Parking lot determination device, vehicle control device, and parking lot determination method

Abstract

The invention provides a parking lot determination device, a vehicle control device and a parking lot determination method. The parking lot determination device recognizes parking spaces and / or parked vehicles around the vehicle on the basis of image data obtained by photographing the surroundings of the vehicle, and determines that the vehicle travels in the parking lot when a determination condition that a predetermined number or more of the recognized parking spaces and / or parked vehicles are recognized adjacent to each other is satisfied. When at least one parking space recognized on the basis of the image data includes a predetermined specific parking space, the parking space determination device reduces the predetermined number of parking spaces used in the determination condition compared to when the specific parking space is not included.

Description

Technical Field

[0001] The present disclosure relates to a parking lot determination device, a vehicle control device, and a parking lot determination method. Background Art

[0002] For example, Patent Document 1 discloses a device that identifies a parking space in front of a vehicle based on road markings in front of the vehicle captured by a vehicle-mounted camera, and, when a parking space is identified, makes it easier to operate driving force suppression control associated with an erroneous acceleration operation by the driver than when the parking space is not identified.

[0003] Prior art literature

[0004] Patent Literature

[0005] Patent Document 1: Japanese Patent No. 6299179 Summary of the invention

[0006] In order to appropriately operate the driving force suppression control accompanying the driver's erroneous acceleration operation in a parking lot, it is desired to improve the recognition accuracy of the parking space and effectively determine that the vehicle is traveling in the parking lot.

[0007] The present disclosure is made to solve the above-mentioned problems. That is, one of the purposes of the present disclosure is to effectively determine whether a vehicle is traveling in a parking lot.

[0008] The parking lot determination device disclosed in the present invention,

[0009] Based on image data obtained by photographing the surroundings of the vehicle, parking spaces and / or parked vehicles around the vehicle are identified, and when a predetermined number or more of the identified parking spaces and / or parked vehicles are adjacent to each other, it is determined that the vehicle is traveling in the parking lot.

[0010] The parking lot determination device is characterized in that:

[0011] When at least one of the parking spaces recognized based on the image data includes a predetermined specific parking space, the predetermined number used in the determination condition is reduced compared to a case where the specific parking space is not included.

[0012] According to the above configuration, for adjacently identified parking spaces and / or parked vehicles, when the parking spaces include at least one specific parking space, the parking lot determination device relaxes the parking lot determination conditions. This can prevent the parking lot determination conditions from becoming too strict, and can effectively determine whether the vehicle is traveling in the parking lot. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] Figure 1 It is a schematic overall configuration diagram of the parking lot determination device according to the present embodiment.

[0014] Figure 2 This is a schematic diagram obtained by looking down at the parking lot demarcation lines and parked vehicles.

[0015] Figure 3 1 is a schematic diagram illustrating an example of a specific parking space in which a specific mark is drawn.

[0016] Figure 4 It is a schematic diagram for explaining the determination of a parking row.

[0017] Figure 5 1 is a flowchart for explaining a routine for processing of parking lot determination, accelerator erroneous operation determination, and drive force suppression control.

[0018] Figure 6 It is a schematic diagram for explaining a modified example. DETAILED DESCRIPTION

[0019] Hereinafter, a parking lot determination device, a vehicle control device, and a parking lot determination method according to the present embodiment will be described with reference to the drawings.

[0020] Figure 1 This is a schematic overall structure diagram of the vehicle 1 of the present embodiment. The vehicle 1 has an ECU (Electronic Control Unit) 10. The ECU 10 has a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), an interface device, and the like. The CPU executes various programs stored in the ROM. The ROM is a non-volatile memory that stores data required for the CPU to execute various programs. The RAM is a volatile memory that provides an operating area where various programs are expanded when executed by the CPU. The interface device is a communication device for communicating with an external device.

[0021] ECU10 is a control device that serves as a central unit for assisting the driver. Driving assistance is a concept that includes automatic driving. ECU10 is connected to a drive device 20, a steering device 21, a brake device 22, a vehicle state acquisition device 30, a surrounding recognition device 40, etc. in a communicable manner.

