Path generation device, parking assistance device, path generation method, and parking assistance method

Abstract

The path generation device (60A) of the present invention includes a steering load state input unit (4) for inputting the steering load state of a vehicle; a parking slot position input unit (5) for inputting the position of a parking slot in the vicinity of the vehicle; a vehicle position input unit (6) for inputting the position of the vehicle; a parking turn number upper limit calculation unit (8) for calculating the upper limit of the number of parking turns that the vehicle can perform from the vehicle position to the parking slot based on the steering load state; and a guide path generation unit (7) for generating a guide path for guiding the vehicle to the parking slot based on the vehicle position input by the vehicle position input unit, the position of the parking slot input by the parking slot position input unit, and the upper limit of the number of parking turns calculated by the parking turn number upper limit calculation unit.

Description

Technical Field

[0001] The present application relates to a path generation device, a parking assistance device, a path generation method and a parking assistance method. Background Art

[0002] As a parking assist device, there is known a device that performs parking assistance for automatically steering an electric power steering to park a host vehicle at a target parking position (for example, see Patent Document 1).

[0003] Patent Document 1 includes a vehicle position acquisition unit that acquires the position of the vehicle, a target parking position determination unit that determines a target parking position, a route generation unit that generates a route from the vehicle's position to the target parking position, a temperature detection unit that detects the temperature of the electric power steering, and a parking assistance unit that automatically steers the vehicle along the route generated by the route generation unit. The route generation unit generates a route in which the amount of parking steering performed while the vehicle is stopped is smaller than when the temperature of the electric power steering is lower than the temperature detected by the temperature detection unit. Furthermore, when the temperature of the electric power steering detected by the temperature detection unit exceeds a predetermined temperature threshold, the route generation unit generates a route that does not include the parking steering.

[0004] Prior art literature

[0005] Patent Literature

[0006] Patent Document 1: Japanese Patent No. 6079596 Summary of the Invention

[0007] Technical problem to be solved by the invention

[0008] However, the parking assist device of Patent Document 1 generates a path that does not include the parking turn, or sets the parking turn amount based on the temperature of the electric power steering, for a single reverse turn. Therefore, if the vehicle cannot be parked at the target parking position with a single reverse turn, a path must be generated for each reverse turn to determine whether the vehicle includes the parking turn or to set the parking turn amount. This places a heavy processing load on the microcomputer, etc., potentially increasing parking time.

[0009] The present application discloses a technology for solving the above-mentioned problems. Its purpose is to provide a path generation device that can precalculate the upper limit of the number of parking turns that can be made based on the load condition of the electric power steering, and by generating a guidance path that takes into account the upper limit of the number of parking turns that can be made, it is possible to reduce the processing during parking and shorten the parking time.

[0010] Technical means for solving technical problems

[0011] The path generation device disclosed in the present application includes: a steering load state input unit, which inputs the steering load state of the vehicle; a parking slot position input unit, which inputs the position of the parking slot around the vehicle; a vehicle position input unit, which inputs the vehicle position; a parking turn number upper limit calculation unit, which calculates the upper limit of the number of parking turns that the vehicle can perform between the vehicle position and the parking slot based on the steering load state input to the steering load state input unit; and a guidance path generation unit, which generates a guidance path for guiding the vehicle to the parking slot based on the vehicle position input by the vehicle position input unit, the position of the parking slot input by the parking slot position input unit, and the upper limit of the number of parking turns calculated by the parking turn number upper limit calculation unit.

[0012] The parking assist device disclosed in the present application includes the above-mentioned path generation device; and a vehicle control device that parks a vehicle in a parking slot based on a guide path generated by a guide path generation unit of the path generation device.

[0013] Effects of the Invention

[0014] According to the present application, since the load state of the steering in parking control is taken into consideration before the parking control begins, and a guidance path is generated based on the upper limit of the number of parking steering times, it is not necessary to determine whether the parking steering is possible every time the parking steering is turned back, thereby shortening the calculation time and shortening the time required for parking. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 This is a block diagram showing the configuration of the route generation device according to the first embodiment.

[0016] Figure 2 This is a diagram for explaining a method of detecting parking slot positions input to the route generating device according to the first embodiment.

[0017] Figure 3 This is a diagram showing various position points for explaining an example of guide route generation by the route generation device according to the first embodiment.

[0018] Figure 4A It is shown in Figure 3 A graph showing changes in the target curvature of the vehicle during parking maneuvers is used for the guidance path.

[0019] Figure 4B It is shown in Figure 3 A diagram showing changes in target curvature when the vehicle travels on the guidance path without using parking steering.

[0020] Figure 5 This is a schematic diagram of the guidance route for performing parking turns and the guidance route for not performing parking turns when the vehicle is moving forward or backward.

[0021] Figure 6 This is a flowchart showing the operation of the route generation device according to the first embodiment.

[0022] Figure 7 This is a flowchart showing the operation of the guidance route generation unit of the route generation device according to the first embodiment.

[0023] Figure 8 This is a block diagram showing another configuration of the route generation device according to the first embodiment.

[0024] Figure 9 : is a diagram showing an example of the relationship between the steering load state and the upper limit value of the number of parking steering cycles.

[0025] Figure 10 This shows that the vehicle is Figure 8 The guidance path generation unit of the path generation device outputs Figure 3 A graph showing the change in target curvature when traveling on the guided path.

[0026] Figure 11 It shows Figure 8 Flowchart of the operation of the path generation device.

[0027] Figure 12 It shows Figure 8 Flowchart of the operation of the guidance route generation unit of the route generation device.

[0028] Figure 13 This is a block diagram showing still another configuration of the route generation device according to the first embodiment.

[0029] Figure 14 : is a diagram showing an example of the relationship between the load state of the steering and the outputtable current amount.

[0030] Figure 15 This shows that the vehicle is Figure 13 The guidance path generation unit of the path generation device outputs Figure 3 A diagram showing changes in target curvature and the amount of current required for steering control when traveling on a guided path.

[0031] Figure 16 This is a diagram showing an example of the relationship between the outputtable current and the required current.

[0032] Figure 17 It shows Figure 13Flowchart of the operation of the path generation device.

[0033] Figure 18 It shows Figure 13 Flowchart of the operation of the guidance route generation unit of the route generation device.

[0034] Figure 19 This is a block diagram showing the configuration of the parking assistance device according to the first embodiment.

[0035] Figure 20 It shows Figure 19 Flowchart of the operation of the parking assist device.

[0036] Figure 21 This is a block diagram showing another configuration of the parking assistance device according to the first embodiment.

[0037] Figure 22 It shows Figure 21 Flowchart of the operation of the parking assist device.

[0038] Figure 23 This is a block diagram showing the configuration of a route generation device according to the second embodiment.

[0039] Figure 24 It shows Figure 23 Flowchart of the operation of the path generation device.

[0040] Figure 25 This is a block diagram showing another configuration of the route generation device according to the second embodiment.

[0041] Figure 26 It shows Figure 25 Flowchart of the operation of the path generation device.

[0042] Figure 27 This is a block diagram showing still another configuration of the route generation device according to the second embodiment.

[0043] Figure 28 It shows Figure 27 Flowchart of the operation of the path generation device.

[0044] Figure 29 This is a block diagram showing the configuration of a parking assistance device according to the second embodiment.

[0045] Figure 30 It shows Figure 29 Flowchart of the operation of the parking assist device.

[0046] Figure 31 This is a block diagram showing another configuration of the parking assistance device according to the second embodiment.

[0047] Figure 32 It shows Figure 31 Flowchart of the operation of the parking assist device.

[0048] Figure 33 This is a hardware structure diagram of the path generation device and parking assistance device. DETAILED DESCRIPTION

[0049] Hereinafter, the present embodiment will be described with reference to the accompanying drawings. In the drawings, the same reference numerals denote the same or corresponding parts.

[0050] Implementation method 1.

[0051] Hereinafter, the route generation device according to the first embodiment will be described with reference to the drawings.

