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

Abstract

The purpose of the present invention is to prevent erroneous recognition of a plurality of division lines as a parking column on a general road on which the plurality of division lines are set in parallel. A parking lot determination device is provided with: a parking sequence acquisition unit that detects parking frames and / or other vehicles around a host vehicle on the basis of image data acquired by capturing images of the surroundings of the host vehicle, and acquires parking sequences in which the detected parking frames and / or other vehicles are adjacent in a predetermined direction and are continuous in a predetermined number or more; and a parking lot determination unit that determines whether or not the host vehicle is present in a parking lot having a parking row, and determines that the parking row is not the parking row when the other vehicle has passed a parking frame included in the parking row detected ahead of the host vehicle in the traveling direction at or above the predetermined vehicle speed.

Description

Technical Field

[0001] This disclosure relates to parking lot determination devices, vehicle control devices, parking lot determination methods and procedures. Background Technology

[0002] For example, Patent Document 1 discloses a device that, when a parking frame and a number of parked vehicles are consecutively arranged in a predetermined number or more, determines that the vehicle is in a parking lot with such a parking frame, and performs drive force suppression control when it is determined that the vehicle is in the parking lot and the accelerator pedal has been mistakenly operated.

[0003] Existing technical documents

[0004] Patent documents

[0005] Patent Document 1: Japanese Patent Application Publication No. 2023-154553 Summary of the Invention

[0006] In the technology described in Patent Document 1, when parking frames and parked vehicles are continuous in a predetermined number or more, their assembly is identified as a parking line. Therefore, for example, when multiple lane dividing lines, such as white lines and yellow lines, drawn on the surface of a general road are set parallel in the width direction, they may be misidentified as parking lines based on the positional relationship of these dividing lines with other vehicles.

[0007] One of the purposes of this disclosure is to effectively prevent multiple dividing lines from being misidentified as parking lines on general roads where multiple dividing lines are set in parallel.

[0008] The disclosed technology is a parking lot determination device, which has the following features:

[0009] A parking queue acquisition unit, based on image data acquired by photographing the area around the vehicle, detects parking frames and / or other vehicles around the vehicle, and acquires parking queues of the detected parking frames and / or other vehicles that are adjacent in a predetermined direction and are continuous in a predetermined number or more; and

[0010] The parking lot determination unit determines whether the vehicle exists in the parking lot with the parking rows.

[0011] If it is determined that another vehicle passes through the parking frame included in the parking line detected in front of the vehicle's direction of travel at a speed of more than a specified speed, the parking line is determined not to be a parking line. Attached Figure Description

[0012] Figure 1 This is a schematic diagram illustrating the hardware and software configuration of the vehicle involved in this embodiment.

[0013] Figure 2 It is an overhead view of the parking lot, showing the parking lines and parked vehicles.

[0014] Figure 3 This is a schematic diagram illustrating the determination of the parking train involved in this embodiment.

[0015] Figure 4 This is a schematic diagram illustrating the prevention of misjudgment of parking trains according to this embodiment.

[0016] Figure 5 This is a flowchart illustrating the routine for determining parking conditions and controlling driving force in accordance with this embodiment. Detailed Implementation

[0017] Hereinafter, the parking lot determination device, vehicle control device, parking lot determination method and procedure involved in this embodiment will be described with reference to the accompanying drawings.

[0018] Figure 1 This is a schematic diagram showing the hardware configuration of vehicle 1 according to this embodiment. Hereinafter, vehicle 1 will sometimes be referred to as "this vehicle" when it is necessary to distinguish it from other vehicles.

[0019] Vehicle 1 has an ECU (Electronic Control Unit) 10. The ECU 10 includes a CPU (Central Processing Unit), ROM (Read Only Memory), RAM (Random Access Memory), and interface devices. The CPU is a processor that executes various programs stored in the ROM. The ROM is non-volatile memory that stores data required by the CPU to execute various programs. The RAM is volatile memory that provides the operating area when the CPU executes various programs. The interface device is a communication device used to communicate with external devices.