[0022] The driving device 20 generates driving force to be transmitted to driving wheels of the vehicle 1. Examples of the driving device 20 include an electric motor and an engine. The steering device 21 applies steering force to the wheels of the vehicle 1. The braking device 22 applies braking force to the wheels of the vehicle 1.

[0023] The vehicle state acquisition device 30 is a sensor type that acquires the state of the vehicle 1. Specifically, the vehicle state acquisition device 30 includes a vehicle speed sensor 31, an acceleration sensor 32, a brake sensor 33, a steering angle sensor 34, a direction indicator switch 35, and the like.

[0024] The vehicle speed sensor 31 detects the travel speed (vehicle speed V) of the vehicle 1. The acceleration sensor 32 detects the amount of operation of the driver on the accelerator pedal (acceleration operating member) not shown. The brake sensor 33 detects the amount of operation of the driver on the brake pedal not shown. The steering angle sensor 34 detects the steering angle of the steering wheel (or steering shaft) not shown. The direction indicator switch 35 detects the driver's operation on the direction indicator lever not shown. The vehicle state acquisition device 30 sends the state of the vehicle 1 detected by each sensor 31 to 35 to the ECU 10 at a predetermined period.

[0025] The surrounding recognition device 40 is a sensor type that obtains object information related to the object around the vehicle 1. Specifically, the surrounding recognition device 40 includes a camera sensor 41. Here, as the object information, for example, surrounding vehicles, surrounding buildings, intersections, traffic lights, signs, parking lot demarcation lines, road white lines, stop lines, temporary stop lines, etc. The object information around the vehicle 1 obtained by the surrounding recognition device 40 is sent to the ECU 10.

[0026] The camera sensor 41 captures the surroundings of the vehicle 1 and obtains an image of the surroundings of the vehicle 1 by processing the captured image data. The camera sensor 41 is, for example, a stereo camera or a single-lens reflex camera, and a digital camera having a capturing element such as a CMOS or a CCD can be used. In the present embodiment, the camera sensor 41 includes a front camera 41A for capturing the front area of ​​the vehicle 1, a rear camera 41B for capturing the rear area of ​​the vehicle 1, a left side camera 41C for capturing the left side area of ​​the vehicle 1, and a right side camera 41D for capturing the right side area of ​​the vehicle 1. In addition, the above-mentioned multiple cameras 41A to 41D are hereinafter referred to as "camera sensor 41". In addition, the image data captured by each camera 41A to 41D is collectively referred to as "image data".

[0027] Next, the software structure of ECU10 is described. ECU10 has a parking space recognition unit 11A, a specific parking space recognition unit 11B, a parked vehicle recognition unit 12, a parking row determination unit 13, a driving trajectory prediction unit 15, a parking lot determination unit 16, an erroneous operation determination unit 17, and a driving force suppression control unit 18 as some functional elements. Although these functional elements are described as elements included in ECU10 as an integrated hardware, any part of them may be set in an ECU other than ECU10. In addition, all or part of the functional elements of ECU10 may also be set in an information processing device of a facility (for example, a management center, etc.) that can communicate with vehicle 1.

[0028] The parking space recognition unit 11A recognizes a parking space in the parking lot based on image data of the surroundings of the vehicle 1 captured by the camera sensor 41 . Figure 2 2 is a schematic diagram for explaining an example of a demarcation line 200 drawn on the surface (eg, pavement) of a parking lot P. Figure 2 In the figure, reference numeral 300 indicates a parked vehicle in the parking lot P, and reference numeral R indicates a passage R for the vehicle 1 entering the parking lot P to travel. The parking space recognition unit 11A extracts the demarcation line 200 from the image data by performing image analysis processing such as edge extraction, pattern matching, and feature point extraction on the image data captured by the camera sensor 41, and recognizes the parking space PL based on the extracted demarcation line 200. Here, the demarcation line 200 refers to a white line or the like drawn on the surface of the parking lot P in order to divide the parking space PL for parking one vehicle. "Whether the extracted demarcation line 200 is a demarcation line for dividing the parking space PL" can be determined by, for example, comparing the size of the area drawn by the demarcation line 200 with the standard parking space size (width, depth) of a general public parking lot. In addition, in the present disclosure, "drawing" is a concept that includes not only painting but also displaying on the surface of the parking lot P using wire members or other means.