[0052] Figure 1 This is a block diagram illustrating the configuration of a route generation device according to Embodiment 1. Route generation device 50A includes a steering load state input unit 4 that inputs steering load state information detected by a steering load state detection unit 1, a parking slot position input unit 5 that inputs the parking slot position detected by a parking slot position detection unit 2, and a vehicle position input unit 6 that inputs the position of the host vehicle detected by a vehicle position detection unit 3. Furthermore, it includes a guidance route generation unit 7 that generates a guidance route to a parking position based on the input information.

[0053] The steering load state detection unit 1 detects and outputs the vehicle's steering load state. The steering load state refers to the temperature of the electric power steering (EPS) motor or the temperature of the EPS ECU (Electronic Control Unit). The temperature can be acquired by any method. For example, the temperature can be acquired by a temperature sensor mounted on the EPS motor or the ECU, and the acquired temperature can be output as the vehicle's steering load state. In this embodiment, the EPS motor and the EPS ECU are referred to as the EPS motor and EPS ECU, respectively.

[0054] The parking slot position detection unit 2 detects and outputs the parking slot position as a parking space around the vehicle. The parking slot position detection is performed by any method. Figure 2An example of detecting parking slot positions is described below. Vehicle 100 includes at least one ultrasonic sensor 102. When vehicle 100 passes between parked vehicles 101, the shape of the parked vehicles 101 is detected based on the distance information acquired by ultrasonic sensor 102, and the coordinates of corner points CN0 and CN1 of the parked vehicles 101 are obtained. The origin O of the angular coordinates is the position of vehicle 100 at the start of parking. The x-axis is the forward direction of the vehicle, and the y-axis is the vehicle width. When the distance between the two corner points is wider than both the vehicle length and width of vehicle 100, the area between the parked vehicles 101 is detected as a parking slot 40. The parking slot position coordinates are calculated based on the detected coordinates of corner points CN0 and CN1 of the parked vehicles, and the parking slot position coordinates are output.

[0055] While an example of parking slot detection using an ultrasonic sensor is shown, parking slot detection can also be performed using at least one camera on the vehicle that captures the vehicle's surroundings instead of an ultrasonic sensor. In the case of a camera, a parking slot is detected as a parking slot that is larger than the vehicle length and width within the parking slot frame line group captured by the camera. The parking slot position coordinates are calculated and output based on the coordinates of the detected four corner points of the parking slot.

[0056] The vehicle position detection unit 3 detects and outputs the current position of the vehicle. The vehicle position is detected by any method. For example, the yaw rate and wheel speed obtained by the vehicle's yaw rate sensor and wheel speed sensor are used. The moving position at each time is calculated based on the moving distance at each time obtained from the wheel speed and the yaw angle at each time obtained from the yaw rate. The moving positions are added together based on the reference axis to obtain the vehicle position. Regarding the reference axis, the vehicle position and the vehicle azimuth angle (the longitudinal direction of the vehicle is set as the x-axis and the width direction of the vehicle is set as the y-axis) at the start of parking assistance are used as the reference axis. As shown in the figure, for example, the origin (O) is set at the center of the vehicle width direction on the rear wheel axle.

[0057] In addition, although a method of calculating the vehicle position and the vehicle attitude angle from the wheel speed sensor and the yaw rate sensor is shown, the vehicle position and the vehicle attitude angle can also be used by using other well-known technologies. With respect to the origin, no matter where the reference axis for detecting the vehicle position is set, it has no effect on this embodiment 1.

[0058] The steering load state detected by the steering load state detection unit 1 is input into the steering load state input unit 4 of the path generation device 50A, the parking slot position around the vehicle detected by the parking slot position detection unit 2 is input into the parking slot position input unit 5, and the current position of the vehicle detected by the vehicle position detection unit 3 is input into the vehicle position input unit 6.

[0059] The guidance path generation unit 7 generates a guidance path for guiding the host vehicle 100 to the parking slot 40 based on the steering load state input to the steering load state input unit 4, the parking slot positions of the vehicle's surrounding areas input to the parking slot position input unit 5, and the vehicle position input to the vehicle position input unit 6. Specifically, the guidance path generation unit 7 uses the vehicle position input to the vehicle position input unit as a starting point (O) and generates a guidance path until the vehicle 100 is parked in the parking slot 40 defined by the parking slot position input to the parking slot position input unit 5. The guidance path generation unit 7 then uses the reference axis at the vehicle position input to the vehicle position input unit 6 to output the target curvature at the coordinates of each position in the guidance path in a mapped manner.

[0060] The guidance route generated by the guidance route generation unit 7 compares the steering load state input to the steering load state input unit 4 with a predetermined steering load state threshold value, thereby generating a guidance route for performing parking steering or a guidance route for not performing parking steering. As described above, the steering load state input to the steering load state input unit 4 is represented by the temperature of the EPS motor or the temperature of the EPS ECU. For example, a high steering load state refers to a state where the temperature of the EPS motor or the EPS ECU is high. When the steering load state is low, that is, the temperature of the EPS motor or the EPS ECU does not exceed the predetermined threshold value, a route for performing parking steering is generated. When the steering load state is high, that is, the temperature of the EPS motor or the EPS ECU exceeds the predetermined threshold value, a route for not performing parking steering is generated.

[0061] The pre-set threshold for the steering load state can be arbitrarily set to the temperature of the EPS motor or the EPS ECU. For example, the temperature at which the steering overheat protection function activates after several parking steering attempts can be determined through simulation and used as the threshold.

[0062] Parking steering involves steering while the vehicle is stopped. While this creates a steering load, it also increases the curvature of the vehicle's travel path, reducing the number of backsteers and shortening parking times.

[0063] Next, a specific guide route generation procedure and target curvature generated by the guide route generation unit 7 will be described using the drawings, taking generation of a guide route in a vertical row of parking slots as an example.

[0064] Figure 3 The figure shows a guidance path for guiding the vehicle 100 to the target parking slot position S15 for parallel parking. The reference point for starting parking of the vehicle 100 is S0, the center position in the vehicle width direction on the rear axle of the vehicle. The points on the guidance path leading to the final parking slot position S15 are sequentially designated S1, S2, ..., S14.

[0065] Figure 4A 、 Figure 4B The vehicle 100 outputs the guidance route generation unit 7. Figure 3 The horizontal axis is the moving distance of the vehicle 100, and the vertical axis is the target curvature at each position point. Here, the curvature is the degree of curvature of the vehicle's travel path. For example, Figure 3 In the example, since the vehicle starts turning right from the reference position S0 at the start of parking, Figure 4A The curvature gradually increases, and since it is substantially straight between the positions S5 and S6, the curvature is 0. Since it turns left from the position S6, the curvature changes to become negative. Figure 4A is a map showing changes in target curvature when parking steering is used. Figure 4B is a map showing changes in target curvature when parking steering is not used.

[0066] Figure 5 This is a schematic diagram of the guidance path for performing parking turns and the guidance path for not performing parking turns when the vehicle moves forward or backward. Figure 3 The vehicle moves from position S1 to position S15 and makes a return from position S9 to position S14. At the same time, the vehicle moves to position S15 which is the parking slot position. Figure 5 , an example of a path generated when the steering load state input by the steering load state input unit 4 is high and low is shown. When the steering load state is low, a guidance path for parking steering is generated after position point S9, and the steering operation is resumed near the parking slot position point S15.

[0067] On the other hand, when the steering load is high, a guidance path is generated in which parking steering is not performed after position S9, and the steering is returned to the vicinity of parking slot position S15. Figure 4A and Figure 5 The solid line shows the path in which the vehicle has switched steering when it stops and is moving toward the target parking slot or return position while maintaining the steering. On the other hand, the guidance path without parking steering is as shown in FIG. Figure 4B and Figure 5 As shown by the dashed line, the vehicle does not switch steering when it stops, but switches steering when the vehicle begins moving toward the target parking slot and returns to the target parking slot or near the return position. Similarly, a guidance path can be generated for parallel parking slots. Here, switching steering refers to performing a steering operation in a specified direction.

