser) formed on the circumference thereof, and a detection circuit that includes a pickup coil provided to face the protrusion of the sensor rotor. Prepare. The change in magnetic flux density accompanying the rotation of the sensor rotor is converted into a voltage signal by the pickup coil and output to the controller 25. The controller 25 determines the wheel speeds Vw _FL to Vw _RR from the input voltage signal, and calculates, for example, the average wheel speed value of the non-driven wheels (driven wheels) or the average wheel speed value of all the wheels as the vehicle speed.

The shift sensor 73 detects the shift position of the transmission 15. The shift sensor 73 includes a plurality of hall elements, for example, and outputs respective ON / OFF signals to the controller 25. The controller 25 determines the shift position from the input ON / OFF signal combination.
Radar devices 74 are provided at a total of four locations on the vehicle body: front, rear, left side, and right side. The radar device 74 is composed of, for example, a millimeter wave radar or an LRF (Laser Range Finder), outputs an irradiation wave, and inputs a reflected wave thereof, whereby a distance to a forward object around the host vehicle, a relative speed, and The direction is detected, and each detected data is output to the controller 25.

Millimeter-wave radar detects the distance and relative velocity according to the frequency difference due to the Doppler effect by using, for example, the FM-CW (Frequency Modulation-Continuous Wave) method. As for the azimuth, for example, the DBF (Digital Beam Forming) method is used, and the azimuth is detected according to the phase difference of the reflected waves received by a plurality of channels. The LRF performs a two-dimensional scan by rotating a polygon mirror serving as a deflector. As for the distance and the relative speed, the distance and the relative speed are detected according to the time from when the laser beam is irradiated until the reflected light is received. As for the azimuth, the azimuth is detected according to the rotation angle of the polygon mirror.

When distinguishing the four radar devices 74, the radar device provided at the front of the vehicle body is a front radar device 74F, the radar device provided at the rear of the vehicle body is a rear radar device 74R, and is provided on the left side of the vehicle body. The radar device is a left side radar device 74SL, and the radar device provided on the right side of the vehicle body is a right side radar device 74SR.
An example of the arrangement of the radar device 74 will be described with reference to FIG.
The front radar device 74F is provided, for example, on the front grille, and detects a distance, a relative speed, and an azimuth to a front object that exists mainly in front of the vehicle body. The rear radar device 74R is provided, for example, in a rear bumper, and detects a distance, a relative speed, and a direction to a rear object that mainly exists behind the vehicle body. The left side radar device 74SL is provided, for example, in a rear fender on the left side, and detects a distance, a relative speed, and a direction to a side object that exists mainly on the left side of the vehicle body. The right side radar device 74SR is provided, for example, in a rear fender on the right side, and detects a distance, a relative speed, and a direction to a side object that exists mainly on the right side of the vehicle body. Each radar device 74 has a detection angle of, for example, about 150 degrees in the horizontal direction, and a detection distance of, for example, about 100 m.

The controller 25 includes, for example, a microcomputer, and includes a first belief turning point setting unit 76, a route region setting unit 77, and a belief turning control unit 78.
Processing in the first belief turning point setting unit 76, the route area setting unit 77, and the belief turning control unit 78 will be described with reference to FIG.
Here, an example of parallel parking is shown. The host vehicle VH is located on the passage 81 that is in contact with the parallel parking area Ap, and the parallel parking area Ap is located diagonally to the right of the host vehicle VH. The initial position of the host vehicle VH is indicated by a frame Fb slightly larger than the vehicle body size. Here, for the sake of convenience, of the quadrangle, two corners corresponding to the front side of the vehicle body are cut out. The parallel parking area Ap is substantially rectangular, and the posture of the host vehicle VH is such that the longitudinal direction of the vehicle body is substantially parallel to the longitudinal direction of the parallel parking area Ap.

In the parallel parking area Ap, only one of the four sides in contact with the passage 81 is opened, and the other three sides are surrounded by a structure. Of these three sides, the back side structure is 82, the right side structure is 83, and the near side structure is 84 as viewed from the host vehicle VH. Further, there is a structure 85 extending along the path 81 and connected to the structure 84 on the front side at the path end on the side of the parallel parking area Ap in the width direction of the path 81. A portion where the structure 84 and the structure 85 are connected is referred to as a corner portion 86. Further, there is a structure 87 extending along the passage 81 at the end of the passage opposite to the parallel parking area Ap in the width direction of the passage 81. The structure is, for example, a wall, a guard rail, a fence, a fence, a curb, or the like, but can be applied to any obstacle such as another parked vehicle, implantation, bank, or the like.

If the first belief turning point setting unit 76 makes a belief turn by causing a part of the host vehicle VH to enter the tandem parking area Ap from the front side, the longitudinal direction of the tandem parking area Ap Is set as the first belief turning point Pe. The first belief turning point Pe is a target point for reaching the ground contact center point Pfr of the right front wheel 12FR, is separated from the rear structure 82 by a predetermined distance x1, and is preliminarily separated from the right structure 83. It is assumed that the point is separated by a predetermined distance y1. Here, a position where the vehicle body longitudinal direction of the host vehicle coincides with the longitudinal direction of the parallel parking area Ap is indicated by a frame Fe. The distance x1 is determined according to the distance from the ground contact center point Pfr of the right front wheel 12FR to the left side surface of the vehicle body, and the distance y1 is determined according to the distance (front overhang) from the ground contact center point Pfr to the vehicle body front end surface. The In any case, the distance that should be secured at least to prevent the own vehicle from interfering with the structure 82 and the structure 83 when performing a pivot turn.

The route area setting unit 77 sets a route area that can reach the first belief turning point Pe before the host vehicle enters the parallel parking area Ap. The route area that can reach the first belief turning point Pe means that the belief turning center of the host vehicle, that is, the ground contact center point Pfr of the right front wheel 12FR is accurately aligned with the first belief turning point Pe. It is a possible route area. Specifically, among the circular trajectories when turning at the first belief turning point Pe, the angle range θ in which the host vehicle can enter the parallel parking area Ap while avoiding interference with an obstacle. Is set as a route area. Here, the limit line L1 when the host vehicle VH enters the parallel parking area Ap at the shallowest angle and the limit line L2 when the vehicle VH enters at the deepest angle (90 degrees) are set. An angle formed by the lines L1 and L2 is set as an angle range θ.

The limit line L1 is an angular position where the extension line of the right side surface of the vehicle body is closest to the corner 86 and does not interfere with the corner 86 in the circular orbit when performing the pivot at the first pivot point Pe. is there. The limit line L2 is an angular position at which the left side surface of the vehicle body is parallel to the structure 82 in the circular orbit when the belief is turned at the first belief turning point Pe. In the angle range θ, one limit position according to the limit line L1 is indicated by a frame F1, and the other limit position according to the limit line L2 is indicated by a frame F2. Therefore, the range from the limit position of the frame F1 along the limit line L1 to the limit position of the frame F2 along the limit line L2 is set as a route region that can reach the first belief turning point Pe.

The frame F2, which is the limit position along the limit line L2, is in a positional relationship in which the host vehicle is substantially orthogonal to the parallel parking area Ap. Therefore, the host vehicle that has passed through the passage 81 passes the front wheels 12FL and 12FR. It steers and enters. Therefore, a trajectory in which the host vehicle turns at the maximum turning angle δmax (minimum turning radius) and reaches the frame F2 is set as a route region limit line Lrr. The limit line Lrr is, for example, the trajectory of the ground contact center point Prr of the right rear wheel 12RR. Here, a position at which the vehicle can turn at a right angle and reach the frame F2 by turning at the maximum turning angle δmax regardless of the belief turn is indicated by a frame Fs. Even if the turning angle remains substantially 0, the vehicle moves forward beyond this frame Fs, and after that, even if the turning is started and the vehicle is turned at the maximum turning angle δmax, the frame F2, which is the limit position, can be reached. Can not. In this case, it is necessary to start turning before the frame Fs is exceeded.

The belief turning control unit 78 is in a state where the host vehicle VH has entered the parallel parking area Ap by advancing and the ground center point Pfr of the right front wheel 12FR has reached the first belief turning point Pe. Make sure you are in neutral (N) or parking (P). Then, the auxiliary wheels 13L and 13R are lowered from the retracted position to the lowered position via the lifting mechanism control circuit 24, and braking force is generated on the right front wheel 12FR via the brake actuator 22. Then, when it is confirmed that the shift position is in the back (R), the driving force is transmitted from the engine 14 to the front wheels 12FL and 12FR, thereby counterclockwise in plan view around the grounding center point Pfr of the right front wheel 12FR. Make a decisive turn.

Then, it is confirmed that the shift position is in the neutral (N) or parking (P) state when the host vehicle VH has reached the frame Fe. Then, the braking force of the right front wheel 12FR is released via the brake actuator 22, and the auxiliary wheels 13L and 13R are raised from the lowered position to the retracted position via the lifting mechanism control circuit 24, thereby completing the parallel parking.
Here, the steering operation, the shift operation, and the accelerator operation are assumed to be performed by the driver, but may be autonomously performed mainly by the vehicle system.

Further, although the belief turn is performed around the ground contact center point Pfr of the right front wheel 12FR, the invention is not limited to this, and the belief turn may be performed around the contact point of the left front wheel 12FL. In this case, the auxiliary wheels 13L and 13R may be supported so that the axial direction thereof is directed to the ground contact point of the left front wheel 12FL. Then, the auxiliary wheels 13L and 13R are lowered from the retracted position to the lowered position, and a braking force is generated on the left front wheel 12FL, and then the driving force is transmitted to the front wheels 12FL and 12FR, whereby the ground point of the left front wheel 12FL is set. Turn the center around the center. Thus, in the case of a belief turn centered on the ground contact point of the left front wheel 12FL, if the right front wheel 12FR is advanced, the belief turns counterclockwise in plan view and the right front wheel 12FR is moved backward. Turn the creed clockwise in plan view.

