Driver in a circulating parallel parking assistance system

Abstract

A method for providing parallel parking assistance includes generating an augmented video stream including an overhead view video stream, a graphical representation of a host vehicle, and a first arrow indicating an initial positioning of the host vehicle, generating, by a processor, a first control signal indicating a first steering angle in response to receiving a first confirmation signal from a user interface indicating confirmation of the initial positioning of the host vehicle, generating, by the processor, a second control signal indicating a second steering angle in response to a change in yaw reaching a first desired yaw, generating, by the processor, a second arrow indicating a distance between the host vehicle and a curb to be overlaid on the overhead view video stream, and generating, by the processor, a third control signal indicating a third steering angle in response to receiving a second confirmation signal from the user interface indicating confirmation of the distance between the host vehicle and the curb.

Description

Technical Field

[0001] This disclosure generally relates to parallel parking driver assistance systems in vehicles, and more specifically to methods and apparatus for providing drivers with indicators for parallel parking assistance in vehicles not equipped with environmental detection systems. Background Technology

[0002] For many drivers, parallel parking remains one of the most challenging aspects of driving. The inability to judge distances to curbs and other vehicles, and the attempt to align the passenger side of the vehicle with curbs and other parked vehicles (which may be out of the driver's field of vision), can make it difficult for drivers to determine the angle and position of their vehicle. In addition, the anxiety drivers often experience when there is much other traffic, pedestrians, and general observers nearby, and the general anxiety experienced when attempting difficult maneuvers, leads many drivers to avoid parallel parking altogether.

[0003] Many new vehicles include sensors and algorithms for automated parallel parking. These additional sensors and the required computing resources add to the vehicle's cost, potentially making these features beyond the capabilities of young or low-income drivers. Furthermore, due to significant variations and deterioration in curb structure, it is known to be difficult to accurately detect curbs when using automated parallel parking systems, frequently rendering these systems ineffective. It is desirable to overcome the aforementioned problems to provide parallel parking assistance to drivers in vehicles not equipped with a large number of sensors and / or computing systems. Moreover, other desirable features and characteristics of the invention will become apparent from the following detailed description and appended claims, taking into account the accompanying drawings and the foregoing technical and background information. Summary of the Invention

[0004] A vehicle driver parallel parking assistance system. This system is operable to calculate the vehicle's movement path and generate user prompts to assist the driver in performing parallel parking maneuvers.

[0005] According to an aspect of this disclosure, an apparatus includes: a plurality of cameras for capturing a plurality of video streams; an image processor for generating a top-view video stream in response to the plurality of video streams; and a processor configured to execute a parking assistance algorithm, including: generating an enhanced video stream comprising the top-view video stream, a graphical representation of a primary vehicle, and a first arrow indicating the initial positioning of the primary vehicle; generating a first control signal indicating a first steering angle in response to receiving a first confirmation signal from a user interface indicating confirmation of the initial positioning of the primary vehicle; generating a second control signal indicating a second steering angle in response to a change in yaw reaching a first desired yaw; generating a second arrow to be overlaid on the top-view video stream indicating the distance between the primary vehicle and a curb; generating a third control signal indicating a third steering angle in response to receiving the second confirmation signal from a user interface indicating confirmation of the distance between the primary vehicle and the curb; and providing user feedback indicating completion of the parking assistance algorithm in response to a change in yaw reaching a second desired yaw.

[0006] According to another aspect of this disclosure, the change in yaw is determined relative to the initial master vehicle yaw established at the initial positioning of the master vehicle.

[0007] According to another aspect of this disclosure, the second expected yaw is zero degrees.

[0008] According to another aspect of this disclosure, the first desired yaw is 45 degrees.

[0009] According to another aspect of this disclosure, it also includes a steering controller for adjusting the steering angle of the main vehicle steering mechanism in response to a first control signal, a second control signal, and a third control signal.

[0010] According to another aspect of this disclosure, the first confirmation signal is generated in response to the driver of the main vehicle pressing a touch-sensitive display at the point where the first arrow is displayed.

[0011] According to another aspect of this disclosure, the tip of the first arrow is aligned with the left rear corner of the parked vehicle shown in the enhanced video stream.

[0012] According to another aspect of this disclosure, the processor is also operable to generate throttle control signals for controlling the reversing of the master vehicle during a parking assist algorithm.

[0013] According to another aspect of this disclosure, the parking assist algorithm is also configured to pause in response to receiving a brake indicator indicating that the master vehicle's brake pedal has been pressed.

[0014] According to another aspect of this disclosure, a method for executing a parking assistance algorithm includes: generating an enhanced video stream including a top-view video stream, a graphical representation of a master vehicle, and a first arrow indicating the initial positioning of the master vehicle by an image processor; generating a first control signal indicating a first steering angle by the processor in response to receiving a first confirmation signal from a user interface indicating confirmation of the initial positioning of the master vehicle; generating a second control signal indicating a second steering angle by the processor in response to a change in yaw reaching a first desired yaw; generating a second arrow indicating the distance between the master vehicle and a curb to be overlaid on the top-view video stream by the processor; generating a third control signal indicating a third steering angle by the processor in response to receiving the second confirmation signal from a user interface indicating confirmation of the distance between the master vehicle and the curb; and providing user feedback indicating completion of the parking assistance algorithm by the processor in response to a change in yaw reaching a second desired yaw.

[0015] According to another aspect of this disclosure, the top-view video stream is generated in response to the compilation of multiple video streams received from multiple vehicle cameras having overlapping fields of view.

