WO2017110078A1

WO2017110078A1 - Parking assistance device and parking assistance method

Info

Publication number: WO2017110078A1
Application number: PCT/JP2016/005176
Authority: WO
Inventors: 明宏森本; 学中北
Original assignee: パナソニックＩｐマネジメント株式会社
Priority date: 2015-12-24
Filing date: 2016-12-19
Publication date: 2017-06-29
Also published as: JP2017114277A

Abstract

This parking support device has: a preference information acquisition unit for acquiring at least one piece of preference information that indicates the preference of a user pertaining to parking; and a path calculation unit for calculating, on the basis of the current position of the vehicle, the desired parking position, and the at least one piece of preference information, a path from the current position of the vehicle to the target parking position.

Description

Parking assistance device and parking assistance method

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

Conventionally, as a device that supports parallel parking or parallel parking of vehicles, a parking support device that calculates a route from a current position of a vehicle to a target parking position and guides the vehicle along the route is known.

For example, Patent Document 1 discloses a parking assist device that calculates a route with a margin for control based on a radius larger than a minimum turning radius unique to a vehicle when the route is first calculated. Thereby, the parking assistance apparatus of patent document 1 is supposed that it becomes easy to reset when the reset of the route calculated initially is needed.

JP 2004-352110 A

The present invention provides a parking support device and a parking support method capable of calculating a route reflecting user preferences.

The parking assistance apparatus which concerns on 1 aspect of this invention is a preference information acquisition part which acquires at least 1 preference information which shows the user preference regarding parking, the present position of a vehicle, a target parking position, and at least 1 preference information. And a route calculation unit that calculates a route from the current position of the vehicle to the target parking position.

A parking support method according to an aspect of the present invention is based on a step of acquiring at least one preference information indicating a user preference regarding parking, a current position of a vehicle, a target parking position, and at least one preference information. And calculating a route from the current position of the vehicle to the target parking position.

According to the present invention, a route reflecting the user's preference can be calculated.

The block diagram which shows an example of the parking assistance apparatus which concerns on embodiment of this invention The flowchart which shows an example of the preference information setting operation | movement of the parking assistance apparatus which concerns on embodiment of this invention. The figure which shows the example of the setting menu displayed at the time of the preference information setting operation | movement which concerns on embodiment of this invention The figure which shows the example of the setting menu displayed at the time of the preference information setting operation | movement which concerns on embodiment of this invention The figure which shows the example of the setting menu displayed at the time of the preference information setting operation | movement which concerns on embodiment of this invention The figure which shows the example of the setting menu displayed at the time of the preference information setting operation | movement which concerns on embodiment of this invention The flowchart which shows an example of the parking assistance operation | movement of the parking assistance apparatus which concerns on embodiment of this invention. The figure which shows an example of the 1st path | route calculated at the time of the parking assistance operation | movement which concerns on embodiment of this invention The graph which shows an example of the steering angle for every time set based on the 1st path | route shown to FIG. 5A The figure which shows an example of the 2nd path | route calculated at the time of the parking assistance operation | movement which concerns on embodiment of this invention. The graph which shows an example of the steering angle for every time set based on the 2nd path | route shown to FIG. 6A The figure which shows an example of the 3rd path | route calculated at the time of the parking assistance operation | movement which concerns on embodiment of this invention The graph which shows an example of the steering angle for every time set based on the 3rd path | route shown to FIG. 7A The figure which shows an example of the 4th path | route calculated at the time of the parking assistance operation | movement which concerns on embodiment of this invention. The graph which shows an example of the steering angle for every time set based on the 4th path | route shown to FIG. 8A The figure which shows an example of the 5th path | route calculated at the time of the parking assistance operation | movement which concerns on embodiment of this invention. The graph which shows an example of the steering angle for every time set based on the 5th path | route shown to FIG. 9A The figure which shows an example of the 6th path | route calculated at the time of the parking assistance operation | movement which concerns on embodiment of this invention. The graph which shows an example of the steering angle for every time set based on the 6th path | route shown to FIG. 10A The figure which shows an example of the 7th path | route calculated at the time of the parking assistance operation | movement which concerns on embodiment of this invention. The graph which shows an example of the steering angle for every time set based on the 7th path | route shown to FIG. 11A The figure which shows an example of the 8th path | route calculated at the time of the parking assistance operation | movement which concerns on embodiment of this invention. The graph which shows an example of the steering angle for every time set based on the 8th path | route shown to FIG. 12A

Prior to the description of the embodiment of the present disclosure, the problems in the prior art will be briefly described. The parking assistance device of Patent Literature 1 does not reflect the preference of the user (for example, a vehicle driver) in the calculated route.

(Embodiment)
Embodiments of the present invention will be described below with reference to the drawings.

First, a configuration example of the parking assistance apparatus 100 according to the present embodiment will be described with reference to FIG. FIG. 1 is a block diagram illustrating a configuration example of the parking assistance device 100. A parking assistance device 100 shown in FIG. 1 is mounted on a vehicle.

