Automatic parking device

Abstract

Automatic parking device (1) which is designed to perform automatic parking of a vehicle (2), comprising: a vehicle control unit (10) configured to control the speed of the vehicle (2), the steering of the vehicle (2) and a gear stage of the transmission of the vehicle (2) in order to park the vehicle (2); a receiving unit (11) which is configured to receive a driving instruction from the vehicle control unit (10) of the driver of the vehicle (2) during automatic parking; and a determination unit (12) which is configured to determine whether the driving process received from the receiving unit (11) meets a predetermined cancellation condition, wherein the vehicle control unit (10) stops the vehicle (2) and sets the gear stage of the vehicle's (2) transmission to a non-drive range, in a case in which the determining unit (12) determines (i) that the driving operation satisfies the cancellation condition and (ii) that the driving operation is carried out in a deceleration range during a journey to a change-of-direction point (K2), wherein the change-of-direction point (K2) is a point on a route to a destination parking space, wherein the change-of-direction point (K2) connects a forward destination route (L1) and a reverse destination route (L2), and wherein the deceleration range includes the change-of-direction point (K2).

Description

Cross-reference to related registration

[0001] This application is based on the Japanese patent application No. 2017-044250, filed on March 8, 2017 with the Japanese Patent Office. Technical field

[0002] The present invention relates to an automatic parking device. background

[0003] JP 2007 - 331 479 A discloses an automatic parking device that automatically performs a steering maneuver during a parking operation. This device overrides the automatic parking control if an emergency braking maneuver by the driver is detected during automatic parking control. If a steering input or a gear shift is detected before the emergency braking maneuver is overridden, the device transfers control of the vehicle to the driver and assists the driver's steering by means of a steering assistance force. DE 10 2015 205 013 A1 discloses a parking assistance system for supporting a parking maneuver of a motor vehicle, in which the motor vehicle is automatically moved into a target position.The parking assistance system has a user-activated unloading mode to allow the unloading of an object and / or the exit of a passenger before the completion of the parking maneuver, wherein this unloading mode can be activated by the user both before and after the start of the parking maneuver, wherein in response to the activation of this unloading mode, a temporary standstill of the vehicle in an unloading position is automatically brought about before reaching the target position, and wherein the parking assistance system is configured to determine, in the event of activation of the unloading mode before the start of the parking maneuver, a trajectory to be followed by the vehicle to reach the target position, depending on an area of ​​the vehicle specified by the user from which the unloading or exiting is to take place.A method and a device for controlling an assisted parking process of a motor vehicle are also the subject of DE 10 2013 216 630 A1. Summary

[0004] To improve convenience during parking, it is conceivable to enhance the automatic parking device disclosed in JP 2007-331479A so that not only the steering but also the gear selection is automatically controlled. However, if the gear selection is automatically controlled when driving is transferred to the driver, the gear selection assumed by the driver may differ from the vehicle's actual gear selection. In this case, there is a concern that the driver might cause the vehicle to start in a different gear than the one assumed. In this technical field, it is desirable to prevent the vehicle from starting in a different gear selection than the one assumed by the driver during automatic parking, where the gear selection is automatically controlled.

[0005] One aspect of the present invention provides for an automatic parking device with the features of claim 1, which is configured to perform automatic parking of a vehicle and comprises a vehicle control unit configured to control a speed, steering of the vehicle and a gear selection of a transmission of the vehicle in order to park the vehicle, a receiving unit configured to receive a driving action by a driver of the vehicle during automatic parking by the vehicle control unit, and a determining unit configured to determine whether the driving action received by the receiving unit satisfies a predetermined cancellation condition.The vehicle control unit stops the vehicle and, in a case where the determining unit determines that (i) the driving operation satisfies the cancellation condition, and (ii) the driving operation is carried out in a deceleration range during a journey to a change-of-direction point, wherein the change-of-direction point is a point on a route to a destination parking space, wherein the change-of-direction point connects a forward destination route and a reverse destination route, and wherein the deceleration range includes the change-of-direction point, sets the gear stage of the vehicle's transmission to a non-drive range.

[0006] In one embodiment of the automatic parking device, if the cancellation condition is met during automatic parking, the vehicle's transmission is set to the non-drive range, and control of the vehicle is then transferred to the driver. Therefore, the device allows the driver to reselect the gear position when starting the vehicle. Accordingly, the device makes it possible to prevent the vehicle from starting in a different gear position than the one the driver intended.

[0007] In one embodiment, the vehicle control unit may not set the gear stage of the vehicle's transmission to the non-drive shift range if the vehicle does not slow down at the time the driving process is received from the receiving unit, even in a case where the determining unit determines that the driving process meets the cancellation condition.

