Parking assistance device

Abstract

Parking assistance device with: a switching range detection sensor (62) which is configured to detect a current switching range, a warning output device (70, 71, 72, 75, 80) designed to generate a warning to attract the attention of a driver of a vehicle, and a control device (20, 30, 31, 40, 43, 50, 52) which is equipped to perform automatic parking control in order to cause the vehicle to move into a target parking area specified by the driver, where the control unit is set up for Determine whether an exit condition is met (step 535) while the control unit is performing automatic parking control (“Yes” in step 505) and the current switching range is a range other than a park position (“No” in step 510), where the exit condition is a condition that is met when the driver performs an exit action that the driver must perform in order to exit the vehicle. Determine whether the vehicle has already reached the target parking area or not (step 540), Generating an initial warning with an initial warning capability from the warning output device if it is determined that the vehicle has already reached the target parking area, if it is determined that the exit condition is met, and Generating a second warning with a second warning capability from the warning output device or no warning (step 545) if it is determined that the vehicle has not yet reached the target parking area (“No” in step 540), if it is determined that the exit condition is met (“Yes” in step 535), wherein the second warning capability is less than the first warning capability with respect to its ability to attract the driver's attention.

Description

TECHNICAL AREA

[0001] The present disclosure relates to a parking support / assistance device configured to perform automatic parking control in order to cause a vehicle to drive / move to a target parking area specified by a driver. The present disclosure relates in particular to a parking support device configured to generate a warning when the driver is about to exit the vehicle, in a case where the current switching range is not in a park position. BACKGROUND

[0002] Warning devices for vehicles are known that are designed to generate a warning (or alert the driver) when the driver is about to exit the vehicle. One such type of warning device (hereinafter referred to as the "conventional device") is disclosed, for example, in Japanese Patent Application (kokai) 2018-69910.

[0003] The conventional device determines whether the current switching range is in a forward / driving range or not when the driver exhibits any of the potential vehicle exit behaviors in a case where the hybrid vehicle's internal combustion engine automatically stops. The potential vehicle exit behaviors can include opening a driver's door, unfastening a driver's seatbelt, or no longer being seated in the driver's seat. The conventional device generates an initial warning with a first warning capability when the current switching range is in the forward range, as a warning if it appears that the driver is about to exit the vehicle in the aforementioned case.The conventional device generates a second warning with a higher warning level when the current switching range is not in the forward range, as a warning when it appears that the driver is about to exit the vehicle. The first warning level is higher than the second warning level. SUMMARY

[0004] While the automatic parking control is running, the driver sometimes unbuckles their seatbelt while remaining seated to turn around and view the rear of the vehicle. Similarly, the driver might open the driver's side door while remaining seated to view a side and / or rear of the vehicle. When the conventional device is used on a vehicle configured to run the automatic parking control, it will generate a warning if the driver exhibits any of the potential exit behaviors without intending to exit the vehicle. This warning may be distracting to the driver.

[0005] During automatic parking control, it is preferred that the warning is issued with certainty when the driver is about to exit the vehicle if the gearshift is not in the park position.

[0006] The present disclosure is intended to address the problems described above. One of the objectives of the present disclosure is to provide a parking assistance device capable of reliably generating a warning while the automatic parking control is operating when the driver is about to exit the vehicle, in cases where the current switching range is not in the park position, and capable of generating a warning that reduces the possibility of the warning disturbing the driver when the driver performs certain actions when the driver does not intend to leave the vehicle.

[0007] A parking assistance device of a vehicle (hereinafter also referred to as the “present disclosed device”) comprises a switching range detection sensor (62) configured to detect an actual switching range, a warning output device (70, 71, 72, 75, 80) designed to generate a warning to attract the attention of a driver of a vehicle, and a control device (20, 30, 31, 40, 43, 50, 52) which is equipped to perform automatic parking control in order to move the vehicle into a target parking area specified by the driver.

[0008] The control unit is set up for Determine whether an exit condition is met or not (step 535) while the control unit is performing automatic parking control (“Yes” in step 505) and the current switching range is a range other than a park position (“No” in step 510), where the exit condition is a condition that is met when the driver performs an exit action that the driver must perform in order to exit the vehicle. Determine whether the vehicle has already reached the target parking area or not (step 540), Generating an initial warning with an initial warning capability from the warning output device (step 530) if it is determined that the vehicle has already reached the target parking area ("Yes" in step 540), if it is determined that the exit condition is met ("Yes" in step 535), and Generating a second warning with a second warning capability or no warning from the warning output device (step 545) if it is determined that the vehicle has not yet reached the target parking area (“No” in step 540), if it is determined that the exit condition is met (“Yes” in step 535), wherein the second warning capability is less than the first warning capability with respect to its ability to attract the driver's attention.

[0009] The driver sometimes performs actions to observe (view) the area around the vehicle before it has reached the target parking area. These actions may be similar to actions the driver performs to exit the vehicle. That is, the driver is more likely to perform the exit action to observe the area around the vehicle before it has reached the target parking area compared to when it has already reached it. In light of the foregoing, the present disclosed device can reduce the possibility of a strong warning being generated when the driver performs the exit action without intending to exit the vehicle. The present disclosed device can therefore reduce the likelihood that the warning will disturb the driver.