[0029] exist Figure 2In the example, the dividing line 200 is drawn on the road surface by a substantially rectangular frame-shaped solid line. In this case, the parking space recognition unit 11A extracts the dividing line 210 on the passage R side of a pair of dividing lines 210 and 220 extending substantially parallel to the extending direction of the passage R as the front boundary line PL1, and extracts the dividing line 220 farther from the passage R than the dividing line 210 as the rear boundary line PL2. In addition, the parking space recognition unit 11A extracts the dividing line 230 on the left side as viewed from the passage R side of a pair of dividing lines 230 and 240 intersecting the dividing lines 210 and 220 substantially at right angles as the left boundary line PL3, and extracts the dividing line 240 on the right side as viewed from the passage R side as the right boundary line PL4. The parking space recognition unit 11A obtains the position information of the extracted boundary lines PL1 to PL4 relative to the vehicle 1 (for example, the coordinates of the xy plane coordinate system with the position of the vehicle 1 as the origin). Furthermore, the parking space recognition unit 11A transmits the acquired position information of the boundary lines PL1 to PL4 to the parking row determination unit 13 at a predetermined cycle.

[0030] In addition, the dividing line 200 is not limited to Figure 2 The solid line in the rectangular frame shape shown may be two parallel straight lines, etc. In the case of two parallel straight lines, the parking space recognition unit 11A may extract virtual demarcation lines connecting the ends of the parallel straight lines as the front boundary line PL1 and the rear boundary line PL2.

[0031] The specific parking space recognition unit 11B recognizes whether the parking space PL recognized by the parking space recognition unit 11A is a specific parking space PLS having a specific mark drawn on a surface (e.g., pavement) within the parking space PL. Figure 3 (A) Lightweight mark for light vehicles (mini cars), Figure 3 (B) A wheelchair sign indicating priority for the disabled, Figure 3 (C) indicates an EV mark for EV charging. Figure 3 The example shown may also be other characters associated with the parking lot, such as "P" or "For Visitors". The specific parking space recognition unit 11B obtains a specific mark drawn on the surface of the parking space PL based on the image data of the surroundings of the vehicle 1 captured by the camera sensor 41. The specific mark can be obtained by performing image analysis processing such as edge extraction, pattern matching, and feature point extraction on the image data captured by the camera sensor 41. When the specific parking space recognition unit 11B obtains a specific mark in the parking space PL based on the image data, it recognizes the parking space PL as a specific parking space PLS. The specific parking space recognition unit 11B sends the recognition result to the parking row determination unit 13.

[0032] The parked vehicle recognition unit 12 recognizes a vehicle contour line (hereinafter referred to as a parked vehicle contour line) which is a boundary between the parked vehicle 300 and the road surface based on the image data of the surroundings of the vehicle 1 captured by the camera sensor 41. Figure 2 In the figure, reference numeral VL represents a parked vehicle outline. In addition, the actual parked vehicle outline VL is a complex shape including side mirrors, etc., but the parked vehicle outline VL is described below as the smallest rectangular frame line that accommodates the outer periphery of the vehicle body (vehicle body) of the parked vehicle 300.

