Warehouse-out auxiliary device

Abstract

The situation around the vehicle is acquired, and based on the current position of the vehicle and the situation around the vehicle, a position of the vehicle at which the vehicle is to be parked in the parking space, i.e., a parking completion position, is calculated and informed. On the other hand, in the calculation of the parking completion position, based on the current position of the vehicle and the situation around the vehicle, a travel track for the vehicle to park from the current position of the vehicle to the parking space, i.e., a parking track, is calculated, and an initial point on the parking track at which the vehicle is determined to be able to park is calculated as the parking completion position.

Description

Technical Field

[0001] This invention relates to an exit assist device for assisting vehicles to exit parking spaces. Background Technology

[0002] Previously, a parking assistance device was proposed, which displays camera images of the vehicle's surrounding environment when the vehicle is leaving the parking space, or issues warnings for people or obstacles in the vicinity, or performs part or all of the user's driving operations on the side of the vehicle, thereby assisting in parking assistance.

[0003] Here, users exiting a parking space will move towards their destination after exiting. Therefore, it is desirable to know in advance whether the vehicle's position upon exiting is appropriate for reaching the destination. This is especially true when the vehicle is automatically driven, as it is difficult to correct the exit direction and position midway through the exit, hence the strong desire for such assistance. Therefore, for example, Japanese Patent Application Publication No. 2021-194926 discloses the following technology: As a type of exit assistance, when automatically exiting a vehicle parked in a parking space, after confirming the surrounding conditions of the vehicle, the exit area is detected on the path facing the parking space, and the exit trajectory from the current position to the exit area is calculated, and the exit area and trajectory are provided to the user in advance.

[0004] Existing technical documents

[0005] Patent documents

[0006] Patent Document 1: Japanese Patent Application Publication No. 2021-194926 (paragraphs 0021-0026) Summary of the Invention

[0007] The problem the invention aims to solve

[0008] However, in the aforementioned Patent Document 1, the exit area is determined after confirming the surrounding conditions of the vehicle but before calculating the exit trajectory. However, the determined exit area is not the area envisioned for the exit trajectory. Therefore, the determined exit area only represents the approximate area where the vehicle will be at the specific point of exit. Furthermore, if there are other vehicles or other obstacles around the parking space, the exit trajectory is also limited, making it difficult to accurately locate within the pre-planned exit area. As a result, the vehicle may exit to a location or orientation significantly different from the previously informed exit area, causing confusion for the user.

[0009] The present invention was made to solve the problems in the prior art, and its purpose is to provide a vehicle exit assistance device that can bring peace of mind to users by informing them in more detail about the vehicle's location and direction after exiting the vehicle.

[0010] means for solving problems

[0011] To achieve the above objectives, the out-of-garage assistance device of the present invention comprises: a status acquisition unit for acquiring the status around the vehicle; an out-of-garage completion position calculation unit for calculating the out-of-garage completion position based on the current position of the vehicle and the status around the vehicle, wherein the out-of-garage completion position is the position of the vehicle when it has completed its exit from the parking space; and a notification unit for notifying the out-of-garage completion position. The out-of-garage completion position calculation unit calculates an out-of-garage trajectory based on the current position of the vehicle and the status around the vehicle, wherein the out-of-garage trajectory is the driving trajectory of the vehicle from its current position to exit the parking space, and the initial location on the out-of-garage trajectory that is determined to be where the vehicle can proceed to exit the parking space is calculated as the out-of-garage completion position.

[0012] Invention Effects

[0013] According to the present invention's exit assist device with the above-described structure, the initial location on the exit trajectory from the parking space, where the vehicle is determined to be able to move forward and exit the parking space, is calculated as the exit completion position and communicated to the user. Therefore, the user is informed in more detail of the vehicle's location and direction after exiting the parking space. As a result, the user receiving the exit assist device can feel more at ease. Attached Figure Description

[0014] Figure 1 This is a schematic structural diagram of the vehicle involved in this embodiment.

[0015] Figure 2 This is a diagram illustrating an example of the configuration of an ultrasonic sensor relative to the front surface of a vehicle.

[0016] Figure 3 This is a diagram showing an example of the configuration of an ultrasonic sensor relative to the side of a vehicle.

[0017] Figure 4 This is a block diagram illustrating the structure of the outbound auxiliary device involved in this embodiment.

[0018] Figure 5 This is a flowchart of the outbound auxiliary processing procedure involved in this embodiment.

[0019] Figure 6 This is a diagram showing the detection range of obstacles that can be detected using ultrasonic sensors.

[0020] Figure 7 This diagram illustrates the detection method for vehicles ahead.

[0021] Figure 8 This diagram illustrates the calculation method for the outbound trajectory and the location where the outbound shipment is completed.

[0022] Figure 9 This is an image showing the location of the completed outbound shipment.

[0023] Figure 10 This diagram illustrates the process of correcting the completed outbound shipment position. Detailed Implementation

[0024] Hereinafter, a detailed description of one embodiment of the outbound assist device according to the present invention will be provided with reference to the accompanying drawings. First, the vehicle 2 equipped with the outbound assist device 1 according to this embodiment will be described. Figure 1 This is a schematic structural diagram of the vehicle 2 involved in this embodiment.

[0025] Here, vehicle 2 can be, for example, an automobile powered by an internal combustion engine (engine, etc.) (internal combustion engine vehicle), an automobile powered by an electric motor (motor, etc.) (electric vehicle, fuel cell vehicle, etc.), or an automobile powered by both (hybrid vehicle). Furthermore, there are no restrictions on the type of vehicle; it can be a regular car, or a large commercial truck, bus, construction machinery, etc. Additionally, while the following description refers to a four-wheeled vehicle, it can also be a two-wheeled or three-wheeled vehicle.

[0026] However, vehicle 2 is a vehicle that, in addition to being able to drive manually, can also drive with the assistance of autonomous driving. The manual driving is based on the user's driving operation, while the autonomous driving assistance does not depend on the user's driving operation and the vehicle drives automatically.