[0016] According to another aspect of this disclosure, it also includes a steering controller for adjusting the steering angle of the main vehicle in response to a first control signal, a second control signal, and a third control signal.

[0017] According to another aspect of this disclosure, the second desired yaw is equal to the initial yaw determined at the initial positioning of the master vehicle.

[0018] According to another aspect of this disclosure, the processor is also configured to generate throttle control signals for controlling the reversing maneuver of the master vehicle during the execution of the parking assistance algorithm.

[0019] According to another aspect of this disclosure, the processor is further configured to suspend the parking assist algorithm in response to receiving a brake indicator indicating that the master vehicle's brake pedal has been pressed.

[0020] According to another aspect of this disclosure, the first confirmation signal is generated in response to the driver of the main vehicle pressing a touch-sensitive display at the point where the first arrow is displayed.

[0021] According to another aspect of this disclosure, the second confirmation signal is generated in response to the driver of the main vehicle pressing a touch-sensitive display at the location where the second arrow is displayed.

[0022] According to another aspect of this disclosure, the processor is further configured to generate a user steering prompt indicating the steering angle in response to a first control signal, a second control signal, and a third control signal.

[0023] According to another aspect of this disclosure, a vehicle control system includes: a vehicle camera system for generating a top-view video of the host vehicle's environment; an image processor for generating an enhanced image including the top-view video, a graphical representation of the host vehicle, and a first arrow and a second arrow; a display for displaying the enhanced image; a user input terminal for generating a first user confirmation signal in response to a first user input and a second user confirmation signal in response to a second user input; a processor for coupling a request to display a first arrow indicating the initial positioning of the host vehicle to the image processor, generating a first control signal indicating a first steering angle in response to receiving a first confirmation signal indicating confirmation of the initial positioning of the host vehicle from a user interface, generating a second control signal indicating a second steering angle by the processor in response to a change in yaw to achieve a first desired yaw, coupling a request to display a second arrow indicating the distance between the host vehicle and a curb to the image processor, generating a third control signal indicating a third steering angle by the processor in response to receiving a second confirmation signal indicating confirmation of the distance between the host vehicle and a curb from a user interface, and providing user feedback indicating completion of a parking assistance algorithm by the processor in response to a change in yaw to achieve a second desired yaw.

[0024] According to another aspect of this disclosure, user feedback is overlaid on a top-down view video displayed on the monitor. Attached Figure Description

[0025] Exemplary embodiments will now be described in conjunction with the following figures, wherein the same numerals denote the same elements, and wherein:

[0026] Figure 1 Exemplary human-machine interfaces for providing low-resource parallel parking assistance according to various embodiments are shown;

[0027] Figure 2 The illustration shows several exemplary parallel parking display states to be displayed to a vehicle driver in response to a parallel parking assist algorithm providing parallel parking assist, according to an exemplary embodiment.

[0028] Figure 3 Exemplary systems for providing low-resource parallel parking assistance according to various embodiments are shown;

[0029] Figure 4 A flowchart illustrating a method for providing low-resource parallel parking assistance is shown according to various embodiments;

[0030] Figure 5a Indicates various vehicle dimensions used for calculating arrow lengths and steering angles for the driver in a circular parallel parking system according to various embodiments;

[0031] Figure 5bThe figure illustrates a vehicle dynamics model used to calculate arrow length and steering angle for the driver in a circular parallel parking system according to various embodiments;

[0032] Figure 6a The figure illustrates a vehicle dynamics model used to calculate rear collision avoidance conditions for the driver in a cyclic parallel parking system according to various embodiments;

[0033] Figure 6b The figure illustrates a vehicle dynamics model used to calculate forward collision avoidance conditions for the driver in a circular parallel parking system according to various embodiments;

[0034] Figure 6c The figure illustrates a vehicle dynamics model used for driving in a cyclic parallel parking method for parallel parking near the curb, according to various embodiments, for use with narrow vehicles. Detailed Implementation

[0035] The following detailed description is merely exemplary in nature and is not intended to limit application and use. Furthermore, it is not intended to be bound by any express or implied theory presented in the foregoing technical fields, background art, summary of the invention, or the following detailed description. As used herein, the term "module" refers to any hardware, software, firmware, electronic control components, processing logic, and / or processor device (alone or in any combination), including but not limited to: application-specific integrated circuits (ASICs), electronic circuits, processors (shared, dedicated, or grouped) and memories executing one or more software or firmware programs, combinational logic circuits, and / or other suitable components providing the described functionality.

[0036] Manual parallel parking is difficult for many drivers. Existing fully automated parking assistance systems are only available for expensive cars because they require near 360-degree sensing, including front, rear, and side directions. The proposed system is a low-cost parking assistance system that does not require surround sensing. The driver is presented with a bird's-eye view including added arrow icons to provide positioning feedback via touch input. The exemplary system provides prompts to the driver, and the driver instructs the vehicle to position itself once the vehicle has been positioned according to these prompts. The driver can instruct the initial positioning of the vehicle relative to the parked vehicle before initiating parallel parking maneuvers, and can subsequently instruct the vehicle's intermediate positioning relative to the curb. With vehicle positioning feedback at both points, the vehicle control system can automatically control the steering angle while the driver controls the accelerator and brake operations. In some exemplary embodiments, the accelerator and / or brakes can be automatically controlled by the system (if the vehicle is so equipped and / or these features are activated by the driver). The system provides the same performance in different parallel parking scenarios, corresponding to different parked vehicles of different sizes.