[0033] The parked vehicle recognition unit 12 first performs image analysis processing such as edge extraction, pattern matching, and feature point extraction on the image data captured by the camera sensor 41, and determines whether the parked vehicle 300 is reflected in the image data. In addition, when the parked vehicle recognition unit 12 determines that the parked vehicle 300 is reflected in the image data, it determines the smallest rectangular frame line that accommodates the parked vehicle 300 in the image data, and extracts the determined rectangular frame line as the parked vehicle contour line VL. The parked vehicle recognition unit 12 extracts the portion of the determined frame line corresponding to the front end of the parked vehicle 300 as the front boundary line LV1, extracts the portion corresponding to the rear end of the parked vehicle 300 as the rear contour line LV2, extracts the portion corresponding to the left end of the parked vehicle 300 as the left contour line LV3, and extracts the portion corresponding to the right end of the parked vehicle 300 as the right contour line LV4. The parked vehicle recognition unit 12 obtains position information of each of the extracted contour lines LV1 to LV4 relative to the vehicle 1 (for example, coordinates of an xy plane coordinate system with the position of the vehicle 1 as the origin), and sends the obtained position information to the parking row determination unit 13 at a predetermined period.

[0034] The parking row determination unit 13 determines whether a parking row in which the parking spaces PL and / or the parking vehicle contour lines VL are continuous is formed based on the position information of the parking spaces PL sent from the parking space recognition unit 11A and the position information of the parking vehicle contour lines VL sent from the parking vehicle recognition unit 12. In the following description, the long side direction of the parking spaces PL and the parking vehicle contour lines VL is defined as "longitudinal direction", and the direction substantially orthogonal to the long side direction is defined as "lateral direction". In addition, although the following description is given of an example in which the parking spaces PL and / or the parking vehicle contour lines VL are adjacent in the lateral direction, the same process is applied to the case in which they are adjacent in the longitudinal direction, and therefore the description is omitted.

[0035] like Figure 4As shown in (A), when the parking row determination unit 13 obtains mutually adjacent parking spaces PL from the image data, it calculates the longitudinal separation distance DH1 of the front side boundary line PL1 thereof, and determines whether the first condition that "the separation distance DH1 is less than or equal to a predetermined first threshold value" is satisfied. In addition, the first condition may be determined based on the separation distance of the rear side boundary line PL2. In addition, the parking row determination unit 13 calculates the lateral separation distance DH2 of the left and right boundary lines PL3 and PL4 of the mutually adjacent parking spaces PL, and determines whether the second condition that "the separation distance DH2 is less than or equal to a predetermined second threshold value" is satisfied. The first threshold value and the second threshold value are not particularly limited, and may be set based on the standard values ​​of general public parking lots. When both the first condition and the second condition are satisfied, the parking row determination unit 13 regards the adjacent parking spaces PL as "continuous in the lateral direction".

[0036] like Figure 4 As shown in (B), when the parking row determination unit 13 obtains mutually adjacent parked vehicle contour lines VL from the image data, it calculates the longitudinal separation distance DH3 of the front side contour lines VL1 thereof, and determines whether the third condition of "separation distance DH3 is less than or equal to a predetermined third threshold value" is satisfied. In addition, the third condition may be determined based on the separation distance of the rear side contour line VL2. In addition, the parking row determination unit 13 calculates the lateral separation distance DH4 of the left and right contour lines VL3 and VL4 of the mutually adjacent parked vehicle contour lines VL, and determines whether the fourth condition of "separation distance DH4 is less than or equal to a predetermined fourth threshold value" is satisfied. The third threshold value and the fourth threshold value are not particularly limited, but it is preferred that at least the fourth threshold value is set to a value greater than the aforementioned second threshold value. When both the third condition and the fourth condition are satisfied, the parking row determination unit 13 regards the adjacent parked vehicle contour lines VL as "continuous in the lateral direction".

[0037] like Figure 4As shown in (C), when the parking space PL and the parked vehicle contour line VL are obtained from the image data, the parking row determination unit 13 calculates the longitudinal separation distance DH5 between the front side boundary line PL1 of the parking space PL and the front side contour line VL1 of the parking vehicle contour line VL, and determines whether the fifth condition that "the separation distance DH5 is less than or equal to a predetermined fifth threshold value" is satisfied. In addition, the fifth condition may be determined based on the separation distance between the rear side boundary line PL2 and the rear side contour line VL2. In addition, the parking row determination unit 13 calculates the lateral separation distance DH6 between the left and right boundary lines PL3 and PL4 of the parking space PL and the left and right contour lines VL3 and VL4 of the parking vehicle contour line VL, and determines whether the sixth condition that "the separation distance DH6 is less than or equal to a predetermined sixth threshold value" is satisfied. The fifth threshold value and the sixth threshold value are not particularly limited, but it is preferred that at least the sixth threshold value is set to a value greater than the aforementioned second threshold value and smaller than the aforementioned fourth threshold value. When both the fifth condition and the sixth condition are satisfied, the parking row determination unit 13 regards the adjacent parking spaces PL and the parked vehicle contour line VL as being “continuous in the lateral direction”.