[0027] Furthermore, autonomous driving assistance can be implemented only in specific situations such as parking or exiting a parking space, or it can be implemented across the entire road section, or it can be configured to only be implemented while the vehicle is traveling on a specific road section (e.g., a highway with gates at the boundary (regardless of whether there are people or it is toll-free)). In the following description, the autonomous driving range for which the vehicle's autonomous driving assistance is implemented includes not only the entire road section of general roads and highways, but also parking lots, and it is implemented only when the user selects to use autonomous driving assistance (e.g., turns on the autonomous driving start button) and it is determined that driving based on autonomous driving assistance is possible. On the other hand, vehicle 2 can also be a vehicle that can only perform assisted driving based on autonomous driving assistance. Alternatively, it can be implemented only for driving from the vehicle to the parking space when parking (i.e., parking assistance) or exiting the parking space (i.e., exiting the parking space).

[0028] Furthermore, in the vehicle control within the automated driving assistance system of this embodiment, for example, the vehicle's current position, the lane it is traveling in, and the positions of surrounding obstacles are constantly detected. Automatic vehicle control of the steering mechanism, drive system, and brakes is then performed to ensure the vehicle travels along the generated trajectory at a speed according to the same generated speed plan. Particularly in the case of parking assistance and exit assistance, the conditions around the vehicle and the parking space are confirmed using sensor and camera detection results. The parking trajectory to the parking space or the exit trajectory from the parking space is calculated, and automatic vehicle control is performed to either park the vehicle along the calculated parking trajectory or exit the parking space along the exit trajectory. Additionally, when performing exit assistance, the exit completion position is provided in advance; this exit completion position is the vehicle's position after exiting the parking space. However, it is also possible to automatically perform only the steering operation, while controlling the drive system and brakes based on manual operation. Alternatively, only the parking trajectory, exit trajectory, or vehicle operation information may be provided, with the vehicle operation performed manually by the user. Furthermore, the aforementioned automated driving assistance system includes the following functions as a safety device: when a warning object (such as a pedestrian) is detected around the vehicle, it provides assistance to the driver regarding the warning object (e.g., audible warnings, display on the in-vehicle display, vehicle deceleration control, etc.). For example, it displays the scenery (real-world view) around the vehicle taken by a camera installed in the vehicle on the in-vehicle display; when a warning object is detected around the vehicle, it overlays a warning image indicating the presence of the warning object at the location of the warning object within the scenery, or outputs a warning sound.

[0029] In addition, such as Figure 1As shown, vehicle 2 includes: an operation unit 3 that receives operations from occupants; a liquid crystal display 4 that displays bird's-eye view, overhead view, and other information related to driving assistance to the occupants; a speaker 5 that outputs voice guidance related to driving assistance; a front camera 6, a rear camera 7, and side cameras 8A and 8B for capturing images of the vehicle's surroundings; ultrasonic sensors 9A to 9L for detecting obstacles around the vehicle; and a driving assistance ECU (electronic control unit) 10 that performs various calculations based on the input information. Furthermore, the vehicle includes the aforementioned driving assistance ECU 10 as part of a parking assistance device 1.

[0030] The following describes the various components of vehicle 2. First, the control unit 3 is, for example, located on the front surface of the handle (also called the steering wheel), and includes operation buttons that are activated when autonomous driving assistance is initiated. By operating the control unit 3, the user can switch between manual driving based on the user's driving operations and assisted driving based on autonomous driving assistance, in which the vehicle drives automatically without relying on the user's driving operations. Furthermore, the control unit 3 may also have a touch panel located on the front surface of the LCD display 4. Additionally, it may include a microphone and a voice recognition device.

[0031] The LCD display 4 is mounted on the dashboard of vehicle 2 and displays bird's-eye view and overhead view images of the vehicle's surroundings, generated by viewpoint conversion and compositing of images captured by the front camera 6, rear camera 7, and side cameras 8A and 8B during automated driving assistance. Especially in the case of parking assistance, the position of the vehicle after exiting the parking space (i.e., the exit completion position) is displayed overlaid with the aforementioned bird's-eye view and overhead view images. Furthermore, if there are pedestrians or other warning objects around vehicle 2, a warning image indicating the presence of such objects is displayed at the location of the warning object within the bird's-eye view and overhead view images. Additionally, the LCD display 4 can also be used as a display in a navigation device.

[0032] Additionally, speaker 5 is mounted on the dashboard of vehicle 2, outputting notification sounds, warning sounds, etc., related to driver assistance. Furthermore, speaker 5 can also be used as a speaker in a navigation system.

[0033] In addition, the front camera 6 is, for example, a camera with a solid-state imaging element such as a CCD, and is provided above the front bumper of the vehicle 2 or on the back of the rearview mirror, for example, with the optical axis facing forward of the vehicle's direction of travel.

[0034] The rear camera 7 is also a camera device that uses a solid-state imaging element such as a CCD. For example, it is installed near the center above the license plate mounted at the rear of the vehicle 2, and is configured so that the optical axis is facing the rear of the vehicle.

[0035] Furthermore, the side cameras 8A and 8B are also imaging devices that use cameras with solid-state imaging elements such as CCDs. For example, they are mounted on the left and right side mirrors of the vehicle 2 and are configured so that the optical axis is oriented toward the side of the vehicle.

[0036] Furthermore, the driver assistance ECU 10 generates bird's-eye view and overhead view images of the vehicle's surroundings by performing viewpoint conversion and synthesis processing on the images captured by the aforementioned front camera 6, rear camera 7, and side cameras 8A and 8B. Additionally, during automated driving assistance execution, image recognition processing is performed on the captured images to detect lane markings, parking lines, and obstacles (other vehicles, pedestrians, bicycles, walls, guardrails, and other structures) around the vehicle, and automated driving assistance is executed based on the detection results. In particular, during parking assistance and exiting parking spaces, the obstacle detection results from the aforementioned cameras are also used to confirm the parking space and the surrounding conditions.

