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

Abstract

Even in a state where the in-vehicle camera is not activated, it is effectively determined whether the host vehicle is present in a parking lot. The parking lot presence determination device includes: a parking row acquisition unit that detects surrounding parking frames and / or parked vehicles based on image data acquired by the in-vehicle camera, and acquires parking rows adjacent and continuous in a specified direction for a specified number or more of the detected parking frames and / or parked vehicles; and a parking lot presence determination unit that determines whether the host vehicle is present in a parking lot having the parking rows, the parking lot presence determination unit determining that the host vehicle is present in the parking lot after determining that the host vehicle is present in the parking lot, and then determining that the host vehicle is present in the parking lot during a period in which a specified condition is satisfied after a first condition is satisfied, the first condition being that the ignition switch is turned off, the specified condition being that a second condition is satisfied at the time when the ignition switch is turned on and a driving distance since the second condition is satisfied is less than a specified first threshold value and a vehicle speed is less than a specified second threshold value, the second condition being that the in-vehicle camera is not activated.

Description

Technical Field

[0001] This disclosure relates to a parking lot determination device, a vehicle control device, and a parking lot determination method and procedure. Background Technology

[0002] For example, Patent Document 1 discloses an apparatus that, when there are a number or more parking frames and / or parking vehicles continuously selected from surrounding image data captured by an onboard camera, identifies the collection of these frames as a parking line, and determines whether the vehicle exists in a parking lot with the parking line based on the identified parking line.

[0003] Existing technical documents

[0004] Patent documents

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

[0006] When the vehicle enters a parking space in a parking lot, the parking space and the parked vehicle may be included in the field of view of the onboard camera, enabling parking space determination based on image data as described in Patent Document 1. However, when the vehicle leaves the parking lot after the ignition switch (start switch or power switch) has been turned off and then turned back on, the onboard camera is not activated for a specified period from when the ignition switch is turned on. Therefore, during the exit, there is a problem that parking space determination based on image data cannot be performed until the onboard camera is activated. Furthermore, even after the onboard camera is activated, when the vehicle is stationary, the parking space of the vehicle and surrounding parking spaces may not be within the field of view of the onboard camera, making parking space determination impossible.

[0007] One of the purposes of this disclosure is to effectively identify whether a vehicle is in a parking lot, even when the vehicle-mounted camera is not activated, in the event that the ignition switch has been turned off and then on again in the parking lot.

[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 an onboard camera capturing images of the vehicle's surroundings, detects parking frames and / or parked vehicles around the vehicle, and acquires parking queues of at least a specified number of adjacent parking frames and / or parked vehicles in a specified direction; and

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

[0011] After the parking lot determination unit determines that the vehicle is present in the parking lot, and after the first condition is met (the vehicle's ignition switch is off), and the second condition is met (the vehicle-mounted camera is not activated) when the ignition switch is turned on.

[0012] During the period when the specific conditions are met, such as the vehicle's travel distance being less than a specified first threshold and the vehicle's speed being less than a specified second threshold after the second condition is met, the vehicle is determined to exist in the parking lot; and when the specific conditions are not met, the vehicle is determined not to exist in the parking lot. Attached Figure Description

[0013] Figure 1 This is a schematic diagram illustrating the hardware and software configuration of the vehicle involved in this embodiment.

[0014] Figure 2 It is an overhead view of the parking lot, showing the parking lines and parked vehicles.

[0015] Figure 3 This is a schematic diagram illustrating the determination of the parking train involved in this embodiment.

[0016] Figure 4 This is a schematic diagram illustrating the present embodiment and comparative examples.

[0017] Figure 5 This is a flowchart illustrating the routine for determining and processing within a parking lot as described in this embodiment.

[0018] Figure 6 This is a flowchart illustrating the routine for determining and processing within a parking lot as described in this embodiment.

[0019] Figure 7 This is a flowchart illustrating the routine for determining accelerator malfunction and controlling driving force in this embodiment.

[0020] Figure 8 This is a schematic diagram illustrating variation 1.

[0021] Figure 9 This is a schematic diagram illustrating variation 2. Detailed Implementation

[0022] Hereinafter, with reference to the accompanying drawings, the parking lot determination device, the vehicle control device, the parking lot determination method and procedure involved in this embodiment will be described.