Further, the front wheels 12FL and 12FR are not limited to pivoting around one of the left and right wheels, and the rear wheels 12RL and 12RR are pivoting around one of the left and right wheels. May be. In this case, in a rear wheel drive vehicle in which the rear wheels 12RL and 12RR are driving wheels and the front wheels 12FL and 12FR are driven wheels, the auxiliary wheels 13L and 13R need to be provided on the front wheels 12FL and 12FR side. Then, if a pivot turn is performed around the ground contact point of the right rear wheel 12RR, the auxiliary wheels 13L and 13R are supported so that the axial direction is directed to the ground contact point of the right rear wheel 12RR, respectively. In addition, if the pivot is performed around the ground contact point of the left rear wheel 12RL, the auxiliary wheels 13L and 13R are supported so that the axial direction is directed to the ground contact point of the left rear wheel 12RL, respectively.

The notification unit 75 notifies the driver of the operation guidance until the completion of the parallel parking according to the set first belief turning point Pe and the route area by at least one of voice and display. In the case of voice notification, for example, a speaker is used to prompt the vehicle to move forward diagonally to the right, to guide the steering operation amount so as not to deviate from the route area, to prompt the switch of the shift position, Accelerate the accelerator operation. In the case of notification by display, a display is used, for example, the first belief turning point Pe and the route area are displayed on an overhead image, and various operations required are guided.

Next, parking support processing executed by the controller 25 will be described with reference to FIG. This parking support process is executed every predetermined time (for example, 10 msec) when a parallel parking support request is output by, for example, a driver's switch operation.
In step S101, the radar device 74 recognizes the surrounding environment of the host vehicle, such as the presence or absence of an obstacle and the distance and direction when there is an obstacle.
In subsequent step S102, the relative position and posture of the host vehicle with respect to the surrounding environment are detected.

In subsequent step S103, a parallel parking area Ap is set.
In a succeeding step S104, it is determined whether or not there is a parallel parking area Ap in which parallel parking is possible due to the belief turning. Here, when there is no parallel parking area Ap in which parallel parking is possible, or when there is no space that can be pivoted, the process proceeds to step S105. On the other hand, when there is a parallel parking area Ap and there is a space where the turn can be performed, the process proceeds to step S106.
In step S105, guidance to stop parking assistance is given, and then the process returns to the predetermined main program.

Step S106 corresponds to the process of the belief turning point setting unit 76, and sets the first belief turning point Pe.
In the subsequent step S107, the limit line L1 when the host vehicle enters at the shallowest angle with respect to the parallel parking area Ap is set in the circular orbit when performing the pivot at the first pivot point Pe. To do.
In the subsequent step S108, it is determined whether or not the vehicle can turn at the maximum turning angle δmax (minimum turning radius) from the current position and connect to the limit line L1. Here, when the maximum turning angle δmax can be connected, it is determined that the set limit line L1 can be maintained as it is, and the process proceeds to step S110. On the other hand, when the maximum turning angle δmax cannot be connected, it is determined that the set limit line L1 needs to be corrected, and the process proceeds to step S109.
In step S109, the angle of the limit line L1 is increased so that the approach angle to the parallel parking area Ap is deepened by a predetermined angle (for example, several degrees), and then the process proceeds to step S108 again.

In the subsequent step S110, the limit at which the host vehicle enters at the deepest angle (90 degrees) with respect to the parallel parking area Ap among the circular trajectories when performing the pivot at the first pivot point Pe. Set the line L2.
In the subsequent step S111, it is determined whether or not the vehicle can turn at the maximum turning angle δmax (minimum turning radius) from the current position and connect to the limit line L2. Here, when the maximum turning angle δmax can be connected, it is determined that the set limit line L2 can be maintained as it is, and the process proceeds to step S113. On the other hand, when the maximum turning angle δmax cannot be connected, it is determined that the set limit line L2 needs to be corrected, and the process proceeds to step S112.
In step S112, after the angle of the limit line L2 is reduced so that the approach angle to the parallel parking area Ap becomes shallow by a predetermined angle (for example, several degrees), the process proceeds to step S111 again.

In the subsequent step S113, the angle formed by the limit lines L1 and L2 is set as the angle range θ.
In the subsequent step S114, the trajectory in which the host vehicle turns at the maximum turning angle δmax (minimum turning radius) and is connected to the limit line L2 is set as the limit line Lrr of the route region.
The processing of steps S107 to S114 described above corresponds to the processing of the route area setting unit 77.
The subsequent step S115 corresponds to the processing of the notification unit 75, and notifies the driver of the first belief turning point Pe, the angle range θ, and the limit line Lrr, and starts guidance of necessary operations. Return to the predetermined main program.

<Action>
Next, the operation of the first embodiment will be described.
When it is determined that the vehicle cannot be parked only by determining whether the vehicle can be parked after entering the parallel parking area Ap, the parking area must be re-entered. There was room for improvement.
Therefore, if a part of the host vehicle enters the parallel parking area Ap and makes a belief turn, a point where the longitudinal direction of the parallel parking area Ap can be matched with the longitudinal direction of the vehicle body of the host vehicle is set as the first signal. Set as the ground turning point Pe. Moreover, before the own vehicle enters the parallel parking area Ap, a route area that can reach the first belief turning point Pe is set. That is, a route region is set that allows the ground contact center point Pfr of the right front wheel 12FR to be accurately aligned with the first belief turning point Pe. Accordingly, it is possible to suppress a situation in which parking cannot be performed after entering the parallel parking area Ap and the entry must be performed again. That is, more appropriate parking assistance can be performed as compared with the case where it is determined whether or not parking is possible after entering the parallel parking area Ap.

An example of parallel parking will be described with reference to FIG.
The host vehicle VH is stopped at a position where the parallel parking area Ap can be seen obliquely forward and to the right, and this initial position is indicated by a frame Fb. At this time, when a parallel parking request is output by the driver's switch operation, the radar device 74 recognizes the surrounding environment of the host vehicle, such as the presence or absence of an obstacle, the distance and direction when there is an obstacle ( Step S101). At this initial position, a part of the front side parking area Ap, that is, a part on the side where the structure 84 is present may be a blind spot of the radar device 74, but it is assumed that most of the parallel parking area Ap can be detected.

If the surrounding environment is recognized in this way, the relative position and posture of the host vehicle VH are detected (step S102), and the parallel parking area Ap is set (step S103). At this time, it is desirable to ask the driver whether or not the set parallel parking area Ap can be confirmed and to confirm or reset. In addition, when there is no parallel parking area Ap in which parallel parking is possible due to the turn of the belief (the determination in step S104 is “No”), it is instructed to stop the parking support (step S105). Here, it is assumed that there is a parallel parking area Ap that can be parked in parallel by turning around the ground (the determination in step S104 is “Yes”).

Then, if a part of the host vehicle enters the parallel parking area Ap and performs a belief turn, a point at which the parallel parking can be completed is set as the first belief turn point Pe (step S106). Here, it is assumed that the point is a predetermined distance x1 away from the rear structure 82 and a predetermined distance y1 away from the right structure 83. That is, although it is front-justified and right-justified, it may be adjusted according to the length in the longitudinal direction or the length in the short direction (width direction) of the parallel parking area Ap. For example, the first belief turning point Pe may be set such that the position when the parallel parking is completed is located at the center of the parallel parking area Ap. Further, it is desirable to ask the driver whether or not the set first belief turning point Pe can be confirmed and to confirm or reset the driver.

And the limit line L1 when the own vehicle VH approachs at the shallowest angle with respect to the parallel parking area | region Ap is set among the circular orbits at the time of making a belief turn at the 1st belief turning point Pe ( Step S107). The limit line L1 is a position where the extension line on the right side of the vehicle body is closest to the corner 86 and does not interfere with the corner 86 in the circular trajectory when performing the pivot at the first pivot point Pe. . When the host vehicle cannot turn to the limit line L1 by turning at the maximum turning angle δmax (minimum turning radius) from the current position without relying on the belief turn, the limit line L1 is corrected to the connectable angle (step S108, S109).

Also, a limit line L2 is set for entering at the deepest angle (90 degrees) among the circular trajectories when performing a bend turn at the first bend turn point Pe (step S110). The limit line L <b> 2 is a position where the left side surface of the vehicle body is parallel to the structure 82 in the circular orbit when the belief is turned at the first belief turning point Pe. If the vehicle cannot turn to the limit line L2 by turning at the maximum turning angle δmax (minimum turning radius) from the current position without relying on the belief turn, the limit line L2 is corrected to the connectable angle (step S111, S112). Then, the angle formed by these limit lines L1 and L2 is set as the angle range θ (step S113).

Further, since the frame F2, which is the limit position along the limit line L2, has a positional relationship in which the host vehicle is substantially orthogonal to the parallel parking area Ap, the host vehicle that has passed through the passage 81 passes the front wheels 12FL and 12FR. It steers and enters. Therefore, the trajectory in which the host vehicle turns at the maximum turning angle δmax (minimum turning radius) and reaches the frame F2 is set as the limit line Lrr of the route region (step S114). The limit line Lrr is, for example, the track of the ground contact center point Prr of the right rear wheel 12RR. Here, if the host vehicle is turned at the maximum turning angle δmax, a position at which the vehicle can turn to a right angle and reach the frame F2 is indicated by a frame Fs. Even if the turning angle remains substantially 0, the vehicle moves forward beyond this frame Fs, and after that, even if the turning is started and the vehicle is turned at the maximum turning angle δmax, the frame F2, which is the limit position, can be reached. Can not. In this case, it is necessary to start turning before the frame Fs is exceeded.