[0008] A gear change, such as a change in the vehicle's direction of travel, occurs when the vehicle reaches a turning point and slows down. Therefore, if the vehicle does not slow down during parking, the gear change, such as a change in direction, will not take place. Thus, according to the automatic parking system, the vehicle's transmission will not shift into neutral if the vehicle is not decelerating, thereby preventing unnecessary gear changes.

[0009] According to the aspect or embodiment of the present invention, it is possible to prevent the vehicle from starting in a gear position other than the one assumed by the driver during automatic parking, during which the gear position is automatically controlled. BRIEF DESCRIPTION OF THE DRAWINGS Fig. Figure 1 is a block diagram representing a configuration of a vehicle which includes an automatic parking device of one embodiment. Fig. Figure 2 is a diagram showing an example of an automatic parking scenario for the vehicle. Fig. Figure 3 is a table that illustrates an example of a relationship between the driving process and the states of the parking control during automatic parking. Fig. Figure 4 is a diagram showing an example of an interaction between an automatic parking ECU and another ECU. Fig. Figure 5 is a flowchart that illustrates an example of an interruption process. Fig. Figure 6 is a flowchart that illustrates an example of a process determination process following the interruption process. Fig. Figure 7 is a flowchart that illustrates another example of the interruption process. Fig. Figure 8 is a diagram showing an example of a vehicle's speed pattern during automatic parking. Detailed description

[0010] Exemplary embodiments are described below with reference to the drawing. In the description below, the same elements are identified with the same reference numerals, and their descriptions are not repeated. [First embodiment] [Configuration of an automatic parking device]

[0011] Fig. Figure 1 is a block diagram representing a configuration of a vehicle 2 which includes an automatic parking device 1 in one embodiment. As shown in Fig. As shown in Figure 1, the automatic parking device 1 is mounted in the vehicle 2, such as a passenger car. The automatic parking device 1 automatically parks the vehicle 2 in a target parking position.

[0012] The vehicle 2 comprises an external sensor 20, an internal sensor 21, an actuation force sensing sensor 22, a human-machine interface (HMI) 23, an electronic control unit (ECU), and an actuator 29. The ECU is an electronic control unit that includes a central processing unit (CPU), read-only memory (ROM), random-access memory (RAM), a controller area network (CAN) communication circuit, and the like. The vehicle 2 includes an automatic parking ECU 24, a drive force ECU 25, a brake force ECU 26, a steering ECU 27, and a gear shift control ECU 28 as ECUs.

[0013] The external sensor 20 is a detection device that detects a situation (i.e., an environment) in the vicinity of the vehicle 2. The detection result of the external sensor 20 is output to the automatic parking ECU 24. For example, the external sensor 20 comprises at least one camera and one radar sensor.

[0014] The camera is an imaging device that captures images of the external environment of vehicle 2. The camera can be mounted on the inside of the windshield of vehicle 2. The camera can be a monocular camera or a stereo camera.

[0015] The radar sensor is a detection device that detects an object in the vicinity of the vehicle 2 using a radio wave (for example, a millimeter wave) or light. Radar sensors include, for example, millimeter-wave radar or optical distance and speed measurement (LIDAR: Light Detection and Ranging). The radar sensor detects the object by transmitting the radio wave or light to the area around the vehicle 2 and receiving the radio wave or light reflected from the object.

[0016] The internal sensor 21 is a detection device that detects the driving state of the vehicle 2. The detection result of the internal sensor 21 is output to the automatic parking ECU 24. The internal sensor 21 includes at least one vehicle speed sensor.

[0017] The vehicle speed sensor is a detection device that detects the speed of vehicle 2. A vehicle wheel speed sensor is used as the vehicle speed sensor; this sensor is mounted on the vehicle wheels of vehicle 2 or on a drive shaft that rotates integrally with the vehicle wheels and detects the rotational speed of the vehicle wheels.

[0018] The internal sensor 21 can comprise an accelerometer or a yaw rate sensor. The accelerometer is a detection device that detects the acceleration of the vehicle 2. It includes a longitudinal accelerometer, which detects acceleration in the longitudinal direction of the vehicle 2, and a lateral accelerometer, which detects lateral acceleration of the vehicle 2. The yaw rate sensor is a detection device that detects the yaw rate about the vertical axis of the center of gravity of the vehicle 2 (i.e., the angular velocity of rotation). A gyroscope, for example, can be used as the yaw rate sensor.

