Parking aid

Abstract

A parking assistance device is provided, the parking assistance device performs a driving assistance process, the driving assistance process acquires a target driving path from a current position of a vehicle to a target parking position, and assists the vehicle in driving on the target driving path, the parking assistance device can avoid a situation where the vehicle approaches an entity and causes the driver to feel uncomfortable during the execution of the driving assistance process. The parking assistance device acquires the target driving path in such a way that the distance between the vehicle and the entity is not less than a threshold distance when the vehicle is driving on the target driving path, and the threshold distance is a value that can be changed by the driver.

Description

Technical Field

[0001] The present invention relates to a parking assist device that performs a parking assist process that assists a vehicle in traveling to a target parking position. Background Art

[0002] One of such parking assist devices (hereinafter also referred to as a "conventional device") acquires a target driving path in such a manner that the vehicle turns from an initial position and backs up to reach a target parking position, and controls a steering angle in such a manner that the vehicle travels along the target driving path. If the target parking position cannot be reached from the initial position only by backing up because the vehicle is likely to collide with an obstacle when backing up, the target driving path is acquired in such a manner that includes a section in which the vehicle backs up to the vicinity of the target parking position, a section in which the vehicle temporarily moves forward, and a section in which the vehicle backs up and reaches the target parking position (for example, refer to Patent Document 1).

[0003] Patent Document 1: Japanese Patent Application Publication No. 2003-237511. Summary of the invention

[0004] For example, when the distance between the detected entity and the vehicle is less than a predetermined "threshold distance", it can be determined that the entity is an obstacle with a high probability of colliding with the vehicle. In other words, when the vehicle is traveling on the target driving path, it is possible that the vehicle approaches the entity until the distance to the entity reaches the threshold distance.

[0005] Therefore, if the threshold distance is not set appropriately, the vehicle driver may feel scared when the vehicle approaches the entity. Generally, the distance between the entity that will make the driver feel scared varies depending on the driver. However, in the existing device, it is not considered to set the threshold distance according to the driver.

[0006] Therefore, one of the objects of the present invention is to provide a parking assistance device capable of setting a threshold distance according to a driver.

[0007] A parking assistance device for achieving the above-mentioned object (hereinafter also referred to as “the device of the present invention”) includes an entity detection unit, a path acquisition unit, a travel control unit, and a processing control unit.

[0008] The entity detection unit (front camera 31, rear camera 32, left camera 33, right camera 34, front sonar device 40, rear sonar device 50, left sonar device 60, right sonar device 65 and driving assistance ECU 21) detects entities located around the vehicle (10).

[0009] The route acquisition unit (driving assistance ECU 21) executes a "route acquisition process" (a process for acquiring a "target driving route" from the current position of the vehicle to the "target parking position"). Figure 8 Step 835).

[0010] The driving control unit (driving assistance ECU 21) executes a "driving assistance process" ( Fig. 9 Step 910).

[0011] The processing control unit (driving assistance ECU 21) causes the route acquisition unit to execute the route acquisition processing (in Figure 8 810 is determined to be "yes", and when it is determined that the prescribed "assistance start condition" including the acquisition of the target driving path is satisfied, the driving control unit is caused to execute the driving assist process (in Fig. 9 (the judgment is "yes" in step 945).

[0012] Furthermore, the path acquisition unit (driving assistance ECU 21) stores threshold distances (first distance Dt1, second distance Dt2, and third distance Dt3), which are values ​​that can be changed by the driver of the vehicle, and acquires the target driving path ( Figure 8 Step 835).

[0013] The device of the present invention stores the threshold distance, and the driver can change (set) the threshold distance. Therefore, according to the device of the present invention, the threshold distance can be set according to the driver.

[0014] In one embodiment of the device of the present invention, the path acquisition unit stores a plurality of the target parking positions and stores the threshold distances (refer to Figure 6 ).

[0015] In this mode, the driver can, for example, register his own parking lot as one of the target parking positions in the device of the present invention, and register the parking lot of the workplace as another target parking position in the device of the present invention. In addition, the driver can set a threshold distance for each registered target parking position.

[0016] For example, when there is an obstacle (e.g., a wall of an adjacent building) near the target parking position, the threshold distance can be set to a small value. On the other hand, if there is no obstacle around the target parking position, the threshold distance can be set to a large value. Therefore, according to this embodiment, the threshold distance can be set to an appropriate value according to the environment of each target parking position.

[0017] In addition, in other aspects of the device of the present invention,

[0018] The device of the present invention comprises a "receiving unit (73)" which receives information indicating that the driving start operation has been performed when the driver outside the vehicle performs a predetermined driving start operation.

[0019] The processing control unit is configured to include the fact that the information is received by the receiving unit in the conditions for determining that the assistance start condition is satisfied.

[0020] For example, when the vehicle is in the target parking position, it is sometimes difficult for the driver to get off the vehicle because the distance between the wall of a building adjacent to the target parking position and the vehicle is small. According to this embodiment, even in such a case, the driver can get off the vehicle before starting the driving assist process, and then perform the driving start operation to drive the vehicle to the target parking position.

[0021] In the above description, in order to help understand the present invention, for the structure of the invention corresponding to the embodiment described later, the name and / or symbol used in the embodiment is added in brackets. However, each structural element of the present invention is not limited to the embodiment specified by the above name and / or symbol. Other purposes, other features and incidental advantages of the present invention can be easily understood by the description of the embodiment of the present invention recorded with reference to the following drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 It is a schematic diagram of a vehicle (this vehicle) equipped with a parking assistance device (this assistance device) according to an embodiment of the present invention.

[0023] Figure 2 is a block diagram of the auxiliary device.

[0024] FIG3(A) is a diagram showing a parking assistance screen displayed on the display of the assistance device when the route acquisition process is started, and FIG3(B) is a diagram showing a parking assistance screen displayed when the target driving route is acquired by the route acquisition process.

[0025] Figure 4 1 is a diagram showing an example of a target travel route from the current position of the host vehicle to the target parking position.

[0026] Figure 5 This is a diagram showing a setting screen for parking assistance processing displayed on the display of the assistance device.

[0027] Figure 6 This is a diagram showing a threshold distance setting screen displayed on the display of the assistance device.

[0028] Figure 7 1 is a diagram showing an example of a target travel route from the current position of the host vehicle to the target parking position when the setting of the threshold distance is changed.

[0029] Figure 8 This is a flowchart showing the route acquisition processing procedure executed by the present support device.

[0030] Fig. 9 This is a flowchart showing a driving assistance processing routine executed by the present assistance device. DETAILED DESCRIPTION

[0031] (structure)

[0032] Hereinafter, a parking assistance device for a vehicle according to an embodiment of the present invention (hereinafter also referred to as "this assistance device") will be described with reference to the accompanying drawings. This assistance device is applicable to Figure 1 The vehicle 10 shown in FIG. Figure 2 As can be seen, the assist device includes “a driving assist ECU 21, a drive control ECU 22, a brake control ECU 23, and an EPS-ECU 24”, each of which is an electronic control unit (ECU: Electronic Control Unit).