Then, the first belief turning point Pe, the angle range θ, and the limit line Lrr are notified to the driver, and necessary operation guidance is started (step S115). That is, a range from one limit line L1 to the other limit line L2 is presented, and guidance is provided so as to reach the range, or guidance is performed so as not to exceed the limit line Lrr. Thereby, as compared with the case where one track is defined and guided along the track, the degree of freedom of the steering operation is increased, and good parking support that allows a certain degree of variation can be performed. In addition, since the operation guide itself only needs a rough content, it is concise and clear and easy for the user to understand.

In the case where the parallel parking area Ap exists diagonally to the right of the host vehicle VH, normally, the vehicle does not enter the parallel parking area Ap along the limit line L2 that is the deepest angle (90 degrees). The vehicle enters the parallel parking area Ap along the limit line L1 which is a shallow angle. Then, without making a large turn, the steering operation when traveling from the frame Fb to the frame F1 is suppressed to the minimum, and the pivoting amount after reaching the first pivot point Pe is also minimized. Can be suppressed. Therefore, it is desirable to perform operation guidance that guides the host vehicle VH to the frame F1 that is the limit position along the limit line L1.

When the host vehicle VH enters the parallel parking area Ap by advancing and the ground contact center point Pfr of the right front wheel 12FR reaches the first pivot point Pe, the auxiliary wheels 13L and 13R are lowered from the retracted position to the lowered position. And a braking force is generated on the right front wheel 12FR. In this state, the driving force is transmitted from the engine 14 to the front wheels 12FL and 12FR, thereby making a belief turn around the ground contact center point Pfr of the right front wheel 12FR. When the host vehicle VH reaches the frame Fe, the braking force of the right front wheel 12FR is released, the auxiliary wheels 13L and 13R are raised from the lowered position to the retracted position, and the parallel parking is completed.

Although a range from one limit line L1 to the other limit line L2 is presented and guided so as to reach the range, the present invention is not limited to this. That is, an arbitrary trajectory may be defined within the range from one limit line L1 to the other limit line L2 and guided along that.
In addition, the configuration in which the center of the belief turn is defined as one point on the front wheel side of the host vehicle has been described because the convenience of the belief turn can be maximized. In other words, since the front side of the vehicle body can be easily swung by the front wheel steering, the convenience of the vehicle does not stand out even if the center of the pivot is set to the rear wheel side and the front side of the vehicle can be swung. On the other hand, in a general ordinary automobile, the rear wheels cannot be steered, or even if they can be steered, the rear side of the vehicle body cannot be swung as much as the front side of the vehicle body. Therefore, the convenience is conspicuous by setting the center of the belief turn to the front wheel side of the host vehicle and swinging the rear side of the vehicle body.

In addition, the parallel parking by the forward movement was explained, but this is also because the convenience of the parallel parking by turning the belief can be maximized. In a conventional vehicle having no pivot function, it is generally easy to perform parallel parking by reversing, but it is difficult to perform parallel parking by moving forward. Therefore, even when parking assistance is originally provided by the pivoting function at the time of backward movement where parallel parking is easy, the convenience does not stand out. On the other hand, the convenience is conspicuous by providing parking assistance by the pivoting function at the time of difficult advancement.

Also, since the vehicle is more likely to travel toward the first belief turning point Pe than at the time of retreating, it is easier to reach the first belief turning point Pe. Further, when performing parallel parking by reversing, the vehicle for parallel parking is used to start the parallel parking by switching the shift position and moving the vehicle backward after first passing the parallel parking area Ap by advancing. Will increase the operating range. On the other hand, when carrying out parallel parking by advancing forward, it will enter into parallel parking area Ap as it is, and if parallel turning is performed, parallel parking will be completed, and the operation range of the vehicle for parallel parking is minimized. Can be suppressed.

<< Application Example 1 >>
In the first embodiment, the radar device 74 is used to recognize the surrounding environment. However, the present invention is not limited to this, and the camera 79 that captures the surrounding environment of the host vehicle is mounted. Alternatively, the ambient environment may be recognized by both the camera 79 and the radar device 74.
The cameras 79 are provided at a total of four locations on the front, rear, left side, and right side of the vehicle body, and are each a high-resolution wide-angle camera. When distinguishing the four cameras, the camera provided at the front of the vehicle body is the front camera 79F, the camera provided at the rear of the vehicle body is the rear camera 79R, and the camera provided on the left side of the vehicle body is the left side camera. 79SL and a camera provided on the right side of the vehicle body is a right side camera 79SR.

An arrangement example of the front camera 79F and the left side camera 79SL is shown in FIG.
The front camera 79F is provided, for example, on the front grille, and images at least the road surface in front of the vehicle body. The rear camera 79R is provided, for example, in a back door finisher, and images at least a road surface behind the vehicle body. The front camera 79F and the rear camera 79R have a horizontal field angle of 180 degrees. The left side camera 79SL is provided on the left drag mirror and images at least the road surface to the left of the vehicle body. The right side camera 79SR is provided on the right door mirror and images at least the road surface to the right of the vehicle body. Each camera 79 inputs each captured image data to the controller 25.

The controller 25 generates an overhead image (top view) by cutting out the video from each camera 79 and performing overhead conversion. Here, the display area based on the video from the front camera 79F is AF, the display area based on the video from the rear camera 79R is AR, the display area based on the video from the left side camera 79SL is ASL, and the right side camera 79SR. The display area based on the video from is ASR.
As described above, when the camera 79 is used, the first belief turning point Pe and the route area can be displayed on the overhead image, and various necessary operations can be guided, so that more appropriate parking assistance can be performed. .

<< Application Example 2 >>
In the first embodiment, the width of the passage 81 in contact with the parallel parking area Ap has been described on the premise that there is a sufficient margin. However, when the width of the passage 81 does not have a sufficient margin, the angle range θ is set. to correct.
The angle range θ when the width of the passage 81 is narrow will be described with reference to FIG.
If the width of the passage 81 is narrow, even if the host vehicle is brought to the end of the passage opposite to the parallel parking area Ap in the passage 81 and then turns at the maximum turning angle δmax, it is perpendicular to the parallel parking area Ap. It cannot change direction. Therefore, the limit line L2 cannot be set to a position where the left side surface of the vehicle body is parallel to the structure 82 in the circular orbit when the belief is turned at the first belief turning point Pe. The width of the passage 81 may be obtained from the detection result of the radar device 74 or may be obtained from road map information of the navigation system.

In this case, the angle of the limit line L2 is corrected according to the width of the passage 81 and the minimum turning radius when turning at the maximum turning angle δmax. Specifically, first, a position where the host vehicle is brought close to the structure 87 side of the passage 81 is indicated by a frame Fn, and a trajectory when turning from this position at the maximum turning angle δmax (minimum turning radius) is defined as a limit line Lrr. It shows with. A position where the limit line Lrr is in contact with the ground contact center point Prr of the rear wheel 12RR is shown by a frame F2 in the circular orbit when performing the bend turning at the first belief turning point Pe. A straight line along F2 is defined as a limit line L2. The angle range θ is corrected according to the angle of the limit line L2.
Thus, if the angle range θ is corrected according to the width of the passage 81 and the minimum turning radius when turning at the maximum turning angle δmax, a feasible route region can be set, and more appropriate Parking assistance.

<< Application Example 3 >>
In the first embodiment, the steering device has a general configuration in which only the front wheels 12FL and 12FR can be steered, but is not limited thereto. For example, among four-wheel steered vehicles (4WS) that can steer not only front wheels 12FL and 12FR but also rear wheels 12RL and 12RR, a belief turn that turns the vehicle around a predetermined point inside the vehicle body in plan view It can also be applied to vehicles capable of.

FIG. 13 shows a four-wheel steerable vehicle capable of turning on a belief.
Each of the front wheels 12FL and 12FR and the rear wheels 12RL and 12RR is a four-wheel steering vehicle having a maximum turning angle δmax of 90 degrees or more, and a turning center Po is set at the right front end inside the vehicle body in a plan view. Yes. In a state where the axial direction of each wheel is steered so as to be directed toward the turning center Po, the driving force is transmitted, so that the belief can be turned around the turning center Po.
As described above, in the case of performing a pivot turn in a four-wheel steering vehicle, the auxiliary wheels 13L and 13R, the lifting mechanisms 23L and 23R, the lifting mechanism control circuit 24, the brake actuator 22, and the like can be omitted.

《Correspondence relationship》
In the first embodiment, the belief turning device 11 corresponds to a “belief turning device”. The first belief turning point setting unit 76 and the process of step S106 correspond to the “first belief turning point setting unit”. Further, the route area setting unit 77 and the processes in steps S107 to S114 correspond to the “route setting unit”. Further, the notification unit 75 and the process of step S115 correspond to a “notification unit”. The radar device 74 corresponds to an “obstacle detection unit”. Further, the front wheels 12FL and 12FR correspond to “driving wheels”. Further, the rear wheels 12RL and 12RR correspond to “driven wheels”. Further, the wheel cylinders 21FL and 21FR correspond to “braking mechanisms”. The lifting mechanisms 23L and 23R correspond to “lifting mechanisms”. The belief turning control unit 78 corresponds to a “belief turning control unit”.

"effect"
Next, the effect of the main part in 1st Embodiment is described.
(1) The vehicle parking assistance apparatus according to the first embodiment includes a belief turning device 11 capable of making a belief turn that turns the vehicle around a predetermined point of the vehicle in plan view. And the 1st belief turning point Pe which performs a belief turn is set, and before the own vehicle enters the parallel parking area Ap, the route area which can reach the 1st belief turning point Pe is set.
Thus, before the own vehicle enters the parallel parking area Ap, a route area that can reach the first belief turning point Pe can be set. Accordingly, it is possible to suppress a situation in which parking cannot be performed after entering the parallel parking area Ap and the entry must be performed again. Therefore, more appropriate parking assistance can be performed as compared with a case where it is determined whether or not parking is possible after entering the parallel parking area Ap.