[0020] ECU 10 is the central control unit for providing driver assistance. Driver assistance includes the concept of autonomous driving. ECU 10 is communicatively connected to drive unit 20, steering unit 21, braking unit 22, internal sensor unit 30, external sensor unit 40, etc.

[0021] The drive unit 20 generates a driving force that is transmitted to the drive wheels of the vehicle 1. Examples of drive units 20 include electric motors and engines. The steering unit 21 applies a steering force to the wheels of the vehicle 1. The braking unit 22 applies a braking force to the wheels of the vehicle 1.

[0022] The interior sensor device 30 is a sensor group that obtains the state of the vehicle 1. Specifically, the interior sensor device 30 includes a vehicle speed sensor 31, an accelerator sensor 32, a brake sensor 33, a steering angle sensor 34, etc.

[0023] Vehicle speed sensor 31 detects the vehicle speed (V). Accelerator sensor 32 detects the amount of driver input to an accelerator pedal (acceleration control element) (not shown). Brake sensor 33 detects the amount of driver input to a brake pedal (not shown). Steering angle sensor 34 detects the steering angle of a steering wheel (or steering shaft) (not shown). Vehicle status acquisition device 30 sends the vehicle status detected by each sensor 31-35 to ECU 10 at predetermined intervals.

[0024] The external sensor device 40 is a group of sensors that acquires landmark information related to objects around the vehicle 1. Specifically, the external sensor device 40 includes a camera sensor 41. Here, landmark information may include, for example, surrounding vehicles, surrounding buildings, intersections, traffic lights, signs, parking lot markings, road white lines, stop lines, temporary stop lines, etc. The landmark information around the vehicle 1 acquired by the external sensor device 40 is sent to the ECU 10.

[0025] Camera sensor 41 captures images of the area around vehicle 1 and processes the captured image data to obtain images of the area around vehicle 1. Camera sensor 41 can be, for example, a stereo camera, a single-lens reflex camera, or a digital camera with imaging elements such as CMOS or CCD. In this embodiment, camera sensor 41 includes a front camera 41A capturing the area in front of vehicle 1, a rear camera 41B capturing the area behind vehicle 1, a left-side camera 41C capturing the area to the left of vehicle 1, and a right-side camera 41D capturing the area to the right of vehicle 1. Hereinafter, the multiple cameras 41A to 41D will be simply referred to as "camera sensor 41," and the image data captured by each camera 41A to 41D will be collectively referred to as "image data."

[0026] Next, the software configuration of ECU 10 will be explained. ECU 10 includes a parking frame acquisition unit 11, a parking vehicle acquisition unit 12, a parking lane determination unit 13, a driving trajectory prediction unit 15, a parking lot determination unit 16, a misoperation determination unit 17, and a driving force suppression control unit 18 as some of its functional elements. These functional elements will be described as functional elements of the ECU 10, which is integrated into the hardware, but any part of them may also be provided in a separate ECU. In addition, all or part of the functional elements of ECU 10 may also be provided in an information processing device of a facility capable of communicating with vehicle 1 (such as a management center).

[0027] The parking frame acquisition unit 11 acquires the parking frame within the parking lot based on image data of the area surrounding the vehicle 1 captured by the camera sensor 41. Figure 2 This is a schematic diagram illustrating an example of parking marking lines 200 drawn on the road surface of parking lot P. Figure 2 In the diagram, reference numeral 300 indicates a parked vehicle in parking lot P, and reference numeral R indicates a passageway R for vehicles 1 to enter parking lot P. The parking frame acquisition unit 11 performs image analysis processing, such as edge extraction, pattern matching, and feature point extraction, on image data captured by camera sensor 41 to extract parking dividing lines 200 from the image data, and obtains a parking frame PL based on the extracted parking dividing lines 200. Here, parking dividing lines 200 refer to white lines or similar lines drawn on the road surface of parking lot P to divide the parking frame PL for one vehicle. Whether the extracted parking dividing lines 200 are dividing lines that define the parking frame PL can be determined, for example, by comparing the size of the area defined by the parking dividing lines 200 with the standard parking frame size (width, depth) of a general public parking lot.