[0019] The actuation sensor 22 is a device that detects an actuation variable of a driving action by the driver of the vehicle 2. The detection result of the actuation sensor 22 is output to the automatic parking ECU 24. The actuation sensor 22 includes, for example, an accelerator pedal sensor and / or a steering sensor.

[0020] The accelerator pedal sensor is a detection device that detects an actuation value of the accelerator pedal. The actuation value of the accelerator pedal is, for example, the position of the accelerator pedal (i.e., a pedal position) relative to a predetermined position. The accelerator pedal sensor is, for example, mounted on a shaft section of the accelerator pedal of vehicle 2.

[0021] The steering sensor is a detection device that detects the rotational state of the steering wheel. The detected value of the rotational state is, for example, a steering torque or a steering angle (an example of the actuation parameter of the steering mechanism). The steering sensor is, for example, mounted on the steering shaft of vehicle 2.

[0022] The actuation parameter sensing sensor 22 can include a brake pedal sensor. The brake pedal sensor is a sensing device that detects an actuation parameter of the brake pedal. The brake pedal sensor can detect an actuation force of the brake pedal (a pressing force on the brake pedal, a pressure of the brake cylinder, or the like).

[0023] The HMI 23 is an interface for information input and output between the driver and the automatic parking device 1. The HMI 23 includes, for example, a display for showing an image, a speaker for audio output, and an actuation button or touch panel for the driver to perform the input process. The actuation button or touch panel includes a start switch to initiate automatic parking, a cancel switch to interrupt the automatic parking process, and an end switch to terminate an interrupted automatic parking process, among other functions. The HMI 23 can use a terminal connected via wireless communication as an input / output terminal.

[0024] The automatic parking ECU 24 is a main piece of hardware that configures the automatic parking device 1 and is a computing device that controls the automatic parking of vehicle 2. The automatic parking ECU 24 is connected to a network, for example via a CAN communication circuit, and is capable of communicating with the configuration elements of vehicle 2 described above. The automatic parking ECU 24 inputs and outputs data by operating the CAN communication circuit, for example based on a signal output from the CPU, stores the input data in RAM, loads the program stored in ROM into RAM, executes the program loaded into RAM, and then implements the function of the configuration elements of the automatic parking ECU 24, which will be described later. The automatic parking ECU 24 can be configured with multiple electronic control units.

[0025] The automatic parking ECU 24 comprises an environment detection unit 241, a route creation unit 242, a vehicle control unit 10 (an example of a vehicle control unit), a receiver unit 11 (an example of a receiver unit), and a release determination unit 12 (an example of a determination unit). The vehicle control unit 10, the receiver unit 11, and the release determination unit 12 correspond to the main functions of the automatic parking device 1.

[0026] The environment detection unit 241 detects the environment of the vehicle 2 based on the detection result of the external sensor 20. For example, the environment detection unit 241 detects the position of an object in the vicinity of the vehicle 2, the size and type of the object, the position of the road surface boundary line of a parking space, and the like.

[0027] Route creation unit 242 creates a route for vehicle 2 for automatic parking using the detection result from environment detection unit 241. Route creation unit 242 creates a route, for example, from the current position of vehicle 2 to a parking position in the target parking space. The target parking space is a parking area where vehicle 2 will be parked automatically. For example, route creation unit 242 sets the target parking space based on the input result from HMI 23. Alternatively, route creation unit 242 can detect an empty parking space as the target parking space.

[0028] The route creation unit 242 creates a route (e.g., a trajectory) based on the positional relationship between vehicle 2 and the destination parking space, the positional relationship between vehicle 2 and the object, and similar factors, to stop vehicle 2 in the destination parking space without touching the object. A known method, such as geometric calculation, can be used in the route creation process. The route can include a turning point in the direction of travel of vehicle 2. In other words, the route can include a forward route and a reverse route for vehicle 2. Furthermore, a target speed corresponding to the position can be included in the route.

[0029] Fig. Figure 2 is a diagram showing an example of an automatic parking scenario for vehicle 2. The diagram in Fig. Scenario 2 depicted is one in which vehicle 2 performs automatic parking in target parking space 100. The automatic parking device 1 initiates the automatic parking process when vehicle 2 is in position K1. The environment detection unit 241 identifies the empty area as target parking space 100 based on the detection result from the external sensor 20. The route creation unit 242 determines the positional relationship between vehicle 2 and target parking space 100 based on the detection result from the external sensor 20 and determines that vehicle 2 should park in reverse in the target parking space. Then, taking into account the turning capability of vehicle 2, a target route is created. The target route comprises a forward route L1 and a reverse route L2, and the junction of routes L1 and L2 becomes the turning point K2.