[0010] In some embodiments, the control device is configured to determine that the exit condition is met when the driver performs a first exit action or a second exit action (“Yes” in step 535), and to determine whether the vehicle has already reached the destination parking area or not (step 540) when it is determined that the exit condition is met.

[0011] The probability of the driver actually attempting to leave the vehicle is lower when the driver has performed only one of the exit actions (the first exit action and the second exit action) than when the driver has performed both exit actions. If an exit action has been performed, but the probability of leaving is not high enough, the disclosed device, according to this embodiment, generates a warning that is selected / modified depending on whether the vehicle has already reached the target parking area. Therefore, this disclosed device can generate a warning that appropriately corresponds to the probability of leaving, since the probability of leaving varies depending on whether the vehicle has already reached the target parking area.

[0012] In some embodiments, the control unit for generating a warning is configured with a third warning capability from the warning output device (step 525, step 530) irrespective of whether the vehicle has already reached the target parking area or not, if it is determined that the driver has performed both the first exit action and the second exit action (“Yes” in step 515), wherein the third warning capability is equal to or greater than the first warning capability with respect to its ability to attract the driver’s attention.

[0013] The probability of the driver exiting the vehicle is high (or higher than if the driver has performed only one exit action) when both exit actions have been carried out. If it is determined that the driver has performed both exit actions, the present disclosed device, according to this embodiment, generates the warning with a third warning capability that is equal to or greater than the first warning capability with respect to its ability to attract the driver's attention. Therefore, this present disclosed device can, with a high probability, cause the driver to notice that the shift mechanism is not in the park position.

[0014] In some embodiments, the control unit is configured to Determine whether the driver has performed a quasi-exit action or not (step 520), wherein the probability that the driver will exit the vehicle if the driver has performed the quasi-exit action is lower than the probability that the driver will exit the vehicle if the driver has performed both the first and second exit actions (“Yes” in step 515). Generating a warning with a warning capacity from the warning output device that is greater than the first warning capacity in terms of its ability to attract the driver's attention (step 525) when it is determined that the driver has performed the quasi-abandonment action (“Yes” in step 520), in a case where the driver has performed both the first and second abandonment actions, and Generating a warning with a warning capacity equal to the first warning capacity regarding the ability to attract the driver's attention from the warning output device (step 530) if it is determined that the driver has not performed the quasi-exit action ("No" in step 520), in the case where the driver has performed both the first exit action and the second exit action.

[0015] The probability that the driver will exit the vehicle while the switching range remains in one of the areas other than the park position is very high if the driver has performed the first exit action, the second exit action, and the quasi-exit action. In this case, the present disclosed device, according to this embodiment, generates the warning with greater warning capability. This presented disclosed device can therefore reduce the probability that the driver will exit the vehicle while the switching range remains in one of the areas other than the park position.

[0016] Remarkably, in the preceding description, for the sake of clarity, the elements or similar features of the disclosure corresponding to those of the embodiments of the disclosure described below are identified by names and / or symbols used in those embodiments. However, the elements of the disclosure are not limited to those in the embodiments defined by the names and / or symbols. Other functions, features, and concomitant advantages of the present disclosure will be readily apparent from the following description of the embodiments of the disclosure with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS Fig. Figure 1 shows a schematic representation of a parking support device (the present support device) of a vehicle according to an embodiment of the present disclosure. Fig. Figure 2 shows a top view of the vehicle to illustrate the positions of camera sensors, front distance sonars and rear distance sonars, and to illustrate the detection ranges of the front distance sonars and the rear distance sonars. Fig. Figure 3 shows a diagram illustrating an automatic parking control system. Fig. Figure 4 shows a diagram illustrating a relationship between driver actions, vehicle conditions, and warning capabilities. Fig. Figure 5 shows a flowchart of a routine executed by a CPU of a system Fig. The parking assistance ECU shown in section 1 is executed. Fig. Figure 6 shows a representation illustrating warning patterns of warning abilities. Fig. Figure 7 shows a flowchart of a routine executed by a CPU of a system Fig. The parking assistance ECU shown in section 1 is executed. DETAILED DESCRIPTION

[0017] With reference to the drawings, a "parking support (or parking assistance) device 10 for a vehicle" according to an embodiment of the present disclosure is described. Hereinafter, the parking support device 10 is referred to as the "present support device 10". (Configuration)

[0018] The present support device 10 is used in a vehicle VA (see Fig. 2) applied. As in Fig. As shown in Figure 1, the present assistance device 10 comprises a parking assistance ECU 20, a steering ECU 30, a brake ECU 40, and an internal combustion engine ECU 50. The parking assistance ECU 20 is referred to as "PSECU 20". The aforementioned ECUs are interconnected via a communication / sensor system control area network (CAN) (not shown) to enable them to send and receive information to and from each other.