[0028] exist Figure 2 In the example shown in (A), the parking dividing line 200 is drawn on the road surface as a solid line in the shape of a roughly rectangular frame. In this case, the parking frame acquisition unit 11 extracts the parking dividing line 210 on the R side of the pair of parking dividing lines 210 and 220 that extend roughly parallel to the extending direction of the passage R as the front boundary line PL1, and extracts the parking dividing line 220 that is further away from the passage R than the dividing line 210 as the rear boundary line PL2. In addition, the parking frame acquisition unit 11 extracts the parking dividing line 230 on the left side when viewed from the R side of the pair of parking dividing lines 230 and 240 that intersect the parking dividing lines 210 and 220 roughly perpendicularly as the left boundary line PL3, and extracts the parking dividing line 240 on the right side as the right boundary line PL4.

[0029] exist Figure 2 In the example shown in (B), the parking dividing line 200 is drawn by two parallel straight lines extending in a direction approximately orthogonal to the extension direction of the passage R, and vehicles park between these two parallel straight lines. In this case, the parking frame acquisition unit 11 extracts the parking dividing line 230, which is located on the left side when viewed from the passage R side, as the left boundary line PL3, and the parking dividing line 240, which is located on the right side, as the right boundary line PL4. In addition, the parking frame acquisition unit 11 extracts the first imaginary parking dividing line 210S, which is the end on the passage R side of the long side connecting the ends of each parking dividing line 230, 240, as the front boundary line PL1, and the second imaginary parking dividing line 220S, which is the end on the opposite side of the passage R, as the rear boundary line PL2.

[0030] The parking frame acquisition unit 11 acquires the position information of these extracted boundary lines PL1 to PL4 relative to the vehicle 1 (e.g., coordinates in an xy-plane coordinate system with the position of the vehicle 1 as the origin). Furthermore, the parking frame acquisition unit 11 sends the acquired position information of the boundary lines PL1 to PL4 to the parking queue determination unit 13 at a predetermined period. Moreover, the type of parking markings 200 drawn on the road surface of the parking lot P is not limited to... Figure 2 Examples of (A) and (B) could also include other parking lines such as those 200 that are mixed together or drawn with dashed lines.

[0031] The other vehicle acquisition unit 12 acquires vehicle outlines (hereinafter referred to as other vehicle outlines) that form the boundary between other vehicles 300 and the road surface, based on image data of the area surrounding vehicle 1 captured by camera sensor 41. Figure 2 In (A) and (B), the reference numeral VL indicates the outline of another vehicle. Furthermore, the actual outline VL of another vehicle becomes a complex shape including side mirrors, etc., but hereafter, the outline VL of another vehicle will be described as the smallest rectangular frame line of the outer perimeter of the vehicle body accommodating the other vehicle 300.

[0032] The other vehicle acquisition 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 to determine whether another vehicle 300 is captured in the image data. Furthermore, if the other vehicle acquisition unit 12 determines that another vehicle 300 is captured in the image data, it determines the smallest rectangular frame that can contain the other vehicle 300 within the image data and extracts the determined rectangular frame as the other vehicle outline VL. The other vehicle acquisition unit 12 extracts the portion of the determined frame corresponding to the front end of the other vehicle 300 as the front boundary line VL1, the portion corresponding to the rear end of the other vehicle 300 as the rear outline VL2, the portion corresponding to the left end of the other vehicle 300 as the left outline VL3, and the portion corresponding to the right end of the other vehicle 300 as the right outline VL4. Other vehicle acquisition unit 12 acquires the position information of each of the extracted contour lines VL1 to VL4 relative to vehicle 1 (e.g., coordinates of the xy plane coordinate system with the position of vehicle 1 as the origin), and sends the acquired position information to parking line determination unit 13 at a predetermined period.