[0023] Figure 1This 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.

[0024] 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.

[0025] ECU 10 is the central control unit for providing driver assistance. Driver assistance includes the concept of autonomous driving. Drive unit 20, steering unit 21, braking unit 22, internal boundary sensor unit 30, external boundary sensor unit 40, start switch 50, etc., are connected to ECU 10 in a communicative manner.

[0026] 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.

[0027] 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 accelerometer sensor 32, a brake sensor 33, a steering angle sensor 34, etc.

[0028] Vehicle speed sensor 31 detects the vehicle speed (V). Acceleration 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 31-34 to ECU 10 at specified intervals.

[0029] The external sensor device 40 is a group of sensors that acquires target information related to objects around the vehicle 1. Specifically, the external sensor device 40 includes a camera sensor 41. Here, target 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 target information around the vehicle 1 acquired by the external sensor device 40 is sent to the ECU 10.

[0030] Camera sensor 41 is an example of the vehicle-mounted imaging device disclosed herein. It 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 or a single-lens reflex camera, and can be 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 plurality of cameras 41A to 41D will be referred to simply as "camera sensor 41", and the image data captured by each camera 41A to 41D will be collectively referred to as "image data".

[0031] The start switch 50 is an ON / OFF switch for the driver to start the vehicle system (ECU 10, etc.), and is also called an ignition switch or power switch. When the vehicle system is stopped (start switch 50 is in the off state), the vehicle system starts when the driver turns on the start switch 50. Conversely, when the vehicle system is started (start switch 50 is in the on state) and vehicle 1 is stopped, the vehicle system stops when the driver turns off the start switch 50.

[0032] 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 integrated hardware within ECU 10, but any part of them can also be located in a separate ECU from ECU 10. Furthermore, all or part of the functional elements of ECU 10 can also be located in an information processing device of a facility capable of communicating with vehicle 1 (e.g., a management center).

[0033] 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 already parked in parking lot P, and reference numeral R indicates a passageway R for the vehicle 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 divide 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.

[0034] exist Figure 2 In the example shown, 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 approximately parallel to the extending direction of the lane R as the front boundary line PL1, and extracts the parking dividing line 220, which is further away from the lane 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 of the pair of parking dividing lines 230 and 240 that intersect the parking dividing lines 210 and 220 approximately perpendicularly when viewed from the lane R side as the left boundary line PL3, and extracts the parking dividing line 240 on the right side as the right boundary line PL4.

[0035] 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 specified period. Additionally, the type of parking markings 200 drawn on the road surface of the parking lot P is not limited to... Figure 2 For example, it could also be two parallel straight lines. In the case of two parallel straight lines, the parking frame acquisition unit 11 can extract the imaginary dividing line connecting the ends of each parallel straight line as the front boundary line PL1 and the rear boundary line PL2. Furthermore, the parking dividing line 200 can be not only a solid line, but also a dividing line drawn with a dashed line, or a dividing line with a mixture of solid and dashed lines, or other parking dividing lines.

[0036] The parking vehicle acquisition unit 12 acquires a vehicle outline (hereinafter referred to as the parking vehicle outline) that forms the boundary between the parking vehicle 300 and the road surface, based on image data of the area surrounding the vehicle 1 captured by the camera sensor 41. Figure 2In the attached diagram, the reference numeral VL indicates the outline of the parked vehicle. However, the actual parked vehicle outline VL may be a complex shape including side mirrors, etc. Hereinafter, it will be described as the smallest rectangular frame around the outer perimeter of the vehicle body accommodating the parked vehicle 300.

[0037] The parking 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 a parking vehicle 300 is captured in the image data. Furthermore, if the parking vehicle acquisition unit 12 determines that a parking vehicle 300 is captured in the image data, it determines the smallest rectangular frame that can accommodate the parking vehicle 300 within the image data and extracts the determined rectangular frame as the parking vehicle outline VL. The parking vehicle acquisition unit 12 extracts the portion of the determined frame corresponding to the front end of the parking vehicle 300 as the front boundary line VL1, the portion corresponding to the rear end of the parking vehicle 300 as the rear outline line VL2, the portion corresponding to the left end of the parking vehicle 300 as the left outline line VL3, and the portion corresponding to the right end of the parking vehicle 300 as the right outline line VL4. The parking vehicle acquisition unit 12 acquires the position information of each of the extracted contour lines VL1 to VL4 relative to the vehicle 1 (e.g., coordinates of the xy plane coordinate system with the position of the vehicle 1 as the origin), and sends the acquired position information to the parking line determination unit 13 at a specified period.