[0019] An "ECU" is an abbreviation for Electronic Control Unit. Each of these ECUs comprises a microcomputer as its main component. The microcomputer contains a CPU, ROM, RAM, non-volatile memory, and an I / F interface. The CPU performs various functions by executing instructions / programs / routines stored in the ROM. Some or all of these ECUs can be integrated into a single ECU.

[0020] The present support device 10 comprises four camera sensors 21A to 21D, six front distance sonar sensors 22A to 22F, six rear distance sonar sensors 23A to 23F, wheel speed sensors 24, a driver safety belt sensor 25, a driver door sensor 26 and a parking support button 28. These sensors (21A to 21D, 22A to 22F, 23A to 23F, 24, 25, 26) and the button 28 are electrically connected to the PSECU 20.

[0021] Camera sensors 21A to 21F are referred to as "camera sensors 21" when it is not necessary to distinguish them from one another. Front-space sonars 22A to 22F are referred to as "front-space sonars 22" when it is not necessary to distinguish them from one another. Rear-space sonars 23A to 23F are also referred to as "rear-space sonars 23" when it is not necessary to distinguish them from one another. Front-space sonars 22 and rear-space sonars 23 are referred to as "space sonars" when it is not necessary to distinguish them from one another.

[0022] As in Fig. As shown in Figure 2, camera sensor 21A is fixedly mounted in the center of a front end section (a front bumper) FE of vehicle VA in one direction across the width of the vehicle to photograph (or capture / take an image of) a scene in front of vehicle VA every time a predetermined time elapses. Camera sensor 21B is fixedly mounted on the left side mirror LSM on the left side of vehicle VA to photograph (or capture / take an image of) a scene to the left of vehicle VA every time a predetermined time elapses. Camera sensor 21C is fixedly mounted on a right side mirror RSM on the right side of vehicle VA to photograph (or capture / take an image of) a scene on the right side of vehicle VA every time a predetermined time elapses.The camera sensor 21D is fixedly mounted in the center of a rear end section RE of the vehicle VA, in the vehicle width direction, for photographing (or capturing / receiving an image of) a scene behind the vehicle VA each time a predetermined time elapses. In this description, photographing the scene has the same meaning as generating image data of the scene.

[0023] Each of the spacecraft sonares emits ultrasonic waves toward a detection area. If an object is present within the detection area, the object reflects the ultrasonic wave. The spacecraft sonar that emitted the ultrasonic wave receives the ultrasonic wave reflected by the object to detect it. Each spacecraft sonar transmits object information to the PSECU 20, which includes a time (a radiation-receive time) from a transmission time to a reception time. The transmission time is the point in time at which each spacecraft sonar emits the ultrasonic wave. The reception time is the point in time at which each spacecraft sonar receives the ultrasonic wave.The PSECU 20 is designed to obtain a distance between the object and each of the distance sonars based on the transmit-receive time and to specify / obtain a position of the object relative to the vehicle VA using "a direction of the detection range of the distance sonar transmitting the object information" and the obtained distance.

[0024] The front distance sonares 22A to 22D are fixed at regular intervals in the front rear section FE of the vehicle VA in the vehicle width direction. The front distance sonares 22A to 22D each detect objects in detection areas DA1A to DA1D. Each detection area DA1A to DA1D is shaped like an elliptical form extending towards the front of the vehicle VA. The front distance sonar 22E is fixed on the front left side of the vehicle VA. The front distance sonar 22E detects an object that is present in detection area DA1E. Detection area DA1E is shaped like an elliptical form that extends to the left from the front distance sonar 22E. The front distance sonar 22F is fixed on the front right side of the vehicle VA. The front distance sonar 22F detects an object that is present in detection area DA1F.The DA1F detection area is shaped like an elliptical form, extending in a right-hand direction from the 22F front-space sonar.

[0025] The following distance sonares 23A to 23D are fixed at regular intervals on the rear end section RE of the vehicle VA in the vehicle width direction. The following distance sonares 23A to 23D each detect objects in detection areas DA2A to DA2D. Each of the detection areas DA2A to DA2D is elliptical in shape and extends in a rearward direction of the vehicle VA. The following distance sonar 23E is fixed on the rear left side of the vehicle VA. The following distance sonar 23E detects an object that is present in detection area DA2E. The detection area DA2E is elliptical in shape and extends to the left from the following distance sonar 23E. The following distance sonar 23F is fixed on the rear right side of the vehicle VA. The following distance sonar 23F detects an object that is present in detection area DA2F.The DA2F detection area is shaped like an elliptical form, extending to the right from the 23F back-range sonar.

[0026] The maximum range of the ultrasonic wave emitted by the respective rangefinder sonares 22E to 22F and 23E to 23F is greater than the maximum range of the ultrasonic wave emitted by the respective rangefinder sonares 22A to 22D and 23A to 23D. The distance at which the rangefinder sonares 22E to 22F and 23E to 23F can detect the object located in the right or left side area of ​​the vehicle VA is greater than the distance at which the rangefinder sonares 22A to 22D and 23A to 23D can detect the object located in the front or rear area of ​​the vehicle VA, respectively.

[0027] Sensors 24 and 25 are described below with reference to Fig. 1 described.