[0033] The driving assistance ECU 21 includes a microcomputer having a CPU, a nonvolatile memory, and a RAM as main elements. The CPU reads in data, performs numerical calculations, and outputs calculation results by sequentially executing a predetermined program (regulation). The nonvolatile memory is composed of a flash memory, and stores programs executed by the CPU and a lookup table (map) referenced when executing the program. The RAM temporarily stores data referenced by the CPU.

[0034] The drive control ECU 22 , the brake control ECU 23 , and the EPS-ECU 24 each include a microcomputer as a main element, similarly to the driving support ECU 21 . These ECUs can communicate data with each other via a CAN (Controller Area Network) 25 (can exchange data).

[0035] In addition, these ECUs can receive output values ​​of sensors connected to other ECUs from “other ECUs” via CAN 25. For example, a steering angle sensor 92 described later is connected to EPS-ECU 24, and the driving assistance ECU 21 receives the steering angle θs detected by the steering angle sensor 92 from EPS-ECU 24 via CAN 25.

[0036] The driving assistance ECU 21 is connected to a front camera 31 , a rear camera 32 , a left camera 33 , a right camera 34 , a front sonar device 40 , a rear sonar device 50 , a left sonar device 60 , a right sonar device 65 , a vehicle speed sensor 71 , an operation button 72 , a signal receiving unit 73 , a display 74 , and a speaker 75 .

[0037] (Structure - Camera Device)

[0038] like Figure 1 As shown, the front camera 31 is disposed at the front center of the vehicle 10. The front camera 31 acquires information (more specifically, still image data) representing a "front image" obtained by photographing the area in front of the vehicle 10 at every predetermined time interval ΔTc, and outputs the information representing the front image to the driving support ECU 21. The horizontal imaging range (angle of view) of the front camera 31 is equal to the angle formed by the straight line LcF1 and the straight line LcF2.

[0039] The rear camera 32 is disposed at the rear center of the vehicle 10. The rear camera 32 acquires information indicating a "rear image" obtained by photographing the area behind the vehicle 10 at every time interval ΔTc, and outputs the information indicating the rear image to the driving support ECU 21. The horizontal photographing range (angle of view) of the rear camera 32 is equal to the angle formed by the straight line LcB1 and the straight line LcB2.

[0040] The left camera 33 is disposed on the lower side of the left door mirror of the vehicle 10. The left camera 33 acquires information indicating a "left image" obtained by photographing the area on the left side of the vehicle 10 at every time interval ΔTc, and outputs the information indicating the left image to the driving assistance ECU 21. The horizontal photographing range (angle of view) of the left camera 33 is equal to the angle formed by the straight line LcL1 and the straight line LcL2.

[0041] The right camera 34 is disposed on the lower side of the right door mirror of the vehicle 10. The right camera 34 acquires information indicating a "right image" obtained by photographing an area on the right side of the vehicle 10 at every time interval ΔTc, and outputs the information indicating the right image to the driving assistance ECU 21. The horizontal photographing range (angle of view) of the right camera 34 is equal to the angle formed by the straight line LcR1 and the straight line LcR2.

[0042] Hereinafter, the images captured by the front camera 31 , the rear camera 32 , the left camera 33 , and the right camera 34 , respectively (ie, the front image, the rear image, the left image, and the right image) are also collectively referred to as “peripheral images”.

[0043] When receiving the surrounding image, the driving assistance ECU 21 acquires (infers) the position of the entity included in the surrounding image (relative to the position of the vehicle 10) based on the position where the entity appears in the surrounding image. That is, the driving assistance ECU 21 detects the entity located around the vehicle 10 based on the surrounding image. Hereinafter, the entity detected based on the surrounding image is also referred to as a "camera entity".

[0044] (Structure-Sonar Device)

[0045] The front sonar device 40 includes a left front corner sonar 41, a left front sonar 42, a right front sonar 43, a right front corner sonar 44, and a front sonar control unit 45. Figure 1 As shown, the left front corner sonar 41 is arranged at the left front corner of the vehicle 10. The area where the left front corner sonar 41 can detect entities is generally represented by area RsF1. The left front sonar 42 is arranged at the front end of the vehicle 10 and to the left of the center. The area where the left front sonar 42 can detect entities is generally represented by area RsF2.

[0046] The right front sonar 43 is disposed at the front end of the vehicle 10 and to the right of the center. The area where the right front sonar 43 can detect entities is generally represented by area RsF3. The right front corner sonar 44 is disposed at the right front corner of the vehicle 10. The area where the right front corner sonar 44 can detect entities is generally represented by area RsF4.

[0047] The left front corner sonar 41, the left front sonar 42, the right front sonar 43, and the right front corner sonar 44 each have a sonar transmitter and a sonar receiver (neither of which is shown in the figure). The sonar transmitters transmit ultrasonic waves as "sonar transmission waves" according to instructions from the front sonar control unit 45. After the receiver receives the reflected wave (sonar reflected wave) generated by the sonar transmission wave reflecting off the entity, the receiver outputs a signal (sonar reflected wave information) indicating the frequency and intensity of the sonar reflected wave to the front sonar control unit 45.

[0048] The front sonar control unit 45 performs "sonar entity detection processing" every predetermined time interval ΔTs. The sonar entity detection processing is a process of detecting an entity based on the sonar reflected wave information sent from a plurality of receiving units, and acquiring (calculating) the position (position relative to the vehicle 10) and speed (speed relative to the vehicle 10, i.e., relative speed) of the entity. After detecting the entity by performing the sonar entity detection processing, the front sonar control unit 45 outputs information about the detected entity (including the position and speed of the entity) as "sonar entity information" to the driving assistance ECU 21.

[0049] The rear sonar device 50 includes a left rear corner sonar 51, a left rear sonar 52, a right rear sonar 53, a right rear corner sonar 54, and a rear sonar control unit 55. The left rear corner sonar 51 is disposed at a position of a left rear corner of the vehicle 10. The area in which the left rear corner sonar 51 can detect an entity is generally represented by an area RsB1. The left rear sonar 52 is disposed at a position at the rear end of the vehicle 10 and to the left of the center of the vehicle 10. The area in which the left rear sonar 52 can detect an entity is generally represented by an area RsB2.

[0050] The right rear sonar 53 is disposed at the rear end of the vehicle 10 and further to the right than the center. The area in which the right rear sonar 53 can detect an entity is generally represented by an area RsB3. The right rear corner sonar 54 is disposed at the right rear corner of the vehicle 10. The area in which the right rear corner sonar 54 can detect an entity is generally represented by an area RsB4.

[0051] The left rear corner sonar 51, the left rear sonar 52, the right rear sonar 53, and the right rear corner sonar 54 each have a sonar transmitter and a sonar receiver (neither of which is shown in the figure) similarly to the front sonar device 40. Each sonar transmitter transmits a sonar transmission wave according to an instruction from the rear sonar control unit 55. After the receiver receives the sonar reflection wave, the receiver outputs the sonar reflection wave information to the rear sonar control unit 55.