As shown in FIG. 1, the parking assistance device 100 includes a touch panel 1, a camera 2, a sonar 3, a memory 4, a driving unit 5, a braking unit 6, a steering unit 7, and a control unit 10.

The touch panel 1 displays a setting menu (see FIGS. 3A to 3D) to be described later when a setting start operation by a user (for example, a vehicle driver) is received. The setting start operation is an operation performed when the user wants to start setting information indicating user's preference regarding parking (hereinafter referred to as preference information).

In addition, the touch panel 1 receives a button selection operation by the user after the setting menu is displayed. The button selection operation is an operation in which the user selects a desired button among a plurality of buttons (see FIGS. 3A to 3D) displayed as a setting menu. The plurality of buttons correspond to the plurality of preference information on a one-to-one basis. The touch panel 1 outputs preference information corresponding to the button selected by the button selection operation to the control unit 10.

The camera 2 is at least one in-vehicle camera mounted on the vehicle. The camera 2 includes, for example, a front camera, a rear camera, a right side camera, and a left side camera. These cameras are wide-angle cameras having an angle of view of about 180 °, for example, and are arranged so that the entire circumference of the vehicle is imaged. Then, the camera 2 outputs the captured image around the vehicle to the control unit 10.

Sonar 3 detects an object around the vehicle and outputs the detection result to the control unit 10. Based on the detection result by the sonar 3, the control unit 10 may detect a parking space.

The memory 4 is a storage device that stores predetermined information. For example, the memory 4 stores preference information corresponding to the button selected by the button selection operation. The memory 4 may be provided in the control unit 10 or may be provided outside the parking assistance device 100.

The drive unit 5 includes a power source, a torque converter, a transmission (not shown), and the like, and transmits the rotational power generated by the power source to wheels (not shown) via the torque converter, the transmission, and the like. In this device, the wheel is driven to rotate. The drive unit 5 is electrically connected to the control unit 10 and controlled by a travel control unit 13 of the control unit 10 described later.

The braking unit 6 is a hydraulic brake device that includes, for example, a wheel cylinder, a master cylinder, a caliper, a brake pad, a disk roller (all not shown) and the like, and applies a braking force due to friction to the wheels. The braking unit 6 is electrically connected to the control unit 10 and controlled by a travel control unit 13 of the control unit 10 to be described later.

The steering unit 7 includes a steering wheel, a steering gear, a steering angle sensor (all not shown), and the like, and is a device that steers the wheels of the vehicle. The steering angle sensor is a sensor that detects a steering displacement amount (steering angle). The steering unit 7 is electrically connected to the control unit 10 and controlled by a steering control unit 14 of the control unit 10 described later.

The control unit 10 is, for example, an ECU (Electronic Control Unit). As illustrated in FIG. 1, the control unit 10 includes a preference information acquisition unit 11, a route calculation unit 12, a travel control unit 13, and a steering control unit 14.

The preference information acquisition unit 11 receives preference information from the touch panel 1 and stores the preference information in the memory 4.

The route calculation unit 12 determines the current position of the vehicle based on the current position of the vehicle (also referred to as parking support start position), the target parking position (also referred to as parking support end position), and the preference information read from the memory 4. To the target parking position (hereinafter simply referred to as “route”). The current position of the vehicle and the target parking position are specified by analyzing an image photographed by the camera 2, for example. Note that examples of routes calculated by the route calculation unit will be described later with reference to FIGS. 5A to 12B.

The traveling control unit 13 controls the driving unit 5. For example, the travel control unit 13 controls the drive unit 5 so that the vehicle travels at a constant speed during a parking assistance operation described later. The traveling control unit 13 controls the braking unit 6. For example, the traveling control unit 13 controls the braking unit 6 based on a braking operation (for example, depressing a brake pedal) by the user.

The steering control unit 14 controls the steering unit 7. For example, the steering control unit 14 controls the steering unit 7 so that a vehicle traveling at a constant speed follows the route calculated by the route calculation unit 12 during a parking assistance operation described later.

The configuration example of the parking assistance device 100 has been described above.

Next, an example of the preference information setting operation of the parking support apparatus 100 will be described with reference to FIG. FIG. 2 is a flowchart illustrating an example of the preference information setting operation of the parking assistance device 100. The flow illustrated in FIG. 2 is executed, for example, when a setting start operation is performed by the user on the touch panel 1.

First, the preference information acquisition unit 11 controls the touch panel 1 to display a setting menu. Accordingly, the touch panel 1 displays a setting menu that allows the user to perform a button selection operation (step S101).

Here, an example of the setting menu will be described with reference to FIGS. 3A to 3D.

FIG. 3A is a diagram showing an example of a margin setting menu. The margin is, for example, the distance between the side surface of the vehicle and the end of the parking space (for example, the corner of the garage opening) when the vehicle enters the parking space (for example, d1 in FIG. 5A, FIG. D2) of 6A.