[0068] Next, use Figure 6 The following flowchart illustrates the operation of the route generation device 50A. First, in step ST100, the current position of the vehicle detected by the vehicle position detection unit 3 is input to the vehicle position input unit 6. In step ST101, the parking slot positions around the vehicle detected by the parking slot position detection unit 2 are input to the parking slot position input unit 5. Next, in step ST102, the steering load state detected by the steering load state detection unit 1 is input. Then, in step ST103, a guidance route is generated from the vehicle position input to the vehicle position input to the parking slot position input to the parking slot position input 5 in the guidance route generation unit 7.

[0069] use Figure 7 The flowchart in FIG1 illustrates the detailed steps for generating the guidance route in step ST103. First, in step ST201, it is determined whether the steering load state is high. If the steering load state is determined to be high in step ST201, that is, the temperature of the EPS motor or the temperature of the EPS ECU exceeds a predetermined threshold (YES in step ST201), the process proceeds to step ST202. On the other hand, if the steering load state is determined to be low, that is, the temperature of the EPS motor or the temperature of the EPS ECU does not exceed the predetermined threshold (NO in step ST201), the process proceeds to step ST203.

[0070] In step ST202, the generation is not performed as follows Figure 4B On the other hand, in step ST203, a path for performing parking steering is generated. Figure 4A That is, in addition to the vehicle position information input to the vehicle position input unit 6 and the parking slot position information input to the parking slot position input unit 5, the guidance route generation unit 7 can also generate a guidance route including information on whether the parking turn can be performed.

[0071] The route generating device of the first embodiment further includes a stop turn number upper limit calculating unit for calculating an upper limit of the stop turn number based on the steering load state inputted by the steering load state input unit 4 , and can generate a guidance route based on the stop turn number upper limit.

[0072] Figure 8 This is a block diagram showing another configuration of the path generation device according to the first embodiment. Figure 1 The structure of the route generation device further includes a stop-and-turn number upper limit calculation unit 8.

[0073] exist Figure 8 In the present invention, the route generation device 60A includes a stop-turn number upper limit calculation unit 8, which calculates and outputs the number of stop-turns that can be made in the guidance route until the vehicle stops, i.e., the stop-turn number upper limit value, based on the steering load state input to the steering load state input unit 4. Figure 9 The following describes how to calculate the upper limit of the number of parking turns.

[0074] Figure 9 : This is a diagram showing an example of the relationship between the steering load state and the upper limit of the number of parking steering operations. Here, the steering load state is described using the temperature of the EPS motor as an example. Figure 9 The table shown is set so that the higher the temperature of the EPS motor, the lower the upper limit of the number of parking turns. It is determined in advance by simulation or the like and stored in advance in the storage device within the path generation device 60A. The parking turn number upper limit calculation unit 8 calculates the current steering load state input to the steering load state input unit 4, the temperature of the EPS motor, and the number of parking turns. Figure 9 For example, if the current temperature of the EPS motor is 43°C, then Figure 9 In the table, when the temperature is 40°C or higher and lower than 45°C, the upper limit of the number of parking turns is 5 times. Therefore, the upper limit of the number of parking turns is set to 5 times and output.

[0075] While the example using the EPS motor temperature as the steering load state has been described, the EPS ECU temperature can also be used as the steering load state. Alternatively, both temperatures can be used to calculate the number of parking turns based on each temperature, with the lower value being used as the upper limit.

[0076] The guidance route generation unit 7 generates a guidance route for guiding the vehicle to the parking slot based on the parking turn number upper limit value calculated and output by the parking turn number upper limit calculation unit 8, the parking slot positions around the vehicle input to the parking slot position input unit 5, and the vehicle position input to the vehicle position input unit 6. Among the generated guidance routes, a guidance route is generated in which a parking turn is performed before the number of times the vehicle reverses before reaching the parking slot position reaches the parking turn number upper limit value output by the parking turn number upper limit calculation unit 8, and a guidance route is generated in which a parking turn is not performed after the number of times the vehicle reverses exceeds the parking turn number upper limit value.

[0077] Then, Figure 3 An example of generating a guide route by the guide route generating unit 7 of the route generating device 60A including the parking turn number upper limit calculating unit 8 will be described by taking a row of parking slots as an example.

[0078] Figure 10 This means that the vehicle 100 is Figure 3 The mapping of the target curvature changes output by the guidance route generation unit 7 when the vehicle 100 travels from position S0 to position S15 on the guidance route is shown. The vehicle 100 moves from position S1 to position S15, performs a back-pedaling from position S9 to position S14, and simultaneously moves to position S15, which is the parking slot position. Furthermore, the upper limit value for the number of parking turns output by the parking turn number upper limit calculation unit 8 is assumed to be 4. At position S9, where the vehicle 100 begins to back-pedal, this is the first back-pedaling, so the number of back-pedalings is 1. A guidance route for back-pedaling is generated from position S9 to position S12, where the vehicle 100's back-pedaling does not exceed the upper limit value of 4. However, from position S13, where the vehicle 100's back-pedaling exceeds the upper limit value of 4, to position S15, a guidance route for back-pedaling is generated without back-pedaling. A similar guidance route can be generated for parallel parking slots.

[0079] Explain with a flow chart Figure 8 The operation of the path generation device 60A in . Figure 11 Flowchart and Figure 6 Compared with the flowchart of , step ST104 is added between step ST102 and step ST103, and the operation of step ST103 is different.

[0080] In step ST104, the parking steering number upper limit calculation unit 8 calculates and outputs an upper limit value for the number of parking steering times during parking based on the steering load state input by the steering load state input unit 4. Then, in step ST103, a guidance route is generated that takes into account the upper limit value for the number of parking steering times.

[0081] Next, use Figure 12 Flowchart Description Figure 11 The detailed steps for generating the guidance route in step ST103 in

[15] are as follows. First, in step ST204, it is determined whether the number of back-steering attempts exceeds the upper limit for the number of parking turns. If so, the process proceeds to step ST205. If not, the process proceeds to step ST206.

[0082] In step ST205, the generation is not performed as follows Figure 10 On the other hand, in step ST206, a guide path for performing parking steering is generated. Figure 10 The guidance path for the parking turn is shown.

[0083] Then, in step ST207, it is determined whether the path has reached the parking slot position. If it has reached it, the guidance path generation is terminated. If it has not reached it, the process proceeds to step ST208.

[0084] In step ST208 , the number of return hits is increased by 1, and the determination of step ST204 is performed again, thereby generating a guidance route.

[0085] For example, the upper limit value of the number of parking turns output by the parking turn number upper limit calculation unit 8 is assumed to be 4 times. Figure 3 At point S9, where the vehicle 100 begins to maneuver, this is the first maneuver, so the number of maneuvers is 1. Therefore, in step ST204, the number of maneuvers does not exceed the upper limit of the number of parking turns (No), and the process proceeds to step ST206, where a guidance path for performing a parking turn is generated. Point S9 is not a parking slot, so the process proceeds from step ST207 to step ST208, where the number of maneuvers is increased by 1, and the process returns to step ST204. From point S9 to point S12, the number of maneuvers of the vehicle 100 does not exceed the upper limit of the number of parking turns, which is 4, so steps ST206, ST207, and ST208 are repeated in sequence.

[0086] Position S13 is the fifth position where the number of back-steering cycles of vehicle 100 exceeds the upper limit of 4 for the number of parking turns. In step ST204, the number of back-steering cycles exceeds the upper limit of the number of parking turns (Yes), so the process proceeds to step ST205 to generate a guidance route that does not require parking turns. Position S13 is not a parking slot position, so the process proceeds from step ST207 to step ST208, where the number of back-steering cycles is incremented by 1, and the process returns to step ST204. From position S13 to position S15, a guidance route that does not require parking turns is generated.