(2) If the vehicle parking assistance apparatus according to the first embodiment performs a belief turn, the first bend turn is performed at a point where the longitudinal direction of the parallel parking area Ap can coincide with the longitudinal direction of the vehicle body. Set as point Pe.
Thus, appropriate parking assistance can be performed by setting the first belief turning point Pe that can match the longitudinal direction of the vehicle body and the longitudinal direction of the parallel parking area Ap.

(3) The vehicle parking assistance apparatus according to the first embodiment is configured such that the host vehicle does not depend on the belief turn but is the first belief in the circular orbit when the belief turn is performed at the first belief turn point Pe. Frames F1 and F2 that are angular positions that can reach the ground turning point Pe are set. Then, a route area that can reach the frames F1 and F2 is set.
In this way, a path that can be realized by setting an angular position at which the host vehicle can reach the first belief turning point Pe without relying on a belief turn, and setting a route area that can reach this angular position. Can be set.

(4) The vehicle parking assistance apparatus according to the first embodiment sets, as the route limit line Lrr, a trajectory that allows the host vehicle to turn at the maximum turning angle δmax and reach the angular position without relying on a belief turn. To do.
In this way, a feasible route can be set by setting a trajectory that can turn to reach the angular position by turning at the maximum turning angle δmax as the route limit line Lrr.

(5) The vehicle parking assistance apparatus according to the first embodiment depends on the width of the passage 81 in contact with the parallel parking area Ap and the minimum turning radius when turning at the maximum turning angle δmax regardless of turning around the belief. Thus, the angular positions of the frames F1 and F2 are corrected.
Thus, a feasible route can be set by correcting the angular position according to the width of the passage 81 and the minimum turning radius.

(6) The vehicle parking assistance apparatus according to the first embodiment sets the center of the belief turn at one point on the front side of the host vehicle, and sets a route area when entering the parallel parking area Ap by advancing.
Thus, by setting the center of the belief turn to one point on the front side of the host vehicle and setting the route area when entering the parallel parking area Ap by moving forward, the convenience of the parallel parking by the belief turn is maximized. Can be pulled out.

(7) The vehicle parking assistance apparatus according to the first embodiment is arranged in a column so that the host vehicle avoids interference with an obstacle in a circular orbit when performing a belief turn at the first belief turning point Pe. An angle range θ that can enter the parking area Ap is set as a route area.
In this way, by setting the angle range θ that allows the host vehicle to enter the parallel parking area Ap while avoiding interference with obstacles as a route area, compared to the case where only one route is set and presented. It is easy to advance the host vehicle aiming at the first belief turning point Pe.

(8) The vehicle parking assistance apparatus according to the first embodiment notifies the occupant of the first belief turning point Pe and the route area by at least one of voice or display.
Thus, appropriate parking assistance can be performed by notifying the driver of the first belief turning point Pe and the route area on at least one of voice and display.

(9) The vehicle parking assistance apparatus according to the first embodiment includes front wheels 12FL and 12FR that can transmit a driving force from the engine 14 as driving wheels and can allow a left-right rotational difference. In addition, wheel cylinders 21FL and 21FR are provided that individually generate braking force on the front wheels 12FL and 12FR. In addition, auxiliary wheels 13L and 13R are provided on the rear wheel side in a plan view and the axial direction is the front-rear direction of the vehicle body. Further, the auxiliary wheels are moved up and down between a raised position where the auxiliary wheels 13L and 13R are in a non-grounded state and a lowered position where the auxiliary wheels 13L and 13R are in a grounded state and the rear wheels 12RL and 12RR are in a non-grounded state. Elevating mechanisms 23L and 23R are provided. The driving force is transmitted from the engine 14 to the front wheels 12FL and 12FR in a state where the auxiliary wheels 13L and 13R are lowered to the lowered position and the braking force is generated on the right front wheel 12FR, thereby focusing on the right front wheel 12FR. Make a pivot.
As described above, the driving force is transmitted from the engine 14 to the front wheels 12FL and 12FR while the auxiliary wheels 13L and 13R are lowered to the lowered position and the braking force is generated on the right front wheel 12FR. A belief can be made in the center.

(10) The vehicle parking assistance method according to the first embodiment has a belief turning function for turning the vehicle around a predetermined point of the vehicle in plan view by the belief turning device 11. And the 1st belief turning point Pe which performs a belief turn is set, and before the own vehicle enters the parallel parking area Ap, the route area which can reach the 1st belief turning point Pe is set.
Thus, before the own vehicle enters the parallel parking area Ap, a route area that can reach the first belief turning point Pe can be set. Accordingly, it is possible to suppress a situation in which parking cannot be performed after entering the parallel parking area Ap and the entry must be performed again. Therefore, more appropriate parking assistance can be performed as compared with a case where it is determined whether or not parking is possible after entering the parallel parking area Ap.

<< Second Embodiment >>
"Constitution"
In the second embodiment, a route area is set and guided to the driver so that parallel parking can be performed by two belief turns.
The structure of the vehicle parking assistance apparatus 71 is demonstrated based on FIG.
Here, the configuration is the same as that of the first embodiment described above except that the second belief turning point setting unit 91 is newly added to the controller 25, and the common parts are described in detail. Description is omitted.

The process in the 2nd belief turning point setting part 91 is demonstrated based on FIG.
If the second belief turning point setting unit 91 makes a belief turn in the passage 81 in contact with the parallel parking area Ap, the center of the belief turn, that is, the ground center point Pfr of the right front wheel 12FR and the first belief turn. A point where a straight line connecting the point Pe can be parallel to the longitudinal direction of the vehicle body is set as the second belief turning point Pm. In other words, if the belief turn is performed, the point where the ground center point Pfr of the right front wheel 12FR, which is the center of the belief turn, can be reached to the first belief turn point Pe simply by going straight ahead. Is set as the second belief turning point Pm.

The second belief turning point Pm is set in a range in which the host vehicle can avoid interference with the structure 87. The limit position of the second belief turning point Pm that can avoid interference with the structure 87 is determined as a distance Dm from the structure 87 as shown in the following equation.
Dm = {√ (Ly ² + Lx ² )} × cos {φ + tan ⁻¹ (Ly / Lx)}
Here, Ly is a length in the vehicle width direction in the frame indicating the position of the host vehicle, and Lx is a length in the vehicle body longitudinal direction in the frame indicating the position of the host vehicle. Further, φ is an angle formed by a straight line connecting the ground contact center point Pfr and the first belief turning point Pe and the width direction of the parallel parking area Ap.

And the limit position of the 2nd belief turning point Pm is calculated | required for every angle (phi), and the line formed by this set of limit positions is set as the limit line Lm. The angle φ is set in the range of 0 to θ.
First, the limit position when the angle φ = 0 is indicated by a frame Fm1, and the second pivot point is indicated by Pm1. In the frame Fm1, the left rear end of the vehicle body protrudes due to the turning of the ground, so that a gap is provided for the structure 87 correspondingly. That is, if the length from the ground contact center point Pfr of the front wheel 12FR to the left rear end of the vehicle body is Lh, the left rear end of the vehicle body protrudes along a circular orbit that radiates this Lh. Therefore, in the frame Fm1, Lh≈Dm.

The angle φ is φ2, φ3, φ4,..., ΦN (N is a positive integer), and the limit positions when increasing in order are indicated by frames Fm2, Fm3, Fm4,. The second belief turning point is indicated by Pm2, Pm3, Pm4,..., PmN. As the angle φ increases, the approach angle to the parallel parking area Ap becomes shallower, so the distance Dm between the limit line Lm and the structure 87 becomes smaller.
The informing unit 75 provides at least one of voice and display operation guidance until the parallel parking is completed according to the set first belief turning point Pe, route area, and second belief turning point Pm. To inform the driver.

Next, parking support processing executed by the controller 25 will be described with reference to FIG. This parking support process is executed every predetermined time (for example, 10 msec) when a parallel parking support request is output by, for example, a driver's switch operation.
Here, except that the process in step S114 described above is changed to a process in new step S201, the same process as in the first embodiment described above is executed. Is omitted.
Step S201 corresponds to the processing of the second belief turning point setting unit 91, and sets the second belief turning point Pm.
In step S115, the driver is notified of the first belief turning point Pe, the angle range θ, and the second belief turning point Pm, and after starting guidance for necessary operations, a predetermined main Return to the program.

<Action>
Next, the operation of the second embodiment will be described.
Here, by performing the first (intermediate) belief turn in the passage 81, a guide is made to a position where the second (final) belief turn is performed. That is, if a belief turn is performed in the passage 81 in contact with the parallel parking area Ap, a straight line connecting the center of the belief turning, that is, the ground center point Pfr of the right front wheel 12FR and the first belief turning point Pe, A point that can be parallel to the direction is set as the second belief turning point Pm (step S201). Specifically, the second belief turning point Pm is set within a range in which the host vehicle can avoid interference with the structure 87. Thus, by setting the second belief turning point Pm, it becomes easy to make the host vehicle reach the first belief turning point Pe. In addition, since it is premised on two belief turns, it is possible to enlarge an area where parallel parking is possible.

《Correspondence relationship》
In the second embodiment, the second belief turning point setting unit 91 and the process of step S201 correspond to the “second belief turning point setting unit”.

"effect"
Next, the effect of the main part in 2nd Embodiment is described.
(1) If the vehicle parking assistance apparatus according to the second embodiment performs a belief turn in the passage 81 in contact with the parallel parking area Ap, the center of the belief turn (the contact center point Pfr) and the first belief turn A point where a straight line connecting the point Pe can be parallel to the longitudinal direction of the vehicle body is set as the second belief turning point Pm.
Thus, by setting the second belief turning point Pm, it is easy to advance the host vehicle aiming at the first belief turning point Pe.

(2) The vehicle parking assistance apparatus according to the second embodiment sets the second belief turning point Pm within a range in which the interference of the host vehicle can be avoided with respect to the structure 87.
Thus, appropriate parking assistance can be performed by setting the second belief turning point Pm within a range in which interference with the structure 87 can be avoided.