[0038] The parking queue determination unit 13 determines whether the parking frames PL and parking vehicle outlines VL form a continuous parking queue based on the position information of the parking frames PL sent from the parking frame acquisition unit 12 and the position information of the parking vehicle outlines VL sent from the parking vehicle acquisition unit 11B. Furthermore, in the following description, the long side direction of the parking frames PL and parking vehicle outlines VL is defined as "longitudinal," and the direction approximately orthogonal to this long side direction is defined as "lateral." Moreover, the following description will focus on an example where the parking frames PL and parking vehicle outlines VL are adjacent in the lateral direction; however, the same treatment applies to cases where they are adjacent in the longitudinal direction, so the description is omitted.

[0039] like Figure 3As 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 specified 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 specified 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.

[0040] like Figure 3 As shown in (B), when the parking queue determination unit 13 obtains the adjacent parking vehicle outlines VL from the image data, it calculates the longitudinal spacing distance DH3 of these front outlines VL1 and determines whether the third condition is met, such that the spacing distance DH3 is below a specified third threshold. Alternatively, the third condition can also be determined based on the spacing distance of the rear outlines VL2. Furthermore, the parking queue determination unit 13 calculates the lateral spacing distance DH4 of the left and right outlines VL3 and VL4 of the adjacent parking vehicle outlines VL and determines whether the fourth condition is met, such that the spacing distance DH4 is below a specified 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 greater than the aforementioned second threshold. If both the third and fourth conditions are met, the parking queue determination unit 13 considers these adjacent parking vehicle outlines VL as being laterally continuous.

[0041] like Figure 3As shown in (C), when the parking frame PL and the parking vehicle outline VL are obtained from the image data, the parking queue determination unit 13 calculates the longitudinal distance DH5 between the front boundary line PL1 of the parking frame PL and the front outline VL1 of the parking vehicle outline VL, and determines whether the fifth condition is met, such that the distance DH5 is below a specified fifth threshold. Alternatively, the fifth condition can also be determined based on the distance between the rear boundary line PL2 and the rear outline VL2. Furthermore, the parking queue determination unit 13 calculates the lateral distance DH6 between the left and right boundary lines PL3 and PL4 of the parking frame PL and the left and right outline lines VL3 and VL4 of the parking vehicle outline VL, and determines whether the sixth condition is met, such that the distance DH6 is below a specified 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 greater than the aforementioned second threshold and less 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 parking vehicle outline VL to be continuous in the lateral direction.

[0042] When the number of consecutive parking frames PL, the number of consecutive parking vehicle outlines VL, or the number of consecutive parking frames PL and parking vehicle outlines VL without any order is a specified threshold number (e.g., 3 to 5), the parking line determination unit 13 determines the smallest rectangular frame that contains the collection of these frames as the parking line PR. In this way, by determining the collection of consecutive parking frames PL, consecutive parking vehicle outlines VL, or consecutive parking frames PL and parking vehicle outlines VL as the parking line PR when the number of these consecutive numbers is a threshold number or more, it is possible to effectively prevent the misdetermination of road markings such as stop lines on general roads, pedestrian crossings, or other vehicles parked around vehicle 1 due to waiting for a signal as parking line PR.

[0043] The parking queue determination unit 13 extracts the rectangular frame that defines the parking queue PR 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 relative to the 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 specified period. Hereinafter, the straight line PR1 facing the passage R of the parking queue PR (rectangular frame) will be referred to as the "front parking queue line".

[0044] 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 that vehicle 1 will travel while maintaining its current driving state. 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 specified period.

[0045] 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 specified 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 specified time, the parking lot determination unit 16 determines that vehicle 1 does not exist in parking lot P.