[0028] Each of the wheel speed sensors 24 generates a pulse signal when the corresponding wheel rotates by a predetermined angle. Based on these pulse signals, the PSECU 20 specifies / receives a vehicle speed Vs.

[0029] The driver's seat belt sensor 25 detects whether the driver's seat belt is fastened or unfastened and transmits a detection signal indicating this status. The fastened / unfastened status indicates whether the driver's seat belt is secured or not. The driver's door sensor 26 detects whether the driver's door is open or closed and transmits a detection signal indicating this status. In other words, the detection signal from the driver's door sensor 26 indicates whether the driver's door is being opened or not.

[0030] The parking assist button 28 is located near the steering wheel (not shown). The driver operates the parking assist button 28 when they want the PSECU 20 to perform automatic parking control.

[0031] The steering ECU 30 is a control unit for a known power steering system. The steering ECU 30 is electrically connected to a steering motor 31. The steering motor 31 is embedded in a steering assembly (not shown) that includes the steering wheel, a steering shaft electrically connected to the steering wheel, and a steering gear assembly. The steering motor 31 generates torque by using electrical power supplied by a vehicle battery (not shown) installed in the vehicle VA. The direction, magnitude, and other characteristics of the torque are adjusted by the steering ECU 30. The torque is used to generate steering assist torque and / or to steer a left steered wheel and a right steered wheel (to change the steering angle of the vehicle VA).

[0032] The steering ECU 30 detects a steering torque applied by the driver using a torque sensor (not shown) to cause the steering motor 31 to generate the steering assist torque, which corresponds to the detected steering torque, to facilitate steering input for the driver. The steering ECU 30 also detects a steering angle of the steering wheel using a steering angle sensor (not shown). When the steering ECU 30 receives a steering instruction transmitted by the PSECU 20, which includes a target steering angle, the steering ECU 30 controls a control state of the steering motor 31 such that the detected steering angle matches the target steering angle contained in the steering instruction in order to steer the steered wheel.

[0033] The brake ECU 40 is electrically connected to a brake pedal position sensor 41, wheel speed sensors 24, or the like. The brake ECU 40 receives a detection signal from each of these sensors.

[0034] The brake pedal operating range sensor 41 detects an operating range (a brake pedal operating range) BP of a brake pedal 42 of the vehicle VA. The brake pedal operating range BP becomes “0” when the driver does not operate the brake pedal 42 (that is, when the driver releases the brake pedal 42).

[0035] The brake ECU 40 is electrically connected to a brake actuator 43. The brake actuator 43 is a hydraulic control actuator. The brake actuator applies a frictional braking force to the wheel. Normally, the brake ECU 40 controls the brake actuator 43 such that the braking force, called the service braking force, which corresponds to the brake pedal operating range BP, is applied to the wheel. While the PSECU 20 performs the automatic parking control, the brake ECU 40 controls the brake actuator 43 such that a braking force corresponding to the service braking force or a required braking force transmitted by the PSECU 20, whichever is greater, is applied to the wheel.

[0036] The internal combustion engine ECU 50 is electrically connected to internal combustion engine sensors 51 and receives a detection signal from each of the internal combustion engine sensors 51.

[0037] The internal combustion engine sensors 51 detect various control state variables of a gasoline-injected, spark-ignition, multi-cylinder internal combustion engine (not shown) that constitutes a power source for the vehicle VA. The internal combustion engine sensors 51 include a throttle valve opening degree sensor, an internal combustion engine speed sensor, and an intake air quantity sensor. The internal combustion engine sensors 51 further include an accelerator pedal actuation degree sensor configured to detect an actuation degree AP of an accelerator pedal (not shown).

[0038] The internal combustion engine ECU 50 is electrically connected to internal combustion engine actuators 52, which include a throttle valve actuator and a fuel injection actuator. The internal combustion engine ECU 50 modifies the torque generated by the internal combustion engine by controlling the internal combustion engine actuator 52 to adjust the driving force of the vehicle VA. The internal combustion engine ECU 50 controls the throttle valve actuator such that the throttle valve opening degree corresponds to a target throttle valve opening degree. In normal driving conditions, the internal combustion engine ECU 50 determines the target throttle valve opening degree as the operating target throttle valve opening degree such that it increases when the accelerator pedal input increases.While the PSECU 20 performs the automatic parking control, the internal combustion engine ECU 50 controls the internal combustion engine actuator 52 in such a way that the throttle valve opening degree corresponds to a required target throttle valve opening degree transmitted by the PSECU 20, or to the operating target throttle valve opening degree, whichever is greater.

[0039] The present support device 10 further comprises a gear actuator 60, a gear unit 61 and a shift position sensor 62.

[0040] The transmission actuator 60 is electrically connected to the PSECU 20 and the transmission 61. The transmission actuator 60 shifts a gear position of the transmission 61 of the vehicle VA. The shift position sensor 64 is electrically connected to the PSECU 20 and outputs a detection signal from the PSECU 20 indicating a "shift position SP (i.e., a shift range)," which is the position of a (not shown) gearshift lever operated by the driver. The shift position SP is either in a forward range, a reverse range, a neutral range, or a park position. The shift position sensor 62 is referred to as the shift range detection sensor and is configured to transmit the detection signal to the PSECU 20.