(3) The vehicle parking assistance apparatus according to the second embodiment notifies the occupant of the second belief turning point Pm by at least one of voice or display.
Thus, appropriate parking assistance can be performed by notifying the driver of the second belief turning point Pm on at least one of voice and display.

<< Third Embodiment >>
"Constitution"
In the third embodiment, a belief turning point area in which parallel parking is possible by retreating by belief turning is set and guided to the driver. Parallel parking refers to parking in a state where the front-rear direction of the host vehicle and the longitudinal direction of the parking area are substantially perpendicular.
The structure of the vehicle parking assistance apparatus 71 is demonstrated based on FIG.
The vehicle parking assistance apparatus 71 is the same as that of the first embodiment described above except that the first belief turning point setting unit 76 is changed to a new belief turning point setting unit 95. .

Processing in the belief turning point area setting unit 95, the route area setting unit 77, and the belief turning control unit 78 will be described with reference to FIG.
Here, an example of parallel parking is shown. The host vehicle VH is located on the passage 81 that is in contact with the parallel parking area Ap, and the parallel parking area Ap is located diagonally to the left of the host vehicle VH. The initial position of the host vehicle VH is indicated by a frame Fb slightly larger than the vehicle body size. Here, for the sake of convenience, of the quadrangle, two corners corresponding to the front side of the vehicle body are cut out. In the frame Fb, a straight line in the longitudinal direction of the vehicle body passing through the grounding center point Pfr of the right front wheel 12FR is indicated by Lb. The parallel parking area Ap is substantially rectangular, and the posture of the host vehicle VH is such that the longitudinal direction of the vehicle body is substantially perpendicular to the longitudinal direction of the parallel parking area Ap.

In the parallel parking area Ap, only one of the four sides in contact with the passage 81 is opened, and the other three sides are surrounded by a structure. Of these three sides, the rear structure is 82, the left structure is 83, and the front structure is 84 as viewed from the host vehicle VH. Further, there is a structure 85 extending along the path 81 and connected to the structure 84 on the near side at the path end on the side of the parallel parking area Ap in the width direction of the path 81. A portion where the structure 84 and the structure 85 are connected is referred to as a corner portion 86. Further, there is a structure 87 extending along the passage 81 at the passage end opposite to the parallel parking area Ap in the width direction of the passage 81. The structure is, for example, a wall, a guard rail, a fence, a fence, a curb, or the like, but can be applied to any obstacle such as another parked vehicle, implantation, bank, or the like.

The belief turning point area setting unit 95 has an area in which the rear of the vehicle body of the own vehicle can be directed to the parallel parking area Ap by turning the belief on the passage 81 before the own vehicle enters the parallel parking area Ap. It is set as the belief turning point area At. Specifically, it is an area in which the longitudinal direction of the vehicle body of the host vehicle coincides with the longitudinal direction of the parallel parking region Ap, and the center of the vehicle width direction of the host vehicle and the center of the short side direction of the parallel parking region Ap coincide. is there. The belief turning point region At is a target region for reaching the ground contact center point Pfr of the right front wheel 12FR.
First, the planned parking position of the parallel parking area Ap is indicated by a frame Fe. The planned parking position is set so as to be located, for example, in the center of the parallel parking area Ap. In a plan view, Le indicates a straight line that passes through the grounding center point Pfr of the right front wheel 12FR in the frame Fe and is parallel to the longitudinal direction of the parallel parking area Ap. On this straight line Le, a range in which the host vehicle can avoid interference with an obstacle even if a turn is performed is set as a trust turn point area At.

Specifically, a limit point on the straight line Le that can avoid interference with the structure 85 when performing a pivot turn is P1, and a limit point that can avoid interference with the structure 87 is P2. . Then, a range from one limit point P1 to the other limit point P2 along the straight line Le is set as the belief turning point region At. Here, in the state where the ground contact center point Pfr of the right front wheel 12FR has reached the limit point P1, the vehicle position before the belief turn is indicated by a frame Fb1, and the vehicle position after the belief turn is indicated by a frame Fa1. A circular orbit drawn by the left rear end of the vehicle body by the ground turning is indicated by L1. Further, in the state where the ground contact center point Pfr of the right front wheel 12FR has reached the limit point P2, the vehicle position before the belief turn is indicated by a frame Fb2, and the vehicle position after the belief turn is indicated by a frame Fa2. A circular orbit drawn by the right front end of the vehicle body by turning is indicated by L2.

The route area setting unit 77 sets a route area that can reach the belief turning point area At. Here, the position where the host vehicle is brought closer to the structure 85 side of the passage 81 is indicated by a frame Fn, and the trajectory when turning from this position at the maximum turning angle δmax (minimum turning radius) is defined as a limit line Lrr of the route region. Set as. The limit line Lrr is, for example, the trajectory of the ground contact center point Prr of the right rear wheel 12RR. Of the circular trajectory when turning at the limit point P1, the position where the limit line Lrr is in contact with the ground contact center point Prr of the rear wheel 12RR is the frame Fb1. Therefore, even if the vehicle advances forward beyond the frame Fn with the turning angle being substantially 0, and then turns and starts turning at the maximum turning angle δmax, the frame Fb1 that is the limit position is reached. I can't. In this case, it is necessary to start turning before the frame Fn is exceeded.

The trust turning control unit 78 confirms that the shift position is in the neutral (N) or parking (P) state with the ground contact center point Pfr of the right front wheel 12FR reaching the trust turning point region At. Then, the auxiliary wheels 13L and 13R are lowered from the retracted position to the lowered position via the lifting mechanism control circuit 24, and braking force is generated on the right front wheel 12FR via the brake actuator 22. When it is confirmed that the shift position is forward (D), the driving force is transmitted from the engine 14 to the front wheels 12FL and 12FR, so that the right front wheel 12FR is centered on the ground contact center point Pfr in the clockwise direction in plan view. Turn around.

Then, it is confirmed that the shift position is in the neutral (N) or parking (P) state with the vehicle body longitudinal direction of the host vehicle aligned with the longitudinal direction of the parallel parking area Ap. Then, the braking force of the right front wheel 12FR is released via the brake actuator 22, and the auxiliary wheels 13L and 13R are raised from the lowered position to the retracted position via the lifting mechanism control circuit 24. Then, it is confirmed that the shift position is in the back (R), and the driving force is transmitted from the engine 14 to the front wheels 12FL and 12FR, thereby causing the host vehicle VH to recede straight. When the frame Fe is reached, it is confirmed that the shift position is in neutral (N) or parking (P), and parallel parking is completed.
Here, the steering operation, the shift operation, and the accelerator operation are assumed to be performed by the driver, but may be autonomously performed mainly by the vehicle system.

The notification unit 75 notifies the driver of the operation guidance until the parallel parking is completed by at least one of voice and display, according to the set belief turning point area At and the route area. In the case of voice notification, for example, a speaker is used to prompt the vehicle to move forward diagonally to the right, to guide the steering operation amount so as not to deviate from the route area, to prompt the switch of the shift position, Accelerate the accelerator operation. In the case of notification by display, a display is used, for example, the belief turning point area At and the route area are displayed on the overhead image, and various operations required are guided.

Next, parking support processing executed by the controller 25 will be described with reference to FIG. This parking support process is executed every predetermined time (for example, 10 msec) when a parallel parking support request is output by, for example, a driver's switch operation.
In step S301, the radar device 74 recognizes the surrounding environment of the host vehicle, such as the presence or absence of an obstacle, the distance and direction when there is an obstacle, and the like.
In subsequent step S302, the relative position and posture of the host vehicle with respect to the surrounding environment are detected.

In subsequent step S303, a parallel parking area Ap is set.
In a succeeding step S304, it is determined whether or not there is a parallel parking area Ap that can be parked in parallel by turning the belief. Here, when there is no parallel parking area Ap in which parallel parking is possible, or when there is no space that can be pivoted, the process proceeds to step S305. On the other hand, when there is a parallel parking area Ap and there is a space where the turn can be performed, the process proceeds to step S306.
In step S305, after guiding the fact that parking assistance is to be stopped, the process returns to a predetermined main program.

In step S306, a straight line Le that passes through the ground center point Pfr of the right front wheel 12FR and is parallel to the longitudinal direction of the parallel parking area Ap is set at the planned parking position.
In the subsequent step S307, a limit point P1 that can avoid interference with the structure 85 is set on the straight line Le when performing a pivot turn.
In the subsequent step S308, a limit point P2 that can avoid interference with the structure 87 is set on the straight line Le when performing a pivot turn.

In the subsequent step S309, a range from one limit point P1 to the other limit point P2 along the straight line Le is set as the belief turning point region At.
The processing of steps S306 to S309 described above corresponds to the processing of the belief turning point area setting unit 95.
The subsequent step S310 corresponds to the processing of the route region setting unit 77, and sets the trajectory where the host vehicle turns at the maximum turning angle δmax (minimum turning radius) and connects to the limit point P1 as the route region limit line Lrr. To do.
The subsequent step S311 corresponds to the processing of the notification unit 75, notifies the driver of the pivot point area At and the limit line Lrr, and returns to a predetermined main program after starting guidance of necessary operations. To do.

<Action>
Next, the operation of the third embodiment will be described.
If it is determined that the vehicle cannot be parked only by determining whether or not the vehicle can be parked after entering the parallel parking area Ap, the parking area must be re-entered. There was room for improvement.
Therefore, before the host vehicle enters the parallel parking area Ap, the vehicle front-rear direction of the host vehicle is made to coincide with the longitudinal direction of the parallel parking area Ap on the path 81 in contact with the parallel parking area Ap. A region where the center of the vehicle in the vehicle width direction and the center of the parallel parking region Ap in the short direction can be matched is set as the trust turning point region At. When making a belief turn in this belief turning point area At, the vehicle body longitudinal direction of the own vehicle is made to coincide with the longitudinal direction of the parallel parking area Ap, and the vehicle width direction center of the own vehicle and the short direction center of the parking area Can be matched to facilitate parallel parking. Thereby, it can suppress that the situation which cannot park after approaching parallel parking area | region Ap, and must approach again must be caused. Therefore, more appropriate parking assistance can be performed as compared with the case where it is determined whether or not parking is possible after entering the parallel parking area Ap.