[0046] Additionally, assuming vehicle 1 enters the designated parking space PL and the driver disconnects the start switch 50, then, if the driver reconnects the start switch 50 to exit the parking space, the time required from the start switch 50 being connected until the camera sensor 41 activates and effectively functions (see reference...) Figure 4 (B) at times t1~t2). Therefore, during the period before the camera sensor 41 effectively functions, it is impossible to obtain the parking frame PL and the parking vehicle outline VL around the vehicle 1 based on the detection results of the camera sensor 41. Furthermore, even if the camera sensor 41 is activated, there is a possibility that the parking frame PL of the vehicle 1 and the surrounding parking frame PL may not be within the field of view of the camera sensor 41 when the vehicle 1 is stationary (see reference). Figure 4 (B) at times t2~t3). That is, as Figure 4As shown in (B), from the time the start switch 50 is turned on until the specified period t1 to t3 has elapsed, it may be impossible to make a determination of parking space based on the detection results of the camera sensor 41. If the image data of the surrounding area obtained by the camera sensor 41 when the vehicle 1 enters the parking space is also stored after the start switch 50 is turned off, a large amount of storage capacity will be consumed.

[0047] After determining that vehicle 1 exists in parking lot P, if the first condition of the start switch 50 being turned off is met, the parking lot determination unit 16 stores the determination result that vehicle 1 exists in parking lot P in the storage unit (e.g., RAM) of ECU 10 after the start switch 50 is turned off. Furthermore, after storing the determination result that vehicle 1 exists in parking lot P, if the second condition of the start switch 50 being turned on and the camera sensor 41 not being activated is met, the parking lot determination unit 16 maintains the determination result that vehicle 1 exists in parking lot P during the period when the following specific conditions (1) and (2) are met, that is, it determines that vehicle 1 exists in parking lot P.

[0048] Specific condition (1): The distance traveled by vehicle 1 after the second condition is met is less than the specified first threshold.

[0049] Release condition (2): The vehicle speed V of vehicle 1 after the second condition is met is less than the specified second threshold.

[0050] The first threshold is not specifically limited; it can be set based on the size of a typical parking lot area (land use) and is the average distance (e.g., several meters to tens of meters) from when the vehicle 1 leaves the parking position to the outside of the parking lot area. The second threshold is also not specifically limited; for example, it can be set based on the lower limit of the vehicle speed when the vehicle is not driving in the parking lot (e.g., 20 km / h). In this way, after storing the determination that the vehicle 1 is in the parking lot P, when the start switch 50 is turned on, the determination that the vehicle 1 is in the parking lot P is maintained during the period when specific conditions (1) and (2) are met. Thus, even during the period when the camera sensor 41 is not effectively functioning (see reference 41), the determination is maintained. Figure 4 (A) at time t1~t2), and during the period when vehicle 1 may also stop after camera sensor 41 is activated (refer to) Figure 4 (A) at times t2~t3), it is also possible to properly identify whether vehicle 1 exists in parking lot P.

[0051] If, after the second condition is met, the parking lot determination unit 16 determines that vehicle 1 does not exist in parking lot P, i.e., it exists outside parking lot P, if at least one of the specific conditions (1) or (2) is not met.

[0052] 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 specified speed threshold V. Min The first criterion is that the accelerator pedal operation amount (accelerator operation amount) AP is a specified operation amount threshold AP. Max The second judgment condition mentioned above, where the accelerator pedal operation speed (APV) is the specified operation speed threshold (APV), is met. Max If all of the above-mentioned third determination condition, fourth determination condition (no braking operation), and fifth determination condition (no operation of the direction indicator), are met, it is determined that an accelerator misoperation has occurred. On the other hand, if at least any 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. In addition, any one of the first to fifth determination conditions can be omitted, or other conditions can be added.

[0053] 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 specified 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. Lim The following drive force suppression control can effectively suppress undesirable rapid acceleration of vehicle 1 by the driver. 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 specified termination threshold APE, the drive force suppression control unit 18 terminates the drive force suppression control (releasing the acceleration limit G). Lim Additionally, for vehicles capable of autonomous driving, such drive force suppression control can be applied to situations where the driving transitions from autonomous driving to manual driving.