[0087] In step ST207, even if the position of the vehicle input to the vehicle position input unit 6 at position S15 has not reached the parking slot position, the process proceeds to step ST208, where the number of return turns is incremented by 1, and the process returns to step ST204. According to the route generation device 60A of this embodiment, the upper limit of the number of parking turns is precalculated. Therefore, even if the vehicle exceeds position S15, which is the preset parking slot position, it is not necessary to calculate whether parking turns are possible.

[0088] Figure 13 This is a block diagram showing another configuration of the path generation device according to the first embodiment. Figure 8 The path generating device 60A, Figure 13 The route generation device 70A further includes an outputtable current calculation unit 9, which calculates the outputtable current that can be output during steering control based on the steering load state input by the steering load state input unit 4; and a required current calculation unit 10, which calculates the current required for driving along the guidance route during steering control based on the guidance route output by the guidance route generation unit 7. Based on the outputtable current output by the outputtable current calculation unit 9 and the required current output by the required current calculation unit 10, the parking turn number upper limit calculation unit 8 calculates and outputs an upper limit value for the number of parking turns. The guidance route generation unit 7 generates a guidance route based on the upper limit value for the number of parking turns output by the parking turn number upper limit calculation unit 8.

[0089] use Figure 14 The amount of current that can be output during steering control, which is calculated by the outputtable current amount calculation unit 9 , will be described.

[0090] Figure 14 This is a diagram showing an example of the relationship between the steering load state and the output current. The diagram shows the following situation, that is, when the steering load state reaches a certain value, that is, the temperature of the EPS motor or the temperature of the EPS ECU reaches a predetermined temperature, the output current becomes the maximum current that the EPS can output. If the steering load state becomes higher and exceeds a certain state, the output current gradually decreases. In the example in the figure, the maximum current is set to 30A. In addition, this relationship diagram is determined in advance through simulation and stored in a storage device. The output current is calculated by comparing the current steering load state with the relationship diagram between the steering load state and the output current.

[0091] Figure 14In the example, the EPS motor temperature is used as the current steering load state. Therefore, when the EPS motor temperature is 43°C, the output current shown in the graph is 25A. Therefore, the output current is set to 25A and output. The EPS ECU temperature can be used as the current steering load state, or both the EPS motor temperature and the EPS ECU temperature can be used. When both are used, the smaller of the calculated output currents can be output to the parking steering number limit calculation unit 8.

[0092] The required current calculation unit 10 calculates the current required for steering control of the vehicle from the vehicle position to the parking slot position. Specifically, it calculates the current required for steering control while traveling along the guidance route generated by the guidance route generation unit 7. The required current is calculated as the current required for the guidance route generation unit 7 to perform parking steering at all return position points from the vehicle position input to the vehicle position input unit 6 to the parking slot position input to the parking slot position input unit 5, while traveling along the guidance route.

[0093] The required current amount may be calculated by any method, and an example of the calculation method will be described below.

[0094] Figure 15 The output from the guidance route generation unit 7 is shown as Figure 3 The figure shows the change in target curvature of the vehicle 100 and the change in the amount of current required for steering control when all the return steering positions S0 to S15 on the guidance path are used for parking steering. The required amount of current is based on Figure 15 The curvature in the image is used to calculate the steering amount at each point, and the current at each point is calculated based on the steering amount. The current amount calculated for each point is then integrated to calculate the current amount required for traveling along the guidance path when all vehicle positions from point S0 (the vehicle position input by the vehicle position input unit 6) to point S15 (the parking slot position input by the parking slot position input unit 5) are parked and steered. This current amount is then output.

[0095] The parking turn number upper limit calculation unit 8 calculates the parking turn number upper limit value based on the output current output from the output current amount calculation unit 9 and the required current amount output from the required current amount calculation unit 10. Figure 16 This section describes how to calculate the upper limit of the number of parking turns based on the available output current and the required current.

[0096] Figure 16This is a diagram showing an example of the relationship between the outputtable current, the required current, and the upper limit value (number) of parking turns. In the diagram, the upper limit value (number) of parking turns is shown at the intersection of the outputtable current and the required current. If the outputtable current is larger and the required current is smaller, the load state of the steering when traveling on the guide path is smaller, so the upper limit value of the parking turns is set larger. In addition, even when the outputtable current is the same, the larger the required current, the higher the load state of the steering when traveling on the guide path, so the upper limit value of the parking turns is set smaller. About Figure 16 The table showing the relationship between the outputtable current, the required current, and the upper limit value (number) of the number of parking turns is determined in advance by simulation or the like and stored in the storage device.

[0097] The parking turn number upper limit calculation unit 8 compares the output current output from the output current calculation unit 9 with the required current output from the required current calculation unit 10 to calculate the parking turn number upper limit. For example, when the output current is 27A and the required current is 3.5A, Figure 16 In the table, as shown by the circle, the upper limit of the number of parking turns when the output current is 27A and the required current is greater than or equal to 3A and less than 4A is 6 times, and the parking turn number upper limit calculation unit 8 sets the parking turn number upper limit value to 6 times and outputs it.

[0098] Based on flowchart Figure 13 The operation of the path generation device 70A in . Figure 17 Flowchart and Figure 6 Compared with the flowchart of FIG100 , steps ST105 to ST108 are added between step ST102 and step ST103, and the operation of step ST103 is different. Steps ST100 to ST102 are the same as those of FIG100 . Figure 6 The same action as the flowchart.

[0099] In step ST105 , based on the steering load state input to the steering load state input unit 4 , the outputtable current amount calculation unit 9 calculates the outputtable current amount when performing steering control.

[0100] In step ST106, based on the vehicle position input to the vehicle position input unit 6 and the parking slot position input to the parking slot position input unit 5, the guidance path generation unit 7 generates a temporary guidance path when parking steering is performed from the vehicle position to the return position point of the parking slot.

[0101] In step ST107 , the required current amount calculation unit 10 calculates, as the required current amount, the current amount required for steering control for traveling on the guidance route according to the guidance route generated in step ST106 .

[0102] In step ST108 , the parking turn number upper limit calculation unit 8 calculates a parking turn number upper limit value based on the outputtable current amount calculated in step ST105 and the required current amount calculated in step ST107 .

[0103] In step ST103, the guidance route generator 7 generates and outputs a guidance route based on the upper limit of the number of parking turns calculated in step ST108. The output guidance route corresponds to a route updated from the temporary guidance route generated in ST106.

[0104] Next, use Figure 18 Flowchart Description Figure 17 Detailed steps for generating the guidance path in step ST103.

[0105] First, in step ST209, a determination is made as to whether the number of parking maneuvers along the guidance path from the vehicle position generated in step ST106 to the parking slot is equal to or less than the parking maneuver count upper limit calculated in step ST108. If the number of parking maneuvers is equal to or less than the parking maneuver count upper limit ("Yes" in step ST209), the process proceeds to step ST210. If the number of parking maneuvers exceeds the parking maneuver count upper limit ("No" in step ST209), the process proceeds to step ST204.

[0106] In step ST210, since the number of parking turns in the guidance path generated in step ST106 when all parking turns are performed from the vehicle position to the parking slot is below the upper limit of the number of parking turns calculated in step ST108, the guidance path generation unit 7 outputs the path generated in step ST106 when all parking turns are performed as the guidance path.

[0107] On the other hand, if the answer is "No" in step ST209, that is, if the number of parking turns in the guidance path generated in step ST106 from the vehicle position to the parking slot exceeds the parking turn number upper limit calculated in step ST108, the process proceeds to step ST204, and the steps from step ST204 to step ST208 are the same as those in step ST208. Figure 12 That is, after the return position point exceeds the upper limit of the number of parking turns, a path without parking turns is output as a guidance path so that parking turns can be performed before the upper limit of the number of parking turns.

[0108] Next, a parking assistance device using the above-mentioned route generating device will be described.

[0109] Figure 19This is a block diagram showing the configuration of the parking assist device according to the first embodiment. Figure 1 The configuration of the route generating device 50A further includes the configuration of the parking assisting device 500A of the vehicle control device 11 .