[0052] The rear sonar control unit 55 performs the sonar entity detection process every time the time interval ΔTs elapses. When an entity is detected by performing the sonar entity detection process, the rear sonar control unit 55 outputs sonar entity information to the driving assistance ECU 21 .

[0053] The left sonar device 60 includes a left lateral front sonar 61, a left lateral rear sonar 62, and a left sonar control unit 63. The left lateral front sonar 61 is disposed at a front position on the left side of the vehicle body 10. The area in which the left lateral front sonar 61 can detect an entity is generally represented by an area RsL1. The left lateral rear sonar 62 is disposed at a rear position on the left side of the vehicle body 10. The area in which the left lateral rear sonar 62 can detect an entity is generally represented by an area RsL2.

[0054] from Figure 1 It can be seen that the left sonar device 60 can detect an entity whose distance from the left end of the body of the vehicle 10 is smaller than the detection distance Ds.

[0055] The left lateral front sonar 61 and the left lateral rear sonar 62 each have a sonar transmitter and a sonar receiver (neither of which is shown in the figure) similarly to the front sonar device 40. Each sonar transmitter transmits a sonar transmission wave according to an instruction from the left sonar control unit 63. After the receiver receives the sonar reflection wave, the receiver outputs the sonar reflection wave information to the left sonar control unit 63.

[0056] The left sonar control unit 63 executes the sonar entity detection process every time the time interval ΔTs passes. After detecting an entity by executing the sonar entity detection process, the left sonar control unit 63 outputs sonar entity information to the driving support ECU 21 .

[0057] The right sonar device 65 includes a right lateral front sonar 66, a right lateral rear sonar 67, and a right sonar control unit 68. The right lateral front sonar 66 is disposed at a front position on the right side of the vehicle body of the vehicle 10. The area in which the right lateral front sonar 66 can detect an entity is generally represented by an area RsR1. The right lateral rear sonar 67 is disposed at a rear position on the right side of the vehicle body of the vehicle 10. The area in which the right lateral rear sonar 67 can detect an entity is generally represented by an area RsR2.

[0058] Similar to the left sonar device 60 , the right sonar device 65 can detect an entity that is located at a distance from the right end of the vehicle body of the vehicle 10 that is smaller than the detection distance Ds.

[0059] Similar to the front sonar device 40, the right lateral front sonar 66 and the right lateral rear sonar 67 each have a sonar transmitter and a sonar receiver (neither of which is shown in the figure). Each sonar transmitter transmits a sonar transmission wave according to an instruction from the right sonar control unit 68. After the receiver receives the sonar reflection wave, the receiver outputs the sonar reflection wave information to the right sonar control unit 68.

[0060] The right sonar control unit 68 executes the sonar entity detection process every time the time interval ΔTs passes. After detecting an entity by executing the sonar entity detection process, the right sonar control unit 68 outputs sonar entity information to the driving support ECU 21 .

[0061] Hereinafter, entities detected by the front sonar device 40, the rear sonar device 50, the left sonar device 60, and the right sonar device 65, respectively, are also referred to as "sonar entities". For convenience of explanation, the front sonar device 40, the rear sonar device 50, the left sonar device 60, and the right sonar device 65 are also referred to as "entity detection units".

[0062] (Structure-Other)

[0063] The vehicle speed sensor 71 detects a vehicle speed Vt which is a running speed of the vehicle 10 , and outputs a signal indicating the vehicle speed Vt to the driving support ECU 21 .

[0064] The operation button 72 is a push button switch disposed in the vehicle cabin of the vehicle 10 and within reach of the driver of the vehicle 10. The operation button 72 outputs a signal to the driving support ECU 21 indicating whether the operation button 72 is pressed.

[0065] Hereinafter, a series of operations from when the driver presses the operation button 72 to when the pressing of the operation button 72 ends is also referred to as a “route acquisition operation.” As described later, the route acquisition operation is performed to cause the driving assistance ECU 21 to start parking assistance processing (specifically, route acquisition processing).

[0066] The signal receiving unit 73 receives a radio signal transmitted from the remote control key 76. The remote control key 76 has a start button 76a and an end button 76b. When the start button 76a or the end button 76b is pressed, the signal receiving unit 73 receives a signal indicating that the button has been pressed (a button operation signal).

[0067] After receiving the button operation signal, the signal receiving unit 73 outputs a signal indicating that the button operation signal has been received to the driving assistance ECU 21. In other words, the driving assistance ECU 21 can recognize that the driver has pressed the start button 76a or the close button 76b. Hereinafter, a series of operations from the driver pressing the start button 76a outside the vehicle 10 to the end of pressing the start button 76a is referred to as a "remote start operation".

[0068] The display 74 is a liquid crystal display (LCD) disposed in the interior of the vehicle 10 and at a position where the driver can visually recognize the display 74 . The characters, graphics, and the like displayed on the display 74 are controlled by the driving support ECU 21 .

[0069] In addition, the display 74 also works as a touch panel. Specifically, after the driver touches the display 74, the display 74 outputs information related to the position touched by the driver to the driving assistance ECU 21. Therefore, the driver of the vehicle 10 can send instructions to the driving assistance ECU 21 by touching the display 74.

[0070] The speaker 75 is disposed in the cabin of the vehicle 10. The warning sound and the voice message and the like produced by the speaker 75 are controlled by the driving support ECU 21.

[0071] (Control of driving force)

[0072] The drive control ECU 22 adjusts the drive force of the vehicle 10 by controlling the engine 81 and the transmission 82 (see Figure 2 ). The drive control ECU 22 is connected to various drive control sensors 83 and receives the output values ​​of these sensors. The drive control sensor 83 is a sensor that detects the operating state quantity (parameter) of the engine 81 and the operation related to the drive control performed by the driver. The drive control sensor 83 includes an accelerator pedal operation amount (depression amount) sensor, a shift position sensor that detects the operation state of the shift lever, a throttle opening sensor, an internal combustion engine speed sensor, and an intake air amount sensor. The drive control ECU 22 determines the requested drive torque Dreq (the requested value of the drive torque Dd described below) based on the vehicle speed Vt, the output value of the drive control sensor 83, etc.

[0073] In addition, the drive control ECU 22 is connected to the engine actuator 84 including a throttle actuator and a fuel injection valve, and controls these actuators to control the torque generated by the engine 81. The drive control ECU 22 controls the engine actuator 84 and the transmission 82 in such a manner that the drive torque Dd transmitted to the drive wheels of the vehicle 10 coincides with the requested drive torque Dreq, thereby controlling the acceleration As (i.e., the amount of change per unit time of the vehicle speed Vt).

[0074] In addition, the drive control ECU 22 switches the shift mode of the transmission 82 according to the driver's operation of the shift lever. The shift mode includes a "forward mode", a "reverse mode", a "neutral mode" and a "parking mode". When the shift mode is the forward mode, the vehicle 10 moves forward by the driving force of the engine 81. When the shift mode is the reverse mode, the vehicle 10 moves backward by the driving force of the engine 81.