As shown in FIG. 3A, the touch panel 1

displays buttons

20, 21, and 22 according to the degree of user preference as a margin setting menu. The user can select any of the buttons 20-22.

The button 20 is a button that is selected when the user wants to reduce the margin. When this button 20 is selected, preference information indicating “low margin” is output from the touch panel 1 to the preference information acquisition unit 11.

The button 21 is a button that is selected when the user wants to increase the margin. When this button 21 is selected, preference information indicating “large margin” is output from the touch panel 1 to the preference information acquisition unit 11.

The button 22 is a button that is selected when the user wants the margin to be standard. When this button 22 is selected, preference information indicating “standard margin” is output from the touch panel 1 to the preference information acquisition unit 11. The margin standard is, for example, an intermediate size between a small margin and a large margin. When the margin is not set by the user, the preference information regarding the margin is set to, for example, “margin standard”.

FIG. 3B is a diagram showing an example of the approach angle setting menu. The approach angle is, for example, a straight line that is horizontal to the center line in the front-rear direction of the vehicle and the opening of the parking space when a predetermined part of the vehicle (for example, the center point between two rear wheels) enters the parking space. (For example, a1 in FIG. 7A and a2 in FIG. 8A).

As shown in FIG. 3B, the touch panel 1

displays buttons

30, 31, and 32 according to the degree of user preference as an approach angle setting menu. The user can select any of the buttons 30 to 32.

The button 30 is a button that is selected when the user wants to increase the approach angle. When the button 30 is selected, preference information indicating “large approach angle” is output from the touch panel 1 to the preference information acquisition unit 11.

The button 31 is a button that is selected when the user wants to reduce the approach angle. When this button 31 is selected, preference information indicating “small approach angle” is output from the touch panel 1 to the preference information acquisition unit 11.

The button 32 is a button that is selected when the user wants to standardize the approach angle. When the button 32 is selected, preference information indicating “standard approach angle” is output from the touch panel 1 to the preference information acquisition unit 11. The approach angle standard is, for example, an intermediate size between a small approach angle and a large approach angle. In addition, when the setting of the approach angle by a user is not performed, the preference information regarding an approach angle is set to "entrance angle standard", for example.

FIG. 3C is a diagram showing an example of a handle operation mode setting menu. The handle operation mode is, for example, how to turn the handle when the vehicle enters the parking space.

As shown in FIG. 3C,

buttons

40 and 41 corresponding to the degree of user preference are displayed on the touch panel 1 as a handle operation mode setting menu. The user can select one of the

buttons

40 and 41.

The button 40 is, for example, a target parking position (including a position where the vehicle starts to move straight forward (for example, the position p10 in FIG. 9A) while the steering angle is fixed after the user changes the steering angle of the steering wheel). This button is selected when the user wants to move the vehicle. When this button 40 is selected, preference information indicating “handle fixed” is output from the touch panel 1 to the preference information acquisition unit 11.

The button 41 is, for example, a button that is selected when the user wants to move the vehicle to the target parking position while changing the steering angle of the steering wheel. When the button 41 is selected, preference information indicating “variable handle” is output from the touch panel 1 to the preference information acquisition unit 11.

In addition, when the setting of the handle operation mode is not performed by the user, the preference information regarding the handle operation mode is set to, for example, “handle fixed”.

FIG. 3D is a diagram illustrating an example of a stationary setting menu. The stationary is an operation of rotating the steering wheel when the vehicle is stopped.

As shown in FIG. 3D, the touch panel 1

displays buttons

50 and 51 corresponding to the degree of user preference as a stationary setting menu. The user can select either

button

50 or 51.

The button 50 is a button that is selected when the user wants the vehicle to enter the parking space without leaving the station. When this button 50 is selected, preference information indicating “no stationary” is output from the touch panel 1 to the preference information acquisition unit 11.

The button 51 is a button that is selected when the user wants to enter the parking space after having left the station. When this button 51 is selected, the preference information indicating “deferred” is output from the touch panel 1 to the preference information acquisition unit 11.

In addition, when the setting of presence / absence of stationary is not performed by the user, the preference information regarding the presence / absence of stationary is set to “no stationary”, for example.

The four setting menus described above may be displayed simultaneously on the touch panel 1 or may be displayed one by one in a predetermined order. Further, the user may perform a button selection operation on a plurality of setting menus among the four setting menus, or may perform a button selection operation on only one of the setting menus. When a button selection operation is performed on a plurality of setting menus, a plurality of types of preference information are set.

Further, in the present embodiment, the case where the preference information is information indicating the margin, the approach angle, the steering wheel operation mode, or the presence / absence of stationary, will be described as an example. It is not limited to.

In the above, each example of the setting menu has been described. Hereinafter, the description returns to the flow of FIG.