[0030] To park vehicle 2, the vehicle control unit 10 controls the speed and steering of vehicle 2 and the gear position of vehicle 2's transmission. The vehicle control unit 10 causes vehicle 2 to travel along the route created by the route creation unit 242.

[0031] The vehicle control unit 10 sends signals to the drive force ECU 25 and the brake force ECU 26 to adjust the speed of vehicle 2. For example, the vehicle control unit 10 adjusts the speed of vehicle 2 so that the difference between the target speed for each position and the speed of vehicle 2 is minimized. The vehicle control unit 10 sends a signal to the steering ECU 27 to adjust the steering of vehicle 2. For example, the vehicle control unit 10 adjusts the steering of vehicle 2 so that a steering angle follows the shape of the route. The vehicle control unit 10 sends a signal to the shift control ECU 28 to adjust the gear position of vehicle 2's transmission. For example, the vehicle control unit 10 adjusts the gear position of vehicle 2's transmission so that a gear reversal occurs at the direction change point K2 of the route.

[0032] The receiver unit 11 receives the driving action of the vehicle 2 from the vehicle control unit 10 during automatic parking. The driving action is an action by the driver to control the behavior of the vehicle 2. The driving action includes accelerator pedal actuation, brake pedal actuation, steering action, gearshift lever actuation, button actuation of the HMI 23, switch actuation, and the like. The receiver unit 11 receives the driving action via the actuation parameter sensing sensor 22 or the HMI 23.

[0033] The cancellation determination unit 12 determines whether the driving action received by the receiving unit 11 fulfills a predefined cancellation condition. The driving action to be determined by the cancellation determination unit 12 is different from the action used to decelerate the vehicle's speed. That is, the driving action to be determined is different from brake pedal actuation and includes, for example, accelerator pedal actuation, steering wheel actuation, gearshift lever actuation, HMI 23 button actuation, switch actuation, and the like. When the brake pedal is actuated, the actuation value is reflected in the vehicle's speed 2 during automatic parking.

[0034] The cancellation condition is set according to the driving operation. For example, if the driving operation is a switch actuation, the cancellation condition is met when receiver unit 11 receives an actuation of the HMI 23's cancel switch, which interrupts the execution of automatic parking. For example, in a case where the driving operation is an actuation to change the gear position, the cancellation condition is met when receiver unit 11 receives an actuation to change the gear position from "D" (forward) to "R" (reverse) while vehicle 2 is driving forward. Alternatively, in a case where the driving operation is an actuation to change the gear position, the cancellation condition is met when receiver unit 11 receives an actuation to change the gear position from "R" (reverse) to "D" (forward) while vehicle 2 is driving in reverse.Furthermore, in a case where the driving action is accelerator pedal actuation, the cancellation condition is met when the accelerator pedal actuation exceeds a threshold value. The driving action and the cancellation condition are stored in relation to each other in a memory unit of the ECU. The cancellation determination unit 12 can obtain the cancellation condition corresponding to the driving action by contacting the memory unit. If at least one driving action meets the cancellation condition, the cancellation determination unit 12 determines that a cancellation has been performed.

[0035] In a case where the override determination unit 12 determines that the override condition is met, the vehicle control unit 10 stops the vehicle 2 and sets the gear position of the vehicle 2's transmission to a non-drive range. The vehicle control unit 10 sends a request to the gear position control ECU 28 to set the gear position to the non-drive range. The non-drive range of the transmission is a state in which no power is transmitted to the wheels of the vehicle 2. For example, the non-drive range of the transmission is "P" (Park) or "N" (Neutral).

[0036] The vehicle control unit 10 operates in multiple control modes. In normal mode, the vehicle control unit 10 controls the speed, steering, and gear selection of vehicle 2. If the cancellation determination unit 12 determines that the cancellation condition is met during automatic parking, the control mode of the vehicle control unit 10 changes from normal mode to interrupt mode. Interrupt mode is a state in which automatic parking control is temporarily suspended, while the automatic parking process can continue. When the control mode changes from normal mode to interrupt mode, the vehicle control unit 10 stores information about the calculated route, the location of the destination parking space, the location of vehicle 2, and the surrounding environment as the previous information in the ECU memory unit or similar.Furthermore, the vehicle control unit 10 continues to monitor objects in the vicinity of the vehicle 2 and performs a route recalculation in the background based on the objects' positions. When the interrupt mode is released and the control mode returns to normal mode, the vehicle control unit 10 retrieves the previous information and the recalculation result by contacting the memory unit. As described above, in interrupt mode, the vehicle control unit 10 loads the previous information and the recalculation result and reflects this information and result when the automatic parking process resumes.