[0041] The PSECU 20 determines the gear position of the transmission 61 based on the shift position SP, the accelerator pedal input AP, and the vehicle speed Vs. The PSECU 20 then transmits a control signal to the transmission actuator 60, enabling the specified gear position to be reached. For example, if the shift position is in the reverse range "R", the PSECU 20 and the transmission actuator 60 adjust the gear position of the transmission 61 to a position that causes the vehicle VA to move backward. If the shift position SP is in the forward range "D", the PSECU 20 and the transmission actuator 60 adjust the gear position of the transmission 61 to a position that causes the vehicle VA to move forward.When the shift position SP is in a position of the park position “P”, the PSECU 20 and the transmission actuator 60 set the gear position of the transmission 61 to a position to prevent the vehicle VA from moving (to cause the vehicle VA to continue stopping).

[0042] The present support device 10 further comprises a display unit 70, a buzzer 75, and a horn 80. The display unit 70 includes an interactive control panel (an interactive control panel display) 71 and a loudspeaker 72. The display unit 70 receives display information from the ECUs and a (not shown) navigation system of the vehicle VA for display on the interactive control panel 71. When a passenger or the driver touches a screen of the interactive control panel 71, the display unit 70 receives / detects an input corresponding to the position being touched. The loudspeaker 72 produces a voice message from the navigation system. The buzzer 75 includes a loudspeaker configured to produce warning tones directed to the interior of the vehicle VA.The horn 80 is designed to generate warning tones to the outside of the vehicle VA in response to driver operation and / or an instruction from the PSECU 20. (Automatic parking control)

[0043] Next, the automatic parking control will be discussed with reference to Fig. 3 described. In automatic parking control, the present support device 10 automatically controls the acceleration, deceleration and steering angle of the vehicle VA. However, the driver must operate the gearshift lever to shift the gear range into the appropriate range.

[0044] The present support device 10 searches for parking areas PA based on the image data obtained by the camera sensors 21A to 21D and the object information obtained by the distance sonars, where the vehicle VA can be parked if the vehicle speed Vs is equal to or less than a predetermined threshold speed Vsth. A process / method for searching for the parking areas PA is known and is disclosed, for example, in Japanese patent application (kokai) 2015-3565, Japanese patent application (kokai) 2014-69645, Japanese patent application (kokai) 2016-2957 and Japanese patent application (kokai) 2016-84094.

[0045] If, after that, the parking assist button turns into a Fig. At the time T1 shown in Figure 3, when the vehicle VA stops, the present support device 10 displays a (not shown) target parking area setting screen on the interactive control panel 71. The target parking area setting screen displays the positions of the detected parking areas PA relative to the vehicle. The target parking area setting screen is also configured to receive / capture a target parking area PAt setting from among the displayed parking areas PA. The target parking area PAt is the parking area PA in which the vehicle VA is scheduled to be parked via the automatic parking control. The driver sets the target parking area PAt by touching a position on the target parking area setting screen, where the position corresponds to one of the parking areas PA that the driver wishes to designate as the target parking area PAt. In the Fig. In example 3, the area PAt is defined as the target parking area PAt. Therefore, perpendicular parking is required for the vehicle to be parked in the target parking area PAt. When perpendicular parking is performed, the front-to-back direction of the vehicle VA, observed when perpendicular parking is complete, intersects the front-to-back direction of the vehicle VA observed at time T1.

[0046] After the target parking area PAt has been determined, the present support device 10 calculates a target parking route (a target parking path) PRt. The target parking route PRt is a route along which the vehicle VA is moved so that it is parked in the target parking area PAt from the position of the vehicle VA at time T1. A process / method for calculating the target parking route PRt is known and is disclosed, for example, in Japanese patent application disclosure (kokai) 2015-3565 and Japanese patent application disclosure (kokai) 2016-84094. In the Fig. In the example shown, vehicle VA moves along the parking route PAt indicated by a thick line to a switching point P1 from the position of vehicle VA at time T1 forward, turning right, and then vehicle VA moves backward from the reversing point P1 to the destination parking area PRt, turning left.

[0047] After the assistance device 10 has calculated the target parking route PRt, it displays a message on the interactive control panel 71 to prompt the driver to shift the gear selector SP into the forward range “D”. Once the driver has moved the gear selector to the forward range “D”, the vehicle VA begins to move forward along the target parking route PRt. The PSECU 20 transmits the steering instruction, which includes a suitable target steering angle, to the steering ECU 30, a control instruction, which includes a suitable target throttle opening, to the internal combustion engine ECU 50, and a braking instruction, which includes a suitable required braking force, to the brake ECU 40, so that the vehicle VA moves along the target parking route.

[0048] The vehicle VA reaches the switching point P1 at time T2. Specifically, a vehicle reference position Pb, located midway between the left and right rear wheels of the vehicle VA, reaches the switching point P1 at time T2. At time T2, the assistance device 10 begins displaying a message on the interactive control panel 71 to prompt the driver to shift the gear range to reverse “R”. Once the driver has moved the gearshift lever to reverse “R”, the vehicle VA begins to reverse along the destination parking route PRt.