[0110] The vehicle control device 11 performs vehicle control to park the vehicle in a parking slot based on the guidance route output by the guidance route generation unit 7 of the route generation device 50A. The vehicle control device 11 calculates the target steering amount based on the map representing the change in target curvature generated by the guidance route generation unit 7, and then parks the vehicle in the parking slot.

[0111] As described above, the route generating device 50A includes a vehicle control device that can function as a parking assist device by parking the vehicle in a parking slot based on the guidance route output from the guidance route generating unit 7 of the route generating device 50A.

[0112] use Figure 20 Flowchart Description Figure 19 The operation of the parking assist device 500A. Figure 20 Flowchart and Figure 6 Compared with the flowchart of FIG, steps ST109 and ST110 are added after step ST103. The actions from step ST100 to step ST103 are the same as those in FIG. Figure 6 The same action as described in .

[0113] In step ST109, parking control is initiated based on the guidance path generated in step ST103. In step ST110, it is determined whether the vehicle has reached the target parking slot position. If so (yes), the parking assist operation is terminated. If not (no), the process returns to step ST109 and the guidance operation is continued until parking assist is complete.

[0114] Furthermore, the parking assist device 500A may further include the steering load state detection unit 1 , the parking slot position detection unit 2 , and the vehicle position detection unit 3 , and may be mounted on the vehicle as one module.

[0115] In addition, in the above parking assist device 500A, although the Figure 1 The example of the path generating device 50A, but it is of course possible to use Figure 8 The path generating device 60A, Figure 13 Path generating device 70A.

[0116] The parking assist device 500A includes a vehicle control device that parks the vehicle in a parking slot based on the guidance route output from the route generation device, but may also include a device that notifies the vehicle of the guidance route output from the route generation device.

[0117] Figure 21 This is a block diagram showing another configuration of the parking assist device according to the first embodiment. Figure 1 The configuration of the route generating device 50A further includes the configuration of a parking assisting device 600A of the notification device 12 .

[0118] The notification device 12 notifies the vehicle parked in a designated parking slot of the guidance route output from the guidance route generator 7. Specifically, the parking assistance device 600A is provided outside the vehicle and can be used, for example, as a parking assistance device for a control system in an automatic valet parking system that automatically drives the vehicle to an assigned parking slot and parks the vehicle without the user having to drive the vehicle.

[0119] Any notification method may be used. For example, when used in an automatic valet parking system, a wireless LAN (Local Area Network) transmitter such as Wi-Fi (registered trademark) may be installed in the control system, and the guidance route information may be sent from the transmitter to each vehicle.

[0120] use Figure 22 The flowchart shown is used to illustrate Figure 21 The operation of the parking assist device 600A. Figure 22 Flowchart and Figure 6 Compared with the flowchart of FIG. 1 , step ST111 is added after step ST103 .

[0121] The operations from step ST100 to step ST103 are Figure 6 The same operation is performed, but since parking assistance device 600A is located outside the vehicle, the following example illustrates a case where the vehicle is parked in a parking lot managed by the control system of an automated valet parking system. When vehicle A enters the automated valet parking system, the parking slot location assigned by the control system is transmitted to vehicle A, and vehicle A moves to the vicinity of the parking slot location.

[0122] In step ST100, vehicle A detects the position of the vehicle through the vehicle position detection unit 3 and uses it as Figure 3 The parking start position point S0 shown is sent to the parking assist device 600A. The vehicle position information sent from the vehicle position detection unit 3 is input to the vehicle position input unit 6 of the route generation device 50A.

[0123] In step ST101, vehicle A detects the parking slot position using its onboard parking slot position detector 2 and transmits the parking slot position information to the parking assistance device 600A. The parking slot position information transmitted from the parking slot position detector 2 is input into the parking slot position input unit 5 of the route generation device 50A. Alternatively, parking slot position information distributed from a control system may be used as the parking slot position information.

[0124] In step ST102, vehicle A detects information about the steering load state of the vehicle using steering load state detection unit 1 and transmits this information to parking assist device 600A. The steering load state information transmitted from steering load state detection unit 1 is input to steering load state input unit 4 of route generation device 50A.

[0125] The action in step ST103 is the same as Figure 6 same.

[0126] In step ST111, the guidance route generated in step ST103 is notified to vehicle A. The vehicle control device of vehicle A parks vehicle A in the assigned parking slot according to the notified guidance route. While the assumption is that vehicle A automatically drives in autonomous driving mode without the user behind the wheel, vehicle A can also drive by steering according to the notified guidance route.

[0127] In addition, in the above parking assist device 600A, although the Figure 1 The example of the path generating device 50A, but it is of course possible to use Figure 8 The path generating device 60A, Figure 13 Path generating device 70A.

[0128] As described above, the path generation device of Embodiment 1 generates a guidance path for guiding the vehicle to a parking slot based on the vehicle position input to the vehicle position input unit 6, the parking slot position input to the parking slot position input unit 5, and the steering load state input to the steering load state input unit 4. This allows the generation of a guidance path that takes the steering load state into account before the parking maneuver begins. This reduces computation time and the time required for parking, compared to conventional methods that determine whether parking steering is possible and generate a parking path each time the steering control is reversed.

[0129] Furthermore, the route generation device according to Embodiment 1 includes a stop-turn limit calculation unit 8. Based on the stop-turn limit calculated using information on the steering load state, the device can generate a route that performs stop-turns before the stop-turn limit is reached, and a guidance route that does not perform stop-turns after the stop-turn limit is reached. This allows the generation of a guidance route that takes the steering load state into account before the parking maneuver begins.

[0130] The route generation device of Embodiment 1 further includes an outputtable current calculation unit 9 and a required current calculation unit 10. The outputtable current calculation unit 9 calculates the outputtable current for steering control based on the steering load state, while the required current calculation unit 10 calculates the current required to perform parking maneuvers until the vehicle reaches the parking slot position. Therefore, the parking maneuver limit calculation unit 8 calculates an upper limit on the number of parking maneuvers based on the outputtable current output from the outputtable current calculation unit 9 and the required current output from the required current calculation unit 10. The guidance route generation unit 7 then generates a guidance route based on this upper limit on the number of parking maneuvers. This allows the generation of a route that shortens parking time by performing parking maneuvers before the start of parking maneuvers. Furthermore, the generated route can be combined with a route that performs parking maneuvers and a route that does not perform parking maneuvers based on the steering load state.

[0131] By setting the load state of steering to the temperature of the EPS motor or the temperature of the EPS ECU, it is possible to detect either the temperature of the motor or the temperature of the ECU and determine the upper limit of the number of parking steering times. Thus, a guidance path can be generated that allows parking steering within the maximum limit taking into account the temperature of the EPS motor or the temperature of the EPS ECU.

[0132] Furthermore, by determining the upper limit value of the number of parking turns in consideration of both the temperature of the EPS motor and the temperature of the EPS ECU, a guidance path can be generated that does not generate a load on the steering.

[0133] The inclusion of the vehicle control device 11 enables the vehicle to function as a parking assistance device that parks the vehicle in a parking slot based on the guidance route output by the guidance route generation unit 7 of any of the aforementioned route generation devices 50A, 60A, and 70A. In particular, the parking assistance device 60A or 70A, which includes the parking turn number upper limit calculation unit 8, can generate a guidance route that takes into account the steering load before the parking maneuver begins, thereby shortening the time required for parking.

[0134] A parking assistance system including a notification device 12 notifies a vehicle parked in a designated parking slot of the guidance route output by the guidance route generation unit 7 of any of the aforementioned route generation devices 50A, 60A, and 70A, thereby guiding the vehicle to the assigned parking slot and parking it. Furthermore, the parking assistance system can be used as a control system in an automatic valet parking system that automatically drives to an assigned parking slot and parks the vehicle without the user being behind the wheel. In this case, a parking assistance system including the route generation device 60A or the route generation device 70A including the parking turn limit calculation unit 8 can generate a guidance route that takes into account the steering load before the parking maneuver begins, thereby shortening the time required for parking.