[0037] On the other hand, ultrasonic sensors 9A to 9L are respectively arranged at predetermined intervals at the front, rear, and sides of the vehicle. They emit ultrasonic waves as detection waves around the vehicle 2 and receive reflected waves after the emitted detection waves are reflected by objects located around the vehicle, thereby sensing the objects that reflected the detection waves. Specifically, they are a type of ranging sensor capable of detecting the distance (range value) to the object that reflected the detection waves by measuring the time from transmission to reception. In addition, ultrasonic sensors 9A to 9L are configured to generate an output signal (including the distance to the detected object) corresponding to the reception result of the received wave and output it to the control unit. Furthermore, the objects detected by ultrasonic sensors 9A to 9L can include obstacles that need to be avoided when the vehicle 2 is moving, such as people, bicycles, other vehicles, walls, or obstacles that form parking spaces. In addition, millimeter-wave sensors or laser sensors can be used instead of ultrasonic sensors as ranging sensors.

[0038] Furthermore, the placement and orientation of each ultrasonic sensor 9A-9L can be appropriately set. However, in this embodiment, to cover the entire area in front of, behind, and to the left and right sides of the vehicle 2 as the detection range for the object, for example, ultrasonic sensors 9A-9D are placed on the front surface of the vehicle 2 facing the direction of travel, so that the direction of transmission of the detection wave is in front of the vehicle's direction of travel. Ultrasonic sensors 9E and 9F are placed on the left side of the vehicle 2 facing left, so that the direction of transmission of the detection wave is to the left of the vehicle's direction of travel. Ultrasonic sensors 9G and 9H are placed on the right side of the vehicle 2 facing right, so that the direction of transmission of the detection wave is to the right of the vehicle's direction of travel. Ultrasonic sensors 9I-9L are placed on the rear surface of the vehicle 2 facing the opposite direction of travel, so that the direction of transmission of the detection wave is to the rear of the vehicle. All ultrasonic sensors 9A-9L are at the same height above the ground surface.

[0039] In particular, if we take ultrasonic sensors 9A to 9D as examples for explanation, then as follows: Figure 2 As shown, the ultrasonic sensors 9A to 9D are preferably arranged at different positions around the front bumper or the front grille above the front surface of the vehicle 2, and are evenly spaced apart in the left and right direction without bias, so as to send detection waves over a wider area in front of the vehicle (i.e., to set the range of objects that can be detected to be a wider range).

[0040] Specifically, such as Figure 2 As shown, ultrasonic sensor 9A is positioned near the left front corner of vehicle 2, with its detection wave transmission direction slightly tilted to the left compared to the vehicle 2's direction of travel, to transmit detection waves towards the left front of vehicle 2. Ultrasonic sensor 9B is positioned slightly to the left of the vehicle 2's centerline, with its detection wave transmission direction facing the vehicle's direction of travel, to transmit detection waves centered on the front left side of vehicle 2. Ultrasonic sensor 9C is positioned slightly to the right of the vehicle 2's centerline, with its detection wave transmission direction facing the vehicle's direction of travel, to transmit detection waves centered on the front right side of vehicle 2. Ultrasonic sensor 9D is positioned near the right front corner of vehicle 2, with its detection wave transmission direction slightly tilted to the right compared to the vehicle 2's direction of travel, to transmit detection waves towards the right front of vehicle 2. Furthermore, ultrasonic sensors 9A and 9D, and ultrasonic sensors 9B and 9C, are symmetrically arranged across the vehicle's centerline when viewed from above. Furthermore, although the illustration is omitted, the ultrasonic sensors 9I to 9L on the rear surface of vehicle 2 are also arranged in a symmetrical manner.

[0041] On the other hand, such as Figure 3As shown, the ultrasonic sensors 9E and 9F on the sides are configured to send detection waves in directions intersecting each other at 90 degrees relative to the direction of travel of vehicle 2. Compared to the front and rear of the vehicle, the number of sensors arranged on the sides is relatively small, resulting in areas where objects cannot be directly detected by ultrasonic sensors 9E and 9F. However, in these areas, the presence and location of objects can be inferred based on the detection history of ultrasonic sensors 9A to 9L. Furthermore, although not shown in the figure, ultrasonic sensors 9G and 9H on the right side of vehicle 2 are also arranged symmetrically.

[0042] Furthermore, in this embodiment, among the ultrasonic sensors 9A to 9L, particularly the ultrasonic sensors 9A to 9D on the front surface of vehicle 2 and the ultrasonic sensors 9I to 9L on the rear surface of vehicle 2, are positioned such that adjacent sensors can receive reflected waves as indirect waves. Therefore, by receiving both direct and indirect waves, not only can the distance to the object be determined, but also the specific position of the object (relative to the vehicle) can be determined using triangulation. Regarding the lateral ultrasonic sensors 9E to 9H, since they are separately positioned, they cannot receive indirect waves. However, by using triangulation to measure the distance measured at the previous position, the distance measured at the current position, and the distance traveled between them, the specific position of the object (relative to the vehicle) can also be determined by the movement of the vehicle.