[0054] Next, based on Figure 5 The flowchart shown illustrates the routine of parking lot determination processing (hereinafter referred to as the first parking lot determination processing) executed by ECU 10 when the camera sensor 41 is activated.

[0055] In step S100, ECU 10 searches for the parking frame PL and the parking vehicle outline 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 the parking vehicle outline VL can be obtained from the image data. If the determination result is affirmative (yes), ECU 10 proceeds to step S110. Conversely, if the determination result is negative (no), ECU 10 proceeds to step S180, determining that vehicle 1 does not exist within the parking lot P, and the routine returns.

[0056] In step S110, ECU 10 determines whether the longitudinal and lateral spacing between adjacent parking frames PL and parking vehicle outlines VL is below a specified threshold. If the condition is met (Yes), ECU 10 proceeds to step S112, determining that adjacent parking frames PL and parking 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 proceeds to step S180, determining that vehicle 1 does not exist in parking lot P, and the routine returns.

[0057] In step S115, ECU 10 determines whether the following conditions are met: the number of consecutive parking frames PL, the number of consecutive parking vehicle outlines VL, or the number of consecutive parking frames PL and parking vehicle outlines VL is greater than or equal to a threshold number. If the conditions are met (Yes), ECU 10 proceeds to step S120, classifies them as parking rows, obtains the position information of the parking row PR, and proceeds to step S150. On the other hand, if the conditions are not met in step S115 (No), ECU 10 proceeds to step S180, classifies the vehicle 1 as not existing in parking lot P, and returns to the previous step.

[0058] In step S150, ECU 10 calculates the predicted driving trajectory of vehicle 1. Next, in step S155, ECU 10 determines whether the calculated predicted driving trajectory 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 proceeds to step S180, determining that vehicle 1 does not exist within parking lot P, and returns to the previous step.

[0059] 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 specified time. If the predicted arrival time TA is less than the specified time (yes), ECU 10 proceeds to step S170. Conversely, if the predicted arrival time TA is not less than the specified time (no), ECU 10 proceeds to step S180, determines that vehicle 1 does not exist in parking lot P, and returns to the previous step. In step S170, ECU 10 determines that vehicle 1 exists in parking lot P.

[0060] In step S190, ECU 10 determines whether the start switch 50 is turned off. If the start switch 50 is not turned off (No), ECU 10 repeats the process of step S180. On the other hand, if the start switch 50 is turned off (Yes), ECU 10 enters the process of step S195, stores the determination result that the vehicle 1 is in the parking lot P, and then returns to the previous routine.

[0061] Next, based on Figure 6 The flowchart shown illustrates the routine of the parking lot determination process (hereinafter referred to as the second parking lot determination process) executed by ECU 10 immediately after the start switch 50 is turned on.

[0062] In step S200, ECU 10 determines whether the start switch 50 is turned on. If the start switch 50 is turned on (yes), ECU 10 proceeds to step S210. On the other hand, if the start switch 50 is not turned on (no), that is, if the start switch 50 is off, ECU 10 returns to the previous procedure.

[0063] In step S210, ECU 10 determines whether camera sensor 41 is activated and whether the parking space determination system is in a state of effective operation. Here, the state of effective operation of the parking space determination system refers to the state where the parking frame PL of vehicle 1 and the surrounding parking frames PL enter the field of view of camera sensor 41. If camera sensor 41 is activated and the parking space determination system is in a state of effective operation (yes), ECU 10 proceeds to step S280 and executes... Figure 5 The steps S110 to S180 of the first parking lot determination process are shown. If the camera sensor 41 is not activated or the parking lot determination system is not in a state that can operate effectively (No), the ECU 10 proceeds to step S220.

[0064] In step S220, ECU 10 determines whether the vehicle 1 exists in parking lot P before the start switch 50 is turned off, i.e., whether the determination result of the vehicle 1 existing in parking lot P is stored. If the vehicle 1 exists in parking lot P (yes), ECU 10 proceeds to step S230. On the other hand, if the vehicle 1 does not exist in parking lot P (no), ECU 10 proceeds to step S270, determines that the vehicle 1 does not exist in parking lot P, and returns to the previous step.