[0037] Turn now Figure 1This document illustrates exemplary human-machine interfaces (HMIs) for providing low-resource parallel parking assistance according to various embodiments. Exemplary HMI 100 illustrates a display 101 with a button panel 110. The button panel may include buttons, knobs, and other user input controls. Depending on vehicle characteristics, the driver may control steering, braking, and accelerator, or one or more of these operations may be automatically controlled in response to driver input.

[0038] HMI 100 is configured to implement a low-cost, low-resource parallel parking assist system without active surround sensing. The system utilizes bird's-eye view surround vision features, allowing HMI 100 to display a bird's-eye view on the vehicle's touchscreen display 101 (such as a center console display). The system is configured to generate arrow icons with specified lengths and positions, and uses driver touch input as vehicle positioning feedback. In some exemplary embodiments, automatic control of the steering angle can be implemented during parallel parking maneuvers based on available vehicle data and customer touch input feedback. In some exemplary embodiments, manual throttle and brake control can be performed by the driver. When equipped with a suitable system, the vehicle controller can control one or more of the steering, braking, and throttle controls. The system is configured to execute an algorithm for calculating the length and position of the arrow icon for the primary vehicle based on known vehicle dimensions and steering angle characteristics.

[0039] In some exemplary embodiments, HMI 100 includes a vehicle touchscreen display 101 for displaying a top-down or bird's-eye view image. The bird's-eye view image may be generated in response to multiple video streams generated by multiple cameras having a vehicle's external field of view (FOV). An image processor, etc., is then operable to receive these multiple video streams and subsequently stitch them together to generate the bird's-eye view. In an exemplary bird's-eye view shown on the touchscreen display, a main vehicle 130, a parked vehicle 120, and a curb 150 are shown. Additionally, in response to a vehicle occupant activating a parallel parking assist feature, an arrow 140 is generated by the processor and overlaid on the bird's-eye view image. In some exemplary embodiments, the arrow 140 may be replaced by any other suitable graphic element of any other type, such as a line, bracket, circle, rectangle, highlight, etc. This arrow 140 has a specific length and is positioned at a specific location relative to the main vehicle 130. In response to activating the parking assist feature, the driver positions the main vehicle 130 along the parked vehicle 120 such that the tip of the arrow 140 is positioned at the rear edge of the parked vehicle 120. Subsequently, once the main vehicle 130 is correctly positioned, the driver will provide feedback to the parking assist feature. In some exemplary embodiments, this feedback may include pressing an arrow 140 for a touch-sensitive display or pressing a button on the button panel 110, or any other configured user input.

[0040] Turn now Figure 2The illustration shows a plurality of exemplary parallel parking display states 200 that may be displayed to a vehicle driver when parallel parking assistance is provided in response to a parallel parking assistance algorithm, according to an exemplary embodiment.

[0041] Exemplary parking display states 20a, 20b, 20c, 20d, 20e, and 20f are presented to the driver on a vehicle display (such as a center console touchscreen display). The parking display states 20a, 20b, 20c, 20d, 20e, and 20f are generated in response to a parallel parking assist algorithm executed by a vehicle processor, etc. The driver can control various vehicle systems, such as throttle, steering, and braking, in response to one or more user prompts generated by the parking assist algorithm and displayed on the vehicle display. In some exemplary embodiments, the vehicle controller can control one or more of the various vehicle systems, such as throttle, braking, or steering, in response to the parallel parking assist algorithm, available vehicle capabilities, and / or user and system configuration options.

[0042] First state 20a illustrates an exemplary initial display that can be presented to the driver after activating the parallel parking assist algorithm. First state 20a shows the main vehicle 230a, the parked vehicle 220a, and the curb 150a from a bird's-eye view. The bird's-eye view is generated in response to multiple images received from multiple cameras with overlapping fields of view (FOV) located around the exterior of the main vehicle 230a. Since the parked vehicle 220a and the curb 150a are detected in the images from the multiple cameras, they are displayed at their locations relative to the main vehicle 230a. Without further image processing or other sensor data, the vehicle system processor may not know the positions of the parked vehicle 220a and the curb 250a. Typically, a graphical representation of the main vehicle 230a, showing its actual position and size, is overlaid on the display.

[0043] In response to the initiation of the parallel parking assist algorithm, arrow 240a is generated by the parallel parking assist processor and overlaid on the display at a position relative to the positioning of the master vehicle 240a. In response to the display of arrow 240a, the driver is expected to position the master vehicle such that the tip of the arrow is aligned with the rear edge of the parked vehicle 220a. The length of arrow 240a may indicate a preferred distance that will result in an efficient parallel parking maneuver. The length of the arrow is not based on driver preference. For a given vehicle, the length and position of the arrow may be fixed and may be based on offline optimization to ensure that the vehicle does not later collide with the parked vehicle during the maneuver, and that the maneuver is performed within minimal longitudinal and lateral space relative to the curb and the parked vehicle. In some exemplary embodiments, the length of arrow 240a indicates a distance of 58 cm from the master vehicle, but this value may vary for different vehicles and under different conditions. It is desired that the driver positions the tip of arrow 240a to touch the right rear corner of the parked vehicle 220a on the display. After the driver positions the master vehicle 230a (by driving forward or backward until the overlay arrow 240a is aligned with the rear of the parked vehicle in front), the vehicle positioning is then confirmed by the driver touching arrow 240a or another confirmation button on the HMI. In some exemplary embodiments, the arrow length may be generated in response to user input indicating the rear corner of the parked vehicle. This arrow length may then be used to calculate the angle and positioning in the next step of the algorithm.