[0043] On the other hand, the driver assistance ECU 10 is an electronic control unit that performs various processes related to autonomous driving assistance. For example, it continuously detects the vehicle's current position, the lane the vehicle is traveling in, and the positions of surrounding obstacles, and controls the steering system, drive system, brakes, etc., in a manner that allows the vehicle to travel along a generated driving trajectory at a speed according to a similarly generated speed plan. In particular, in the case of parking assistance, using the detection results of the aforementioned front camera 6, rear camera 7, side cameras 8A, 8B, and ultrasonic sensors 9A to 9L, it identifies the parking space to which the vehicle will park and the conditions around the parking space, calculates the parking trajectory up to the parking space, and performs vehicle control to guide the vehicle into the parking space along the calculated parking trajectory and complete the parking. On the other hand, in the case of exiting a parking space assistance, it similarly uses the detection results of the front camera 6, rear camera 7, side cameras 8A, 8B, and ultrasonic sensors 9A to 9L to identify the parking space to which the vehicle will exit and the conditions around the parking space, calculates the exit trajectory for exiting the parking space, and performs vehicle control to guide the vehicle out of the parking space along the calculated exit trajectory and complete the exit. Furthermore, it calculates and notifies the vehicle of its exit completion location. Additionally, it displays the surrounding scenery (real-time view) on the LCD screen 4. If pedestrians or other warning objects are present in the vicinity of the vehicle, it overlays the location of the warning object within the scenery to indicate the presence of the warning object or outputs a warning sound. The driver assistance ECU 10 connects to the aforementioned operating unit 3, LCD screen 4, speaker 5, front camera 6, rear camera 7, side cameras 8A and 8B, and ultrasonic sensors 9A to 9L via a vehicle network such as CAN. It also connects to various sensors mounted on the vehicle 2, such as the vehicle speed sensor, acceleration sensor, gyroscope sensor, steering sensor, and shift position sensor, as well as navigation devices that are in-vehicle equipment. The detailed structure of the driver assistance ECU 10 will be described later.

[0044] In addition, vehicle 2 Figure 1 In addition to the constituent elements shown, there are also basic constituent elements of vehicle 2, but only the structure related to the control of autonomous driving assistance and the control related to the structure will be described.

[0045] Next, the details of the exit assist device 1 of the vehicle 2, especially the driver assistance ECU 10, will be explained. Figure 4 This is a block diagram illustrating the structure of the outbound auxiliary device 1 according to this embodiment.

[0046] like Figure 4As shown, the driving assistance ECU (electronic control unit) 10 is an electronic control unit that performs overall control of the exit assistance device 1. It has a CPU 31 as a computing and control device, and internal storage devices such as RAM 32, ROM 33, and flash memory 34. The RAM 32 is used as working memory when the CPU 31 performs various calculations and stores driving trajectory data when the driving trajectory is calculated. In addition to recording the control program, the ROM 33 also records the exit assistance processing program described later (see reference). Figure 5 (e.g., flash memory 34 stores programs read from ROM 33.) Furthermore, the driver assistance ECU 10 has various units that function as processing algorithms. For example, a situation acquisition unit acquires the situation around the vehicle. A parking completion position calculation unit calculates the parking completion position based on the vehicle's current position and the situation around the vehicle; this parking completion position is the position of the vehicle when it has completed its exit from the parking space. A notification unit informs the driver of the parking completion position.

[0047] Furthermore, the driver assistance ECU 10 is also connected to various sensors 36 used to detect vehicle behavior, such as vehicle speed sensors, acceleration sensors, gyroscope sensors, steering sensors, and shift position sensors, as well as various drive units 37 of the vehicle, such as steering mechanisms, brakes, accelerators, and transmissions. Based on the detection results of these sensors 36, the ECU detects the current behavior of the vehicle and implements autonomous driving assistance for the vehicle 2 by controlling each drive unit 37. Specific aspects of autonomous driving assistance include, for example, continuously detecting the vehicle's current position, the lane the vehicle is traveling in, and the positions of surrounding obstacles, and controlling the steering mechanism, drive source, brakes, etc., to travel along the generated driving trajectory at a speed according to the same generated speed plan. However, it is also possible to perform only automatic steering operations, while controlling the drive source and brakes is based on manual operation.

[0048] Additionally, the flash memory 34 includes a vehicle information DB35, which stores various information related to the vehicle 2. For example, it stores the installation positions (height from the ground, left-right position) of the cameras and ultrasonic sensors 9A-9L installed on the vehicle 2, the detection axis (optical axis relative to the camera), overall length, vehicle width, wheelbase, minimum turning radius, etc. This information is pre-input by occupants or personnel from the vehicle manufacturer.

[0049] Next, based on Figure 5 The outbound assistance processing procedure executed by the driving assistance ECU 10 in the outbound assistance device 1 having the above structure will be described. Figure 5This is a flowchart of the outbound assistance processing procedure involved in this embodiment. The outbound assistance processing procedure is executed after the ACC power supply (accessory power supply: auxiliary power) of vehicle 2 is turned on, and it is a procedure for assisting in outbound operations, particularly when the vehicle is leaving a parking space, as part of automated driving assistance. Furthermore, in the following... Figure 5 The program represented by the flowchart is stored in the RAM32 and ROM33 of the outbound auxiliary device 1 and is executed by the CPU31.

[0050] First, in step (hereinafter referred to as S) 1, the CPU 31 determines whether to start the exit assistance. In particular, the exit assistance in this embodiment involves the vehicle automatically exiting from the parking space designated for parking, and the user is informed of the exit completion location in advance before the exit begins. In addition, in the following explanation, the case of exit assistance from longitudinal parking is used as an example. Generally speaking, exiting from longitudinal parking is more difficult than exiting from parallel parking, but exit assistance can also be provided for exiting from parking states other than longitudinal parking.

[0051] For example, outbound assistance can begin when the user selects to start outbound assistance by operating the operation unit 3, or it can begin automatically when the vehicle's ACC power supply (accessory power supply) is turned on.

[0052] Furthermore, if it is determined that outbound assistance should begin (S1: Yes), proceed to S2. Conversely, if it is determined that outbound assistance should not begin (S1: No), the outbound assistance process ends.