[0038] When the number of consecutive parking spaces PL, or the number of consecutive parking vehicle contour lines VL, or the number of consecutive parking spaces PL and parking vehicle contour lines VL in random order is greater than a predetermined first threshold number X_1 (e.g., 5), the parking row determination unit 13 determines the smallest rectangular frame PR that contains the collection of these as a parking row. In this way, when the number of consecutive parking spaces PL, or the number of consecutive parking vehicle contour lines VL, or the number of consecutive parking spaces PL and parking vehicle contour lines VL is greater than the first threshold number X_1, the collection of these is determined as a parking row, thereby effectively preventing stop lines drawn on the road surface of general roads, road markings such as crosswalks, or other vehicles parked around the vehicle 1 waiting for traffic lights from being erroneously determined as parking rows.

[0039] Here, if the parking row determination is always performed based on the first threshold number X_1, the positive operation rate of the driving force suppression control described later may be reduced. In order to improve the positive operation rate of the driving force suppression control, it is desired that even if the number of consecutive parking spaces PL and / or parking vehicle contour lines VL is less than the first threshold number X_1, when at least one parking space PL satisfies a specific condition, the above-mentioned parking spaces PL and / or parking vehicle contour lines VL are determined as a parking row, so that the driving force suppression control works effectively. As a parking space PL that satisfies such a specific condition, for example, a specific parking space PLS depicted with the above-mentioned specific mark can be cited. The specific mark is easy to be recognized by the camera sensor 41, and is easy to distinguish from the spraying (for example, white lines, guide strips) depicted on the road surface of a general road, so the possibility of causing misrecognition is low.

[0040] When the specific parking space recognition unit 11B determines that at least one parking space PL is a specific parking space PLS, the parking row determination unit 13 determines that the set of parking spaces PL and / or parking vehicle contour lines VL including the specific parking space PLS is a parking row as long as the number of the continuous parking spaces PL and / or the parking vehicle contour lines VL is greater than the second threshold number X_2 (for example, 2 to 3 or the like, which is less than the first threshold number X_1), even if the number of the continuous parking spaces PL and / or the parking vehicle contour lines VL is less than the first threshold number X_1. That is, the parking row determination unit 13 is configured to relax the conditions for parking row determination (the conditions become loose) when there is a specific parking space PLS with a low possibility of causing misidentification. This can effectively improve the positive operation rate of the driving force suppression control described later.

[0041] When determining that the continuous parking spaces PL and / or the parked vehicle contour line VL are a parking row, the parking row determination unit 13 extracts the rectangular frame PR that delimits the parking row from the image data, and obtains the position information of each straight line PR1 to PR4 that forms the extracted rectangular frame PR relative to the vehicle 1 (for example, the coordinates of the xy plane coordinate system with the position of the vehicle 1 as the origin). In addition, the parking row determination unit 13 sends the obtained position information of each straight line PR1 to PR4 to the parking lot determination unit 16 at a predetermined cycle. In addition, hereinafter, the straight line PR1 of the rectangular frame PR that faces the passageway R is referred to as a "front parking row line". In addition, the rectangular frame PR is referred to as a "parking row".

[0042] The driving trajectory prediction unit 15 calculates the predicted driving trajectory of the vehicle 1 based on the driving state of the vehicle 1 obtained by the vehicle state acquisition device 30. Here, the predicted driving trajectory refers to the predicted trajectory that the vehicle 1 will travel when maintaining the current driving state of the vehicle 1. The predicted driving trajectory can be calculated based on, for example, the vehicle speed V obtained by the vehicle speed sensor 31 and the steering angle obtained by the steering angle sensor 34. The driving trajectory prediction unit 15 sends the calculated predicted driving trajectory to the parking lot determination unit 16 at a predetermined period.