[0049] The vehicle VA reaches the target parking area PAt at time T3. Specifically, the vehicle reference point Pb reaches a target reference point Pbt of the target parking area PAt at time T3. At time T3, the present assistance device 10 begins displaying a message on the interactive control panel 71 to prompt the driver to shift the gear selector to the park position “P”. Once the driver has moved the gear selector to the park position “P”, the vehicle VA terminates the automatic parking control. (Overview of working methods)

[0050] Next, an overview of the operation of the present support device 10 will be given with reference to Fig. 4 described.

[0051] In the event that the shift range is not in the parking range “P” while the present support device 10 is performing automatic parking control, the present support device 10 generates a warning to prompt the driver to shift the shift position SP to a position corresponding to the parking range “P” if the driver exhibits or performs at least one of the following behaviors (exit actions) C1 and C2. C1: An action by the driver, namely that he has unbuckled his seatbelt. C2: An action by the driver, namely that he has opened the driver's door.

[0052] The present support device 10 can generate three types of warnings, which have three different warning capabilities. (Attention-attracting ability) 1 to 3. Warning ability is the ability to attract the driver's attention. Warning ability 1 is the lowest among warning abilities 1 to 3, and warning ability 3 is the highest among warning abilities 1 to 3. Patterns of warnings with the respective warning abilities 1 to 3 are described later.

[0053] The present support device 10 generates a warning with warning strength 1 or 2, depending on whether the vehicle VA has reached the target parking area PAt or not, when the driver performs one of the exit actions C1 and C2. Specifically, the present support device 10 determines that a "medium" probability of the driver exiting the vehicle VA is required to generate a warning with warning strength 2 if the vehicle VA has already reached the target parking area PAt. The present support device 10 determines that a "low" probability of exit is required to generate a warning with warning strength 1 if the vehicle VA has not yet reached the target parking area PAt. The warning generated when the vehicle VA has already reached the target parking area PAt can be referred to as a "reach warning," "post-park warning," or "first warning."The warning that is generated when the vehicle VA has not yet reached the target parking area PAt can be referred to as a "not reached warning", "pre-park warning" or "second warning".

[0054] If the driver performs exit action C1 before vehicle VA reaches target parking area PAt, it is likely that the driver has unbuckled their seatbelt to turn around and observe / view the rear of vehicle VA while remaining in the driver's seat. If the driver performs exit action C2 before vehicle VA reaches target parking area PAt, it is likely that the driver has opened the driver's seat door to observe / view the side and / or rear of the vehicle while remaining in the driver's seat.

[0055] If the warning with high warning intensity is generated when the driver performs one of the exit actions C1 and C2 without intending to leave the vehicle VA, there is a high probability that the warning will disturb the driver. Therefore, the present assistance device 10 generates the warning with warning intensity 1 even if the driver performs one of the exit actions C1 and C2, provided the vehicle VA has not yet reached the target parking area PAt. A situation in which the driver performs one of the exit actions C1 and C2 before the vehicle VA reaches the target parking area PAt is referred to as “Situation 1”.

[0056] Once the vehicle VA has reached the target parking area PAt, the driver does not need to unbuckle the driver's seatbelt and / or open the driver's door to check the surroundings during automatic parking control, or to observe / view the side and / or rear areas while remaining in the driver's seat. Therefore, the probability that the driver intends to exit the vehicle VA (leave the vehicle VA) when the driver performs one of the exit actions C1 and C2 after the vehicle VA has reached the target parking area PAt is higher than the probability of exit in situation 1. In this case, the present support device 10 therefore generates the warning with warning capability 2.

[0057] The probability that the driver will exit the vehicle VA if the driver performs both exit actions C1 and C2 is higher than the probability of exit in situation 1. In this case, the present support device 10 generates a warning with a warning power equal to or greater than warning power 2.

[0058] The present support device 10 generates a warning with warning capability 3, in particular, when the driver performs a quasi-exit action C3 after having performed both exit actions C1 and C2. The quasi-exit action C3 is the driver's action to release the brake pedal 42. The present support device 10 generates a warning with warning capability 2 if the driver does not perform the quasi-exit action C3 (that is, if the driver continues to press the brake pedal 42) after having performed both exit actions C1 and C2. The probability that the driver will exit the vehicle VA after performing exit actions C1 and C2 and the quasi-exit action C3 is very high.It is noted that the probability of the driver exiting vehicle VA when the driver only performs the quasi-exit action C3 is lower than the probability of the driver exiting vehicle VA when the driver has only performed one of the exit actions C1 and C2. (Specific working method)

[0059] The CPU of the PSECU 20 is used to execute a routine (a warning start control routine) which is defined by a flowchart in Fig. As shown in Figure 5, the CPU is set up each time a predetermined time expires. Below, the CPU is the CPU of the PSECU 20 unless otherwise specified.

[0060] When a suitable time arrives, the CPU starts processing the data in Fig. Step 500, as shown in step 5, is performed, and the process proceeds to step 505 to determine whether automatic parking control is being executed. If automatic parking control is currently being executed, the CPU performs a "Yes" determination in step 505 and proceeds to step 510 to determine whether the switching range is in the "P" parking position.