When the touch panel 1 receives a button selection operation by the user after displaying the setting menu, the touch panel 1 outputs preference information corresponding to the button selected by the operation to the control unit 10 (step S102).

When the preference information acquisition unit 11 of the control unit 10 receives the preference information from the touch panel 1, the preference information acquisition unit 11 stores the preference information in the memory 4 (step S103).

Heretofore, an example of the preference information setting operation of the parking support apparatus 100 has been described.

Next, an example of the parking support operation of the parking support apparatus 100 will be described with reference to FIG. FIG. 4 is a flowchart illustrating an example of the parking support operation of the parking support device 100.

First, the route calculation unit 12 of the control unit 10 reads preference information from the memory 4 (step S201). This preference information is stored in the memory 4 in step S103 of FIG.

Next, the route calculation unit 12 calculates a route based on the current position of the vehicle, the target parking position, and preference information (step S202). In addition, the route calculation unit 12 sets a steering angle according to the travel time when the vehicle travels at a constant speed along the calculated route. Refer to FIG. 5B, FIG. 6B, FIG. 7B, FIG. 8B, FIG. 9B, FIG. 10B, FIG. 11B, and FIG. 12B for examples of the calculated route and the steering angle for each travel time set here. Will be described later.

The traveling control unit 13 and the steering control unit 14 execute traveling control and steering angle control based on the route calculated by the route calculating unit 12 (step S203). That is, the traveling control unit 13 and the steering control unit 14 control the traveling and steering of the vehicle so as to follow the calculated route. The traveling control here is, for example, control for moving the vehicle forward or backward at a constant speed. The steering angle control is performed based on the steering angle set for each set traveling time. Thus, the vehicle starts moving to the target parking position at a constant speed regardless of the driving operation of the user. Note that the user can perform a braking operation such as depressing a brake pedal during the execution of the traveling control and the steering angle control.

The route calculation unit 12 determines whether parking is completed (step S204). For example, the route calculation unit 12 based on an image taken by the camera 2 such as a rear camera, when a predetermined location of the vehicle (for example, a center point between two rear wheels) has reached the target parking position, Determine that parking is complete.

If the result of determination in step S204 is that parking has not been completed (step S204: NO), the flow returns to step S203. On the other hand, if the result of determination in step S204 is that parking has been completed (step S204: YES), the route calculation unit 12 notifies the user of parking completion (step S205). For example, the route calculation unit 12 causes the touch panel 1 to display a message indicating that parking has been completed.

The example of the parking support operation of the parking support device 100 has been described above.

Hereinafter, an example of a route calculated by the route calculation unit 12 will be described with reference to FIGS. 5B, 6B, 7B, 8B, 9B, 10B, 11B, and 12B. In the following examples, a case where a vehicle is parked in parallel in a garage (an example of a parking space) will be described as an example. In FIG. 5B, FIG. 6B, FIG. 7B, FIG. 8B, FIG. 9B, FIG. 10B, FIG.

First, the first route and the second route calculated when the user performs a button selection operation in the margin setting menu of FIG. 3A will be described.

<First route>
The first route R1 calculated when the button 20 shown in FIG. 3A is selected and the preference information is “low margin” will be described with reference to FIG. 5A. FIG. 5A is a diagram illustrating an example of the first route R1 when the vehicle V and the garage G are viewed from directly above.

5A, FW indicates the front of the vehicle V, RE indicates the rear of the vehicle V, R indicates the right side of the vehicle V, and L indicates the left side of the vehicle V. In FIG. 5, s1, s2, and s3 indicate positions of the vehicle V. In FIG. 5A, c indicates a center point between the two rear wheels of the vehicle V (hereinafter simply referred to as “center point”). Instead of the center point c, the center of gravity of the vehicle may be used.

5A, a position s1 is a current position (parking support start position) of the vehicle V, and a position s3 is a target parking position (parking support end position) of the vehicle V. The position s2 is the position of the vehicle V when the distance between the left side surface of the vehicle V and the corner of the opening of the garage G is d1. d1 is a preset value. Note that d1 may be a fixed value or a value within a predetermined range. Moreover, the value set according to the preference information set by the other setting menu may be sufficient.

When the vehicle V is at the position s1, the route calculation unit 12, for example, the center point c when the vehicle V is at the position s1, the center point c when the vehicle V is at the position s2, and the vehicle V is at the position s3. The first route R1 passing through the center point c when the vehicle is located at is calculated.

Further, after calculating the first route R1, the route calculation unit 12 sets a steering angle used for steering control for causing the vehicle V to follow the first route R1. An example of the steering angle set based on the first route R1 is shown in FIG. 5B.