An example of parallel parking will be described with reference to FIG.
The host vehicle VH is stopped at a position where the parallel parking area Ap can be seen diagonally to the left, and this initial position is indicated by a frame Fb. At this time, when a parallel parking request is output by the driver's switch operation, the radar device 74 recognizes the surrounding environment of the host vehicle, such as the presence or absence of an obstacle, the distance and direction when there is an obstacle ( Step S301). At this initial position, a part of the parallel parking area Ap on the near side, that is, the side where the structure 84 is present can be a blind spot of the radar device 74, but at least the length in the width direction in the parallel parking area Ap is detected. Suppose you can.

When the surrounding environment is recognized in this way, the relative position and posture of the host vehicle VH are detected (step S302), and the parallel parking area Ap is set (step S303). At this time, it is desirable to ask the driver whether or not the set parallel parking area Ap can be confirmed and confirm or confirm the setting. In addition, when there is no parallel parking area Ap that can be parked in parallel due to the turn of the belief (the determination in step S304 is “No”), the user is instructed to stop the parking support (step S305). Here, it is assumed that there is a parallel parking area Ap that can be parked in parallel by a turn of faith (the determination in step S304 is “Yes”).

Then, in the frame Fe that is the planned parking position, a straight line Le that passes through the ground contact center point Pfr of the right front wheel 12FR and is parallel to the longitudinal direction of the parallel parking area Ap is set (step S306). Here, a straight line Le parallel to the longitudinal direction of the parallel parking area Ap is set at a position offset by a predetermined distance from the center in the short direction (width direction) of the parallel parking area Ap. In other words, it is assumed that the host vehicle is parked in parallel in the width direction center of the parallel parking area Ap. For example, in the case of the right steering wheel, the frame Fe is secured so that a wider space can be secured on the driver seat side than on the passenger seat side. You may approach to the structure 82 side. Further, it is desirable to ask the driver whether or not the set straight line Le can be confirmed and to confirm or reset the driver.

Then, on the straight line Le, a limit point P1 that can avoid interference with the structure 85 is set when performing a belief turn (step S307). The limit point P1 is a position where interference with the corner portion 86 can be avoided when the left rear end of the vehicle body is displaced along the circular orbit L1 due to a pivot. In addition, a limit point P2 that can avoid interference with the structure 87 is set on the straight line Le when performing a belief turn (step S308). The limit point P2 is a position where interference with the structure 87 can be avoided when the right front end of the vehicle body is displaced along the circular orbit L2 due to the turning of the belief. Then, a range from one limit point P1 to the other limit point P2 along the straight line Le is set as the belief turning point region At (step S309).

Also, a trajectory in which the host vehicle turns at the maximum turning angle δmax (minimum turning radius) and reaches the limit point P1 is set as a route region limit line Lrr (step S310). The limit line Lrr is, for example, the track of the ground contact center point Prr of the right rear wheel 12RR. Here, the position where the host vehicle is brought closer to the structure 85 side of the passage 81 is indicated by a frame Fn, and the trajectory when turning from this position at the maximum turning angle δmax (minimum turning radius) is defined as a limit line Lrr of the route region. Set as. Of the circular trajectory when turning at the limit point P1, the position where the limit line Lrr is in contact with the ground contact center point Prr of the rear wheel 12RR is the frame Fb1. Even if the vehicle advances forward beyond the frame Fn with the turning angle kept substantially 0, and then starts turning and turns at the maximum turning angle δmax, it cannot reach the frame Fb1 that is the limit position. . In this case, it is necessary to start turning before the frame Fn is exceeded.

Then, the driver is notified of the credential turning point area At and the limit line Lrr, and starts guidance for necessary operations (step S311). That is, a range from one limit point P1 to the other limit point P2 is presented, and guidance is provided so as to reach the range, or guidance is performed so as not to exceed the limit line Lrr. Thereby, as compared with the case where a specific one point is determined and guided to aim there, the degree of freedom of the steering operation is increased, and good parking support that allows a certain degree of variation can be performed. In addition, since the operation guide itself only needs a rough content, it is concise and clear and easy for the user to understand.

If the width of the passage 81 is narrow and there is no belief turning point area At that can avoid interference with the corner 86 or the structure 87, the driver is notified of that fact.
FIG. 20 shows a case where the width of the passage 81 is narrow.
Here, even when the vehicle body left rear end defines a limit point P1 at which interference with the corner 86 can be avoided, the vehicle body right front end cannot avoid interference with the structure 87. Thus, when the width | variety of the channel | path 81 is narrow and it cannot secure the credential turning point area | region At, it notifies that to a driver | operator. Here, it is assumed that there is a sufficient margin in the width of the passage 81 and the credential turning point area At can be secured.

When the host vehicle VH is at the initial position of the frame Fb, the straight line Lb in the vehicle front-rear direction passing through the ground contact center point Pfr of the right front wheel 12FR passes through the belief turning point region At. Accordingly, the vehicle travels straight with the turning angle set to approximately 0, and stops at a position where the ground contact center point Pfr of the right front wheel 12FR reaches the straight line Le. Then, the auxiliary wheels 13L and 13R are lowered from the retracted position to the lowered position, and braking force is generated on the right front wheel 12FR. In this state, the driving force is transmitted from the engine 14 to the front wheels 12FL and 12FR, thereby making a belief turn around the ground contact center point Pfr of the right front wheel 12FR. When the longitudinal direction of the vehicle body of the host vehicle coincides with the longitudinal direction of the parallel parking area Ap, the braking force of the right front wheel 12FR is released, and the auxiliary wheels 13L and 13R are raised from the lowered position to the retracted position. Then, until the vehicle reaches the frame Fe, the host vehicle is retracted substantially straight to complete the parallel parking.

In addition, although the range from one limit point P1 to the other limit point P2 is presented and guided so as to reach the range, it is not limited to this. That is, any one point may be determined within the range from one limit point P1 to the other limit point P2 and guided to reach the limit point.
In addition, the configuration in which the center of the belief turn is defined as one point on the front wheel side of the host vehicle has been described because the convenience of the belief turn can be maximized. In other words, since the front side of the vehicle body can be easily swung by the front wheel steering, the convenience of the vehicle does not stand out even if the center of the pivot is set to the rear wheel side and the front side of the vehicle can be swung. On the other hand, in a general ordinary automobile, the rear wheels cannot be steered, or even if they can be steered, the rear side of the vehicle body cannot be swung as much as the front side of the vehicle body. Therefore, the convenience is conspicuous by setting the center of the belief turn to the front wheel side of the host vehicle and swinging the rear side of the vehicle body.

In addition, the case where the belief turning point area At for setting the rear of the vehicle body toward the parallel parking area Ap and setting the parallel parking area Ap from the rear side of the vehicle body has been described has been described, but this leaves the parallel parking area Ap. Sometimes it is possible to get out from the front side of the vehicle body. In general, it is easier to confirm safety when leaving the vehicle in the forward direction than in the backward direction. Therefore, when parking, entering the parallel parking area Ap from the rear side of the vehicle body, and leaving the vehicle from the front side of the vehicle body when leaving the vehicle, it is possible to provide highly convenient and appropriate parking assistance. .

"effect"
Next, the effect of the main part in 3rd Embodiment is described.
(1) The vehicle parking assistance apparatus according to the third embodiment includes a belief turning device 11 capable of making a belief turn that turns the vehicle around a predetermined point in plan view. Then, before the host vehicle enters the parallel parking area Ap, the vehicle front-rear direction of the host vehicle can be made to coincide with the longitudinal direction of the parallel parking area Ap by turning the ground on the passage 81 in contact with the parallel parking area Ap. The area is set as the belief turning point area At.
Thus, before the host vehicle enters the parallel parking area Ap, the belief turning point area At can be set. When the belief turn is performed at the belief turning point area At, the vehicle body of the own vehicle is set. The front-rear direction can be made coincident with the longitudinal direction of the parallel parking area Ap to facilitate parallel parking. Thereby, it can suppress that the situation which cannot park after approaching parallel parking area | region Ap, and must approach again must be caused. Therefore, more appropriate parking assistance can be performed as compared with the case where it is determined whether or not parking is possible after entering the parallel parking area Ap.

(2) The vehicle parking assistance apparatus according to the third embodiment sets a trust turning point region At for directing the rear of the vehicle body toward the parallel parking region Ap.
In this way, by facing the rear of the vehicle body toward the parallel parking area Ap, when parking, the vehicle can enter the parallel parking area Ap from the rear side of the vehicle body and exit from the front side of the vehicle body when leaving the vehicle. . Therefore, it is possible to provide convenient parking support with high convenience.

(3) The vehicle parking assistance apparatus according to the third embodiment sets the belief turning point region At within a range in which the host vehicle can avoid interference with an obstacle when making a belief turn.
Thus, appropriate parking assistance can be performed by setting the belief turning point region At within a range in which interference with an obstacle can be avoided.

(4) The vehicle parking assistance apparatus according to the third embodiment is a straight line Le that passes through the center of the belief turning at the planned parking position in the parallel parking area Ap and is parallel to the longitudinal direction of the parallel parking area Ap in plan view. Above, the belief turning point area At is set.
In this way, it is possible to easily set the belief turning point area At simply by obtaining the center of belief turning at the planned parking position and the longitudinal direction of the parallel parking area Ap.

(5) The vehicle parking assistance apparatus according to the third embodiment determines the center of the belief turn at one point on the front side of the host vehicle.
In this way, by setting the center of the belief turn to the front side, the rear side of the vehicle body can be swung, and the convenience of the belief turn can be maximized.