[0075] When the shift mode is the neutral mode, the driving force of the engine 81 is not transmitted to the drive wheels of the vehicle 10. When the shift mode is the parking mode, a lock mechanism (not shown) that blocks the rotation of the drive wheels is activated.

[0076] Furthermore, upon receiving a "driving force control request" including a target driving torque Ddtg from the driving assistance ECU 21, the driving control ECU 22 controls the engine actuator 84 and the transmission 82 in such a manner that the actual driving torque Dd is consistent with the target driving torque Ddtg. Furthermore, upon receiving a "shift change request" including a "target shift pattern" from the driving assistance ECU 21, the driving control ECU 22 controls the transmission 82 in such a manner that the actual shift pattern is consistent with the target shift pattern.

[0077] (Braking force control)

[0078] The brake control ECU 23 controls the brake mechanism 85 as a hydraulic friction brake device mounted on the vehicle 10. The brake control ECU 23 is connected to various brake control sensors 86 and receives the output values ​​of these sensors. The brake control sensor 86 is a sensor for detecting the state quantity used to control the brake mechanism 85 and the operation related to the brake control performed by the driver, including a brake pedal operation amount sensor and a pressure sensor of the brake fluid acting on the brake mechanism 85. The brake control ECU 23 determines the requested braking force Breq (the requested value of the braking force Bf described later) based on the vehicle speed Vt and the output value of the brake control sensor 86.

[0079] In addition, the brake control ECU 23 is connected to various brake actuators 87 as hydraulic control actuators of the brake mechanism 85. The brake control ECU 23 controls the brake actuators 87 so that the friction braking force generated by each wheel, that is, the braking force Bf, matches the required braking force Breq, thereby controlling the acceleration As (in this case, the degree of reduction in the magnitude of the vehicle speed Vt, that is, the deceleration).

[0080] Then, upon receiving the “braking force control request” including the target braking force Bftg from the driving support ECU 21 , the brake control ECU 23 controls the brake actuator 87 so that the actual braking force Bf matches the target braking force Bftg.

[0081] (Control of steering assist torque and steering angle)

[0082] The EPS-ECU 24 is connected to a torque sensor 91 and a steering angle sensor 92, and receives detection signals from these sensors. The torque sensor 91 detects the torque applied by the driver to the steering wheel 95 (see Figure 1 ) and outputs a signal indicating the steering torque Tw. The steering angle sensor 92 detects a steering angle θs which is a rotation angle of the steering wheel 95 and outputs a signal indicating the steering angle θs.

[0083] The EPS-ECU 24 determines a target assist torque Tatg, which is a target value of a torque (assist torque) for assisting the driver's operation of the steering wheel 95 , based on the vehicle speed Vt, the steering torque Tw, the steering angle θs, and the like.

[0084] The EPS-ECU 24 is connected to a drive circuit 93. The drive circuit 93 supplies electric power to a steering motor 94. The steering motor 94 generates a torque Tm for rotating a steering shaft. The EPS-ECU 24 controls the drive circuit 93 so that the torque Tm matches the target assist torque Tatg.

[0085] Then, upon receiving the “steering angle control request” including the target steering angle θstg from the driving assistance ECU 21 , the EPS-ECU 24 controls the steering motor 94 so that the actual steering angle θs coincides with the target steering angle θstg.

[0086] (Parking assistance process)

[0087] After the driver of the vehicle 10 performs a route acquisition operation on the operation button 72, the driving assistance ECU 21 starts a "parking assistance process". The parking assistance process is a process for assisting the vehicle 10 in parking at the "target parking position". For the sake of convenience, the conditions that are satisfied when the route acquisition operation is performed are also referred to as "route acquisition conditions".

[0088] The parking assist process includes a “path acquisition process” for determining a target parking position relative to the current position of the vehicle 10 and acquiring a “target driving path” which is a path from the current position to the target parking position, and a “driving assist process” for causing the vehicle 10 to travel along the target driving path.

[0089] The driver can register up to three target parking positions in the driving assistance ECU 21. Specifically, the driver can register the target parking position as any of "parking position 1", "parking position 2" and "parking position 3". If the driver performs a path acquisition operation near the registered target parking position, the driving assistance ECU 21 acquires the position of the target parking position relative to the current position of the vehicle 10, and acquires the target driving path to reach the target parking position.

[0090] On the other hand, if the path acquisition operation is performed when the target parking position is not registered or when leaving the registered target parking position, the driving assistance ECU 21 detects the parking section located around the vehicle 10 as the target parking position and acquires the target driving path to reach the target parking position (i.e., the parking section).

[0091] In the following description of the parking assist process, Figure 1 The center point of the axle of the rear wheel of the vehicle 10 shown in the left-right direction is also referred to as the reference point Pr of the vehicle 10. In addition, an xy coordinate system with the reference point Pr as the origin is defined. The axis extending in the vehicle width direction of the vehicle 10 is the x-axis, and the axis extending in the front-rear direction of the vehicle 10 is the y-axis. Therefore, the x-axis and the y-axis are orthogonal to each other. The x-coordinate value is positive in the right direction toward the direction of travel of the vehicle 10, and is negative in the left direction toward the direction of travel of the vehicle 10. The y-coordinate value is positive in the front direction of the vehicle 10, and is negative in the rear direction of the vehicle 10.

[0092] After the driver performs a prescribed operation to register a target parking position (i.e., any of "parking position 1", "parking position 2", and "parking position 3") and causes the driving assistance ECU 21 to execute a "parking position registration process", the driving assistance ECU 21 stores a plurality of "feature points" corresponding to the target parking position in a non-volatile memory. In the present embodiment, the feature point is a square area (i.e., a portion of an image) containing a prescribed number of pixels.

[0093] The driving assistance ECU 21 generates an image obtained by photographing the surroundings of the vehicle 10 from above, i.e., a "bird's eye view image", based on the surrounding image during the execution of the parking position registration process. The driving assistance ECU 21 extracts feature points from the bird's eye view image and stores the feature points in a nonvolatile memory together with the position (i.e., x-coordinate value and y-coordinate value) relative to a reference point Pr when the vehicle 10 is in the target parking position.

[0094] After starting the parking assistance process (specifically, the path acquisition process), the driving assistance ECU 21 searches for feature points included in the surrounding image (specifically, the overhead image generated from the surrounding image) by a known template matching method in order to determine the target parking position. After detecting a sufficient number of feature points, the driving assistance ECU 21 determines the target parking position relative to the current position of the vehicle 10. Specifically, the driving assistance ECU 21 obtains the distance and direction of the "reference point Pr of the target parking position (that is, the reference point Pr when the vehicle 10 is in the target parking position) relative to the "reference point Pr of the current position of the vehicle 10", and the difference (yaw angle difference) between the yaw angle of the vehicle 10 at the current position and the yaw angle of the vehicle 10 when it is in the target parking position.