[0061] If the shift lever is not in the park position "P", the CPU performs a "No" determination in step 510 and proceeds to step 515. In step 515, the CPU determines whether the driver has performed both exit actions C1 and C2. Specifically, the CPU determines, based on the detection signal from the driver's seat belt sensor 25, whether the driver has performed exit action C1. Furthermore, based on the detection signal from the driver's door sensor 26, the CPU determines whether the driver has performed exit action C2.

[0062] If the driver has performed both exit actions C1 and C2, the CPU performs a "Yes" determination in step 515 and proceeds to step 520 to determine whether the driver has performed the quasi-exit action C3. Specifically, the CPU obtains the brake pedal actuation value BP, detected by the brake pedal actuation sensor 41, from the brake ECU 40 and determines whether the brake pedal actuation value BP is "0" or not. If the brake pedal actuation value BP is "0", the CPU determines that the driver has performed the quasi-exit action C3. If, on the other hand, the brake pedal actuation value BP is not "0", the CPU determines that the driver has not performed the quasi-exit action C3.

[0063] If the driver has performed the quasi-exit action C3, the CPU makes a determination of "Yes" in step 520 and proceeds to step 525 to generate the warning with warning level 3. The CPU then proceeds to step 595 to temporarily terminate the current routine. If, on the other hand, the driver has not performed the quasi-exit action C3, the CPU makes a determination of "No" in step 520 and proceeds to step 530 to generate the warning with warning level 2. The CPU then proceeds to step 595 to temporarily terminate the current routine.

[0064] If the driver has not performed either of the exit actions C1 and C2 (that is, if the driver has performed only one of the exit actions C1 and C2, or if the driver has performed neither of the exit actions C1 and C2), when the CPU proceeds to step 515, the CPU performs a "No" determination in step 515 and proceeds to step 535. In step 535, the CPU determines whether the driver has performed either of the exit actions C1 and C2. If the driver has performed either of the exit actions C1 and C2, the CPU performs a "Yes" determination in step 535 and proceeds to step 540.

[0065] In step 540, the CPU determines whether the vehicle VA has already reached the target parking area PAt. If the vehicle has already reached the target parking area PAt, the CPU performs a determination of "Yes" in step 540 and proceeds to step 530 to generate the warning with warning level 2. The CPU then proceeds to step 595 to temporarily terminate the current routine. If, on the other hand, the vehicle has not yet reached the target parking area PAt, the CPU performs a determination of "No" in step 540 and proceeds to step 545 to generate the warning with warning level 1. The CPU then proceeds to step 595 to temporarily terminate the current routine.

[0066] If the driver has not performed either of the exit actions C1 and C2 when the CPU proceeds to step 535, the CPU performs a "No" determination in step 535 and proceeds to step 595 to provisionally terminate the current routine. In this case, the CPU does not need to generate a warning, as the driver has not performed either of the exit actions C1 and C2. Therefore, the CPU does not generate any warnings.

[0067] If automatic parking control is not executed when the CPU goes to step 505, the CPU performs a "No" determination in step 505 and goes to step 595 to temporarily terminate the current routine.

[0068] If the switching area is in the park position “P” when the CPU goes to step 510, the CPU performs a determination “Yes” in step 510 and goes to step 595 to temporarily terminate the current routine.

[0069] Next, the warnings with warning levels 1 to 3 will be issued with reference to Fig. 6 described. The present support device 10 generates the warnings using the interactive control panel 71, the buzzer 75, the speaker 72 and the horn 80. While the automatic parking control is running, an automatic parking support screen 600 is displayed on the interactive control panel 71 (see Fig. 6) displayed. The automatic parking assistance screen 600 includes a forward direction observation / confirmation screen 610 and a bird's-eye view screen 620. An image displayed on the forward direction observation screen 610 is generated by cropping three-dimensional image data formed from synthesized image data obtained by synthesizing the image data from each of the camera sensors 21A to 21D. The image displayed on the forward direction observation screen 610 corresponds to a view of a forward / movement direction area of ​​the vehicle VA. An image displayed on the bird's-eye view screen 620 is generated by cropping the three-dimensional image data and corresponds to an environment view of the vehicle VA from a bird's-eye view point positioned directly above the vehicle VA. < Warning ability 1 > - Interactive control panel 71: A message “Please switch the gearshift to the park position “P” is displayed at the top of the bird's-eye view screen 620. The background color of any window displaying the message is white. - Buzzer 75: A single tone (“PON”) is produced by the buzzer 75. - Speaker 72: A message “Please switch the switching range” to the park position “P”” is generated by speaker 72 only once. - Horn 80: Horn 80 does not produce a warning tone. < Warning ability 2 > - Interactive Control Panel 71: The same message as above is displayed on the bird's-eye view screen 620, but the background color of the window in which the message is displayed is red. - Buzzer 75: An intermittent tone (a non-continuous tone) is produced by the buzzer 75 with the following tone pattern. It sounds like "Pi-(pause) - Pi- (pause)- Pi- (pause-)- Pi -(pause) -Pi- (pause) Pi".