[0065] In step S230, ECU 10 determines whether the following specific conditions are met: the distance traveled by vehicle 1 after the start switch 50 is turned on is less than a specified first threshold (1), and the vehicle speed V of vehicle 1 after the start switch 50 is turned on is less than a specified second threshold (2). If at least one of the specific conditions (1) and (2) is not met (No), ECU 10 proceeds to step S270, determines that vehicle 1 does not exist in parking lot P, and returns to the previous process. On the other hand, if the specific conditions (1) and (2) are met (Yes), ECU 10 proceeds to step S240. In step S240, ECU 10 determines that vehicle 1 exists in parking lot P and returns to step S230.

[0066] Next, based on Figure 7 The flowchart shown illustrates the routine for accelerator malfunction detection and drive force suppression control based on ECU 10. This routine begins, for example, when ECU 10 determines that vehicle 1 is in a parking lot.

[0067] In step S300, 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 S310. On the other hand, 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.

[0068] In step S310, ECU 10 performs drive force suppression control. Next, in step S320, 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 S320. On the other hand, if the accelerator pedal operation amount AP has decreased below the end threshold APE (Yes), ECU 10 proceeds to step S330, terminates the drive force suppression control, and returns to the previous routine.

[0069] 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.

[0070] [Variation Example 1]

[0071] Figure 8 This is a schematic diagram illustrating Modification 1. In Modification 1, the first threshold of the specific condition (1) in the above-described embodiment is set to a variable value instead of a fixed value. Specifically, the parking lot determination unit 16 (refer to...) Figure 1 When vehicle 1 enters the parking space (i.e., when the start switch 50 is turned on and the camera sensor 41 is activated), the perimeter of the area (land) of the parking lot P with the parking line PR is identified as the hypothetical perimeter OC based on the parking line PR obtained by the parking line determination unit 13.

[0072] exist Figure 8 In the example shown, the smallest rectangle accommodating two parking rows PR is the imaginary outer perimeter OC (OC1 to OC4). If the parking lot determination unit 16 identifies the imaginary outer perimeter OC, it obtains the distance D from the front of the vehicle 1 before parking is completed (or before the start switch 50 is turned off in the parking completed state) to the nearest imaginary outer perimeter OC (OC1 in the example). min And store it, and store the distance D of the storage. min As the first threshold. That is, in Variation 1, in Figure 6 In the process of determining the second parking lot shown, the first threshold used for determination in step S230 is replaced by the distance D from the front end of the vehicle 1 to the nearest imaginary perimeter OC1. min .

[0073] In this way, by replacing the first threshold for outbound movement when the start switch 50 is turned on with a non-fixed value (default value) distance D, min For example, it can effectively prevent the vehicle from being mistakenly identified as being outside parking lot P even though it is driving inside parking lot P when the first threshold is set to a shorter fixed value, or from being mistakenly identified as being driving inside parking lot P even though it has left a normal road when the first threshold is set to a longer fixed value. Furthermore, in Figure 8 In the example shown, the imaginary outer perimeter OC (OC1 to OC4) is illustrated as a roughly rectangular shape, but it can also be other shapes.

[0074] [Variation Example 2]

[0075] Figure 9This is a schematic diagram illustrating Modification 2. In Modification 2, when the parking queue determination unit 13 obtains a pair of parking queues PR that are longitudinally opposite each other around the vehicle 1, it determines whether the area between these parking queues PR is a parking queue passage. Figure 9 It is a top-down view of a pair of parking rows that are spaced apart and facing each other along the longitudinal direction.

[0076] The parking queue determination unit 13 first calculates the angle θ (preferably the angle formed by the front parking queue line PR1) between the long sides of each straight line PR1 to PR4 of the opposing parking queues PR. Furthermore, the parking queue determination unit 13 calculates the longitudinal spacing between the opposing parking queues. Specifically, the parking queue determination unit 13 calculates the lengths of the straight lines L1 and L2 connecting the two ends of the opposing front parking queue lines PR1, or in other words, the straight lines L1 and L2 connecting the corners of the opposing sides of each parking queue PR, as the spacing distances DR1 and DR2.