[0053] In S2, CPU 31 acquires the surrounding conditions of the vehicle (which is equivalent to the parking space where the vehicle is parked). Specifically, it acquires the position and shape of obstacles located around the vehicle that need to be avoided when exiting the parking space. Obstacles include other parked vehicles, walls, pillars, etc. Furthermore, it is preferable to detect not only stationary objects but also moving objects such as pedestrians. Also, in S2, it acquires which side of the lane is relative to the vehicle, i.e., the direction the vehicle should exit in longitudinal parking. While ultrasonic sensors 9A-9L and cameras can be used for obstacle detection, in this embodiment, ultrasonic sensors 9A-9L with high detection accuracy are used. The surrounding condition detection continues until the exit assistance is completed, and warnings are issued using the LCD 4 and speaker 5 if an obstacle approaches the vehicle.

[0054] In particular, when obstacles are detected by ultrasonic sensors 9A to 9D located at the front of vehicle 2 and ultrasonic sensors 9I to 9L located at the rear, it is possible not only to specify the distance to the obstacle, but also to specify the specific location of the obstacle.

[0055] Specifically, by receiving both direct and indirect waves as received waves, triangulation can be used to calculate the position coordinates of the reflection point P where the probe wave was reflected. A direct wave is the received wave when the ultrasonic sensor that sends the probe wave is the same as the ultrasonic sensor that receives the reflected wave from the object on which the probe wave is received. Conversely, an indirect wave is the received wave when the ultrasonic sensor that sends the probe wave is different from the ultrasonic sensor that receives the reflected wave from the object on which the probe wave is received. On the other hand, for ultrasonic sensors 9E to 9H located on the side, the wide spacing makes it difficult to detect obstacles using triangulation based on direct and indirect waves. However, if the vehicle is moving, for example, triangulation can be used to calculate the position coordinates based on the distance measurement value, vehicle information (vehicle speed, position coordinates, vehicle orientation) at the time the probe wave was sent to the side of the vehicle, and the same vehicle information at the time the reflected wave was received.

[0056] Then, the CPU 31 detects obstacles based on the calculated point data of the reflection point P. Specifically, it calculates the endpoints of the obstacle, the position of the specific obstacle, and its shape based on the slope and rate of change of the slope of the multiple point sequences. However, as described above, the ultrasonic sensors 9A to 9L emit ultrasonic waves as detection waves around the vehicle 2 and receive the reflected waves after the emitted detection waves are reflected by objects located around the vehicle, thereby sensing the objects that reflected the detection waves. However, for obstacles located far away from the detection axis of the ultrasonic sensor in the left and right directions, the reflected waves cannot be received (i.e., the directionality is high). In addition, as Figure 2 , Figure 3 As shown, in this embodiment, a plurality of ultrasonic sensors are configured relative to the vehicle, but the range of the detection waves that can be transmitted is limited. Specifically, as... Figure 6 As shown, the detection ranges 41-52 of the ultrasonic sensors 9A-9L that can detect obstacles are elongated, approximately elliptical in shape. Because the detection ranges 41-52 are limited, for example... Figure 7 As shown, for the vehicle 55 located immediately in front of this vehicle, only a portion of its rear surface can be detected, resulting in the inability to determine the overall shape of the rear surface. After the vehicle begins to leave the depot, its position and orientation change, thus eventually allowing the determination of the overall shape of the rear surface. However, it is expected that at least before or at the time the vehicle begins to leave the depot, only a portion can be detected.

[0057] In calculating the exit trajectory of a tandem parking space, the rear surface shape of the specific preceding vehicle 55 is extremely important, especially since determining whether the vehicle can move forward out of the parking space is based on the rear surface shape of the preceding vehicle 55. In this embodiment, the initial location on the exit trajectory where the vehicle is determined to be able to move forward out of the parking space is defined as the exit completion location and informed to the user. The exit completion location cannot be provided before the rear surface shape of the preceding vehicle 55 is known or at the start of the exit.

[0058] Therefore, in S3, CPU31, based on the surrounding environment of the vehicle obtained in S2 above, determines whether a vehicle 55 is detected in front of the vehicle. If a vehicle 55 is detected (S3: Yes), the width of the vehicle 55 is considered to be the same as the width of the vehicle (S4). More specifically, as... Figure 7 As shown, when parking in a longitudinal row on the left side of the road, the distance from the road end 56 to the right end of the vehicle is considered to be the same as the distance from the road end 56 to the right end of the vehicle in front. On the other hand, when parking in a longitudinal row on the right side of the road, the distance from the road end to the left end of the vehicle is considered to be the same as the distance from the road end to the left end of the vehicle in front. Therefore, even if the rear surface shape of the vehicle in front 55 cannot be known before or at the time of starting to exit the parking space, a somewhat accurate exit completion position can be calculated and provided as described later. However, the width of the vehicle in front 55 may not be the same as the width of the vehicle itself. Therefore, as a result, sometimes the actual exit completion position is different from the previously provided exit completion position. In this case, the provided information is corrected at the time the vehicle reaches the exit completion position (S13).

[0059] Furthermore, if S4 is performed when only a portion of the rear surface of the vehicle 55 in front can be detected, and the overall shape of the rear surface of the vehicle 55 in front cannot be specified, then S4 is not required if the overall shape of the rear surface can be specified by the ultrasonic sensors 9A to 9L before or at the time the vehicle begins to leave the depot. Additionally, if the vehicle 55 in front is not detected (S3: No), proceed to S5.

[0060] In S5, CPU31 uses the surrounding conditions obtained in S2 (including the vehicle in front whose width was estimated in S4), the initial handle angle, and the vehicle information stored in vehicle information DB35 (the vehicle's length, width, minimum turning radius, etc.) to calculate the driving trajectory, i.e. the exit trajectory, for exiting the parking space from the current parking space.

[0061] In addition, regarding the exit trajectory from the longitudinal parking garage, various trajectories can be considered, but in this embodiment, for example, the following trajectory is used.

[0062] (1) Move as far back as possible from the initial parking position without contacting the vehicle 57 behind.