[0043] The parking lot determination unit 16 determines whether the vehicle 1 is in the parking lot P, that is, whether the vehicle 1 is traveling in the parking lot P, based on the position information of the parking row PR relative to the vehicle 1 sent from the parking row determination unit 13 and the predicted traveling trajectory of the vehicle 1 sent from the traveling trajectory prediction unit 15. The parking lot determination unit 16 first determines whether the predicted traveling trajectory of the vehicle 1 intersects with the front parking row line PR1 of the parking row PR. If it is determined that the vehicle 1 intersects, the parking lot determination unit 16 calculates the predicted arrival time TA from the current position of the vehicle 1 to the intersection position where the predicted traveling trajectory intersects with the front parking row line PR1. The predicted arrival time TA can be obtained, for example, by dividing the distance D along the predicted traveling trajectory from the current position of the vehicle 1 to the intersection position by the current vehicle speed V of the vehicle 1 (TA=D / V). When the predicted arrival time TA is less than a predetermined time (for example, several seconds), the parking lot determination unit 16 determines that the vehicle 1 is in the parking lot P (traveling in the parking lot P), and turns on the parking lot flag FP (FP=1). On the other hand, when the predicted arrival time TA exceeds the predetermined time, the parking lot determination unit 16 determines that the vehicle 1 is not in the parking lot P (or is not traveling in the parking lot P) and turns the parking lot flag FP inactive (FP=0).

[0044] The erroneous operation determination unit 17 determines whether the driver of the vehicle 1 has performed an erroneous acceleration operation by accidentally stepping on the accelerator pedal. Specifically, when the first determination condition, the second determination condition, the third determination condition, the fourth determination condition, and the fifth determination condition are all satisfied, the erroneous operation determination unit 17 determines that an erroneous acceleration operation has been performed, and activates the erroneous operation flag FA (FA=1). The first determination condition is that the vehicle speed V of the vehicle 1 is less than a predetermined vehicle speed threshold V. Min The second determination condition is that the accelerator pedal operation amount (accelerator operation amount) AP is equal to a predetermined operation amount threshold AP. Max The third determination condition is that the accelerator pedal operation speed APV is equal to a predetermined operation speed threshold value APV. Max The above condition, the fourth determination condition is the condition that the brake operation is not performed, and the fifth determination condition is the condition that the direction indicator is not operated. On the other hand, when at least one of the first determination condition to the fifth determination condition is not satisfied, the erroneous operation determination unit 17 determines that the driver has not performed an erroneous acceleration operation, and makes the erroneous operation flag FA inactive (FA=0). In addition, the "condition for determining an erroneous acceleration operation" may omit any of the first determination condition to the fifth determination condition, or may further add other conditions.

[0045] When the parking lot determination unit 16 determines that the vehicle 1 is in the parking lot P (FP=1) and the erroneous operation determination unit 17 determines that the driver has performed an erroneous acceleration operation (FA=1), the driving force limiting control unit 18 executes a control so that the actual acceleration GA of the vehicle 1 becomes a predetermined limit acceleration G. Lim The driving force suppression control for controlling the operation of the driving device 20 is performed as follows. In this way, when the driver performs an erroneous acceleration operation, the actual acceleration GA of the vehicle 1 is suppressed to the limit acceleration G. Lim The following driving force suppression control can effectively suppress sudden acceleration of the vehicle 1 that is not intended by the driver. In addition, by setting "the parking lot determination unit 16 determines that the vehicle 1 is in the parking lot P" as the execution condition of the driving force suppression control, it is possible to effectively prevent the driving force suppression control from being unnecessary on general roads. After the driving force suppression control is started, the driving force suppression control unit 18 ends the driving force suppression control (releases the limit acceleration G) when the acceleration operation amount AP decreases to less than a predetermined end threshold value APE. Lim ).