[0135] Implementation method 2.

[0136] Hereinafter, a route generation device according to Embodiment 2 will be described with reference to the drawings.

[0137] Figure 23 This is a block diagram showing the configuration of the route generation device according to the second embodiment. Figure 1 The path generating device 50A includes a steering load state detecting unit 1, a parking slot position detecting unit 2, and a vehicle position detecting unit 3 outside the path generating device 50A, and inputs information detected by the above-mentioned respective detecting units. Figure 23 The structure of the path generation device 50B is similar to that of the embodiment 1. Figure 1 The structure of the route generation device 50A is different, and it is configured to include the steering load state detection unit 1, the parking slot position detection unit 2, the vehicle position detection unit 3, and the guidance route generation unit 7. Therefore, it can be configured as an integrated route generation device module including the detection units.

[0138] In the path generation device 50B of embodiment 2, in the guidance path generation unit 7, a guidance path for guiding to the parking slot position is generated based on various information such as the steering load state detected by the steering load state detection unit 1, the parking slot position around the vehicle detected by the parking slot position detection unit 2, and the vehicle position detected by the vehicle position detection unit 3.

[0139] In addition, the steering load state detection method of the vehicle in the steering load state detection unit 1, the position detection method of the surrounding parking slots in the parking slot position detection unit 2, the vehicle position detection method in the vehicle position detection unit 3, and the guidance path generation method of the guidance path generation unit 7 are the same as those in implementation mode 1.

[0140] use Figure 24The operation of the path generating device 50B will be described with reference to the flowchart shown in FIG.

[0141] First, in step ST300 , the vehicle position detection unit 3 detects the current position of the vehicle.

[0142] Next, in step ST301 , the parking slot position detection unit 2 detects the positions of the surrounding parking slots.

[0143] Next, in step ST302 , the steering load state detection unit 1 detects the load state of the steering.

[0144] Then, in step ST103 , the guidance route generating unit 7 generates a guidance route from the vehicle position detected by the vehicle position detecting unit 3 as a starting point to the parking slot position detected by the parking slot position detecting unit 2 .

[0145] In addition, the detailed operation of step ST103 is the same as that in Figure 7 The operations are the same as those described in the flowchart.

[0146] In addition, the route generation device of this embodiment 2 further includes a stop-turn number upper limit calculation unit, which calculates the stop-turn number upper limit value based on the steering load state of the vehicle detected by the steering load state detection unit 1, and can generate a guidance route based on the stop-turn number upper limit value.

[0147] Figure 25 This is a block diagram showing another configuration of the path generation device according to the second embodiment. Figure 23 The route generation device further includes a stop-and-turn number upper limit calculation unit 8.

[0148] exist Figure 25 In the present invention, the route generation device 60B includes a parking turn number upper limit calculation unit 8. Based on the steering load state detected by the steering load state detection unit 1, the vehicle can perform parking turns, i.e., the parking turn number upper limit, along the guidance route until the vehicle stops. The guidance route generation unit 7 then generates the guidance route based on the parking turn number upper limit, the parking slot position detected by the parking slot position detection unit 2, and the vehicle position (parking start position) detected by the vehicle position detection unit 3.

[0149] in addition, Figure 25 The structure of the path generating device 60B is similar to that of the embodiment 1. Figure 7 The structure of the path generation device 60A is different from that of the vehicle, and is provided with a steering load state detection unit 1, a parking slot position detection unit 2, and a vehicle position detection unit 3.

[0150] exist Figure 25In the route generation device 60B, the method for calculating the upper limit value of the number of parking turns by the parking turn number upper limit calculation unit 8 and the method for generating the guidance route by the guidance route generation unit 7 are the same as those in the first embodiment.

[0151] Figure 26 is a flowchart showing the operation of the path generation device 60B. Figure 26 In the flowchart of Figure 24 Step ST104 is added between step ST302 and step ST103 of the flowchart of the embodiment 1, and the operation of step ST103 is different. In addition, the operation of step ST104 and the detailed operation of step ST103 are the same as those of embodiment 1. Figure 11 as well as Figure 12 The operations are the same as those described in the flowchart.

[0152] In the second embodiment as well, the upper limit value of the number of parking turns is calculated in advance based on the steering load state, so that it is not necessary to calculate whether parking turns are possible for each return turn in the steering control.

[0153] Figure 27 This is a block diagram showing another configuration of the path generation device according to the second embodiment. Figure 25 The path generating device 60B, Figure 27 The route generation device 70B further includes an outputtable current calculation unit 9, which calculates the outputtable current that can be output during steering control based on the steering load state detected by the steering load state detection unit 1; and a required current calculation unit 10, which calculates the current required for driving along the guidance route during steering control based on the guidance route output from the guidance route generation unit 7. Based on the outputtable current output from the outputtable current calculation unit 9 and the required current output from the required current calculation unit 10, the parking turn number upper limit calculation unit 8 calculates and outputs an upper limit value for the number of parking turns. The guidance route generation unit 7 generates a guidance route based on the upper limit value for the number of parking turns output from the parking turn number upper limit calculation unit 8.

[0154] in addition, Figure 27 The structure of the path generation device 70B is similar to that of the embodiment 1. Figure 13 The structure of the path generation device 70A is different from that of the vehicle, and is provided with a steering load state detection unit 1, a parking slot position detection unit 2, and a vehicle position detection unit 3.

[0155] In addition, in the path generation device 70B, the method for calculating the upper limit value of the number of parking turns in the parking turn number upper limit calculation unit 8, the method for calculating the output current in the outputtable current calculation unit 9, and the method for calculating the required current in the required current calculation unit 10 are the same as those in the first embodiment.

[0156] Figure 28 is a flowchart showing the operation of the path generation device 70B. Figure 28 In the flowchart of Figure 24 Steps ST105 to ST108 are added between step ST302 and step ST103 of the flowchart, and the action of step ST103 is different. Figure 24 In addition, the operations from step ST105 to step ST108 and the detailed operations of step ST103 are the same as those of embodiment 1. Figure 17 as well as Figure 18 The operations are the same as those described in the flowchart.

[0157] Next, a parking assistance device using the above-mentioned route generating device will be described.

[0158] The route generation device of the second embodiment, like the first embodiment, includes a vehicle control device that parks the vehicle in a parking slot based on the guidance route outputted from the guidance route generation unit 7 of the route generation device, thereby being able to function as a parking assistance device.

[0159] Figure 29 : is a block diagram showing the configuration of the parking assist device according to the second embodiment. Figure 23 The route generation device 50B further includes the configuration of the parking assist device 500B of the vehicle control device 11. The operation of the vehicle control device 11 is the same as that of the first embodiment.

[0160] Figure 30 It shows Figure 29 Flowchart of the operation of the parking assist device 500B. Figure 30 In the flowchart of Figure 24 Step ST109 and step ST110 are added after step ST103 of the flowchart. In addition, the operations from step ST300 to step ST103 are the same as those in step ST109. Figure 24 The actions of step ST109 and step ST110 are the same as those described in the flowchart of FIG. Figure 20 The operations are the same as those described in the flowchart.

[0161] In addition, in the above-mentioned parking assist device 500B, although the Figure 23 An example of the path generating device 50B, but it is of course possible to use Figure 25 Path generating device 60B, Figure 27 Path generating device 70B.

[0162] Furthermore, the route generation device in Embodiment 2 may also include a notification device for notifying the outside of the vehicle of the guidance route output by the guidance route generation unit 7 of the route generation device. For example, when a vehicle is parked in a parking lot managed by a control system of an automatic valet parking system, the guidance route is notified to the control system of the automatic valet parking system, causing the vehicle to automatically drive to an assigned parking slot. This allows the vehicle management system of the automatic valet parking system to grasp the guidance route, i.e., the driving route, of the automatically parked vehicle, thereby enabling the vehicle to function as a parking assistance device.