5B, the vertical axis indicates the set steering angle, and the horizontal axis indicates the travel time (or travel distance) of the vehicle V. As shown in FIG. 5B, the steering angle is set according to the traveling time of the vehicle V. In FIG. 5B, t1 is a time when the vehicle V is at the position s1. t2 is the time when the vehicle V moves backward from the position s1 and the center point c reaches the position p1 on the first route R1 shown in FIG. 5A. t3 is the time when the vehicle V moves backward from the position s2 and the center point c reaches the position p2 on the first route R1 shown in FIG. 5A. t4 is the time when the vehicle V is at the position s3.

By performing the steering control based on the steering angle set as shown in FIG. 5B and the traveling control for moving the vehicle V backward at a constant speed, the vehicle V moves from the position s1 to the position s3 along the first route R1. Move to.

As described above, when the user selects the button 20 in the margin setting menu of FIG. 3A, the first route R1 reflecting the user's preference “low margin” is calculated.

<Second route>
The second route R2 calculated when the button 21 shown in FIG. 3A is selected and the preference information is “high margin” will be described with reference to FIG. 6A. FIG. 6A is a diagram illustrating an example of the second route R2 when the vehicle V and the garage G are viewed from directly above.

6A, position s4 is the position of vehicle V when the distance between the left side surface of vehicle V and the corner of the opening of garage G is d2. d2 is a preset value and is larger than d1 shown in FIG. 5A. Note that d2 may be a fixed value or a value within a predetermined range. Moreover, the value set according to the preference information set by the other setting menu may be sufficient.

When the vehicle V is at the position s1, the route calculation unit 12, for example, the center point c when the vehicle V is at the position s1, the center point c when the vehicle V is at the position s4, and the vehicle V is at the position s3. The second route R2 that passes through the center point c when the vehicle is located at is calculated. The curvature of the arc from the position p3 to the position p4 in the second path R2 is larger than the curvature of the arc from the position p1 to the position p2 in the first path R1.

Then, after calculating the second route R2, the route calculation unit 12 sets a steering angle used for steering control for causing the vehicle V to follow the second route R2. An example of the steering angle set based on the second route R2 is shown in FIG. 6B.

6B, t5 is the time when the vehicle V is at the position s1. t6 is the time when the vehicle V moves backward from the position s1 and the center point c reaches the position p3 on the second route R2 shown in FIG. 6A. t7 is the time when the vehicle V moves backward from the position s4 and the center point c reaches the position p4 on the second route R2 shown in FIG. 6A. t8 is the time when the vehicle V is at the position s3.

As shown in FIG. 6B, the vehicle V is obtained by performing the steering control based on the steering angle in which the time change of the steering angle is set steeper than that in FIG. 5B and the traveling control for moving the vehicle V backward at a constant speed. , And moves from the position s1 to the position s3 along the second route R2.

As described above, when the user selects the button 21 in the margin setting menu in FIG. 3A, the second route R2 reflecting the user's preference “large margin” is calculated.

In addition, when the user selects the button 22 in the margin setting menu of FIG. 3A, a route reflecting the “margin standard” that the user likes is calculated. This route is, for example, the distance between the center point c when the vehicle V is at the position s1, the center point c when the vehicle V is at the position s3, and the corner of the left side of the vehicle V and the opening of the garage G. Is a route that passes through the center point c when the vehicle V is at a position where the distance V is larger than d1 and smaller than d2.

Next, the third route and the fourth route calculated when the user performs a button selection operation in the approach angle setting menu of FIG. 3B will be described.

<Third route>
The third route R3 calculated when the button 30 shown in FIG. 3B is selected and the preference information is “Large entry angle” will be described with reference to FIG. 7A. FIG. 7A is a diagram illustrating an example of the third route R3 when the vehicle V and the garage G are viewed from directly above.

In FIG. 7A, the position s5 is when the angle between the center line L1 in the front-rear direction of the vehicle V and the straight line L2 horizontal to the opening of the garage G when the center point c enters the garage G is a1. , The position of the vehicle V. a1 is a preset value. Note that a1 may be a fixed value or a value within a predetermined range. Moreover, the value set according to the preference information set by the other setting menu may be sufficient.

When the vehicle V is at the position s1, for example, the route calculation unit 12 determines the center point c when the vehicle V is at the position s1, the center point c when the vehicle V is at the position s5, and the vehicle V is at the position s3. A third route R3 that passes through the center point c at the time is calculated.

Further, after calculating the third route R3, the route calculation unit 12 sets a steering angle used for steering control for causing the vehicle V to follow the third route R3. An example of the steering angle set based on the third route R3 is shown in FIG. 7B.

7B, t9 is the time when the vehicle V is at the position s1. t10 is the time when the vehicle V moves backward from the position s1 and the center point c reaches the position p5 on the third route R3 shown in FIG. 7A. t11 is the time when the vehicle V moves backward from the position s5 and the center point c reaches the position p6 on the third route R3 shown in FIG. 7A. t12 is the time when the vehicle V is at the position s3.

As shown in FIG. 7B, by performing steering control based on the steering angle set so as to change the steering angle sharply after going straight for a predetermined time and traveling control for moving the vehicle V backward at a constant speed, the vehicle V is , And moves from the position s1 to the position s3 along the third route R3.