[0044] In the second state 20b, arrow 240a disappears in response to the previous driver confirmation and the vehicle begins to move backward. At this point, the driver can be instructed to turn the steering wheel to an optimized steering angle to perform a first turn. In some exemplary embodiments, this optimized steering angle may be the vehicle's maximum steering angle. An indication of the steering angle and / or an indication of achieving the optimized steering angle may be displayed to the driver on the HMI. In some exemplary embodiments, the vehicle controller may actuate the steering controller to change the steering angle to the optimized steering angle, such that the rear of the main vehicle 230b enters an open parking space at an angle when reversing. In some exemplary embodiments, the driver may turn the steering wheel while the main vehicle 230b is reversing, and feedback may be provided to the driver. The driver continues to drive backward until the main vehicle 230b is positioned at the optimized angle. In some exemplary embodiments, 45 degrees is the optimized angle. The difference between the current vehicle angle and the optimized angle is estimated by tracking vehicle kinematic variables using known vehicle dimensions to estimate the change in the main vehicle's yaw. In some exemplary embodiments, the vehicle yaw angle may be estimated based on a measured vehicle yaw rate. The vehicle yaw angle can be estimated in response to the measured vehicle yaw rate and vehicle size.

[0045] Once the main vehicle 230b reaches the optimal reversing angle, a third state 20c is displayed. The third state 20c displays an arrow 240c located at the right rear corner of the main vehicle 230b and extending towards the curb 250c. The arrow 240c is displayed perpendicular to the curb. The length of the arrow 240c indicates an optimized distance used to initiate a third turn of the main vehicle 230c for efficient parallel parking. In some exemplary embodiments, the length of the arrow 240c indicates a distance of 108 cm from the main body of the main vehicle. In response to reaching the third state 20c, the steering is straightened, causing the main vehicle 230b to reverse along the optimal reversing angle path.

[0046] The driver continues reversing along the optimal reversing angle path until the tip of arrow 240d reaches curb 250d on the display, indicated in the fourth state 20d. The distance 240d to the curb is confirmed by the driver by touching arrow 240d on the HMI when the new arrow touches curb 250d. Once the driver confirms the distance to curb 250d by touching arrow 240d or actuating the alternative user input, the fifth state 20e is displayed.

[0047] When the fifth state 20e is displayed, arrow 240d disappears and the steering wheel is turned counterclockwise to the calculated known angle, causing the main vehicle 230e to begin reversing to the left. In some exemplary embodiments, the driver will turn the steering wheel until the calculated known angle is reached. In other exemplary embodiments, the steering controller will autonomously control the steering to reach the known angle. The main vehicle 230e then reverses until it is parallel to the curb 250e. Once the main vehicle 230e is parallel to the curb, the sixth stage 20f is displayed, and the main vehicle's steering is straightened back to center position, allowing the driver to move forward or reverse so that the main vehicle 230f is centered among the parked vehicles 220f. At this point, no further guidance / automation is required.

[0048] Turn now Figure 3 An exemplary system 300 for providing low-resource parallel parking assistance according to various embodiments is shown. The exemplary system 300 includes a forward camera 310, a left-side camera 312, a right-side camera 314, a rear-view camera 315, an image processor 320, a processor 330, a display 334, a user input 335, a memory 340, a vehicle controller 350, a steering controller 360, a throttle controller 370, and a brake controller 380.

[0049] The exemplary system 300 is initially operable to initiate a parallel parking assist algorithm in response to user input received at user interface 335 instructing the driver to initiate the algorithm. In response to the initiation of the algorithm, each of the left-side camera 312, right-side camera 314, forward-facing camera 310, and rear-facing camera 315 is configured to capture at least one image. These images are coupled to an image processor 320, which is configured to generate a bird's-eye view image by warping each of the received images to mimic a top-view perspective and then stitching the warped images together to generate a complete top-view image of the area surrounding the main vehicle.

[0050] Processor 320 can couple the bird's-eye view image to display 334 for presentation to the driver. In some exemplary embodiments, processor 320 can generate a graphical representation of the main vehicle and overlay this graphical representation on the bird's-eye view image. The graphical representation of the main vehicle can indicate the location and size of the main vehicle within the bird's-eye view image. In some exemplary embodiments, the graphical representation of the main vehicle can be generated in response to an image file stored in memory 340. This process can be repeated continuously, such that multiple consecutive bird's-eye view images are generated and coupled to the display, so that an image stream is presented to the driver on display 334 (such as an in-cabin display, center console display, electronic instrument panel display, etc.).

[0051] When executing the parallel parking assist algorithm, processor 330 can be configured to generate a first arrow overlaid on the bird's-eye view image displayed on display 334, wherein the first arrow indicates the initial positioning of the master vehicle required for parallel parking maneuvering. The first arrow may extend from a graphical representation of the master vehicle and has a length representing the optimal distance between the master vehicle and the parked vehicle ahead. The driver is expected to maneuver the master vehicle such that the tip of the first arrow is aligned with the left rear corner of the parked vehicle ahead. In response to driver input, the master vehicle can control the steering angle using steering controller 360, control the throttle level using throttle controller 370, and control the braking force using brake controller 380. Although the indicators on the bird's-eye view display are described as arrows, any suitable graphical element (such as lines, shapes, or highlights) can be used to indicate the alignment of the master vehicle with the parked vehicle ahead and / or the distance between the master vehicle and the parked vehicle ahead.