[0033] The parking queue determination unit 13 determines whether the parking queues PL and other vehicle outlines VL form a continuous parking queue based on the position information of the parking queues PL sent from the parking queue acquisition unit 12 and the position information of other vehicle outlines VL sent from the other vehicle acquisition unit 11B. Furthermore, in the following description, the long side direction of the parking queues PL and other vehicle outlines VL is defined as "longitudinal," and the direction approximately orthogonal to this long side direction is defined as "lateral." Additionally, the following description will focus on an example where the parking queues PL and other vehicle outlines VL are adjacent in the lateral direction; however, the same process applies to cases where they are adjacent in the longitudinal direction, so the description is omitted.

[0034] like Figure 3 As shown in (A), when the parking queue determination unit 13 obtains adjacent parking frames PL from the image data, it calculates the longitudinal spacing DH1 of their front boundary lines PL1 and determines whether the spacing DH1 is below a predetermined first threshold. Alternatively, the first condition can also be determined based on the spacing of the rear boundary lines PL2. Furthermore, the parking queue determination unit 13 calculates the lateral spacing DH2 of the left and right boundary lines PL3 and PL4 of the adjacent parking frames PL and determines whether the spacing DH2 is below a predetermined second threshold. The first and second thresholds are not particularly limited and can be set based on standard values ​​for general public parking lots. If both the first and second conditions are met, the parking queue determination unit 13 considers these adjacent parking frames PL as being laterally continuous.

[0035] like Figure 3 As shown in (B), when the parking queue determination unit 13 obtains the outlines VL of other vehicles adjacent to each other from the image data, it calculates the longitudinal spacing distance DH3 of these front outlines VL1 and determines whether the third condition is met, where the spacing distance DH3 is below a predetermined third threshold. Furthermore, the third condition can also be determined based on the spacing distance of the rear outlines VL2. Additionally, the parking queue determination unit 13 calculates the lateral spacing distance DH4 of the left and right outlines VL3 and VL4 of the other adjacent vehicle outlines VL and determines whether the fourth condition is met, where the spacing distance DH4 is below a predetermined fourth threshold. The third and fourth thresholds are not particularly limited, but it is preferable that at least the fourth threshold is set to a value larger than the aforementioned second threshold. If both the third and fourth conditions are met, the parking queue determination unit 13 considers these adjacent vehicle outlines VL to be laterally continuous.

[0036] like Figure 3As shown in (C), when the parking frame PL and other vehicle outlines VL are obtained from the image data, the parking queue determination unit 13 calculates the longitudinal spacing distance DH5 between the front boundary line PL1 of the parking frame PL and the front outlines VL1 of the other vehicle outlines VL, and determines whether the fifth condition is met, where the spacing distance DH5 is below a predetermined fifth threshold. Furthermore, the fifth condition can also be determined based on the spacing distance between the rear boundary line PL2 and the rear outline VL2. Additionally, the parking queue determination unit 13 calculates the lateral spacing distance DH6 between the left and right boundary lines PL3 and PL4 of the parking frame PL and the left and right outlines VL3 and VL4 of the other vehicle outlines VL, and determines whether the sixth condition is met, where the spacing distance DH6 is below a predetermined sixth threshold. The fifth and sixth thresholds are not particularly limited, but it is preferable that at least the sixth threshold is set to a value larger than the aforementioned second threshold and smaller than the aforementioned fourth threshold. If both the fifth and sixth conditions are met, the parking queue determination unit 13 considers these adjacent parking frames PL and other vehicle outlines VL as being laterally continuous.

[0037] When the number of consecutive parking frames PL, or consecutive other vehicle outlines VL, or consecutive parking frames PL and other vehicle outlines VL without any order, reaches a predetermined threshold number (e.g., 3 to 5), the parking line determination unit 13 determines the smallest rectangular frame PR containing the collection of these frames as a parking line. In this way, by determining the collection of consecutive parking frames PL, or consecutive other vehicle outlines VL, or consecutive parking frames PL and other vehicle outlines VL, as a parking line when the number of these consecutive numbers reaches the threshold number, it is possible to effectively prevent the misclassification of road markings such as stop lines on general roads, pedestrian crossings, or other vehicles parked around vehicle 1 while waiting for traffic lights as parking lines.