As described above, when the user selects the button 30 in the entry angle setting menu of FIG. 3B, the third route R3 reflecting the “entrance angle large” that the user likes is calculated.

<Fourth route>
The fourth route R4 calculated when the button 31 shown in FIG. 3B is selected and the preference information is “small entrance angle” will be described with reference to FIG. 8A. FIG. 8A is a diagram illustrating an example of the fourth route R4 when the vehicle V and the garage G are viewed from directly above.

In FIG. 8A, the position s6 is when the angle between the center line L1 in the front-rear direction of the vehicle V and the straight line L2 horizontal to the opening of the garage G when the center point c enters the garage G is a2. , The position of the vehicle V. a2 is a preset value and is smaller than a1 shown in FIG. 7A. Note that a2 may be a fixed value or a value within a predetermined range. Moreover, the value set according to the preference information set by the other setting menu may be sufficient.

When the vehicle V is at the position s1, the route calculation unit 12, for example, the center point c when the vehicle V is at the position s1, the center point c when the vehicle V is at the position s6, and the vehicle V is at the position s3. The fourth route R4 that passes through the center point c when the vehicle is at is calculated. The curvature of the arc from position p7 to position p8 in this fourth route R4 (or the arc from center point c when vehicle V is at position s1 to center point c when vehicle V is at position s3) is The curvature of the arc from the position p5 to the position p6 in the third route R3 is smaller.

Then, after calculating the fourth route R4, the route calculation unit 12 sets a steering angle used for steering control for causing the vehicle V to follow the fourth route R4. An example of the steering angle set based on the fourth route R4 is shown in FIG. 8B.

8B, t13 is the time when the vehicle V is at the position s1. t14 is the time when the vehicle V moves backward from the position s1 and the center point c reaches the position p7 on the fourth route R4 shown in FIG. 8A. t15 is the time when the vehicle V moves backward from the position s6 and the center point c reaches the position p8 on the fourth route R4 shown in FIG. 8A. t16 is the time when the vehicle V is at the position s3.

As shown in FIG. 8B, by performing steering control based on the steering angle in which the time change of the steering angle is set more slowly than in FIG. 7B and traveling control for moving the vehicle V backward at a constant speed, the vehicle V is , And moves from the position s1 to the position s3 along the fourth route R4.

As described above, when the user selects the button 31 in the entry angle setting menu of FIG. 3B, the fourth route R4 reflecting the user's preference “small entry angle” is calculated.

In addition, when the user selects the button 32 in the approach angle setting menu of FIG. 3B, a route reflecting the “entry angle standard” that is the user's preference is calculated. This route includes, for example, a center point c when the vehicle V is at the position s1, a center point c when the vehicle V is at the position s3, a center line L1 in the front-rear direction of the vehicle V, and an opening portion of the garage G. This is a route passing through the center point c when the vehicle V is at a position where the angle formed with the horizontal straight line L2 is smaller than a1 and larger than a2.

Next, the fifth route and the sixth route calculated when the user performs a button selection operation in the handle operation mode setting menu of FIG. 3C will be described.

<Fifth route>
The fifth route R5 calculated when the button 40 shown in FIG. 3C is selected and the preference information is “handle fixed” will be described with reference to FIG. 9A. FIG. 9A is a diagram illustrating an example of the fifth route R5 when the vehicle V and the garage G are viewed from directly above.

9A, a position s7 is the current position (parking support start position) of the vehicle V, and a position s8 is a predetermined position when the vehicle V moves backward from the position s7 toward the garage G.

When the vehicle V is at the position s7, for example, the route calculation unit 12 determines the center point c when the vehicle V is at the position s7, the center point c when the vehicle V is at the position s8, and the vehicle V is at the position s3. A fifth path R5 including an arc-shaped path (for example, a path from the position p9 to the position p10) that passes through the center point c and has a constant curvature is calculated.

Further, after calculating the fifth route R5, the route calculation unit 12 sets a steering angle used for steering control for causing the vehicle V to follow the fifth route R5. An example of the steering angle set based on the fifth route R5 is shown in FIG. 9B.

9B, t17 is a time when the vehicle V is at the position s7. t18 is the time when the vehicle V moves backward from the position s7 and the center point c reaches the position p9 on the fifth route R5 shown in FIG. 9A. t19 is the time when the vehicle V moves backward from the position s8 and the center point c reaches the position p10 on the fifth route R5 shown in FIG. 9A. t20 is the time when the vehicle V is at the position s3.

By performing the steering control based on the steering angle set as shown in FIG. 9B and the traveling control for moving the vehicle V backward at a constant speed, the vehicle V moves from the position s7 to the position s3 along the fifth route R5. Move to.

As described above, when the user selects the button 40 in the handle operation mode setting menu of FIG. 3C, the fifth route R5 reflecting the user's preference “handle fixed” is calculated.