[0077] When the calculated angle θ is below the specified threshold angle θV and the calculated interval distances DR1 and DR2 are both below the specified distance threshold DRV, the parking lane determination unit 13 determines the area E enclosed by the opposing front parking lane lines PR1 and the straight line connecting the ends of these opposing front parking lane lines PR1 as the parking lane passage. Here, the threshold angle θV is not particularly limited, as long as an angle (e.g., 10° or less) that can be considered to be approximately parallel to the opposing front parking lane lines PR1 is set as the reference.

[0078] In Modification 2, when the parking lane determination unit 13 determines that the spaces between parking lanes are a parking lane passage, and the vehicle 1 is located within area E, the parking lot determination unit 16 determines that the vehicle 1 is located within parking lot P. Thus, when the vehicle 1 is located within area E between opposing parking lanes PR, it is determined that the vehicle 1 is located within parking lot P. Therefore, even in parking lots such as those in large shopping malls where parking lanes are provided on both sides of passage R, the driving force suppression control can operate effectively even if the predicted driving trajectory does not intersect with the preceding parking lane line PR1.

Claims

1. A parking lot determination device, comprising: A parking queue acquisition unit, based on image data acquired by an onboard camera capturing images of the vehicle's surroundings, detects parking frames and / or parked vehicles around the vehicle, and acquires parking queues of at least a specified number of adjacent parking frames and / or parked vehicles in a specified direction; and The parking lot determination unit determines whether the vehicle exists within the parking lot with the specified parking rows. After the parking lot determination unit determines that the vehicle is present in the parking lot, and after the first condition is met (the vehicle's ignition switch is off), and the second condition is met (the vehicle-mounted camera is not activated) when the ignition switch is turned on. During the period when the specific conditions are met, such as the vehicle's travel distance being less than a specified first threshold and the vehicle's speed being less than a specified second threshold after the second condition is met, the vehicle is determined to exist in the parking lot; and when the specific conditions are not met, the vehicle is determined not to exist in the parking lot.

2. The parking lot determination device according to claim 1, wherein, The parking lot determination unit determines the area of ​​the parking lot with the parking line based on the information of the parking line obtained by the parking line acquisition unit, and obtains the shortest distance from the vehicle to the outer perimeter of the area based on the relative position of the vehicle and the area, and sets the obtained shortest distance as the first threshold.

3. A vehicle control device, comprising the following components: a vehicle control device having the parking lot determination device as described in claim 1 or 2; and a parking lot determination device as described in claim 1 or 2. 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 When the parking lot determination unit determines that the vehicle is present in the parking lot and the operation determination unit determines that the occupant has performed the erroneous operation, the control unit executes drive force suppression control to suppress the driving force of the vehicle.

4. A method for determining parking lot conditions, wherein, Based on image data obtained by an onboard camera capturing the area around the vehicle, parking frames and / or parked vehicles around the vehicle are detected, and a specified number or more adjacent parking frames and / or parked vehicles in a specified direction are identified. Determine whether the vehicle exists in the parking lot with the parking rows. After determining that the vehicle is present in the parking lot, and after the first condition is met that the vehicle's ignition switch is turned off, and after the second condition is met that the vehicle-mounted camera is not activated when the ignition switch is turned on. During the period when the specific conditions are met, such as the vehicle's travel distance being less than a specified first threshold and the vehicle's speed being less than a specified second threshold after the second condition is met, the vehicle is determined to exist in the parking lot; and when the specific conditions are not met, the vehicle is determined not to exist in the parking lot.

5. 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, based on image data acquired by an onboard camera capturing images of the vehicle's surroundings, detects parking frames and / or parked vehicles around the vehicle, and acquires parking queues of at least a specified number of adjacent parking frames and / or parked vehicles in a specified direction; and The parking lot determination unit determines whether the vehicle exists within the parking lot with the specified parking rows. The process is as follows: After determining that the vehicle is present in the parking lot, and after the first condition is met that the vehicle's ignition switch is turned off, and after the second condition is met that the vehicle-mounted camera is not activated when the ignition switch is turned on. During the period when the specific conditions are met, such as the vehicle's travel distance being less than a specified first threshold and the vehicle's speed being less than a specified second threshold after the second condition is met, the vehicle is determined to exist in the parking lot; and when the specific conditions are not met, the vehicle is determined not to exist in the parking lot.

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