[0037] Fig. Figure 3 is a table that illustrates an example of the relationship between the driving process and the states of the parking control system during automatic parking. As shown in Fig. As shown in Figure 3, the vehicle control unit 10 continues with the parking control in a case where the driving action during automatic parking is brake pedal actuation. The vehicle control unit 10 operates in normal mode and reflects the magnitude of the brake pedal actuation in relation to the vehicle's speed 2 during automatic parking. In a case where the driving action during automatic parking is any actuation from the accelerator pedal, steering wheel, gearshift lever, or button and switch operation, the vehicle control unit 10 interrupts the automatic parking. The vehicle control unit 10 stops the vehicle by applying the brakes and enters interrupt mode (the switching stage is the non-drive switching stage). The vehicle control unit 10 can output the control result to the HMI 23. The control result is a control result related to automatic parking.The control result can include the automatic parking control mode.

[0038] Based on the driving process during interrupt mode, the automatic parking ECU 24 determines one of the following actions: resuming automatic parking (returning to normal mode), transferring driving to the driver, or ending automatic parking. In a case where the control mode transitions to interrupt mode, the automatic parking ECU 24 also considers brake pedal actuation when determining the action. Details of the actuation determination are described later. If resuming automatic parking is determined, the automatic parking ECU 24 loads the previous information and the result of the recalculation, re-evaluates the environmental situation, and then resumes automatic parking from the route.In a case where the transfer of driving to the driver is determined, the automatic parking ECU 24 transfers driving to the driver unchanged with the transmission in "N" (neutral). In a case where automatic parking is determined to be complete, the automatic parking ECU 24 changes the transmission to "P" (park).

[0039] The drive force ECU 25 controls the drive force by actuating the actuator 29 of the vehicle 2 based on the request from the automatic parking ECU 24. For example, the actuator 29 actuated by the drive force ECU 25 is a throttle actuator. The brake force ECU 26 controls the brake force by actuating the actuator 29 of the vehicle 2 based on the request from the automatic parking ECU 24. For example, the actuator 29 actuated by the brake force ECU 26 is a brake actuator.

[0040] The steering ECU 27 controls the steering by actuating the actuator 29 of the vehicle 2 based on the request from the automatic parking ECU 24. For example, the actuator 29 actuated by the steering ECU 27 is a steering actuator. The shift stage control ECU 28 controls the shift stage by actuating the actuator 29 of the vehicle 2 based on the request from the automatic parking ECU 24. For example, the actuator 29 actuated by the steering ECU 27 is a shift stage actuator.

[0041] [Operation of the automatic parking device] Fig. Figure 4 is a diagram showing an example of the interaction between the automatic parking ECU 24 and another ECU. As shown in Fig. Figure 4 shows that the interruption process of automatic parking is carried out by the automatic parking ECU 24 and the brake force ECU 26, with the shift stage control ECU 28 and the drive force ECU 25 exchanging the data. Fig. Section 4 describes the process when the vehicle 2 is moving forward. Additionally, the driving process during automatic parking is described as the process in which any operation involving buttons, switches, gearshift levers, or accelerator pedals is performed.

[0042] During automatic parking, the automatic parking ECU 24 receives the activation information in a case where the driver performs an operation (a first operation D1) in which they activate the cancel switch, and executes the cancellation determination (process P3). In a case where the activation information for the cancel switch is received, the automatic parking ECU 24 determines that the cancellation condition is met.

[0043] During automatic parking, if the driver performs an operation (a second operation D2) in which they shift the gear to "R" (Reverse), the gear selector control ECU 28 executes a gear selector actuation detection process (process P1). The gear selector control ECU 28 outputs a current gear position "D" (Forward), which is the current gear position, and a requested gear position "R" (Reverse), which is the requested gear position, to the automatic parking ECU 24.

[0044] The automatic parking ECU 24 receives the actuation information and performs the release determination (process P3). In a case where the actuation for changing from the gear position "D" (forward) to "R" (reverse) is received, the automatic parking ECU 24 determines that the release condition is met.

[0045] During automatic parking, if the driver depresses the accelerator pedal (one pedal actuation: a third process D3), the drive force ECU 25 performs a pedal actuation detection process (process P2). The drive force ECU 25 outputs an actuation value (degree of accelerator pedal opening) to the automatic parking ECU 24. The automatic parking ECU 24 receives the actuation value and performs the release determination (process P3). If the actuation value is greater than or equal to the threshold, the automatic parking ECU 24 determines that the release condition is met.