[0038] The parking queue determination unit 13 extracts the rectangular frame PR that defines the parking queue from the image data, and obtains the position information (e.g., coordinates in the xy-plane coordinate system with the position of vehicle 1 as the origin) of each straight line PR1 to PR4 forming the extracted rectangular frame PR relative to vehicle 1. Furthermore, the parking queue 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 period. Hereinafter, the straight line PR1 facing the passage R of the rectangular frame PR will be referred to as the "front parking queue line". The rectangular frame PR will also be referred to as the "parking queue".

[0039] In addition, such as Figure 4As shown, sometimes multiple lane marking lines XL, such as white lines and yellow lines, used to divide lanes on a general road surface, are set in parallel in the road width direction. Depending on the positional relationship between these lane marking lines XL and other vehicles 300 traveling in front of this vehicle 1 (e.g., a vehicle traveling in front or an oncoming vehicle traveling in an adjacent lane), it is possible to misidentify the smallest rectangular box PR that houses the collection of these lane marking lines XL as a parking row.

[0040] Even if the number of consecutive parking frames PL and other vehicle outlines VL exceeds a threshold number, if other vehicles 300 pass over the parking frame PL, which is a component of the parking queue, at a prescribed speed Vv or higher, the parking queue determination unit 13 will still determine that the smallest rectangular frame PR containing the collection of these vehicles is not a parking queue. This effectively prevents the misidentification of multiple lane markings XL, drawn parallel to the road surface, and other vehicles 300 as parking queues. The speed of the other vehicles 300 can be obtained from the detection results of the external sensor device 40, or it can be obtained via V2V communication if the vehicle is capable of V2V communication. The prescribed speed Vv is not particularly limited; for example, it can generally be set based on the speed at which vehicles do not travel in parking lots (e.g., approximately 20 km / h or higher).

[0041] The trajectory prediction unit 15 calculates a predicted trajectory for vehicle 1 based on the driving state of vehicle 1 obtained by vehicle state acquisition device 30. Here, the predicted trajectory refers to the trajectory predicted for vehicle 1 while maintaining the current driving state of vehicle 1. The predicted trajectory can be calculated, for example, based on the vehicle speed V obtained by vehicle speed sensor 31 and the steering angle obtained by steering angle sensor 34. The trajectory prediction unit 15 sends the calculated predicted trajectory to the parking lot determination unit 16 at a predetermined period.

[0042] The parking lot determination unit 16 determines whether vehicle 1 exists in parking lot P based on the position information of parking column PR relative to vehicle 1 sent from parking column determination unit 13 and the predicted driving trajectory of vehicle 1 sent from driving trajectory prediction unit 15. The parking lot determination unit 16 first determines whether the predicted driving trajectory of vehicle 1, represented in a planar coordinate system, intersects with the preceding parking column line PR1 of parking column PR. If an intersection is determined, the parking lot determination unit 16 calculates the arrival prediction time TA from vehicle 1's current position to the intersection point where the predicted driving trajectory intersects with the preceding parking column line PR1. The arrival prediction time TA can be calculated, for example, by dividing the distance D along the predicted driving trajectory from vehicle 1's current position to the intersection point by vehicle 1's current speed V (TA = D / V). If the arrival prediction time TA is less than a predetermined time (e.g., several seconds), the parking lot determination unit 16 determines that vehicle 1 exists in parking lot P. On the other hand, if the arrival prediction time TA exceeds the predetermined time, the parking lot determination unit 16 determines that vehicle 1 does not exist in parking lot P.

[0043] The misoperation determination unit 17 determines whether the driver of vehicle 1 has misoperated the accelerator pedal by accidentally pressing it. Specifically, the misoperation determination unit 17 determines whether the vehicle speed V is less than a predetermined speed threshold V. Min The first criterion is that the accelerator pedal operation amount (accelerator operation amount) AP is the specified operation amount threshold AP. Max The second judgment condition above, the accelerator pedal operation speed (APV), is the specified operation speed threshold (APV). Max If all of the above-mentioned third determination condition, fourth determination condition (no brake operation), and fifth determination condition (no direction indicator operation) are met, it is determined that an accelerator misoperation has occurred. On the other hand, if at least one of the first to fifth determination conditions is not met, the misoperation determination unit 17 determines that the driver has not misoperated the accelerator. Furthermore, any one of the first to fifth determination conditions can be omitted from the conditions used to determine accelerator misoperation, or other conditions can be added.