[0095] On the other hand, if the driving assistance ECU 21 does not detect a sufficient number of feature points, the driving assistance ECU 21 extracts (recognizes) the road markings (e.g., white lines indicating parking intervals) included in the overhead image, and obtains the extracted parking intervals as the target parking position. In other words, the driving assistance ECU 21 can also perform parking assistance processing for unregistered target parking positions. In this case, the driving assistance ECU 21 also obtains the distance, direction, and yaw angle difference of the target parking position relative to the reference point Pr of the current position of the vehicle 10.

[0096] In addition, the driving assistance ECU 21 displays the parking assistance screen Sa1 illustrated in (A) of FIG. 3 on the display 74. The parking assistance screen Sa1 includes a left sub-screen Sb1 and a right sub-screen Sb2. The left sub-screen Sb1 displays "the determined target parking position and its surrounding area" as a part of the surrounding image. The parking area Sp included in the left sub-screen Sb1 represents the determined target parking position. The right sub-screen Sb2 displays a vehicle mark 10s representing the vehicle 10 and a top view image.

[0097] In addition, the process of storing feature points and obtaining the positional relationship between the current position and the target parking position based on the stored feature points is well known, so the detailed description is omitted (for example, refer to Japanese Patent Gazette No. 2017-21427, Japanese Patent Gazette No. 2017-138664, and Japanese Patent Gazette No. 2018-127065).

[0098] Reference Figure 4 The target travel route acquired by executing the route acquisition process is specifically described in the example of FIG. Figure 4 The point Pn in is the reference point Pr of the vehicle 10 at the time when the route acquisition operation is performed. The position of the vehicle 10 at this time is also called the vehicle position 10n. The dotted line Lp represents the trajectory from the reference point Pr to the point Pn (that is, the path that the vehicle 10 has traveled).

[0099] In this example, the target parking position is a parking section registered as "parking position 1". The vehicle position 10p represents the target parking position (i.e., the vehicle 10 located at the target parking position). Point Pp is the reference point Pr when the vehicle 10 stops at the target parking position. Wall surface W1 and wall surface W2 are wall surfaces located around the target parking position.

[0100] When executing the route acquisition process, the driving assistance ECU 21 acquires the target driving route in such a manner that the distance between the vehicle 10 and the entity (specifically, the camera entity or the sonar entity) located around the vehicle 10 when the vehicle 10 is traveling along the target driving route is not less than the "threshold distance". The driver can set the threshold distance to any of the first distance Dt1, the second distance Dt2 longer than the first distance Dt1, and the third distance Dt3 longer than the second distance (that is, Dt1<Dt2<Dt3, refer to Figure 1 ). The method of setting the threshold distance will be described later. In this example, the threshold distance corresponding to "parking position 1" is set to the first distance Dt1.

[0101] according to Figure 4It can be seen that the target travel route includes a curve La1 from point Pn to point Pa1 and a curve La2 from point Pa1 to point Pp. Curve La1 is a section where the vehicle 10 moves forward. Curve La2 is a section where the vehicle 10 moves backward.

[0102] The vehicle position 10a1 indicates the position of the vehicle 10 when the vehicle 10 reaches the end point of the curve La1 (i.e., point Pa1). The vehicle position 10a2 indicates the position of the vehicle 10 when the vehicle 10 reaches point Pa2 included in the curve La2. The vehicle position 10a2 is the position of the vehicle 10 at the time when the distance between the vehicle 10 and the wall surface W1 becomes the minimum during the travel of the target travel path.

[0103] When the target travel route is acquired through the route acquisition process, the driving assistance ECU 21 displays the parking assistance screen Sa1 instead of the parking assistance screen Sa1. Figure 3B The parking assist screen Sa2 shown is displayed on the display 74. The parking assist screen Sa2 includes a start button Bi.

[0104] When the start button Bi of the parking assistance screen Sa2 is displayed on the display 74, if the driver taps the start button Bi (that is, when the driver touches the start button Bi displayed on the display 74), or the driver performs a remote start operation on the remote control key 76, the driving assistance ECU 21 starts the driving assistance processing.

[0105] For convenience of explanation, the tapping operation on the start button Bi and the remote start operation on the remote control key 76 performed when the start button Bi is displayed on the display 74 are also referred to as "driving start operation". For convenience of explanation, the condition that is satisfied when the driving start operation is performed when the target driving route is acquired by the route acquisition process is also referred to as "assistance start condition".

[0106] Furthermore, after the driving start operation is performed (ie, after the driving assist process is started), the driving assist ECU 21 ends the display of the start button Bi on the parking assist screen Sa2. The start button Bi disappears on the parking assist screen Sa2.

[0107] When the driving assist process is started and the vehicle 10 starts traveling along the curve La1, the driving assist ECU 21 controls the drive control ECU 22 so that the shift mode becomes the forward mode (ie, sends a shift change request to the drive control ECU 22).

[0108] After the vehicle 10 starts running, the driving assistance ECU 21 stops the vehicle 10 at point Pa1. More specifically, when the vehicle 10 approaches point Pa1, the driving assistance ECU 21 acquires (calculates) the target braking force Bftg required to stop the vehicle 10. In addition, the driving assistance ECU 21 sends a braking force control request including the target braking force Bftg to the brake control ECU 23. When the vehicle 10 stops at point Pa1, the driving assistance ECU 21 controls the drive control ECU 22 to switch the shift mode to the reverse mode, thereby causing the vehicle 10 to run along the curve La2.

[0109] During the execution of the driving assist process and when the vehicle 10 is traveling on the target driving path, the driving assist ECU 21 controls the drive control ECU 22 in such a manner that the vehicle speed Vt coincides with the prescribed path traveling speed Vr. Specifically, the driving assist ECU 21 performs a process of sending a driving force control request including the target driving torque Ddtg to the drive control ECU 22 at prescribed time intervals.

[0110] At this time, the driving assistance ECU 21 acquires (calculates) the target acceleration Astg so that the vehicle speed Vt coincides with the route travel speed Vr. In addition, the driving assistance ECU 21 acquires (calculates) the target drive torque Ddtg so that the acceleration As coincides with the target acceleration Astg.

[0111] During the driving assist process, the driving assist ECU 21 controls the steering angle θs so that the vehicle 10 travels along the target travel path. Specifically, the driving assist ECU 21 sends a steering angle control request including the target steering angle θstg to the EPS-ECU 24 at predetermined time intervals.

[0112] At this time, the driving assistance ECU 21 obtains the difference between the current position of the vehicle 10 and the target driving path (i.e., the deviation from the target driving path), and obtains (calculates) the target steering angle θstg based on the difference. The driving assistance ECU 21 obtains (infers) the current position of the vehicle 10 relative to the target driving path of the vehicle 10 based on the history of the vehicle speed Vt and the steering angle θs. In addition, when the driving assistance ECU 21 searches for a sufficient number of feature points included in the surrounding image (i.e., when the current position of the vehicle 10 relative to the target parking position is obtained with high accuracy), the current position of the vehicle 10 relative to the target driving path is corrected.