[0046] Next, based on Figure 5 The flowchart shown in FIG. 1 illustrates the routine of the parking lot determination process, the acceleration error operation determination process, and the driving force suppression control process performed by the ECU 10. When the ignition switch or the start button of the vehicle 1 is turned on (ON), the ECU 10 repeatedly executes the following process in a predetermined cycle: Figure 5 In addition, the ECU 10 may also execute the routine shown in FIG. 1 when the vehicle speed V of the vehicle 1 is below a predetermined speed threshold. Figure 5 The routine shown.

[0047] In step S100, the ECU 10 searches for a parking space PL and a parking vehicle contour line VL around the vehicle 1 based on the image data captured by the camera sensor 41. Next, in step S105, the ECU 10 determines whether at least one of the parking space PL and the parking vehicle contour line VL is recognized from the image data. If the determination result is Yes, the ECU 10 proceeds to the processing of step S110. On the other hand, if the determination result is No, the ECU 10 proceeds to the processing of step S180, sets the parking lot flag FP to inactive (FP=0), and returns to this routine.

[0048] In step S110, the ECU 10 determines whether the condition "the longitudinal and lateral separation distances of the adjacent parking spaces PL and / or the parking vehicle contour line VL are less than a predetermined threshold value" is satisfied. If the condition is satisfied (yes), the ECU 10 proceeds to the processing of step S112, determines that the adjacent parking spaces PL and / or the parking vehicle contour line VL are continuous, and proceeds to the processing of step S115. On the other hand, if the condition is not satisfied in the determination of step S110 (no), the ECU 10 proceeds to the processing of step S180, sets the parking lot flag FP to inactive (FP=0), and returns to this routine.

[0049] In step S115, the ECU 10 determines whether the number of continuous parking spaces PL, the number of continuous parking vehicle contour lines VL, or the number of continuous parking spaces PL and parking vehicle contour lines VL is greater than or equal to the first threshold number X_1. If the condition is satisfied (yes), the ECU 10 proceeds to the process of step S130, determines them as a parking row, obtains the position information of the parking row PR, and proceeds to step S150. On the other hand, if the condition is not satisfied in the determination of step S115 (no), the ECU 10 proceeds to the process of step S120.

[0050] In step S120, ECU10 determines whether there is at least one specific parking space PLS depicting a specific mark among the parking spaces PL acquired in step S100. If there is at least one specific parking space PLS (yes), ECU10 proceeds to the process of step S125. On the other hand, if there is no specific parking space PLS (no), ECU10 proceeds to the process of step S180, sets the parking lot flag FP to inactive (FP=0), and returns to this routine.

[0051] In step S125, the ECU 10 determines whether the number of continuous parking spaces PL including at least one specific parking space PLS, or the number of continuous parking spaces PL including at least one specific parking space PLS and the number of parking vehicle contour lines VL is greater than or equal to the second threshold number X_2. If the condition is satisfied (yes), the ECU 10 proceeds to the processing of step S130, determines them as a parking row, obtains the position information of the parking row PR, and proceeds to step S150. On the other hand, if the condition is not satisfied in the determination of step S125 (no), the ECU 10 proceeds to the processing of step S180, sets the parking lot flag FP to inactive (FP=0), and returns to this routine.

[0052] In step S150, the ECU 10 calculates the predicted driving trajectory TP of the vehicle 1. Next, in step S155, the ECU 10 determines whether the calculated predicted driving trajectory TP intersects with the front parking row line PR1 of the parking row PR. If it intersects (Yes), the ECU 10 proceeds to step S160. On the other hand, if it does not intersect (No), the ECU 10 proceeds to step S180, sets the parking lot flag FP to inactive (FP=0), and returns to this routine.