[0044] If the parking lot determination unit 16 determines that vehicle 1 is present in parking lot P, and the misoperation determination unit 17 determines that the driver has misoperated the accelerator, then the drive force suppression control unit 18 executes to make the actual acceleration GA of vehicle 1 become the prescribed limit acceleration G. Lim The following method controls the drive force suppression control of the drive unit 20. In this way, in the event of a driver's accelerator malfunction, the actual acceleration GA of the vehicle 1 is suppressed to a limited acceleration G. LimThe following drive force suppression control can effectively suppress unwanted rapid acceleration of vehicle 1. Furthermore, by using the determination that vehicle 1 is within the parking lot P as the execution condition for drive force suppression control by the drive force suppression control unit 18, unnecessary operation of drive force suppression control on ordinary roads can be effectively prevented. After initiating drive force suppression control, if the accelerator operation amount AP decreases to below the predetermined termination threshold APE, the drive force suppression control unit 18 terminates the drive force suppression control (limiting acceleration G). Lim (Remove). Furthermore, in vehicles capable of autonomous driving, such drive force suppression control can be applied to situations where the driver switches from autonomous driving to manual driving.

[0045] Next, based on Figure 5 The flowchart shown illustrates the routines for parking lot-related decision processing and accelerator malfunction decision processing based on ECU 10. When the ignition switch or start button of vehicle 1 is turned ON, ECU 10 repeatedly executes the following steps at a predetermined cycle. Figure 5 The routine.

[0046] In step S100, ECU 10 searches for the parking frame PL and other vehicle outlines VL around vehicle 1 based on image data captured by camera sensor 41. Next, in step S105, ECU 10 determines whether at least one of the parking frame PL and other vehicle outlines VL has been successfully obtained from the image data. If the determination result is positive ("yes"), ECU 10 proceeds to step S110. Conversely, if the determination result is negative ("no"), ECU 10 returns to the previous step.

[0047] In step S110, ECU 10 determines whether the longitudinal and lateral spacing between adjacent parking frames PL and other vehicle outlines VL is below a predetermined threshold. If the condition is met ("Yes"), ECU 10 proceeds to step S112, determining that adjacent parking frames PL and other vehicle outlines VL are continuous, and proceeds to step S115. On the other hand, if the condition is not met in step S110 ("No"), ECU 10 returns to the previous procedure.

[0048] In step S115, ECU 10 determines whether the following conditions are met: the number of consecutive parking frames (PL), the number of consecutive other vehicle outlines (VL), or the number of consecutive parking frames (PL) and other vehicle outlines (VL) is greater than or equal to a threshold number. If the conditions are met ("Yes"), ECU 10 proceeds to step S120. On the other hand, if the conditions are not met ("No"), ECU 10 proceeds to step S140, determines that the vehicle is not in a parking queue, and then proceeds to step S180, determining that vehicle 1 does not exist in the parking lot, and returns to the previous step.

[0049] In step S120, it is determined whether other vehicles 300 have passed over the parking frame PL, which is a component of the parking queue, at a speed of Vv or higher. If other vehicles 300 have passed over the parking frame PL at a speed of Vv or higher ("Yes"), ECU 10 proceeds to step S140, determines that it is not a parking queue, and returns to the previous step. On the other hand, if other vehicles 300 have not passed over the parking frame PL at a speed of Vv or higher ("No"), ECU 10 proceeds to step S130, determines the continuous parking frames PL and other vehicle outlines VL as a parking queue, obtains the position information of the parking queue PR, and proceeds to step S150.

[0050] In step S150, ECU 10 calculates the predicted driving trajectory TP of vehicle 1. Next, in step S155, ECU 10 determines whether the calculated predicted driving trajectory TP intersects with the preceding parking line PR1 of parking line PR. If they intersect ("Yes"), ECU 10 proceeds to step S160. Otherwise, if they do not intersect ("No"), ECU 10 returns to the previous step.