[0063] (2) While turning to the upper limit in the exit direction (right side in the case of exiting to the right), proceed forward as far as possible without contacting the vehicle 55 in front. The contact determination with the vehicle 55 in front is based on the width of the vehicle 55 in front, which is estimated in S4 above.

[0064] (3) While turning to the upper limit in the opposite direction to (2) above, move backward as far as possible without contacting the obstacles (guardrails, curbs) at the end of the road 56 of the following vehicle 57.

[0065] (4) Afterwards, the vehicle's position is changed by repeatedly switching between forward and backward as described in (2) and (3). After determining that the vehicle can move forward out of the parking space without contacting the vehicle in front 55, it moves forward out of the parking space. The determination of whether the vehicle can move forward out of the parking space is the same as in (2), based on the width of the vehicle in front 55 estimated in S4 above.

[0066] Furthermore, when performing the forward and backward switching in (2) and (3) above, the area that the vehicle can move is set as the area obtained by subtracting the safety margin used to avoid contact with obstacles (vehicles in front, vehicles behind, guardrails, curbs, etc.) around the parking space. And, assuming that the vehicle only moves and performs forward and backward switching within the movement notification area, the forward and backward switching trajectory is calculated.

[0067] The result is that the outbound trajectory calculated in S5 above is as follows: Figure 8 As shown, the parking space is composed of a combination of a reversing trajectory 61, a forward / backward switching trajectory 62, and a forward trajectory 63. The reversing trajectory 61 is a trajectory for reversing from the initial parking position. The forward / backward switching trajectory 62 is a trajectory for gradually changing the vehicle's position by repeatedly switching between forward and backward (the number of switches varies depending on the surrounding conditions). The forward trajectory 63 is a trajectory for moving forward out of the parking space after determining that the vehicle can move forward from the parking space through forward / backward switching. The vehicle 2 travels along the exit trajectory, thereby enabling it to exit the parking space. However, the exit trajectory calculated in S5 above is an assumed exit trajectory envisioned before starting exit assistance; the actual exit trajectory may sometimes differ from the exit trajectory calculated in S5 above.

[0068] Then, in S6, CPU31 determines the exit completion position based on the exit trajectory calculated in S5 above. Furthermore, the exit completion position is the initial location on the exit trajectory where the vehicle is determined to be able to move forward and exit the parking space, for example, at... Figure 9 The point at which the gear shift position finally changes from "R" to "D" in the shown exit trajectory (the point where the forward / reverse shift for changing direction ends, and the final shift from reverse to forward) corresponds to the exit completion position. Furthermore, the exit completion position specifies not only the vehicle's position but also its orientation at that moment. Regarding the exit completion position, it can be defined as either the initial point where a turning state (excluding a neutral steering angle) is deemed feasible for advancing out of the parking space, or the initial point where an advancing (straight-line) manner with a neutral steering angle is deemed feasible for exiting the parking space. By completing the exit at a neutral steering angle, and thus handing over the operation to the driver at the exit completion position, driver peace of mind is enhanced.

[0069] Next, in S7, the CPU 31 informs the user by displaying the estimated exit completion position from S6 on the LCD 4. For example, in the overhead view of the vehicle's surroundings displayed on the LCD 4, a frame image surrounding the vehicle, assuming it is at the exit completion position, is shown. This frame image also indicates the vehicle's orientation (exit angle) at the exit completion position. For example, Figure 9 This is an example of an overhead view 71 showing a frame image 70 indicating the location where the outbound shipment is completed. Figure 9 In the example shown, the vehicle, which is parked in a longitudinal row, is shown exiting the parking space to the right. A frame image 70, indicating the completed exit position, is displayed repeatedly with part of the vehicle image 72, which shows the current position of the vehicle in the overhead view. Thus, the user, having visually confirmed the overhead image 71, can clearly understand the position and orientation of the vehicle that can exit the parking space in a forward manner. Furthermore, the method for generating the overhead image 71 is well-known, so a detailed description is omitted. The overhead image 71 is generated by performing viewpoint transformation and compositing processing on images captured by the front camera 6, the rear camera 7, and the side cameras 8A and 8B. Alternatively, a warning image can be displayed instead of the overhead image, showing a bird's-eye view from a slightly downward angle. In addition to the completed exit position, the parking trajectory, arrows indicating the exit direction, etc., can also be displayed.

[0070] Furthermore, the frame image 70, the overhead view 71, and the vehicle image 72 will continue to be displayed on the LCD 4 at least until the exit assistance is completed. Additionally, when exit assistance begins, the overhead view 71 changes as the vehicle's current position shifts, and the position of the vehicle image 72 within the overhead view 71 also changes. On the other hand, the position of the frame image 70 within the overhead view 71 remains essentially unchanged even if the exit trajectory changes later, until the vehicle meets the exit conditions of S11 (determined that the vehicle can move forward out of the parking space). This prevents the frame image 70 on the screen from being frequently updated (display flickering).

[0071] Then, in S8, CPU31 begins exit assistance according to the exit trajectory calculated in S5 above. Specifically, it continuously monitors the vehicle's current position and automatically controls the steering system, drive source, brakes, etc., to travel along the generated exit trajectory at a specified speed. Furthermore, gear shifting is also performed automatically. Additionally, during the execution of exit assistance, ultrasonic sensors 9A to 9L are used to acquire information about the surrounding environment, similar to S2 above.

[0072] However, it is also possible that while the vehicle moves along the exit trajectory, only the steering operation is performed automatically, while the control of the drive source and brakes is based on manual operation. Alternatively, the movement of the vehicle can be carried out manually without automatic driving. In this case, as an exit assistance, the exit completion position and exit trajectory are displayed on the LCD screen 4, or the timing of turning the handle is indicated by voice.

[0073] Then, in S9, the CPU31 determines whether new surrounding conditions have been acquired using ultrasonic sensors 9A to 9L after the parking assistance has started. Specifically, this includes situations such as newly detected obstacles in locations that the vehicle could not perceive from its parking position, or the accurate detection of the shape of obstacles that were difficult for the vehicle to determine precisely from its parking position.