[0163] Figure 31 This is a block diagram showing another configuration of the parking assist device according to the second embodiment. Figure 23 The route generation device 50B further includes the configuration of a parking assist device 600B including the notification device 12. The notification device 12 operates similarly to the first embodiment, notifying the vehicle management system of the control system in the automatic valet parking system of the guidance route output from the guidance route generation unit 7. However, the notification target is the vehicle management system of the control system in the automatic valet parking system.

[0164] use Figure 32 The flowchart shown is used to illustrate Figure 31 The operation of the parking assist device 600B. Figure 32 Flowchart and Figure 24 Compared with the flowchart of FIG. 1 , step ST111 is added after step ST103 .

[0165] The operations from step ST300 to step ST103 are the same as Figure 24 The same operation is performed, but since the parking assist device 600B is located on the vehicle, the following example is used to explain the case where the vehicle sends a guidance route to the control system in the automatic valet parking system, and the vehicle management system of the control system manages the vehicle. If vehicle B moves to the vicinity of the parking slot position assigned by the control system, then in step ST300, vehicle B detects the position of the vehicle using the vehicle position detection unit 3 as the vehicle position. Figure 3 The parking start position point S0 shown is input to the guidance route generating unit 7 of the route generating device 50B.

[0166] In step ST301, vehicle B detects the parking slot position using the parking slot position detector 2 mounted on the vehicle and inputs the detected parking slot position to the guidance route generator 7 of the route generator 50B. Alternatively, the parking slot position may be information distributed from a control system.

[0167] In step ST302 , the vehicle B detects information on the steering load state of the vehicle using the steering load state detection unit 1 , and inputs the information into the guidance route generation unit 7 of the route generation device 50B.

[0168] The action in step ST103 is the same as Figure 24 same.

[0169] In step ST111, the guidance route generated in step ST103 is notified to the vehicle management system of the control system in the automatic valet parking system. Based on the notified guidance route, the vehicle management system determines the guidance route that vehicle B is traveling on. For example, the vehicle management system manages the vehicle in the parking lot managed by the automatic valet parking system so that no other vehicles pass along the guidance route of vehicle B.

[0170] In addition, in the above-mentioned parking assist device 600B, although the Figure 23 An example of the path generating device 50B, but it is of course possible to use Figure 25 Path generating device 60B, Figure 27 Path generating device 70B.

[0171] As described above, according to this second embodiment, the same effects as those of the first embodiment are achieved. Specifically, a guidance path for guiding the vehicle to the parking slot is generated based on the steering load state detected by the steering load state detection unit 1, the parking slot position around the vehicle detected by the parking slot position detection unit 2, and the vehicle position detected by the vehicle position detection unit 3. This allows the generation of a guidance path that takes the steering load state into account before the parking maneuver begins. This reduces computation time and the time required for parking compared to conventional methods that determine whether parking steering is possible each time the steering control is reversed.

[0172] Furthermore, the route generation device according to the second embodiment includes a stop-turn number upper limit calculation unit 8. Therefore, based on the stop-turn number upper limit calculated using information on the steering load state, it is possible to generate a guidance route that performs stop-turns before the stop-turn number upper limit is reached, and a guidance route that does not perform stop-turns after the stop-turn number upper limit is reached. This allows the generation of a guidance route that takes into account the steering load state before the parking maneuver begins.

[0173] The route generation device of the second embodiment further includes an outputtable current calculation unit 9 and a required current calculation unit 10. The outputtable current calculation unit 9 calculates the outputtable current for steering control based on the steering load state, while the required current calculation unit 10 calculates the current required to perform parking maneuvers until reaching the parking slot position. Therefore, the parking maneuver limit calculation unit 8 can calculate an upper limit on the number of parking maneuvers based on the outputtable current output from the outputtable current calculation unit 9 and the required current output from the required current calculation unit 10. The guidance route generation unit 7 then generates a guidance route based on this upper limit on the number of parking maneuvers. This allows a route to be generated in advance before the start of parking maneuvers, assuming a route that shortens parking time by performing parking maneuvers. Furthermore, a guidance route can be generated that combines a route that performs parking maneuvers with a route that does not perform parking maneuvers based on the steering load state.

[0174] In addition, in embodiment 2, by setting the load state of the steering to the temperature of the EPS motor or the temperature of the EPS ECU, it is possible to detect either the temperature of the motor or the temperature of the ECU, and determine the upper limit of the number of parking steering times, thereby generating a guidance path that can perform parking steering within the maximum limit taking into account the temperature of the EPS motor or the temperature of the EPS ECU.

[0175] Furthermore, by determining the upper limit value of the number of parking turns in consideration of both the temperature of the EPS motor and the temperature of the EPS ECU, a guidance path can be generated that does not generate a load on the steering.

[0176] The inclusion of the vehicle control device 11 enables the vehicle to function as a parking assistance device that parks the vehicle in a parking slot based on the guidance route output by the guidance route generation unit 7 of any of the aforementioned route generation devices 50B, 60B, and 70B. In particular, the parking assistance device 60B or 70B, which includes the parking turn number upper limit calculation unit 8, can generate a guidance route that takes into account the steering load before the parking maneuver begins, thereby shortening the time required for parking.

[0177] A parking assistance system including a notification device 12 can function as a parking assistance system. Notification device 12 notifies the automatic valet parking system of the guidance route output by the guidance route generation unit 7 of any of the aforementioned route generation devices 50B, 60B, and 70B. This allows the vehicle management system of the automatic valet parking system's control system to automatically drive the vehicle to the assigned parking slot and grasp the guidance route, i.e., the driving route, of the automatically parked vehicle. In this case, a parking assistance system including route generation device 60B or route generation device 70B with a parking turn limit calculation unit 8 can generate a guidance route that takes into account the steering load before the parking maneuver begins, thereby shortening the time required for parking.

[0178] In addition, in the first embodiment Figure 21 、 Figure 22 In the embodiment, the parking assist device 600A is provided outside the vehicle, and the notification device 12 notifies the vehicle parked in the predetermined parking slot of the guidance route output from the guidance route generating unit 7. However, as in the embodiment 2 above, Figure 31 、 Figure 32 As shown, it is of course possible to mount the parking assisting device 600A on the vehicle and notify the automatic valet parking system of the guidance route output from the guidance route generating unit 7 .

[0179] like Figure 33 As an example of hardware shown, path generation devices 50A, 60A, 70A, 50B, 60B, 70B and parking assistance devices 500A, 600A, 500B, 600B are comprised of a processor 1000 and a storage device 1001. Although the storage device is not shown, it includes a volatile storage device such as a random access memory and a non-volatile auxiliary storage device such as a flash memory. Alternatively, an auxiliary storage device such as a hard disk may be included in place of the flash memory. Processor 1000 executes a program input from storage device 1001. In this case, the program is input from the auxiliary storage device to processor 1000 via the volatile storage device. Processor 1000 can output data such as computation results to the volatile storage device of storage device 1001, or store data in the auxiliary storage device via the volatile storage device.

[0180] The present disclosure describes various exemplary embodiments and examples, but various features, forms, and functions described in one or more embodiments are not limited to application in specific embodiments and can be applied to the embodiments alone or in various combinations.

[0181] Therefore, it is considered that numerous modifications not shown in the examples are also included in the technical scope disclosed in this specification. For example, it is assumed that at least one component is modified, added, or omitted, and at least one component is extracted and combined with components of other embodiments.

[0182] Description of labels

[0183] 1: Steering load state detection unit, 2: Parking slot position detection unit, 3: Vehicle position detection unit, 4: Steering load state input unit, 5: Parking slot position input unit, 6: Vehicle position input unit, 7: Guidance path generation unit, 8: Parking steering number upper limit calculation unit, 9: Outputtable current calculation unit, 10: Required current calculation unit, 11: Vehicle control device, 12: Notification device, 40: Parking slot, 50A, 60A, 70A, 50B, 60B, 70B: Path generation device, 100: Own vehicle, 101: Parked vehicle, 102: Ultrasonic sensor, 500A, 600A, 500B, 600B: Parking assistance device, 1000: Processor, 1001: Storage device, CN0, CN1: Corner points of the parked vehicle.