[0052] Once the driver has maneuvered the main vehicle so that the tip of the first arrow is positioned at the left rear corner of the parked vehicle ahead, the driver provides an indication of the vehicle's correct initial positioning. For example, the driver can press a touch-sensitive display at the location of the first arrow above the display.

[0053] In response to the driver's confirmation of the initial primary vehicle positioning, processor 330 can calculate the steering angle for a first turn to perform a parallel parking maneuver. In some exemplary embodiments, the first turn maneuver may change the centerline of the primary vehicle from parallel to the curb to at a 45-degree angle to the curb. Processor 330 may generate a control signal indicating the steering angle and couple this control signal to vehicle processor 350. Furthermore, vehicle processor 350 may generate a steering control signal to couple to steering controller 360 for controlling the steering mechanism to turn the front wheels of the primary vehicle to the desired steering angle. In other exemplary embodiments, processor 330 may generate a prompt to provide to the driver to turn the steering wheel to position the steering mechanism at the desired steering angle. Once the desired steering angle has been reached, processor 330 may provide feedback to the driver.

[0054] Once the primary vehicle steering mechanism has turned to the desired steering angle, the processor can generate a prompt to the driver to begin reversing the primary vehicle when the steering mechanism is at the desired steering angle. The processor determines the change in primary vehicle yaw from the initial positioning. Once the primary vehicle yaw reaches the desired yaw, the processor generates a second control signal to couple to the vehicle controller 350 to straighten the steering mechanism so that the steering angle returns to zero degrees. Alternatively, the processor 330 can generate a prompt to display to the driver to return the steering mechanism steering angle to zero degrees.

[0055] In response to the steering angle being set to zero degrees and the centerline of the primary vehicle being parallel to the desired yaw angle, the processor 330 may then generate a second arrow to overlay on a bird's-eye view displayed on the display 334. The second arrow indicates the distance between the right rear of the primary vehicle and the curb. The second arrow may be presented perpendicular to the curb and originating from the right rear corner of the primary vehicle. In some exemplary embodiments, the driver controls the accelerator and brake of the primary vehicle to reverse along a path parallel to the desired yaw angle with a zero-degree steering angle. Once the tip of the second arrow touches the curb displayed on the display 334, the driver provides user input to confirm that the desired distance has been reached. The user input may be received via a user interface 335, which may include a touchscreen display, knobs, buttons, etc.

[0056] Once processor 330 receives confirmation from user interface 335 that the master vehicle has reached the desired distance, processor generates a steering control signal to set the steering angle to the desired third steering angle. In some exemplary embodiments, the desired third steering angle has the same magnitude as the first steering angle, but in the opposite direction. Thus, if the first steering angle is 40 degrees, the third steering angle could be -40 degrees. Once the steering angle is set to the desired third steering angle, the driver further operates to reverse the vehicle. The processor is configured to monitor the overall change in the master vehicle's yaw until the initial yaw is reached. In some exemplary embodiments, the initial yaw is zero degrees and the final yaw is zero degrees. Once the final yaw is reached, processor 330 generates a steering control signal to return the steering mechanism to a zero-degree steering angle. At this point, the centerline of the master vehicle should be parallel to the curb. The processor then interrupts the parallel parking assist algorithm. A bird's-eye view including a graphical representation of the master vehicle can still be presented on display 334 to allow the driver to position the master vehicle between parked cars in front and behind.

[0057] In some exemplary embodiments, if the primary vehicle is properly equipped, the vehicle controller 350 may control the vehicle's steering, throttle, and braking in response to control signals from the processor 330. In these embodiments, the driver will indicate the initial primary vehicle positioning when the first arrow is shown to touch the left rear corner of a parked vehicle ahead. The processor 330 will then generate control signals to rotate the steering to a first desired steering angle to reverse the primary vehicle until the primary vehicle yaws to a desired yaw, such as 45 degrees from the initial primary vehicle yaw. The processor 330 will then generate additional control signals to return the steering mechanism to zero steering angle. Once the zero steering angle is confirmed by the steering controller 360 or the vehicle controller 350, the processor generates additional control signals to couple to the vehicle controller 350 to control the throttle controller 370 and the brake controller 380 until the desired distance to the curb (as indicated by the second arrow covered on the bird's-eye view on the display 334) is confirmed by the driver. Once the desired distance is confirmed, the processor 330 can also generate control signals to set the steering angle to a third steering angle and generate control signals to control the throttle and brakes to reverse the main vehicle at the third steering angle. Once the final desired yaw rate is detected by the processor 330, the algorithm is stopped. At this point, the main vehicle should have successfully completed the parallel parking maneuver and should be positioned between the parked vehicles in front and behind. In some of these exemplary embodiments where the processor 330 controls the steering, throttle, and brakes, the driver can interrupt the parallel parking maneuver by pressing the brake pedal, etc. Pressing the brake pedal can pause the algorithm and immediately stop the vehicle and the parallel parking maneuver.

[0058] Turn now Figure 4The diagram illustrates a flowchart of an exemplary implementation of a method 400 for providing low-resource parallel parking assistance according to various embodiments. While the following method is described as a series of sequential steps, some of these steps may be performed in parallel or non-sequentially, such as the capture and processing of image data, the generation of a bird's-eye view image, etc. The parallel parking assistance algorithm is first initiated 405 in response to driver initiation of the feature. The driver may initiate the feature in response to finding an open parking space requiring parallel parking maneuvers to enter.