[0074] Furthermore, if it is determined that new surrounding conditions have been acquired using ultrasonic sensors 9A to 9L after the start of outbound assistance (S9: Yes), proceed to S10. Conversely, if it is determined that no new surrounding conditions have been acquired (S9: No), proceed to S11.

[0075] In S10, the CPU31 corrects the exit trajectory as needed based on the newly acquired surrounding conditions using ultrasonic sensors 9A-9L after the exit assistance begins. Specifically, the exit trajectory is corrected when an obstacle is newly detected in a position that the vehicle cannot perceive from its parking position, and it is determined that there is a possibility of contact with the obstacle on the current exit trajectory; or when the exact shape of an obstacle that is difficult to determine from the parking position can be accurately detected, and it is determined that there is a possibility of contact with the obstacle on the current exit trajectory. In particular, the exit trajectory is corrected when the rear surface shape of the vehicle 55 in front of the vehicle is sometimes detected to be different from the shape estimated in S4 before the exit assistance began. Furthermore, when the exit trajectory is corrected, the current exit trajectory is replaced with the corrected exit trajectory, and exit assistance is performed according to the corrected exit trajectory thereafter.

[0076] Subsequently, in S11, CPU31 determines whether the vehicle can proceed from its current position to exit the parking space, i.e., whether the vehicle has reached the exit completion position. Furthermore, if the exit trajectory was corrected in S10, the current position of the vehicle that meets the determination conditions in S11 may not be consistent with the exit completion position set in S6. In this case, in S11 (described later), the vehicle's current position and orientation are updated to the new exit completion position.

[0077] The moments when the determination condition of S11 is met include, in addition to the moment when the gear shift position is changed from "R" to "D", that is, the moment when the forward and reverse shifting action used to correct the vehicle's position ends, and moments during forward movement. Furthermore, the situation where the determination condition of S11 is met during forward movement is as follows: the exit trajectory is corrected during forward movement, thereby changing from a state where it is impossible to exit the parking space from the vehicle's current position to a state where it is possible to exit the parking space from the vehicle's current position. On the other hand, for reversing (during reversing), even if the condition of S11 is met, it is not determined to be true. That is, even if it is determined that by moving the vehicle forward from that point in time while reversing, it is possible to exit the parking space, the vehicle's current position is not set as the exit completion position; instead, the vehicle's current position at the point in time when the gear shift position is changed to "D" is set as the exit completion position.

[0078] Then, if it is determined that the vehicle can exit the parking space from its current position (S11: Yes), and the vehicle's current position and orientation differ from the exit completion position calculated in S6 above (which is also equivalent to the currently informed exit completion position), the vehicle's current position and orientation are updated to the new exit completion position (S12). If the vehicle's current position and orientation are the same as the exit completion position calculated in S6 above, the processing in S12 and S13 is omitted. On the other hand, if it is determined that the vehicle cannot exit the parking space from its current position (S11: No), the process returns to S9 and continues with exit assistance.

[0079] Next, in S13, the CPU 31 notifies the user by displaying the updated outbound completion location from S12 on the LCD 4. For example, as... Figure 10 As shown, the frame image 70 displayed on the LCD 4 in S7 above is corrected to the corrected exit completion position, that is, the position surrounded by the current vehicle. As a result, even if the exit completion position that has been informed in advance is different from the actual exit completion position, the user can still know the correct exit completion position, and the user can also know that the current position of the vehicle is the exit completion position (that is, the situation where the vehicle can exit by moving forward from the current point in time).

[0080] Next, in S14, CPU31 determines whether the vehicle's exit from the parking space is complete. Specifically, if it is determined that the vehicle has moved along the exit trajectory from the exit completion position and completely exited the parking space, the vehicle's exit from the parking space is considered complete.

[0081] Furthermore, if it is determined that the vehicle's departure from the warehouse is complete (S14: Yes), the departure assistance process ends. Conversely, if it is determined that the vehicle's departure from the warehouse is not complete (S14: No), the departure assistance continues.

[0082] As detailed above, according to the exit assist device 1 and the computer program executed by the exit assist device 1 in this embodiment, the surrounding conditions of the vehicle are acquired (S2). Based on the current position of the vehicle and the surrounding conditions, the position of the vehicle after exiting the parking space, i.e., the exit completion position, is calculated (S5, S6), and the exit completion position is communicated (S7). On the other hand, in calculating the exit completion position, based on the current position of the vehicle and the surrounding conditions, the driving trajectory of the vehicle for exiting the parking space from its current position, i.e., the exit trajectory, is calculated (S5). The initial location on the exit trajectory where the vehicle is determined to be able to move forward and exit the parking space is calculated as the exit completion position (S6). Therefore, the user can be informed in more detail of the vehicle's position and direction after exiting the parking space. As a result, the user who uses the exit assist device can feel more at ease.

[0083] In addition, the exit completion position calculated before or at the time of the vehicle's exit is announced (S7). After the vehicle starts to exit, the announced exit completion position is not updated even if the exit trajectory changes. When the vehicle is moving forward, if it is determined that the vehicle can exit by moving forward from that time point and the current position of the vehicle is different from the announced exit completion position, the announced exit completion position is updated to the current position of the vehicle (S12, S13). Therefore, it is possible to prevent the announcement display with flashing notification from being updated every time the vehicle moves slightly.

[0084] In addition, when the vehicle is reversing and it is determined that the vehicle can exit the warehouse by moving forward from that point in time, the notified exit completion position will not be updated even if the vehicle's current position is different from the notified exit completion position. Therefore, it is possible to prevent the vehicle from reversing away from the updated exit completion position.

[0085] Furthermore, when other vehicles are parked in front of this vehicle, the situation acquisition unit considers the width of the other vehicles to be the same as the width of this vehicle (S4). Therefore, even when the shape of other vehicles in front cannot be accurately specified, the parking completion position can be calculated with a certain degree of accuracy.