<Sixth route>
The sixth route R6 calculated when the button 41 shown in FIG. 3C is selected and the preference information is “variable handle” will be described with reference to FIG. 10A. FIG. 10A is a diagram illustrating an example of a sixth route R6 when the vehicle V and the garage G are viewed from directly above.

10A, a position s9 is a predetermined position when the vehicle V moves backward from the position s7 toward the garage G while turning.

When the vehicle V is at the position s7, for example, the route calculation unit 12 determines the center point c when the vehicle V is at the position s7, the center point c when the vehicle V is at the position s9, and the vehicle V is at the position s3. A sixth path R6 including an arcuate path (for example, a path from the center point c at the position s7 to the center point c at the position s3) that passes through the center point c at Is calculated. The curvature of the arc of the sixth route R6 (that is, the arc from the center point c when the vehicle V is at the position s7 to the center point c when the vehicle V is at the position s3) is in the fifth route R5. It is smaller than the curvature of the arc from position p9 to position p10.

Then, after calculating the sixth route R6, the route calculation unit 12 sets a steering angle used for steering control for causing the vehicle V to follow the sixth route R6. An example of the steering angle set based on the sixth route R6 is shown in FIG. 10B.

10B, t21 is the time when the vehicle V is at the position s7. t22 is the time when the vehicle V is at the position s9. t23 is the time when the vehicle V is at the position s3.

As shown in FIG. 10B, the steering control based on the steering angle set so that the time period in which the steering angle is fixed is smaller than that in FIG. 9B and the traveling control for moving the vehicle V backward at a constant speed are performed. The vehicle V moves from the position s7 to the position s3 along the sixth route R6.

As described above, when the user selects the button 41 in the handle operation mode setting menu of FIG. 3C, the sixth route R6 reflecting “variable handle” that is the user's preference is calculated.

Next, the seventh route and the eighth route calculated when the user performs a button selection operation in the stationary setting menu of FIG. 3D will be described.

<Seventh route>
The seventh route R7 calculated when the button 50 shown in FIG. 3D is selected and the preference information is “no stationary” will be described with reference to FIG. 11A. FIG. 11A is a diagram illustrating an example of the seventh route R7 when the vehicle V and the garage G are viewed from directly above.

11A, a position s10 is a current position (parking support start position) of the vehicle V, and a position s11 is a predetermined position when the vehicle V moves backward from the position s10 toward the garage G.

When the vehicle V is at the position s10, for example, the route calculation unit 12 determines the center point c when the vehicle V is at the position s10, the center point c when the vehicle V is at the position s11, and the vehicle V is at the position s3. The seventh route R7 is calculated so as not to be stationary when the vehicle V is at the position s10.

Further, after calculating the seventh route R7, the route calculation unit 12 sets a steering angle used for steering control for causing the vehicle V to follow the seventh route R7. An example of the steering angle set based on the seventh route R7 is shown in FIG. 11B.

In FIG. 11B, t24 is the time when the vehicle V is at the position s10. t25 is the time when the vehicle V is at the position s3.

By performing the steering control based on the steering angle set as shown in FIG. 11B and the traveling control for moving the vehicle V backward at a constant speed, the vehicle V moves from the position s10 to the position s3 along the seventh route R7. Move to.

As described above, when the user selects the button 50 in the stationary setting menu of FIG. 3D, the seventh route R7 reflecting the user's preference “no stationary” is calculated.

<Eighth route>
The eighth route R8 calculated when the button 51 shown in FIG. 3D is selected and the preference information is “deferred” will be described with reference to FIG. 12A. FIG. 12A is a diagram illustrating an example of the eighth route R8 when the vehicle V and the garage G are viewed from directly above.

12A, a position s12 is a predetermined position when the vehicle V moves backward from the position s10 toward the garage G while turning.

When the vehicle V is at the position s10, for example, the route calculation unit 12 uses the center point c when the vehicle V is at the position s10, the center point c when the vehicle V is at the position s12, and the vehicle V is at the position s3. The eighth route R8 is calculated so as to pass through the center point c when the vehicle V is at the position s10 and to be stationary. In the eighth route R8, a section between the center point c and the position p13 when the vehicle V is at the position s10 is a section in which stationary is performed.

Then, after calculating the eighth route R8, the route calculation unit 12 sets a steering angle used for steering control for causing the vehicle V to follow the eighth route R8. An example of the steering angle set based on the eighth route R8 is shown in FIG. 12B.

12B, t26 is a time when the vehicle V is at the position s10. t27 is the time when the vehicle V moves backward from the position s10 and the center point c reaches the position p13 on the eighth route R8 shown in FIG. 12A. t28 is the time when the vehicle V is at the position s3. The stationary operation is performed between t26 and t27.