[0046] In the release determination (process P3), if the release condition is met, the automatic parking ECU 24 outputs the requested braking force to the brake force ECU 26. The brake force ECU 26 performs brake control (process P4) based on the request and outputs the speed information to the automatic parking ECU 24. The automatic parking ECU 24 then performs a stop determination (process P6) to determine, based on the speed information, whether the speed is 0.

[0047] After a stop has been determined during stop determination (process P6), the automatic parking ECU 24 outputs "N" (neutral) to the shift stage control ECU 28 as the requested shift stage. The shift stage control ECU 28 executes a process (process P7) to output "N" (neutral) to the drive force ECU 25 as the requested stage. The drive force ECU 25 performs a shift control (process P8) based on the requested stage and outputs the detected stage "N" (neutral) to the shift stage control ECU 28. The shift stage control ECU 28 compares the requested stage with the detected stage and performs a shift determination (process P9) to confirm that the shift control has been executed. Subsequently, the shift stage control ECU 28 outputs the current shift stage "N" (neutral) to the automatic parking ECU 24.

[0048] When the transmission is in neutral (N), the automatic parking ECU 24 determines that the mode has been switched to interrupt mode (process P10). The automatic parking ECU 24 then instructs the HMI 23 to display a message indicating that automatic parking has been interrupted. The diagram shows an example image that notifies the driver that automatic parking has been interrupted due to the accelerator pedal being pressed.

[0049] The automatic parking ECU 24 causes the HMI 23 to display a button for "automatic parking resume" and a button for "automatic parking exit" during interrupt mode. If the driver applies the brake pedal and presses the "automatic parking resume" button, the automatic parking ECU 24 continues automatic parking (state A1). If the driver applies the brake pedal and also presses the "automatic parking exit" button, the automatic parking ECU 24 transfers control to the driver while continuing interrupt mode (state A2). The gear position at this time is "N" (neutral). If the driver only applies the brake pedal, the automatic parking ECU 24 transfers control to the driver without continuing interrupt mode (state A3). The gear position at this time is "N" (neutral).In a case where the driver does not perform the driving maneuver for a predetermined time, the automatic parking ECU 24 terminates the automatic parking without continuing the interrupt mode (state A4). At this point, the automatic parking ECU 24 sets the gear position to "P" (Park).

[0050] As described above, the automatic parking ECU 24 sets the gear position of vehicle 2 to the non-drive gear range when the cancellation condition is met. The reverse driving process of vehicle 2 is the same; only the "R" (Reverse) and "D" (Forward) positions are used. Fig. 4 are swapped with each other, and the other processes remain the same.

[0051] [Flowchart of the interruption process] Fig. Figure 5 is a flowchart that illustrates an example of the interruption process. The diagram in Fig. The flowchart shown in step 5 is started during automatic parking control.

[0052] As in Fig. As shown in Figure 5, the cancellation determination unit 12, as a determination process (S10), determines whether the cancellation condition is met or not. For example, the cancellation determination unit 12 determines whether the cancellation condition corresponding to the driving operation received by the receiving unit 11 is met or not.

[0053] In a case where the cancellation condition is determined to be met (YES in S10), the vehicle control unit 10 executes the brake control as a stop process (S12) and stops the vehicle 2. Then, the vehicle control unit 10 sets the gear position of the vehicle 2's transmission to the non-drive shift range as a gear setting process (S14). Following this, the vehicle control unit 10 sets the interrupt mode flag to ON (for example, "1") as a flag setting process (S16). The interrupt mode flag is stored in the ECU's memory unit and is set to "ON" if the automatic parking control is interrupted, and to "OFF" otherwise. Accordingly, as a notification process (S18), the vehicle control unit 10 causes the HMI 23 to display a message indicating that the control mode has switched to interrupt mode.

[0054] In a case where it is determined that the cancellation condition is not met (NO in S10) and when the notification process (S18) ends, the Fig. 5. Interruption process shown. In a case where automatic parking control is performed, the vehicle control unit 10 executes the process in which Fig. The flowchart shown in section 5 is followed from the beginning.

[0055] [Flowchart for the process determination process] Fig. Figure 6 is a flowchart that illustrates an example of the process determination process following the interruption process. The diagram in Fig. The flowchart shown in Figure 6 starts in a case where the interrupt mode flag is set to "ON".

[0056] As in Fig. Figure 6 shows that the receiving unit 11 of the automatic parking device 1 determines, as a determination process (S20), whether a driving process is received or not. The driving process here also includes brake pedal actuation.