Claims

1. A path generation device, characterized in that: include: a steering load state input unit that inputs a steering load state of the vehicle; a parking slot position input unit for inputting positions of parking slots around the vehicle; a vehicle position input unit that inputs the position of the vehicle; a parking turn number upper limit calculation unit for calculating an upper limit value of the number of parking turns that the vehicle can perform between the position of the vehicle and the parking slot based on the steering load state input to the steering load state input unit; as well as A guidance path generating unit generates a guidance path for guiding the vehicle to the parking slot based on the position of the vehicle input by the vehicle position input unit, the position of the parking slot input by the parking slot position input unit, and the upper limit value of the number of parking turns calculated by the parking turn number upper limit calculating unit.

2. The path generation device according to claim 1, wherein include: an outputtable current amount calculation unit that calculates an outputtable current amount when the steering of the vehicle is controlled based on a load state of the steering; a required current amount calculation unit configured to calculate an amount of current required for steering control of the vehicle from the position of the vehicle to the position of the parking slot; The parking steering number upper limit calculation unit calculates an upper limit value of the parking steering number based on the outputtable current and the current required for the steering control. The guidance route generating unit generates a guidance route based on the upper limit value of the number of parking turns.

3. The path generation device according to claim 1, wherein: The guidance route generating unit generates a guidance route in which parking steering is performed up to an upper limit value of the number of parking steering times calculated by the parking steering number upper limit calculating unit, and parking steering is not performed if the upper limit value of the number of parking steering times is exceeded.

4. The path generation device according to claim 2, wherein: The guidance route generating unit generates a guidance route in which parking steering is performed up to an upper limit value of the number of parking steering times calculated by the parking steering number upper limit calculating unit, and parking steering is not performed if the upper limit value of the number of parking steering times is exceeded.

5. The path generation device according to any one of claims 1 to 4, wherein: The load state of the vehicle steering is the temperature of the electric power steering motor.

6. The path generation device according to any one of claims 1 to 4, wherein: The load state of the vehicle steering is the temperature of the electric power steering ECU.

7. A parking assist device, characterized in that: include: The path generating device according to any one of claims 1 to 6; and a vehicle control device for parking the vehicle in the parking slot based on the guide path generated by the guide path generation unit.

8. A parking assist device, characterized in that: include: The path generating device according to any one of claims 1 to 6; and a notification device for notifying the guide route generated by the guide route generation unit.

9. A path generation device, characterized in that: include: a steering load state detection unit configured to detect a steering load state of the vehicle; a parking slot position detection unit configured to detect positions of parking slots around the vehicle; a vehicle position detection unit, configured to detect the position of the vehicle; a parking turn number upper limit calculation unit for calculating an upper limit value of the number of parking turns that the vehicle can perform between the position of the vehicle and the parking slot based on the steering load state detected by the steering load state detection unit; as well as A guidance path generating unit generates a guidance path for guiding the vehicle to the parking slot based on the position of the vehicle detected by the vehicle position detecting unit, the position of the parking slot detected by the parking slot position detecting unit, and the upper limit value of the number of parking turns calculated by the parking turn number upper limit calculating unit.

10. The path generation device according to claim 9, wherein: include: an outputtable current amount calculation unit that calculates an outputtable current amount when the steering of the vehicle is controlled based on a load state of the steering; a required current amount calculation unit configured to calculate an amount of current required for steering control of the vehicle from the position of the vehicle to the position of the parking slot; The parking steering number upper limit calculation unit calculates an upper limit value of the parking steering number based on the outputtable current and the current required for the steering control. The guidance route generating unit generates a guidance route based on the upper limit value of the number of parking turns.

11. The path generation device according to claim 9, wherein: The guidance route generating unit generates a guidance route in which parking steering is performed up to an upper limit value of the number of parking steering times calculated by the parking steering number upper limit calculating unit, and parking steering is not performed if the upper limit value of the number of parking steering times is exceeded.

12. The path generation device according to claim 10, wherein: The guidance route generating unit generates a guidance route in which parking steering is performed up to an upper limit value of the number of parking steering times calculated by the parking steering number upper limit calculating unit, and parking steering is not performed if the upper limit value of the number of parking steering times is exceeded.

13. The path generation device according to any one of claims 9 to 12, wherein: The load state of the vehicle steering is the temperature of the electric power steering motor.

14. The path generation device according to any one of claims 9 to 12, wherein: The load state of the vehicle steering is the temperature of the electric power steering ECU.

15. A parking assist device, characterized in that: include: The path generating device according to any one of claims 9 to 14; and a vehicle control device for parking the vehicle in the parking slot based on the guide path generated by the guide path generation unit.

16. A parking assist device, characterized in that: include: The path generating device according to any one of claims 9 to 14; and a notification device for notifying the guide route generated by the guide route generation unit.

17. A path generation method, characterized in that: include: A first step of inputting a steering load state of the vehicle; a second step of inputting the location of a parking slot around the vehicle; a third step of inputting the location of the vehicle; a fourth step of calculating an upper limit of the number of parking turns that the vehicle can perform based on the steering load state input in the first step; as well as A fifth step is to generate a guidance route for guiding the vehicle to the parking slot based on the input position of the parking slot, the input position of the vehicle, and the calculated upper limit value of the number of parking turns.

18. The path generation method according to claim 17, wherein: Before the fourth step, set: a sixth step of calculating an amount of current that can be output during steering control based on the load state of the steering input in the first step; as well as a seventh step of calculating the amount of current required for steering control of the vehicle from the position of the vehicle to the position of the parking slot, In the fourth step, the parking steering number upper limit is calculated based on the outputtable current amount calculated in the sixth step and the current amount required for the steering control calculated in the seventh step.

19. A parking assistance method, characterized in that: include: A step of parking the vehicle in the parking slot based on the guidance path generated by the path generation method according to claim 17 or 18.

20. A parking assistance method, characterized in that: include: A step of notifying the vehicle of the guide route generated by the route generation method according to claim 17 or 18 and causing the vehicle to park in the parking slot.

21. A parking assistance method, characterized in that: include: The steps of notifying a vehicle management system that manages vehicles traveling in a parking lot including the parking slot of the guidance route generated by the route generation method according to claim 17 or 18; and parking the vehicle in the parking slot.

22. A path generation method, characterized in that: include: A first step of detecting a steering load state of the vehicle; a second step of detecting the position of a parking slot around the vehicle; a third step of detecting the position of said vehicle; a fourth step of calculating an upper limit of the number of parking turns that the vehicle can perform based on the detected load state of the steering; as well as A fifth step is to generate a guide route for guiding the vehicle to the parking slot based on the detected parking slot position, the detected vehicle position, and the calculated parking turn number upper limit value.

23. The path generation method according to claim 22, wherein: Before the fourth step, there are: a sixth step of calculating an amount of current that can be output during steering control based on the load state of the steering detected in the first step; as well as a seventh step of calculating the amount of current required for steering control of the vehicle from the position of the vehicle to the position of the parking slot, In the fourth step, the parking steering number upper limit is calculated based on the outputtable current amount calculated in the sixth step and the current amount required for the steering control calculated in the seventh step.

24. A parking assistance method, characterized in that: include: A step of parking the vehicle in the parking slot based on the guidance path generated by the path generation method according to claim 22 or 23.

25. A parking assistance method, characterized in that: include: A step of notifying the vehicle of the guide route generated by the route generation method according to claim 22 or 23 and causing the vehicle to park in the parking slot.

26. A parking assistance method, characterized in that: include: The steps of notifying a vehicle management system that manages vehicles traveling in a parking lot including the parking slot of the guidance route generated by the route generation method according to claim 22 or 23; and parking the vehicle in the parking slot.

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