[0051] In step S160, ECU 10 calculates the predicted arrival time TA of vehicle 1 from its current position to the intersection point where the predicted driving trajectory intersects with the preceding parking line PR1. Next, in step S165, 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"), ECU 10 proceeds to step S170. Conversely, if the predicted arrival time TA is not less than the predetermined time ("No"), ECU 10 proceeds to step S180, determines that vehicle 1 is not present in the parking lot, and returns to the previous step.

[0052] In step S170, ECU 10 determines that vehicle 1 exists in the parking lot. Next, in step S175, ECU 10 determines whether the driver has misoperated the accelerator. If all of the first to fifth determination conditions are met ("Yes"), ECU 10 determines that the driver has misoperated the accelerator and proceeds to step S185. Conversely, if at least one of the first to fifth misoperation conditions is not met ("No"), ECU 10 determines that the driver has not misoperated the accelerator and returns to the previous step.

[0053] In step S185, ECU 10 performs drive force suppression control. Next, in step S190, ECU 10 determines whether the accelerator pedal operation amount AP has decreased below the end threshold APE. If the accelerator pedal operation amount AP has not decreased below the end threshold APE ("No"), ECU 10 repeats the determination in step S190. On the other hand, if the accelerator pedal operation amount AP has decreased below the end threshold APE ("Yes"), ECU 10 enters the processing of step S195, terminates the drive force suppression control, and returns to the previous routine.

[0054] The parking lot determination device, vehicle control device, parking lot determination method and procedure involved in this embodiment have been described above. However, this disclosure is not limited to the above embodiment, and various modifications can be made as long as they do not depart from the purpose of this invention.

Claims

1. A parking lot determination device, comprising: A parking queue acquisition unit, based on image data acquired by photographing the area around the vehicle, detects parking frames and / or other vehicles around the vehicle, and acquires parking queues of the detected parking frames and / or other vehicles that are adjacent in a predetermined direction and are continuous in a predetermined number or more; and The parking lot determination unit determines whether the vehicle exists in the parking lot with the parking rows. If it is determined that another vehicle passes through the parking frame included in the parking line detected in front of the vehicle's direction of travel at a speed of more than a specified speed, the parking line is determined not to be a parking line.

2. A vehicle control device, comprising the following components: (The first part of the original text appears to be an error and can be omitted.) The misoperation detection unit acquires the operating state of an accelerator control device operated by an occupant of the vehicle to accelerate the vehicle, and determines, based on the operating state, whether the occupant has misoperated by accidentally pressing the accelerator control device; and The control unit performs drive force suppression control to suppress the driving force of the vehicle when the parking lot determination unit determines that the vehicle exists in the parking lot and the operation determination unit determines that the occupant has performed the erroneous operation.

3. A parking lot determination method, based on image data obtained by photographing the area around a vehicle, detecting parking frames and / or other vehicles around the vehicle, and obtaining a series of adjacent parking frames and / or other vehicles in a predetermined direction and in a predetermined number or more consecutive rows, determining whether the vehicle exists in a parking lot with the parking rows, wherein, If it is determined that another vehicle passes through the parking frame included in the parking line detected in front of the vehicle's direction of travel at a speed of more than a specified speed, the parking line is determined not to be a parking line.

4. A program that causes a computer of a parking lot determination device to perform processing, the parking lot determination device comprising: a parking queue acquisition unit that detects parking frames and / or other vehicles around the vehicle based on image data acquired by photographing the area around the vehicle, and acquires parking queues of the detected parking frames and / or other vehicles that are adjacent in a predetermined direction and are continuous in a predetermined number or more; and a parking lot determination unit that determines whether the vehicle is in a parking lot having the parking queues. The process is as follows: If it is determined that another vehicle passes through the parking frame included in the parking line detected in front of the vehicle's direction of travel at a speed of more than a specified speed, the parking line is determined not to be a parking line.

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