[0059] In response to feature initiation 405, the method is then operable to generate 407 a graphical representation of a first arrow indicating the initial positioning of the main vehicle relative to the parked vehicle ahead. In some exemplary embodiments, the first arrow is overlaid on a bird's-eye view image on an in-cabin vehicle display. The bird's-eye view image may be generated in response to multiple images received from multiple vehicle cameras having overlapping fields of view. The multiple images may then be stitched together and warped to reduce distortion. The tip of the first arrow indicates a desired position behind the parked vehicle where the main vehicle can perform efficient parallel parking maneuvers. In response to the display of the first arrow, the driver is expected to position the main vehicle such that the tip of the first arrow touches the left rear corner of the parked car in the bird's-eye view image presented on the in-cabin display.

[0060] Once the driver positions the master vehicle so that the first arrow aligns with the left rear of the parked car, the driver provides user input confirming the correct positioning of the master vehicle. This user input may include pressing a touch-sensitive display at the point where the first arrow is displayed, pressing an appropriate softkey displayed on the touch-sensitive display, or other user input such as a button located on the master vehicle's steering wheel or a button located near the display or on the center console. The method is configured to monitor 410 for confirmed user input indicating that the master vehicle is positioned in the initial location. If no confirmation is received from the driver, the method is operable to wait for confirmation at 412.

[0061] If the driver receives confirmation that the primary vehicle is positioned in the initial location, the method then operates to continuously estimate 415 changes in the yaw angle of the primary vehicle. The change in yaw angle may be determined in response to a comparison of the initial yaw angle (e.g., zero degrees) with the current change in yaw angle. The method then operates to set 420 the vehicle yaw angle. The vehicle yaw angle is calculated in response to known vehicle dimensions and an optimal parallel parking vehicle path. In some exemplary embodiments, the vehicle yaw angle may be 45 degrees, but is not limited to 45 degrees. In some exemplary embodiments, the vehicle controller may automatically control the vehicle's steering to set the steering angle to a maximum steering angle, but is not limited to a maximum steering angle, such as 40 degrees. In other exemplary embodiments, an indicator and / or instruction may be provided to the driver to instruct the driver to turn the steering wheel to the maximum steering angle. When the maximum steering angle is reached, a second indicator may be provided to the driver to stop turning the steering wheel.

[0062] Once the vehicle controller detects that the desired yaw angle has been reached, aligning the main vehicle with the optimal parallel parking path, the method then operates to detect whether the curb distance has been confirmed by the driver. The curb distance is represented by a second arrow overlaid on a bird's-eye view displayed on the in-cabin display, positioned perpendicular to the curb from the right rear of the main vehicle. The angle between the second arrow and the curb is typically 90 degrees. In some exemplary embodiments, the arrow may be positioned at an angle equal to the difference between the current yaw value and the desired yaw angle. Thus, if the main vehicle is positioned parallel to the curb, the arrow will be positioned at 90 degrees to the centerline of the main vehicle. If the current direction value is 45 degrees, the arrow will be positioned perpendicular to the curb and at 45 degrees to the centerline of the main vehicle. The length of the second arrow represents the desired optimal distance between the right rear corner of the main vehicle and the curb, giving the expected distance to the curb when the vehicle becomes parallel to it. When reversing the vehicle, the driver monitors the distance between the tip of the displayed second arrow and the displayed curb. Once the tip of the second arrow touches the indicated curb, the driver can confirm the 430 distance by touching the position of the arrow on the touch-sensitive display or by activating the alternative user interface that indicates the distance to be confirmed.

[0063] If the distance indicated by the second arrow is not confirmed by the driver at 430, the method is then configured to determine at 435 whether the current master vehicle yaw angle is equal to the desired yaw angle. The current master vehicle yaw angle may be determined in response to a change in the yaw angle detected from the initial yaw angle when the initial position is confirmed. In some exemplary embodiments, the initial yaw angle may be a baseline yaw angle of zero degrees. The master vehicle yaw angle changes as the vehicle moves backward while the steering is positioned at the desired steering angle. If the desired yaw angle 435 is not reached, the method returns to setting the desired steering angle at 420 and determining at 430 whether the distance has been confirmed by the driver. For example, in the case of parallel parking against a narrow vehicle (such as a motorcycle), the second arrow touches the curb before the vehicle reaches the optimal yaw angle (such as 45 degrees). Subsequently, the first turn stops before reaching a 45-degree yaw and, without the need for straight reversing, the second turn begins with a smaller steering angle than the maximum steering angle.

[0064] If the desired yaw angle of 435 degrees has been reached, the steering angle is then set to zero degrees. Reaching the desired yaw angle indicates that the primary vehicle has completed the first turn of the parallel parking maneuver. The rear of the primary vehicle should be pointing towards the parking space, with the vehicle's centerline at the desired yaw angle. In some exemplary embodiments, the steering angle may be automatically set to zero by a vehicle control system (such as a vehicle controller or steering controller). Alternatively, a prompt may be provided to the driver to straighten the steering angle. In these embodiments, a prompt indicating successful completion of the steering angle and / or the change in steering angle may be provided to the driver.

[0065] In response to the main vehicle's steering returning to zero, the method is then configured to display a second arrow on the display, the length of which corresponds to the desired distance between the main vehicle's right rear corner and the curb. Once this distance is reached, the second turn for parallel parking maneuvers should be executed. In response to displaying the second arrow on the in-cabin display, the method then awaits distance confirmation from the driver. During this time, the vehicle will move backward along the path at the desired yaw angle. Once the tip of the second arrow touches the curb on the display, the desired distance has been reached. The driver will then perform user input, such as touching the position of the second arrow on a touch-sensitive display or performing another suitable user input, to confirm that the desired distance has been reached. If confirmation is not received (455), the method returns to setting the steering angle to zero (445) and displaying the second arrow (447).