[0057] In a case where it is determined that the driving operation is being received (YES in S20), the vehicle control unit 10 of the automatic parking device 1 determines, as a determination process (S22), whether the driving operation is a continuation operation. The continuation operation is a driving operation to switch the control mode from interrupt mode to normal mode. For example, the continuation operation is a combination of brake pedal actuation and pressing a "continue automatic parking" button.

[0058] In a case where it is determined that the driving process is a continuation process (YES in S22), the vehicle control unit 10 switches the control mode from interrupt mode to normal mode as a continuation process (S24). That is, the vehicle control unit 10 loads the previous information and the recalculation result, re-evaluates the environmental situation, and then continues the automatic parking from the route on the track.

[0059] In a case where it is determined that the driving operation is not a continuation operation (NO in S22), the vehicle control unit 10 determines, as a determination process (S28), whether the driving operation is a termination operation or not. A termination operation is a driving operation to end automatic parking. For example, a termination operation is simply pressing the brake pedal or a combination of pressing the brake pedal and pressing the "end automatic parking" button.

[0060] In a case where the driving operation is determined to be the termination operation (YES in S28), the vehicle control unit 10, as a transfer process (S30), transmits the driving operation to the driver while the transmission remains in "N" (neutral). For example, the vehicle control unit 10 causes the HMI 23 to display an indication that the automatic parking control is to be terminated, and then the driver drives the vehicle. Subsequently, as a termination process (S32), the vehicle control unit 10 discards the calculation result and the like.

[0061] In contrast, in a case where it is determined that the driving process is not received (NO in S20), the vehicle control unit 10 of the automatic parking device 1 determines as a determination process (S34) whether a predetermined time has elapsed since the start of the interrupt mode or not.

[0062] In a case where it is determined that the specified time has elapsed since the start of the interrupt mode (YES in S34), the vehicle control unit 10, as a transfer process (S36), sets the gear position to "P" (Park) and transfers driving control to the driver. For example, the vehicle control unit 10 causes the HMI 23 to display an indicator that the automatic parking control is to be terminated, and then the driver drives the vehicle. Subsequently, as a termination process (S38), the vehicle control unit 10 discards the calculation result and the like.

[0063] When the continuation process (S24) or the termination process (S32 and S38) is completed, the vehicle control unit 10 sets the interrupt mode flag to “OFF” as a flag reset process (S26).

[0064] In a case where it is determined that the driving operation is not the termination operation (NO in S28), and in a case where it is determined that the specified time from the start of the interrupt mode has not expired (NO in S34), or in a case where the flag reset process (S26) has finished, the Fig. The process determination process shown in section 6. If the interrupt mode flag is switched to "ON" after the end, the process described in section 6 will be continued. Fig. The process determination process shown in section 6 has been carried out from the beginning.

[0065] [Operation of the first embodiment] As described above, according to the automatic parking device 1 of the first embodiment, if the cancellation condition is met during automatic parking, the gear position of the vehicle 2's transmission is set to "N" (neutral), and then control of the vehicle 2 is transferred to the driver. Therefore, the device allows the driver to readjust the gear position when starting the vehicle 2. Accordingly, the device makes it possible to prevent the vehicle 2 from starting in a different gear position than the driver intends.

[0066] [Second Embodiment] [Configuration of the Automatic Parking Device] The configuration of the automatic parking device in a second embodiment differs from the configuration of the automatic parking device 1 of the first embodiment in that some functions of the vehicle control unit 10 are different and others are the same. The configuration of the vehicle in which the automatic parking device is mounted in the second embodiment is the same as that of the vehicle 2 described in the first embodiment. The overlapping description is not repeated below.

[0067] [Flowchart of the interruption process] Fig. Figure 7 is a flowchart that illustrates an example of the interruption process. The diagram in Fig. The flowchart shown in section 7 is started during automatic parking control.

[0068] Determination process (S40), stop process (S42), stage setting process (S44), flag setting process (S46) and notification process (S48), which are in Fig. The processes shown in Figure 7 are the same as the determination process (S10), the stop process (S12), the stage setting process (S14), the flag setting process (S16), and the notification process (S18), which are described in Figure 7. Fig. 5 are shown. In other words, compared to the one in Fig. The only distinguishing feature of the interruption process shown in Figure 5 is the inclusion of the delay determination process (S43).