[0113] After the vehicle 10 reaches the vehicle position 10p (i.e., the target parking position), the driving assistance ECU 21 switches the shift mode to the parking mode and ends the driving assistance process. That is, the driving assistance ECU 21 ends the parking assistance process. In addition, if the off button 76b is pressed when the shift mode of the vehicle 10 is the parking mode, the driving assistance ECU 21 determines that the ignition off operation has been performed, and stops the operation of the vehicle 10 including the driving assistance ECU 21.

[0114] Next, a method of changing the threshold distance will be described. When the driver taps the setting button Bs1 included in the parking assistance screen Sa1 shown in FIG. 3(A), the driving assistance ECU 21 changes the threshold distance. Figure 5 The setting screen Ss of the parking assist process (parking assist function) shown is displayed on the display 74. The setting status of the setting items related to the parking assist process is displayed on the setting screen Ss.

[0115] The setting screen Ss includes a setting button Bs2 related to the "obstacle avoidance distance". When the driver taps the setting button Bs2, the driving assistance ECU 21 sets Figure 6 The setting screen Sr of the obstacle avoidance distance (ie, threshold distance) shown is displayed on the display 74 .

[0116] from Figure 6 It can be seen that the driver can set the threshold distance for "parking position 1", "parking position 2", "parking position 3" and "other" using the obstacle avoidance distance setting screen Sr. "Parking position 1", "parking position 2" and "parking position 3" correspond to the target parking positions registered in the driving assistance ECU 21, respectively.

[0117] When the parking assist process is executed when the target parking position is not registered or when the registered target parking position is left (i.e., when the parking assist process is executed for the target parking position not registered in the driving assist ECU 21), the threshold distance set for "other" is reflected. The threshold distance can be set to any type among "wide", "middle" and "narrow".

[0118] When the threshold distance is set to "narrow" on the setting screen Sr, the actual threshold distance is the first distance Dt1. When the threshold distance is set to "middle" on the setting screen Sr, the actual threshold distance is the second distance Dt2. When the threshold distance is set to "wide" on the setting screen Sr, the actual threshold distance is the third distance Dt3.

[0119] As mentioned above, in Figure 4In the example of , the target parking position is registered as "parking position 1", and the threshold distance corresponding to "parking position 1" is the first distance Dt1. Figure 4 (Specifically, vehicle position 10a2) It can be known that the target driving path (ie, curves La1 and La2) is obtained in such a way that the distance between the vehicle 10 and the obstacle (in this case, the wall W1) when traveling on the target driving path is not less than the first distance Dt1.

[0120] The driver can set (change) the threshold distance by tapping buttons corresponding to “wide”, “middle”, and “narrow” included in the setting screen Sr. In the setting screen Sr, the outlines of buttons corresponding to the current setting values ​​are indicated by bold lines.

[0121] For example, as can be seen from the fact that the outline of the button Bd1 is indicated by a thick line, the threshold distance corresponding to the "parking position 1" is currently set to "narrow" (i.e., the first distance Dt1). After the driver taps the button Bd2, the threshold distance corresponding to the "parking position 1" is changed to "wide" (i.e., the third distance Dt3). Alternatively, after the driver taps the button Bd3, the threshold distance corresponding to "other" is changed to "middle" (i.e., the second distance Dt2).

[0122] When the driver taps the return button Bb2, the driving assistance ECU 21 Figure 5 The parking assist process setting screen Ss shown is displayed on the display 74. When the driver taps the return button Bb1 included in the setting screen Ss, the driving assistance ECU 21 displays the parking assist screen Sa1 shown in FIG. 3(A) on the display 74.

[0123] Assuming that the threshold distance corresponding to "parking position 1" is set to "middle", the target driving path includes Figure 7 The target driving route is obtained by using the curve Lb1 and the curve Lb2 shown in FIG.

[0124] The vehicle position 10b1 indicates the position of the vehicle 10 when the vehicle 10 reaches the end point of the curve Lb1 (ie, point Pb1). The vehicle position 10b2 indicates the position of the vehicle 10 when the vehicle 10 reaches point Pb2 included in the curve Lb2.

[0125] The vehicle position 10b2 is the position of the vehicle 10 at the time when the distance between the vehicle 10 and the wall surface W1 becomes the minimum during the travel of the target travel path. Figure 7(In particular, the vehicle position 10b2) It can be known that the target driving path (ie, curves Lb1 and Lb2) is obtained in such a way that the distance between the vehicle 10 and the obstacle (ie, wall W1) when traveling on the target driving path is not less than the second distance Dt2.

[0126] (Specific work)

[0127] Next, refer to Figure 8 and Fig. 9 The specific operation of the driving assistance ECU 21 involved in the parking assistance process will be described below. The CPU of the driving assistance ECU 21 (hereinafter also referred to as "CPU") executes each of the following operations at a predetermined time. Figure 8 The "path acquisition processing procedure" represented by the flowchart in Fig. 9 The “driving assistance processing procedure” represented by the flowchart.

[0128] The path identifier Xar and the driving identifier Xta, whose values ​​are referenced and set in these procedures, are set to "0" in an initial procedure (not shown) executed by the CPU when the driving assistance ECU 21 is started (i.e., when the driver turns on the ignition switch of the vehicle 10). The value of the path identifier Xar is set to "1" from the time when the target driving path is acquired by the path acquisition process to the time when the driving assistance process is started. The value of the driving identifier Xta is set to "1" from the time when the driving assistance process is started to the time when the vehicle 10 reaches the target parking position.

[0129] (Case A)

[0130] Here, it is assumed that the parking assist process is not being executed at the current time (ie, neither the route acquisition process nor the travel assist process is being executed), and that no route acquisition operation is being performed.

[0131] In this case, in becoming Figure 8 After the execution timing of the path acquisition processing procedure, the CPU starts Figure 8 The process starts from step 800 and proceeds to step 805 to determine whether the value of the path identifier Xar is "0".

[0132] According to the above assumption, since the value of the route identifier Xar is "0", the CPU determines "yes" in step 805 and proceeds to step 810 to determine whether the route acquisition operation has just been performed. That is, the CPU determines whether this procedure is executed for the first time after the driver performs the route acquisition operation on the operation button 72.

[0133] According to the above assumption, since the path acquisition operation is not performed, the CPU judges as "No" in step 810, directly enters step 895, and ends the processing of this routine.

[0134] On the other hand, in becoming Fig. 9 After the execution timing of the driving assistance processing procedure, the CPU Fig. 9 The process starts at step 900 and proceeds to step 905 to determine whether the value of the driving identification Xta is "1".

[0135] According to the above assumption, since the value of the driving identification Xta is "0", the CPU determines "No" in step 905 and proceeds to step 940 to determine whether the value of the path identification Xar is "1". According to the above assumption, since the path acquisition process is not executed (that is, the target driving path is not acquired), the value of the path identification Xar is "0". Therefore, the CPU determines "No" in step 940 and directly proceeds to step 995, ending the processing of this procedure.