[0066] In response to receiving user confirmation 455 indicating that the desired distance has been reached and the tip of the second arrow has reached the curb on the display, the method then sets the steering angle 465 to the desired steering angle to perform a second turn in the parallel parking maneuver. The second turn in the parallel parking maneuver causes the main vehicle's centerline to change from the desired yaw angle to an angle parallel to the curb and parallel to the initial yaw angle, which may be nominally zero degrees. In some exemplary embodiments, the steering angle is set to an angle having the same magnitude as the first steering angle but in the opposite direction. Typically, the maximum available steering angle as described above is used for parallel parking of vehicles in tight spaces, and the second turn steering angle is less than the maximum turn angle.

[0067] In response to the primary vehicle's steering being set to the desired steering angle, the method is operable to monitor the primary vehicle's yaw angle. If the yaw angle has not yet reached zero degrees (zero degrees indicates that the primary vehicle's centerline is parallel to the curb), the method returns to setting the steering angle to the desired angle. If the yaw angle has reached zero degrees, the method completes the parallel parking assist algorithm. In some exemplary embodiments, the method may provide the driver with an indication of algorithm completion, such as a visual or auditory indicator. In some exemplary embodiments, the display may continue to show a bird's-eye view of the primary vehicle, allowing the driver to see the primary vehicle's positioning between parked vehicles ahead and behind. In some exemplary embodiments, the driver may adjust the vehicle's positioning along a path parallel to the curb to center the vehicle between parked vehicles ahead and behind.

[0068] In an instance where the first steering angle is set to 420 and the distance between the right rear corner of the vehicle and the curb is input and confirmed by the driver at 430, the method is next operable to determine at 440 whether the desired yaw angle has been achieved. If the desired yaw angle has been achieved, the steering angle at 465 is set to zero, and the method monitors the yaw angle at 475 until it reaches zero degrees. If the desired yaw angle has not been achieved at 440 when the distance is confirmed at 430, the method next calculates a second turning angle at 450 in response to the current yaw angle and the distance between the right rear corner of the main vehicle and the curb. In some exemplary embodiments, the second turning angle may be equal in magnitude to the first turning angle but in the opposite direction. The method is next operable to set the steering angle to the second steering angle. The method then monitors the main vehicle yaw angle at 470 until it reaches zero. If the main vehicle yaw angle is not zero, the method returns to setting the steering angle at 460 to the calculated second turning angle. If the main vehicle yaw angle is determined to be zero degrees at 470, the method completes the parallel parking assist algorithm at 480. In some exemplary embodiments, the method may provide the driver with indications of algorithm completion, such as visual or auditory indicators. In some exemplary embodiments, the display may continue to show a bird's-eye view of the main vehicle, allowing the driver to see the main vehicle's positioning between parked vehicles ahead and behind. The driver may then adjust the vehicle's positioning along a path parallel to the curb to center the vehicle between the parked vehicles ahead and behind.

[0069] Figure 5a This indicates various vehicle dimensions used in a circular parallel parking system to calculate arrow lengths and steering angles for the driver, where the turning radius (R) is determined in response to the steering angle (δ). These vehicle dimensions include the distance (e) from the vehicle centerline to the vehicle edge, the distance (d) from the rear wheel center to the rear edge of the vehicle, the wheelbase (l), the distance (a) between the front wheel center and the front edge of the vehicle, and the distance (a) from the vehicle centerline to the outer edge of the front wheels. The turning radius (R) is calculated according to the following equation.

[0070]

[0071] Figure 5b A vehicle dynamics model for calculating arrow lengths and steering angles for the driver is shown in a circular parallel parking system according to an exemplary embodiment. In some exemplary embodiments, the lengths of the first arrow (LC) and the second arrow (Lq) can be calculated using the following equation. The following equation refers to a two-dimensional XY coordinate system, where the Y-axis is perpendicular to the curb 20b and the X-axis is parallel to the curb. The starting point of the parallel parking maneuver is point A(x). A ,y A The endpoint of the first turn is point B(x). B ,xB Subsequently, regarding this parallel parking maneuver, at point B(x) B ,x B ) and E(x E ,y E Between E(x) and L, within a distance L, the vehicle's steering is straightened. The second turn is at E(x) E ,y E ) and F(x F ,y F Executed between ) Y max It is used during parallel parking maneuvers for the left front corner W(x) of the main vehicle. W ,y W The maximum Y value, and X max It is the maximum distance between the starting position and the ending position behind the master vehicle during parallel parking maneuvers. P(x) P ,x P Q(x) represents the position of the right front wheel of the main vehicle during parallel parking maneuvers. Q ,y Q R1 is the position of the right rear corner of the main vehicle during parallel parking maneuvers. R2 is the turning radius of the first turn, and R1 is the turning radius of the second turn. α is the angle between the starting point and the ending point of the first and second turns. L e This is the final distance between the right edge of the main vehicle and the curb 20b. In addition to the previously disclosed equations, parallel parking maneuvers are also described by the following equations.