(6) The vehicle parking assistance apparatus according to the third embodiment notifies the occupant of the trust turning point area At by at least one of voice or display.
Thus, appropriate parking assistance can be performed by notifying the driver of the pivot point area At at least one of voice and display.

(7) The vehicle parking assistance apparatus according to the third embodiment sets a route area that can reach the belief turning point area At.
Thus, appropriate parking assistance can be performed by setting a route area that can reach the belief turning point area At.

(8) The vehicle parking assistance apparatus according to the third embodiment sets a trajectory that turns at the maximum turning angle and reaches the limit point of the belief turning point region At as the limit line Lrr of the route region.
Thus, by setting the limit line Lrr that can reach the limit point of the belief turning point area At, it is easy to reach the belief turning point area At.

(9) The vehicle parking assistance apparatus according to the third embodiment notifies the occupant of the limit line Lrr of the route area by at least one of voice or display.
Thus, appropriate parking assistance can be performed by notifying the driver of the limit line Lrr of the route area on at least one of voice and display.

(10) The vehicle parking assistance apparatus according to the third embodiment includes front wheels 12FL and 12FR that transmit the driving force from the engine 14 as driving wheels and allow the rotation difference between the left and right wheels. In addition, wheel cylinders 21FL and 21FR are provided that individually generate braking force on the front wheels 12FL and 12FR. In addition, auxiliary wheels 13L and 13R are provided on the rear wheel side in a plan view and the axial direction is the front-rear direction of the vehicle body. Further, the auxiliary wheels are moved up and down between a raised position where the auxiliary wheels 13L and 13R are in a non-grounded state and a lowered position where the auxiliary wheels 13L and 13R are in a grounded state and the rear wheels 12RL and 12RR are in a non-grounded state. Elevating mechanisms 23L and 23R are provided. The driving force is transmitted from the engine 14 to the front wheels 12FL and 12FR in a state where the auxiliary wheels 13L and 13R are lowered to the lowered position and the braking force is generated on the right front wheel 12FR, thereby focusing on the right front wheel 12FR. Make a pivot.
As described above, the driving force is transmitted from the engine 14 to the front wheels 12FL and 12FR while the auxiliary wheels 13L and 13R are lowered to the lowered position and the braking force is generated on the right front wheel 12FR. A belief can be made in the center.

(11) The vehicle parking assistance method according to the third embodiment has a belief turning function for turning the vehicle around a predetermined point of the vehicle in plan view by the belief turning device 11. Then, before the host vehicle enters the parallel parking area Ap, the vehicle front-rear direction of the host vehicle can be made to coincide with the longitudinal direction of the parallel parking area Ap by turning the ground on the passage 81 in contact with the parallel parking area Ap. The area is set as the belief turning point area At.
Thus, before the host vehicle enters the parallel parking area Ap, the belief turning point area At can be set. When the belief turn is performed at the belief turning point area At, the vehicle body of the own vehicle is set. The front-rear direction can be made coincident with the longitudinal direction of the parallel parking area Ap to facilitate parallel parking. Thereby, it can suppress that the situation which cannot park after approaching parallel parking area | region Ap, and must approach again must be caused. Therefore, more appropriate parking assistance can be performed as compared with the case where it is determined whether or not parking is possible after entering the parallel parking area Ap.

<< 4th Embodiment >>
"Constitution"
In the fourth embodiment, a belief turning point area in which parallel parking is possible by advancing by belief turning is set and guided to the driver.
Here, the configuration is the same as that of the above-described third embodiment except that the trust turning point region At that allows parallel parking in forward travel is set, and detailed description of common portions is omitted.
Processing in the trust turning point area setting unit 95 and the route area setting unit 77 will be described with reference to FIG.

Here, an example of parallel parking is shown. The belief turning point area setting unit 95 turns the front of the vehicle body toward the parallel parking area Ap by turning the belief on the passage 81 before the host vehicle enters the parallel parking area Ap. An area in which the front-rear direction can be matched with the longitudinal direction of the parallel parking area Ap is set as the belief turning point area At. The belief turning point region At is a target region for reaching the ground contact center point Pfr of the right front wheel 12FR.
First, the planned parking position of the parallel parking area Ap is indicated by a frame Fe. The planned parking position is set so as to be located, for example, in the center of the parallel parking area Ap. In a plan view, Le indicates a straight line that passes through the grounding center point Pfr of the right front wheel 12FR in the frame Fe and is parallel to the longitudinal direction of the parallel parking area Ap. On this straight line Le, a range in which the host vehicle can avoid interference with an obstacle even if a turn is performed is set as a trust turn point area At.

Specifically, a limit point on the straight line Le where the interference with the structure 87 can be avoided when performing a pivot turn is P2. Then, a range from the grounding center point Pfr of the right front wheel 12FR in the frame Fe to the limit point P2 along the straight line Le is set as the belief turning point region At. Here, in the state where the ground contact center point Pfr of the right front wheel 12FR has reached the limit point P2, the vehicle position before the pivot turn is indicated by a frame Fb2, and the vehicle position after the pivot turn is indicated by a frame Fa2. A circular orbit drawn by the right front end of the vehicle body by turning on the ground is indicated by L2.

The calculation of the trajectory drawn by the end points of the four corners of the vehicle body at the turn of the vehicle will be described.
The end points of the vehicle body corners in the plane coordinates will be described with reference to FIG.
In the XY coordinate system, the coordinates of the ground contact center point of the right front wheel 12FR are [X ₀ , Y ₀ ]. Also, the coordinates of the left front end of the vehicle body are [X _FL , Y _FL ], the coordinates of the front right end of the vehicle body are [X _FR , Y _FR ], the coordinates of the left rear end of the vehicle body are [X _RL , Y _RL ], Let the coordinates of the rear end be [X _RR , Y _RR ]. Then, the vehicle width direction of the distance between the ground center point and the vehicle body left-right wheel 12FR and Lx _L, a vehicle width direction of the distance between the ground center point and the vehicle body right end of the front right wheel 12FR and Lx _R. Further, the distance in the vehicle front-rear direction between the ground contact center point of the right front wheel 12FR and the front end of the vehicle body is Ly _F, and the distance in the vehicle front-rear direction between the ground contact center point of the right front wheel 12FR and the rear end of the vehicle body is Ly _R.

Further, a straight line connecting the grounding center point of the front wheel 12FR and the vehicle body front left and L _FL, a straight line connecting the grounding center point of the front wheel 12FR and the vehicle body front right and L _FR, grounding the center point of the front wheel 12FR and the vehicle body rear left the straight line connecting the end and L _RL, a straight line connecting the grounding center point of the front wheel 12FR and the vehicle body rear right and L _RR. A straight line passing through the ground contact center point of the front wheel 12FR and extending in the longitudinal direction of the vehicle body is defined as Lb. Then, the angle formed by the straight line Lb and the straight line _{L FL} and alpha _FL, the angle between the straight line Lb and the straight line _{L FR} and alpha _FR, the angle between the straight line Lb and the straight line _{L RL} and alpha _RL, and the line Lb An angle formed by the straight line L _RR is α _RR .
Then, the coordinates of the four corners of the vehicle body when the rotational angle φ is given to the vehicle body by turning around the ground center of the front wheel 12FR is expressed by the following equation.

Also, the formulas representing the straight lines on the left and right sides of the vehicle are represented by the following formulas.

The position in the width direction of the parallel parking area Ap uses the above formula.
The route area setting unit 77 sets a route area that can reach the belief turning point area At. Here, the position where the host vehicle is brought closer to the structure 87 side of the passage 81 is indicated by a frame Fn, and the trajectory when turning from this position at the maximum turning angle δmax (minimum turning radius) is defined as a limit line Lrr of the route region. Set as. The limit line Lrr is, for example, the trajectory of the ground contact center point Prr of the right rear wheel 12RR. And the position where the limit line Lrr is in contact with the ground contact center point Prr of the rear wheel 12RR in the circular orbit when performing the pivot at the limit point P2 is defined as the frame Fb2. Therefore, even if the vehicle advances forward beyond the frame Fn while keeping the turning angle substantially 0, and then starts turning and turns at the maximum turning angle δmax, the frame Fb2 that is the limit position is reached. I can't. In this case, it is necessary to start turning before the frame Fn is exceeded.

<Action>
Next, the operation of the fourth embodiment will be described.
In 4th Embodiment, the belief turning point area which can carry out parallel parking by advancing by belief turning is set, and it guides a driver | operator.
An example of parallel parking will be described with reference to FIG.
In the frame Fe that is the planned parking position, a straight line Le that passes through the ground contact center point Pfr of the right front wheel 12FR and is parallel to the longitudinal direction of the parallel parking area Ap is set (step S306). Here, a straight line Le parallel to the longitudinal direction of the parallel parking area Ap is set at a position offset by a predetermined distance from the center in the lateral direction (width direction) of the parallel parking area Ap.

Then, on the straight line Le, a limit point P2 at which interference with the structure 87 can be avoided when performing a pivot turn is set (step S308). The limit point P2 is a position where interference with the structure 87 can be avoided when the right front end of the vehicle body is displaced along the circular orbit L2 due to the turning of the belief. Then, a range from the grounding center point Pfr of the right front wheel 12FR in the frame Fe to the limit point P2 along the straight line Le is set as the belief turning point region At (step S309). The reason why the limit point P1 of the third embodiment described above is not used as one limit position is that it can enter the parallel parking area Ap to some extent by turning the front wheels. That is, in the fourth embodiment, it is possible to set the credential turning point area At wider than in the third embodiment. Moreover, since it can approach to the parallel parking area | region Ap to some extent by front-wheel steering, it is advantageous when the width | variety of the channel | path 81 is narrow.