[0086] Furthermore, the present invention is not limited to the above-described embodiments, and various improvements and modifications can be made without departing from the spirit of the present invention.

[0087] For example, this embodiment shows a case of exiting the parking space forward in a tandem parking configuration, but the exit trajectory can also be set as an exit in reverse. In this case, in S4 above, the width of other vehicles located behind the vehicle is considered to be the same as the width of the vehicle itself, rather than the width of other vehicles located in front of the vehicle.

[0088] Furthermore, this embodiment describes the case where exit assistance is provided when starting from a parking position in a longitudinal parking configuration. However, exit assistance can also be provided when starting from a parking position other than longitudinal parking. Additionally, regarding exiting from a parking position where the cars are parked side-by-side with their front ends facing each other, the initial parking position generally becomes the exit completion position. However, in cases where the passageway facing the parking space is narrow and direct exit is impossible, there are situations where a position other than the initial parking position becomes the exit completion position.

[0089] In addition, in this embodiment, the driving assistance ECU 10 configured as the exit assist device 1 executes the exit assist processing procedure ( Figure 5 The processing can be performed by the control unit of the LCD 4, the vehicle control ECU, the control unit of the navigation device, or other in-vehicle equipment.

[0090] [Summary of this implementation method]

[0091] This embodiment has at least the following structure.

[0092] It includes: a status acquisition unit (10) for acquiring the status around the vehicle (2); an exit completion position calculation unit (10) for calculating the exit completion position based on the current position of the vehicle and the status around the vehicle, wherein the exit completion position is the position of the vehicle when it exits from the parking space; and a notification unit (10) for notifying the exit completion position, wherein the exit completion position calculation unit calculates the exit trajectory (61-63) based on the current position of the vehicle and the status around the vehicle, wherein the exit trajectory is the driving trajectory of the vehicle from the current position of the vehicle to the parking space, and the initial location on the exit trajectory that is determined to be the location where the vehicle can move forward to exit is calculated as the exit completion position.

[0093] According to this structure, the initial location determined in the exit trajectory from the parking space as the point where the vehicle can move forward to exit the parking space is calculated as the exit completion position and communicated to the user. Therefore, it is possible to inform the user in more detail about the vehicle's location and direction after exiting the parking space. As a result, it can bring peace of mind to the user who is using the exit assistance.

[0094] In addition, in this preferred embodiment, the notification unit (10) notifies the vehicle (2) of the exit completion position calculated by the exit completion position calculation unit (10) before the vehicle (2) begins to exit or at the time of the start of exit. After the vehicle begins to exit, even if the exit trajectory (61-63) changes, the notified exit completion position is not updated. When the vehicle is moving forward, if it is determined that the vehicle can exit by moving forward from that time point and the current position of the vehicle is different from the notified exit completion position, the notified exit completion position is updated to the current position of the vehicle.

[0095] This structure prevents the flashing notification display from being updated every time the vehicle moves slightly.

[0096] In addition, in this embodiment, it is preferred that when the vehicle (2) is reversing, if it is determined that the vehicle can leave the warehouse by moving forward from that point in time, the notification unit (10) does not update the notification of the exit completion position even if the current position of the vehicle is different from the notification of the exit completion position.

[0097] This structure prevents vehicles from moving backward from their current position after the updated exit completion position.

[0098] In addition, in this embodiment, it is preferable that when there are other vehicles (55) parked in front of the vehicle (2), the situation acquisition unit (10) regards the width of the other vehicles as the same as that of the vehicle.

[0099] According to this structure, even when the shape of other vehicles located in front cannot be accurately specified, the completion position of the warehouse can be calculated with a certain degree of accuracy.

[0100] Explanation of reference numerals in the attached figures

[0101] 1. Outbound assist device; 2. Vehicle; 3. Operating unit; 4. LCD display; 6. Front camera; 7. Rear camera; 8A, 8B. Side cameras; 9A-9L. Ultrasonic sensors; 10. Driver assistance ECU; 55. Front vehicle; 61. Reverse trajectory; 62. Forward / reverse switching trajectory; 63. Forward trajectory; 70. Frame image; 71. Overhead view.

Claims

1. An outbound auxiliary device, wherein, have: The situation acquisition unit acquires the situation around the vehicle; The exit completion position calculation unit calculates the exit completion position based on the current position of the vehicle and the surrounding conditions of the vehicle. The exit completion position is the position of the vehicle when it has completed exiting the parking space. as well as The notification unit informs the location where the outbound shipment is completed. The exit completion location calculation unit calculates the exit trajectory based on the vehicle's current location and the surrounding conditions. The exit trajectory is the driving path of the vehicle from its current location out of the parking space. The exit completion position calculation unit calculates the initial location on the exit trajectory that the vehicle is determined to be able to exit the warehouse as the exit completion position.

2. The outbound auxiliary device according to claim 1, wherein, The notification unit informs the vehicle of the exit completion position calculated by the exit completion position calculation unit before or at the time the vehicle begins to exit the warehouse, and... After the vehicle begins to leave the warehouse, the notified exit completion location will not be updated even if the exit trajectory changes. When the vehicle is moving forward, if it is determined that the vehicle can exit the warehouse by moving forward from that time point, and the current position of the vehicle is different from the informed exit completion position, the informed exit completion position will be updated to the current position of the vehicle.

3. The outbound auxiliary device according to claim 2, wherein, When the vehicle is reversing, if the notification unit determines that the vehicle can exit the warehouse by moving forward from that point in time, it will not update the notified exit completion position even if the current position of the vehicle is different from the notified exit completion position.

4. The outbound auxiliary device according to any one of claims 1 to 3, wherein, If other vehicles are parked in front of the vehicle, the situation acquisition unit will consider the width of the other vehicles to be the same as that of the vehicle.

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