[0072] y B =y A +R i (1-cosα)

[0073] x B =x A +R1 sinα1

[0074] y E =y A +R1(1-cosα)+L sinα

[0075] x E =x A +R1 sinα+L cosα

[0076] y F =y E +R1(1-cosα)

[0077] x F =x E +R1 sinα

[0078] y W=y E -b sinα-(a+l)cosα

[0079] Turn now Figure 6a This illustrates a vehicle dynamics model used to calculate rear-collision avoidance conditions for the driver in a cyclic parallel parking system according to an exemplary embodiment. The turning radius R of the right front wheel is shown. c From the origin point o1 of the first turn ( xo 1, Y o1) is determined. The change in radius (Δ) r The turning radius is determined in response to this turning radius and the deviation from the origin. The change in turning radius can be restricted to be less than or equal to the minimum radius change (Δ). r-min In addition to the previously disclosed equations, the vehicle dynamics model for rear-collision avoidance during the first turn is described by the following equations.

[0080] x O1 =x A

[0081]

[0082]

[0083]

[0084] Δ r ≥Δ r -min

[0085] Turn now Figure 6b This illustrates a vehicle dynamics model used to calculate forward collision avoidance conditions for the driver in a cyclic parallel parking system according to an exemplary embodiment. Similar to the rear collision avoidance conditions, the change in turning radius (Δ...) f ) can be restricted to being less than or equal to the minimum radius change (Δ) f-min ), where the change in turning radius (Δ f ) is the current turning radius (R) O2 ) and starting turning radius (R) P The difference between ) and ). In addition to the previously disclosed equations, the vehicle dynamics model for rear collision avoidance for the first turn is described by the following equations.

[0086] x p =x E -(a+l)cosα1-b sinα1

[0087] y p =y E -(a+l)sinα1+b cosα1

[0088] x 02 =x E +R2 sinα1

[0089] y 02 =y E -R2 cosα1

[0090]

[0091]

[0092] Δ f =R 02 -R p

[0093] Δ f ≥Δ f-min

[0094] Turn now Figure 6c This illustrates a vehicle dynamics model for performing driving in a cyclic parallel parking method for parallel parking near a curb in contrast to narrow vehicles (such as motorcycles), according to an exemplary embodiment. In addition to the previously disclosed equations, the vehicle dynamics model for performing driving in a cyclic parallel parking method for parallel parking near a curb in contrast to narrow vehicles is also described by the following equations.

[0095]

[0096] While at least one exemplary embodiment has been presented in the foregoing detailed description, it should be understood that numerous variations exist. It should also be understood that one or more exemplary embodiments are merely examples and are not intended to limit the scope, applicability, or configuration of this disclosure in any way. Rather, the foregoing detailed description will provide those skilled in the art with a convenient roadmap for implementing one or more exemplary embodiments. It should be understood that various changes can be made to the function and arrangement of the elements without departing from the scope of this disclosure as set forth in the appended claims and their legal equivalents.

Claims

1. An apparatus for executing a parking assistance algorithm, comprising: Multiple cameras are used to capture multiple video streams; An image processor is configured to generate a top-down video stream in response to the plurality of video streams; A processor, configured to execute parking assistance algorithms, includes: Generate an enhanced video stream including the top-view video stream, a graphical representation of the main vehicle, and a first arrow indicating the initial positioning of the main vehicle; A first control signal indicating a first steering angle is generated in response to receiving a first confirmation signal from a user interface indicating confirmation of the initial positioning of the master vehicle; A second control signal indicating a second steering angle is generated in response to a change in yaw to achieve a first desired yaw. Generate a second arrow to be overlaid on the top-view video stream, indicating the distance between the main vehicle and the curb; In response to receiving a second confirmation signal from the user interface indicating confirmation of the distance between the master vehicle and the curb, a third control signal indicating a third steering angle is generated; and In response to the change in yaw reaching the second desired yaw, user feedback is provided to indicate that the parking assist algorithm has completed.

2. The apparatus of claim 1, wherein the change in yaw is determined relative to an initial master vehicle yaw established at the initial position of the master vehicle.

3. The apparatus of claim 1, wherein the second desired yaw is zero degrees.

4. The apparatus of claim 1, wherein the first desired yaw is 45 degrees.

5. The apparatus of claim 1 further includes a steering controller for adjusting the steering angle of the main vehicle steering mechanism in response to the first control signal, the second control signal, and the third control signal.

6. The apparatus of claim 1, wherein the first confirmation signal is generated in response to the driver of the main vehicle pressing a touch-sensitive display at the point where the first arrow is displayed.

7. The apparatus of claim 1, wherein the tip of the first arrow is aligned with the left rear corner of the parked vehicle shown in the enhanced video stream.

8. The apparatus of claim 1, wherein the processor is further operable to generate a throttle control signal for controlling the reversing of the master vehicle during the parking assist algorithm.

9. The apparatus of claim 1 is further configured to suspend the parking assist algorithm in response to receiving a brake indicator indicating that the master vehicle brake pedal has been pressed.

10. A method for executing a parking assistance algorithm, comprising: An enhanced video stream is generated by the image processor, including a top-view video stream, a graphical representation of the main vehicle, and a first arrow indicating the initial positioning of the main vehicle; The processor generates a first control signal indicating a first steering angle in response to receiving a first confirmation signal from the user interface indicating confirmation of the initial positioning of the master vehicle; The processor generates a second control signal indicating a second steering angle in response to a change in yaw to achieve a first desired yaw. The processor generates a second arrow, to be overlaid on the top-view video stream, indicating the distance between the main vehicle and the curb; generating, by the processor, a third control signal indicative of a third steering angle in response to receiving a second confirmation signal from the user interface indicating confirmation of the distance between the host vehicle and the curb; and providing, by the processor, user feedback indicating completion of the parking assist algorithm in response to the change in yaw reaching a second desired yaw.

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