Also, a trajectory in which the host vehicle turns at the maximum turning angle δmax (minimum turning radius) and reaches the limit point P1 is set as a route region limit line Lrr (step S310). The limit line Lrr is, for example, the track of the ground contact center point Prr of the right rear wheel 12RR. Here, the position where the host vehicle is brought closer to the structure 87 side of the passage 81 is indicated by a frame Fn, and the trajectory when turning from this position at the maximum turning angle δmax (minimum turning radius) is defined as a limit line Lrr of the route region. Set as. Of the circular trajectory when turning at the limit point P1, the position where the limit line Lrr is in contact with the ground contact center point Prr of the rear wheel 12RR is the frame Fb1. Even if the vehicle advances forward beyond the frame Fn with the turning angle kept substantially 0, and then starts turning and turns at the maximum turning angle δmax, it cannot reach the frame Fb1 that is the limit position. . In this case, it is necessary to start turning before the frame Fn is exceeded.

Then, the driver knows the belief turning point area At and the limit line Lrr, and starts guidance for necessary operations (step S311). That is, a range from the ground contact center point Pfr of the right front wheel 12FR in the frame Fe to the other limit point P2 is presented and guided so as to reach within the range, or guided so as not to exceed the limit line Lrr. . Thereby, as compared with the case where a specific one point is determined and guided to aim there, the degree of freedom of the steering operation is increased, and good parking support that allows a certain degree of variation can be performed. In addition, since the operation guide itself only needs a rough content, it is concise and clear and easy for the user to understand.
In the fourth embodiment, the same effect as that of the third embodiment described above can be obtained, and detailed description thereof is omitted.

"effect"
Next, the effect of the principal part in 4th Embodiment is described.
(1) The vehicle parking assistance apparatus according to the fourth embodiment sets the belief turning point region At for directing the front of the vehicle body of the host vehicle toward the parallel parking region Ap.
In this way, by directing the front of the vehicle body toward the parallel parking area Ap, it is possible to expand the trust turning point area At rather than directing the rear of the vehicle body toward the parallel parking area Ap.

<< 5th Embodiment >>
"Constitution"
The fifth embodiment selectively performs parallel parking by reversing or parallel parking by moving forward.
Here, except that a process for switching the parking direction is added, the configuration is the same as that of the third embodiment and the fourth embodiment described above, and a detailed description of common parts is omitted.
The parking direction switching process will be described with reference to FIG.

In step S501, the width of the passage 81 is detected. Here, the detection is performed by the radar device 74, but the present invention is not limited to this. Road map information may be acquired from the navigation system, or the width information may be acquired through communication with the infrastructure.
In step S502, it is determined whether the width is equal to or greater than a predetermined threshold. The threshold value is set to a value that can set at least the trust turning point area At for directing the rear of the vehicle body toward the parallel parking area Ap. Therefore, when the width is equal to or greater than the predetermined threshold, it is determined that the vehicle has a sufficient width and can perform a pivotal turn for entering the parallel parking area Ap from the rear side of the vehicle body, and the process proceeds to step S503. On the other hand, when the width is smaller than the threshold, it is determined that the vehicle is not sufficiently wide and cannot be turned in order to enter the parallel parking area Ap from the rear side of the vehicle body, and the process proceeds to step S504.

In step S503, according to the third embodiment, the vehicle returns to the predetermined main program after switching to the reverse parking mode in which the trust turning point area At for setting the rear of the vehicle body toward the parallel parking area Ap is set.
In step S504, according to the fourth embodiment, the vehicle returns to a predetermined main program after switching to a forward parking mode for setting a trust turning point area At for directing the front of the vehicle body toward the parallel parking area Ap.
The above is the parking direction switching process.

<Action>
Next, the operation of the fifth embodiment will be described.
In the fifth embodiment, the width of the passage 81 is detected (step S501), and the parking direction is switched by this width. That is, when the width is equal to or larger than the threshold (the determination in step S502 is “Yes”), the width of the passage 81 is sufficiently wide, so the mode is switched to the reverse parking mode (step S504). As a result, the convenience of turning the belief can be maximized, and the vehicle can be removed from the front of the vehicle body when leaving. On the other hand, when the width is narrower than the threshold (determination in Step S502 is “No”), the width of the passage 81 is not large enough, and the forward parking mode is switched (Step S505). As a result, it is possible to set the credential turning point area At wide and to prevent the situation that parallel parking is not possible.
In the fifth embodiment, the same effects as those of the third embodiment and the fourth embodiment described above are obtained, and detailed description thereof is omitted.

"effect"
Next, the effect of the principal part in 5th Embodiment is described.
(1) The vehicle parking assistance apparatus according to the fifth embodiment sets a pivot point area At for directing the rear of the vehicle body toward the parallel parking region Ap, or parallel parks the front of the vehicle body. It switches to any one of the trust turning point area | region At for turning to the area | region Ap.
Thus, appropriate parking assistance according to the situation of the place can be performed by selectively performing whether the vehicle body is directed rearward or the vehicle body front is directed to the parallel parking area Ap.

(2) The vehicular parking support apparatus according to the fifth embodiment has a belief turning point area for directing the rear of the vehicle body toward the parallel parking area Ap when the width of the passage 81 is wider than a predetermined threshold. Set At. On the other hand, when the width of the passage 81 is narrower than the threshold value, the belief turning point area At for setting the front of the host vehicle to the parallel parking area Ap is set.
Thus, appropriate parking assistance can be performed by switching according to the width of the passage 81.

The above description has been made with reference to a limited number of embodiments. However, the scope of rights is not limited thereto, and modifications of the embodiments based on the above disclosure are obvious to those skilled in the art.

11 Trust turning device 12FL, 12FR Front wheel 12FR, 12RR Rear wheel 13L, 13R Auxiliary wheel 14 Engine 16 Differential gear 21FL, 21FR Wheel cylinder 22 Brake actuator 23 Lifting mechanism 24 Lifting mechanism control circuit 25 Controller 74 Radar device 75 Notification unit 76 One trust turning point setting unit 77 Route region setting unit 81 Passage 91 Second trust turning point setting unit Ap Parallel parking region Pe First trust turning point θ Angle range

Claims (12)

1. A belief turning device capable of turning a vehicle around a predetermined point of the vehicle in plan view; and
   A belief turning point setting unit for setting a first belief turning point for performing the belief turning;
   A vehicle parking assistance apparatus comprising: a route setting unit that sets a route that can reach the first belief turning point before the host vehicle enters the parking area.
2. The belief turning point setting unit
   The point where the vehicle body longitudinal direction and the longitudinal direction of the parking area can coincide with each other when the trust turn is performed is set as the first trust turn point. Parking assist device for vehicles.
3. The route setting unit
   Of the circular trajectory when performing the belief turn at the first belief turn point, set the angular position at which the vehicle can reach the first belief turn point without relying on the belief turn, The vehicle parking support apparatus according to claim 1, wherein the route that can reach the angular position is set.
4. The route setting unit
   4. The vehicle parking according to claim 3, wherein a trajectory that allows the host vehicle to turn at a maximum turning angle and reach the angular position regardless of the belief turn is set as a limit line of the route. Support device.
5. The route setting unit
   The angle position is corrected according to the width of a passage in contact with the parking area and the minimum turning radius when turning at a maximum turning angle regardless of the belief turning. The parking assistance apparatus for vehicles as described in.
6. The belief turning device is
   The center of the belief turn is determined as one point on the front side of the host vehicle,
   The route setting unit
   The vehicle parking assistance apparatus according to any one of claims 1 to 5, wherein the route for entering the parking area by advancing is set.
7. Provided with an obstacle detection unit that detects obstacles around the vehicle,
   The route setting unit
   Of the circular trajectory when performing the belief turn at the first belief turn point, an angular position where the host vehicle can reach the first belief turn point while avoiding interference with the obstacle. The vehicle parking assistance device according to any one of claims 1 to 6, wherein the route that can be set and reach the angular position is set.
8. The belief turning point setting unit
   If the belief turn is performed in a passage in contact with the parking area, a point where a straight line connecting the center of the belief turn and the first belief turning point can be parallel to the longitudinal direction of the vehicle body, The vehicular parking assistance apparatus according to any one of claims 1 to 7, wherein the vehicle parking assistance apparatus is set as a turning point.
9. The belief turning point setting unit
   9. The second belief turning point is set within a range in which interference of the host vehicle can be avoided with respect to a passage end opposite to the parking area in the width direction of the passage. The parking assistance apparatus for vehicles as described in.
10. The vehicle parking assistance apparatus according to any one of claims 1 to 9, further comprising a notification unit that notifies the passenger of the turning point and the route by at least one of voice and display. .
11. The belief turning device is
    A driving wheel that is one of the front wheel and the rear wheel, transmits driving force, and allows a difference in rotation between the left and right wheels;
    A rotational drive source for transmitting a driving force to the drive wheels;
    A braking mechanism that individually generates a braking force on the left and right wheels of the driving wheel;
    An auxiliary wheel provided on the other side of the front wheel and the rear wheel in a plan view, with the axial direction directed in the longitudinal direction of the vehicle body,
    A lifting mechanism that raises and lowers the auxiliary wheel between a raised position where the auxiliary wheel is in a non-grounded state and a lowered position where the auxiliary wheel is in a grounded state and the other of the front wheel and the rear wheel is in a non-grounded state;
    With the auxiliary wheel lowered to the lowered position and the braking force generated on one of the left and right wheels of the driving wheel, the driving force is transmitted from the rotational driving source to the driving wheel, thereby reducing the braking force. The vehicle parking assistance apparatus according to any one of claims 1 to 10, further comprising: a belief turning control unit configured to turn the belief around the generated wheel.
12. With the belief turning device provided in the vehicle parking assistance device, it has a belief turning function for turning the vehicle around a predetermined point of the vehicle in plan view,
    By the belief turning point setting unit provided in the vehicle parking assistance device, the first belief turning point for performing the belief turning is set,
    A vehicle parking support method, wherein the route setting unit provided in the vehicle parking support device sets a route that can reach the first belief turning point before the host vehicle enters the parking area. .

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