[0136] (Case B)

[0137] Then, it is assumed that the route acquisition processing procedure is executed for the first time after the route acquisition operation is performed. In addition, it is assumed that the target parking position registered in the driving assistance ECU 21 is determined based on the feature points included in the surrounding image and the target driving route is acquired.

[0138] In this case, the CPU determines "yes" in step 810 and proceeds to step 815 to display the parking assistance screen Sa1 of Fig. 3 (A) on the display 74. At this time, the CPU stores the screen displayed on the display 74 just before the parking assistance screen Sa1 is displayed as the "just before displayed screen" in the RAM of the driving assistance ECU 21.

[0139] Next, the CPU proceeds to step 820 to search for feature points. That is, the CPU searches for an area similar to the feature points contained in the surrounding image (specifically, the overhead image generated from the surrounding image). Furthermore, the CPU proceeds to step 825 to determine whether the target parking position has been determined.

[0140] More specifically, if the position of the target parking position relative to the current position of the vehicle 10 is determined based on the plurality of feature points detected from the peripheral image, the judgment condition of step 825 is satisfied. Alternatively, even if the feature points cannot be extracted from the peripheral image, if the parking area is extracted based on the road markings included in the overhead image, the judgment condition of step 825 is satisfied.

[0141] According to the above assumption, the target parking position can be determined based on the feature points included in the surrounding image, so the CPU judges "yes" in step 825 and enters step 830 to obtain the threshold distance corresponding to the determined target parking position (that is, any one of the first distance Dt1, the second distance Dt2 and the third distance Dt3). Then, the CPU enters step 835 to obtain the target driving path.

[0142] Then, the CPU proceeds to step 840 to determine whether the target driving route is successfully acquired. Based on the above assumption, since the target driving route can be acquired, the CPU determines "yes" in step 840 and proceeds to step 845 to set the value of the route flag Xar to "1".

[0143] Next, the CPU proceeds to step 850 to switch the parking assistance screen displayed on the display 74 . That is, the CPU displays the parking assistance screen Sa2 of FIG. 3(B) on the display 74 instead of the parking assistance screen Sa1 . Furthermore, the CPU proceeds to step 895 .

[0144] When the route acquisition processing procedure is executed next time, since the value of the travel flag Xta is “1”, the CPU determines “No” in step 805 and directly proceeds to step 895 .

[0145] If you execute immediately afterwards Fig. 9 If the driving assistance processing procedure is executed, the CPU makes a "yes" judgment in step 940 and proceeds to step 945, and judges whether it is just after the driving start operation is performed. That is, the CPU judges whether this procedure is executed for the first time after the driver taps the start button Bi on the parking assistance screen Sa2 or performs the remote control start operation on the remote control key 76.

[0146] At this point in time, since the parking assistance screen Sa2 has just been displayed on the display 74 , the driving start operation has not yet been performed. Therefore, the CPU makes a “No” determination at step 945 and directly proceeds to step 995 .

[0147] (Case C)

[0148] Next, assume that the route acquisition processing procedure is executed for the first time after the route acquisition operation is performed but the target parking position is not determined. That is, in this case, feature points corresponding to any of "parking position 1", "parking position 2" and "parking position 3" cannot be extracted from the surrounding image (specifically, the overhead image acquired from the surrounding image), and road markings indicating parking intervals cannot be extracted from the surrounding image.

[0149] In this case, the CPU determines "No" in step 825 and proceeds to step 855 to notify the driver of the abnormality. Specifically, the CPU notifies the driver that the vehicle 10 cannot reach the target parking position through the parking assist process by displaying text on the display 74 and playing sound from the speaker 75.

[0150] Next, the CPU proceeds to step 860 and ends the display of the parking assistance screen Sa1 on the display 74 . Specifically, the CPU displays the screen that was just displayed on the display 74 . Furthermore, the CPU proceeds to step 895 .

[0151] If the target parking position is determined but the target driving route cannot be acquired, the CPU makes a "No" determination in step 840 and proceeds to step 855 to notify the driver of the abnormality.

[0152] (Case D)

[0153] Next, it is assumed that the driving assist processing routine is executed for the first time after a driving start operation is performed while the display 74 is displaying the parking assist screen Sa2.

[0154] In this case, the CPU makes a “Yes” determination at step 945 and proceeds to step 950 to set the value of the route flag Xar to “0.” Next, the CPU proceeds to step 955 to set the value of the travel flag Xta to “1.”

[0155] Furthermore, the CPU proceeds to step 910 to control the driving state of the vehicle 10. That is, the CPU sends a driving force control request, a gear change request, a braking force control request, and a steering angle control request to the ECUs corresponding to the respective requests as needed, so that the vehicle 10 travels on the target driving path.

[0156] Next, the CPU proceeds to step 915 to determine whether the vehicle 10 has reached the target parking position. According to the above assumption, since the driving assistance process has just started, the vehicle 10 has not yet reached the target parking position. Therefore, the CPU determines "no" in step 915 and directly proceeds to step 995.

[0157] Afterwards, in Fig. 9 The process of step 910 is repeatedly executed in the driving assistance processing procedure until the vehicle 10 reaches the target parking position. Figure 8 When the path acquisition processing procedure is executed, the CPU judges as "No" in step 805 and directly enters step 895.

[0158] (Case E)

[0159] Next, it is assumed that the vehicle 10 reaches the target parking position through the driving assistance process.

[0160] In this case, the CPU makes a "yes" determination at step 915, and sequentially executes the processes of step 920 to step 935 described below, and proceeds to step 995. In this case, the execution of the driving assist process ends.

[0161] Step 920 : The CPU notifies the driver of the completion. Specifically, the CPU notifies the driver that the vehicle 10 has reached the target parking position by displaying text on the display 74 and playing sound from the speaker 75 .

[0162] Step 925 : The CPU sends a shift change request with the target shift mode being the parking mode to the drive control ECU 22 .

[0163] Step 930: The CPU ends the display of the parking assistance screen Sa2 on the display 74. Specifically, the CPU displays the screen that was just displayed on the display 74.

[0164] Step 935: The CPU sets the value of the driving identification Xta to "0".

[0165] In addition, during the execution of the driving assist process, the CPU executes a "collision avoidance processing procedure" (not shown) every predetermined period of time. If the possibility of the vehicle 10 colliding with the camera entity or the sonar entity increases during the execution of the driving assist process, the CPU stops the vehicle 10 during the processing of the collision avoidance processing procedure. Specifically, the CPU obtains (determines) the target braking force Bftg in such a way that the vehicle 10 stops in front of the entity, and sends a braking force control request including the target braking force Bftg to the brake control ECU 23. In addition, the CPU notifies the driver of the termination of the driving assist process through text displayed on the display 74 and sound played from the speaker 75. Furthermore, the CPU sets the value of the driving indicator Xta to "0". In addition, the CPU displays the screen just displayed on the display 74.