[0069] As a deceleration determination process (S43), the vehicle control unit 10 determines whether the driving operation is carried out within the deceleration range. In particular, the vehicle control unit 10 determines whether the vehicle 2 slows down at a time when the driving operation is received by the receiver unit 11. Fig. Figure 8 is a diagram showing an example of the speed pattern of vehicle 2 during automatic parking. Fig. Figure 8 shows that the horizontal axis represents distance and the vertical axis represents velocity. The velocity pattern in Fig. 8 is the speed pattern of route L1 of the in Fig. Two parking scenarios were explained. As in Fig. As shown in 8, vehicle 2 starts from position K1 ( Fig. 2) and the speed increases until vehicle 2 travels a predetermined distance (starting range). Afterward, vehicle 2 moves at a predetermined speed (steady-state range). Since it is necessary to change the stage at the direction change point K2, vehicle 2 slows down to stop at the direction change point K2 (deceleration range). That is, the deceleration range is a region within the predetermined range of the direction change point K2.

[0070] In a case where it is determined that the driving operation will be carried out in the deceleration range (YES in S43), the process proceeds to the step setting process (S44). In a case, however, where it is determined that the driving operation will not be carried out in the deceleration range (NO in S43), the process ends in Fig. 7. Interruption process shown.

[0071] [Operation of the second embodiment] The gear change, such as a change in the direction of travel of vehicle 2, is carried out when vehicle 2 reaches the direction change point K2 (when it slows down). In other words, if vehicle 2 does not slow down during parking control, the gear change, such as a change in the direction of travel of vehicle 2, is not carried out. According to the automatic parking device, in the second embodiment, the gear position of vehicle 2's transmission is not set to the non-drive range if vehicle 2 does not slow down, and therefore it is possible to prevent unnecessary gear changes.

[0072] The embodiments described above can be designed in various ways with different modifications and improvements based on the knowledge of the person skilled in the art.

[0073] For example, the vehicle control unit determines 10 in Fig. 6 as a determination process (S28) that the driving process is only the termination process at a time when only the brake pedal actuation or when the combination of brake pedal actuation and the pressing of the "exit automatic parking" button is received. However, the automatic parking process can be modified "in a case where only the brake pedal actuation is received" and "in a case where the combination of brake pedal actuation and pressing of the "exit automatic parking" button is received." For example, in a case where the driver performs the brake pedal actuation and presses the "exit automatic parking" button, the automatic parking ECU 24 can transfer driving to the driver while continuing in interrupt mode (state A2 in Fig. 4) In a case where the driver only operates the brake pedal, the automatic parking ECU 24 can transfer driving to the driver without continuing the interrupt mode (state A3 in Fig. 4).

[0074] For example, in the embodiments described above, the vehicle control unit 10 sets the gear position to the non-drive range after the vehicle 2 has come to a stop; however, these embodiments are not limited to this. For example, the vehicle control unit 10 can stop the vehicle 2 after the gear position has been set to the non-drive range. Alternatively, the stopping process and the gear position setting process can be carried out simultaneously (in parallel).

[0075] Furthermore, in the embodiments described above, the switching stage is set to "N" (neutral) in interrupt mode. However, the switching stage can be set to "N" (neutral) after the transfer of driving control to the driver has been established. For example, the switching stage can be set to "N" (neutral) after it has been established that state A2 and state A3 are in Fig. 4 will be.

Claims

[1] Automatic parking device (1) designed to perform automatic parking of a vehicle (2), comprising: a vehicle control unit (10) configured to control the speed of the vehicle (2), the steering of the vehicle (2) and a gear stage of the transmission of the vehicle (2) in order to park the vehicle (2); a receiving unit (11) which is configured to receive a driving instruction from the vehicle control unit (10) of the driver of the vehicle (2) during automatic parking; and a determination unit (12) which is configured to determine whether the driving process received from the receiving unit (11) meets a predetermined cancellation condition, wherein the vehicle control unit (10) stops the vehicle (2) and sets the gear stage of the vehicle's (2) transmission to a non-drive range, in a case in which the determining unit (12) determines (i) that the driving operation satisfies the cancellation condition and (ii) that the driving operation is carried out in a deceleration range during a journey to a change-of-direction point (K2), wherein the change-of-direction point (K2) is a point on a route to a destination parking space, wherein the change-of-direction point (K2) connects a forward destination route (L1) and a reverse destination route (L2), and wherein the deceleration range includes the change-of-direction point (K2). [2] Automatic parking device (1) according to claim 1, wherein the vehicle control unit (10) does not set the gear stage of the transmission of the vehicle (2) to a non-drive range if the vehicle (2) does not slow down at the time when the driving process is received by the receiving unit (11), even in a case where the determining unit (12) determines that the driving process meets the cancellation condition.

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