As shown in FIG. 12B, when the steering angle is switched clockwise and counterclockwise as compared with FIG. 11B (t26 to t27), By performing traveling control that causes the vehicle V to move backward at a constant speed, the vehicle V moves from the position s10 to the position s3 along the eighth route R8.

As described above, when the user selects the button 51 in the stationary setting menu of FIG. 3D, the eighth route R8 reflecting the user's preference “with stationary” is calculated.

The example of the route calculated by the route calculation unit 12 has been described above. When a plurality of types of buttons are selected in the four types of setting menus shown in FIGS. 3A to 3D and a plurality of types of preference information are set, a route reflecting the plurality of types of preference information is calculated.

As described above in detail, the parking assistance apparatus 100 according to the present embodiment stores preference information corresponding to the button selected by the user in a predetermined setting menu, and uses the preference information when calculating the route. It is characterized by that. Thereby, a route reflecting the user's preference can be calculated.

As mentioned above, although embodiment of this invention was described, this invention is not limited to the said embodiment, A various deformation | transformation is possible. Hereinafter, modified examples will be described.

(Modification 1)
In the above-described embodiment, the case where the travel control and the steering angle control are performed so that the vehicle follows the route after the route is calculated has been described as an example. However, the calculated route is displayed on the touch panel 1 and the user The vehicle may be driven along the route. In this case, the route calculation unit 12 outputs a signal capable of displaying the route to the touch panel 1.

(Modification 2)
In the above-described embodiment, the case where parallel parking is performed has been described as an example. However, the same applies to the case where parallel parking is performed.

(Modification 3)
In the above embodiment, the case where preference information is set by selecting a button has been described as an example, but the present invention is not limited to this. For example, the preference information may be set by the user inputting a desired value (for example, the above-described intervals d1, d2, angles a1, a2, etc.).

(Modification 4)
In the above embodiment, when a plurality of types of preference information is set and a route based on the preference information cannot be calculated, the route calculation unit 12 has as much preference information as possible among the set types of preference information. The reflected route may be recalculated. Alternatively, when multiple types of preference information are set, the route calculation unit 12 may set priorities for the preference information. And when the route based on the set plural types of preference information cannot be calculated, the route calculation unit 12 recalculates the route reflecting the preference information with high priority among the set plural types of preference information. May be.

As mentioned above, although embodiment and the modification of this invention were explained in full detail with reference to drawings, the function of the parking assistance apparatus 100 mentioned above may be implement | achieved by the computer program. For example, the control unit 10 copies, for example, a program stored in a predetermined storage device (not shown) to a RAM (Random Access Memory) (not shown), and sequentially reads and executes instructions included in the program from the RAM. Thereby, the function of the parking assistance apparatus 100 is implement | achieved. Further, when executing the program, the RAM or the storage device stores information obtained by various processes described in the embodiments and modifications, and is used as appropriate. Such a program can be used by being recorded on a non-transitory storage medium such as a DVD (Digital Versatile Disc).

The present invention is useful for a parking support device, a parking support method, and the like that support parking of a vehicle.

1 Touch panel (display unit)
2 Camera 3 Sonar 4 Memory 5 Drive unit 6 Braking unit 7 Steering unit 10 Control unit 11 Preference information acquisition unit 12 Route calculation unit 13 Travel control unit 14

Steering control unit

20, 21, 22, 30, 31, 32, 40, 41 , 50, 51 Button 100 Parking support device

Claims

A preference information acquisition unit that acquires at least one preference information indicating a user's preference regarding parking;
A route calculation unit that calculates a route from the current position of the vehicle to the target parking position based on the current position of the vehicle, the target parking position, and the at least one preference information;
Parking assistance device.
The at least one preference information includes a plurality of preference information;
A display unit that displays the plurality of preference information according to the degree of preference of the user;
The parking assistance device according to claim 1.
The at least one preference information is:
Information indicating the size of the gap between the side surface of the vehicle and the end of the parking space, information indicating the size of the approach angle to the parking space of the vehicle, information indicating the operation mode of the steering wheel of the vehicle, presence or absence of stationary Including at least one of the indicated information,
The parking assistance device according to claim 1.
The at least one preference information includes information indicating a magnitude of an approach angle to the parking space of the vehicle,
The approach angle is
When the predetermined part of the vehicle has entered the parking space, an angle formed by a center line in the front-rear direction of the vehicle and a horizontal straight line at an opening portion of the parking space,
The parking assistance device according to claim 3.
A travel control unit for controlling travel of the vehicle;
A steering control unit for controlling steering of the vehicle,
The travel control unit and the steering control unit are:
Controlling travel and steering so that the vehicle follows the route;
The parking assistance device according to claim 1.
The route calculation unit
Outputting a signal capable of displaying the route;
The parking assistance device according to claim 1.
Obtaining at least one preference information indicating a user preference regarding parking;
Calculating a route from the current position of the vehicle to the target parking position based on the current position of the vehicle, the target parking position, and the at least one preference information.
Parking assistance method.