[0166] As described above, according to the present assistance device, the driver can set the threshold distance for each registered target parking position and other target parking positions. For example, if the threshold distance is set to a large value (i.e., the third distance Dt3), it is likely that the driver can avoid the situation where the distance between the vehicle 10 and the entity becomes too small during the execution of the driving assistance process. On the other hand, by setting the threshold distance to a small value (i.e., the first distance Dt1) for the driver who does not feel fear when the distance between the vehicle 10 and the entity becomes small during the execution of the driving assistance process, a target driving path preferred by the driver is obtained.

[0167] Furthermore, when the distance between an obstacle near the target parking position and the target parking position is short, the driver can set the threshold distance to a small value and, based on this, perform a remote start operation after getting off the vehicle 10 to cause the assistance device to start the driving assistance process.

[0168] The above is a description of the embodiments of the parking assist device of the present invention, but the present invention is not limited to the above embodiments, and various changes can be made as long as they do not deviate from the purpose of the present invention. For example, in the present embodiment, the steering angle θs, the shifting mode, the driving force, and the braking force are automatically controlled when the driving assist process is executed. However, the shifting mode, the driving force, and the braking force may be partially or entirely controlled by the driver.

[0169] As an example, the shift mode may be controlled by the driver. In this case, when the vehicle 10 reaches a point where the shift mode included in the target driving path is switched between the forward mode and the reverse mode, the driving assistance ECU 21 may also prompt the driver to operate the shift lever (specifically, the operation of switching the shift mode between the forward mode and the reverse mode) via text displayed on the display 74 and sound played by the speaker 75.

[0170] Alternatively, when the driving assist process is executed, the driver may operate the accelerator pedal and the brake pedal to control the vehicle speed Vt. In this case, the driving assist ECU 21 automatically controls the steering angle θs according to the change in the vehicle speed Vt.

[0171] In addition, the threshold distance in the present embodiment can be set to any of the first distance Dt1, the second distance Dt2, and the third distance Dt3. That is, the threshold distance can be changed in three stages. However, the driving assistance ECU 21 can also be configured to change the threshold distance in two stages, or can also be configured to change the threshold distance more finely.

[0172] In addition, in the driving assistance ECU 21 involved in the present embodiment, the target driving path is acquired in such a manner that the distance between the vehicle 10 and the entity is not less than the threshold distance when the vehicle 10 is traveling on the target driving path. However, the driving assistance ECU 21 may also store the threshold distance in the front-rear direction of the vehicle 10 (longitudinal distance threshold) and the threshold distance in the left-right direction of the vehicle 10 (lateral distance threshold), respectively. In this case, the driving assistance ECU 21 acquires the target driving path in such a manner that the distance between the vehicle 10 and the entity located in front of or behind the vehicle 10 is not less than the longitudinal distance threshold and the distance between the vehicle 10 and the entity located on the left or right of the vehicle 10 is not less than the lateral distance threshold when the vehicle 10 is traveling on the target driving path.

[0173] In addition, in the present embodiment, after the target driving route is acquired by the route acquisition process, if a tap operation is performed on the start button Bi or a remote start operation is performed on the remote control key 76, the driving assistance ECU 21 starts the driving assistance process. However, the driving assistance ECU 21 may be configured to automatically start the driving assistance process even without the driver's operation when the target driving route is acquired by the route acquisition process. In this case, the assistance start condition is satisfied after the target driving route is acquired by the route acquisition process.

[0174] In addition, after the route acquisition operation is performed on the operation button 72, the driving assistance ECU 21 in the present embodiment starts the route acquisition process. However, the driving assistance ECU 21 may start the route acquisition process when the start button 76a of the remote control key 76 is pressed. In this case, after the start button 76a of the remote control key 76 is pressed, the route acquisition condition is satisfied. Moreover, in this case, the driving assistance ECU 21 may also be configured to automatically start the driving assistance process after the target driving route is acquired through the route acquisition process.

[0175] In this embodiment, the driver can register up to three target parking positions in the driving assistance ECU 21 through the parking position registration process. The driving assistance ECU 21 may also be configured to register only one target parking position. Alternatively, the process of registering the target parking position in the driving assistance ECU 21 in advance may be omitted.

[0176] In the present embodiment, the driving assistance ECU 21 is connected to the signal receiving unit 73. However, the signal receiving unit 73 may be omitted.

[0177] In addition, in the present embodiment, part of the functions implemented by the driving assistance ECU 21 may be implemented by other ECUs.

[0178] Description of the label

[0179] 10: Vehicle; 31: Front camera; 32: Rear camera; 33: Left camera; 34: Right camera; 40: Front sonar device; 41: Left front corner sonar; 42: Left front sonar; 43: Right front sonar; 44: Right front corner sonar; 45: Front sonar control unit; 50: Rear sonar device; 51: Left rear corner sonar; 52: Left rear sonar; 53: Right rear sonar; 54: Right rear corner Sonar; 55: rear sonar control unit; 60: left sonar device; 61: left lateral front sonar; 62: left lateral rear sonar; 63: left sonar control unit; 65: right sonar device; 66: right lateral front sonar; 67: right lateral rear sonar; 68: right sonar control unit; 72: operation button; 73: signal receiving unit; 74: display; 75: speaker; 76: remote control key; 95: steering wheel.

Claims

1. A parking assist device, comprising: an entity detection unit that detects an entity located around the vehicle; a route acquisition unit that performs a route acquisition process that acquires a target driving route from a current position of the vehicle to a target parking position; a driving control unit that performs a driving assistance process, wherein the driving assistance process controls at least a steering angle of the vehicle so that the vehicle travels along the target driving path; a processing control unit that causes the route acquisition unit to execute the route acquisition process when it is determined that a predetermined route acquisition condition is satisfied, and causes the travel control unit to execute the travel assistance process when it is determined that a predetermined assistance start condition including the target travel route being obtained is satisfied; as well as Touch panel, The driver of the vehicle sets threshold distances corresponding to the plurality of target parking positions respectively by tapping the touch panel according to the environments of the target parking positions. The path acquisition unit is configured as follows: storing a plurality of target parking positions, storing the threshold distances in the front-rear direction, i.e., the longitudinal distance threshold, and the threshold distances in the left-right direction, i.e., the lateral distance threshold, respectively corresponding to the plurality of target parking positions, which are changed by the tapping operation of the vehicle driver on the touch panel, and acquiring the target driving path in such a manner that when the vehicle is traveling on the target driving path, the distance between the vehicle and the entity in front or behind is not less than the stored longitudinal distance threshold, and the distance between the vehicle and the entity on the left or right is not less than the stored lateral distance threshold, When the target driving path is acquired for one of the plurality of stored target parking positions, the target driving path is acquired using the threshold distance stored corresponding to the target parking position for acquiring the target driving path.

2. The parking assist device according to claim 1, wherein: A receiving unit is provided, and when the driver outside the vehicle performs a predetermined driving start operation, the receiving unit receives information indicating that the driving start operation has been performed, The processing control unit is configured to include the fact that the information is received by the receiving unit in the conditions for determining that the assistance start condition is satisfied.

Images