[0053] In step S160, the ECU 10 calculates the predicted arrival time TA from the current position of the vehicle 1 to the intersection position where the predicted driving trajectory intersects the front parking row line PR1. Next, in step S165, the ECU 10 determines whether the predicted arrival time TA is less than a predetermined time. If the predicted arrival time TA is less than the predetermined time (yes), the ECU 10 advances the processing to step S170, determines that the vehicle 1 is in the parking lot P, that is, sets the parking lot flag FP to active (FP=1). On the other hand, if the predicted arrival time TA is not less than the predetermined time (no), the ECU 10 advances the processing to step S180, sets the parking lot flag FP to inactive (FP=0), and returns to this routine.

[0054] After ECU10 sets the parking lot flag FP to active (FP=1) in the process of step S170, it proceeds to the process of step S185. In step S185, ECU10 determines whether the driver has performed an accelerator error operation. When all of the above-mentioned first to fifth judgment conditions are met (yes), ECU10 determines that the driver has performed an accelerator error operation, proceeds to the process of step S186, and sets the error operation flag FA to active (FA=1). On the other hand, when at least one of the above-mentioned first to fifth error operation conditions is not met (no), ECU10 determines that the driver has not performed an accelerator error operation, proceeds to the process of step S188, sets the error operation flag FA to inactive (FA=0), and then returns this routine.

[0055] After ECU10 sets the erroneous operation flag FA to active (FA=1) in the process of step S186, it enters the process of step S190. In step S190, ECU10 starts the driving force suppression control. Then, in step S195, ECU10 determines whether the acceleration operation amount AP is reduced to below the end threshold value APE. In the case where the acceleration operation amount AP is not reduced to below the end threshold value APE (No), ECU10 repeats the determination of step S195. On the other hand, in the case where the accelerator pedal operation amount AP is reduced to below the end threshold value APE (Yes), ECU10 enters the process of step S198, ends the driving force suppression control, and returns this routine.

[0056] As mentioned above, the parking lot determination device, the vehicle control device, and the parking lot determination method according to the present embodiment have been described, but the present disclosure is not limited to the above-mentioned embodiment, and various modifications are possible without departing from the purpose of the present disclosure.

[0057] For example, Figure 6 As shown, when the parking row determination unit 13 obtains the parking row PR opposite to the vehicle 1, when the vehicle 1 is located in the area E between the parking rows PR, the parking lot determination unit 16 can determine that the vehicle 1 is located in the parking lot P. In this case, when at least one of the opposite parking rows PR recognizes the specific parking space PLS, the determination condition of the parking row PR is relaxed, that is, the parking row determination can be performed using the second threshold number X_2.

Claims

1. A parking lot determination device, Based on image data obtained by photographing the surroundings of the vehicle, parking spaces and / or parked vehicles around the vehicle are identified, and when a predetermined number or more of the identified parking spaces and / or parked vehicles are adjacent to each other, it is determined that the vehicle is traveling in the parking lot. The parking lot determination device is characterized in that: When at least one of the parking spaces recognized based on the image data includes a predetermined specific parking space, the predetermined number used in the determination condition is reduced compared to a case where the specific parking space is not included.

2. The parking lot determination device according to claim 1, characterized in that: The specific parking spaces include at least one of a first specific parking space indicating a parking space exclusively for light vehicles, a second specific parking space indicating a parking space preferentially for persons with disabilities, and a third specific parking space indicating a parking space exclusively for charging electric vehicles.

3. A vehicle control device, A parking lot determination device according to claim 1 or 2, The vehicle control device is characterized in that: When the parking lot determination device determines that the vehicle is traveling in the parking lot and detects an erroneous operation of an accelerator operation element operated by an occupant of the vehicle to accelerate the vehicle by the occupant, a driving force suppression control for suppressing the driving force of the vehicle is executed.

4. A parking lot determination method, Based on image data obtained by photographing the surroundings of the vehicle, parking spaces and / or parked vehicles around the vehicle are identified, and when a predetermined number or more of the identified parking spaces and / or parked vehicles are adjacent to each other, it is determined that the vehicle is traveling in the parking lot. The parking lot determination method is characterized in that: When at least one of the parking spaces recognized based on the image data includes a predetermined specific parking space, the predetermined number used in the determination condition is reduced compared to a case where the specific parking space is not included.

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