[0070] The system begins by generating a warning tone (a continuous tone sounding like "pi") from buzzer 75. The warning tone stops after a predetermined first period of time has elapsed from the moment it began generating. When a predetermined second period of time has elapsed from the moment the warning tone stops, the system begins generating the warning tone (the continuous beep) again. That is, the continuous beep is generated over the first period with the interval of the second period. It is noted that details of the above tone pattern are disclosed, for example, in Japanese patent application disclosure (kokai) 2019-32744. - Speaker 72: The same voice message as above is repeatedly generated by speaker 72. - Horn 80: Horn 80 does not produce a warning tone.

[0071] The warning with warning level 2 differs from the warning with warning level 1 in the following points. That is, warning level 2 is stronger than warning level 1 due to the following points. - The background color of the window is red. - The intermittent tone is generated by the Buzzer 75. - The voice message is repeatedly generated by speaker 72. < Warning ability 3 > - Interactive control panel 71: The same screen as the one used for the warning with warning capability 2 is displayed on the interactive control panel 71. - Buzzer 75: The buzzer 75 produces a continuous tone ("Bee ... - Speaker 72: As with the warning with warning capability 2, the same voice message as above is repeatedly generated by speaker 72. - Horn 80: A set of intermittent tones (such as "Pi- (pause) - Pi- (pause)-Pi- (pause-) -Pi - (pause)-Pi- (pause) Pi"), which has a similar pattern to that produced by Buzzer 75 during a warning with warning level 2, is repeated three times. Afterward, no warning tone is produced for a predetermined period. Then, the single set of intermittent tones is produced, followed by a pause of the predetermined duration. This pattern is repeated.

[0072] The warning with warning level 3 differs from the warning with warning level 2 in the following points. That is, warning level 3 is stronger than warning level 2 due to the following points. - The continuous tone is generated by the buzzer 75. - The warning tone is generated by horn 80.

[0073] Next, a warning end control routine is implemented with reference to Fig. 7 described.

[0074] The CPU is responsible for executing the steps outlined in the flowchart. Fig. The warning end control routine shown in section 7 is set up every time a predetermined time expires.

[0075] When a suitable time arrives, the CPU starts processing a task within Fig. The CPU proceeds to step 700 (as shown) and then to step 710 to determine whether a warning (with any warning level) is currently being generated. If a warning is being generated, the CPU performs a "Yes" determination in step 710 and then proceeds to step 720 to determine whether the switching range is in the park position "P" or not.

[0076] If the switching area is not in the park position "P", the CPU performs a "No" determination in step 720 and proceeds to step 730 to continue generating the warning. Afterwards, the CPU proceeds to step 795 to temporarily terminate the current routine.

[0077] If, on the other hand, the switching area is in the park position "P", the CPU performs a "Yes" determination in step 720 and proceeds to step 740 to stop generating the warning. Afterwards, the CPU proceeds to step 795 to temporarily terminate the current routine.

[0078] If the warning is not generated when the CPU goes to step 710, the CPU performs a "No" determination in step 710 and goes to step 795 to temporarily terminate the current routine.

[0079] In the event that the switching range is not in the park position as described above while the automatic parking control is being executed, the present support device 10 performs the following if the driver has performed one of the exit actions C1 and C2: It generates the warning (the reached warning) with the first warning signal when the vehicle VA has already reached the target parking area, and It generates the warning (the not reached warning) with the second warning level, which is lower than the first warning level, if the vehicle VA has not yet reached the target parking area.

[0080] Therefore, if the driver has performed one of the exit actions C1 and C2 without intending to exit vehicle VA (to leave vehicle VA), the warning will be issued with a suitable warning level so that the likelihood of the warning disturbing the driver can be reduced.

[0081] The present disclosure is not limited to the foregoing embodiment and may include various modifications within the scope of protection of the present disclosure.

[0082] For example, the present support device 10 may further include a seat sensor configured to detect whether the driver is seated in the driver's seat or not. This configured device 10 may be configured to determine whether the vehicle VA has reached the target parking area PAt or not, if the seat sensor detects that the driver is not seated in the driver's seat, when the shift lever is not in the park position while the automatic parking control is running. The present support device 10, configured in this way, then generates a warning with warning level 2 if it is determined that the vehicle VA has already reached the target parking area PAt, and generates a warning with warning level 1 if it is determined that the vehicle VA has not yet reached the target parking area PAt.

[0083] The seat sensor can be replaced by a driver monitoring camera sensor. The driver monitoring camera sensor receives image data by photographing a scene whose center is located at (i.e., around) the driver's seat. If the shift range is not in the park position while the automatic parking control is running, the modified present support device 10 can be configured with the driver monitoring camera sensor to determine whether the vehicle VA has already reached the target parking area PAt or not, if the modified present support device 10 determines, based on the image data obtained from the driver monitoring camera sensor, that the driver is not sitting in the driver's seat.

[0084] Furthermore, one of the two aforementioned modified support devices (hereinafter referred to simply as the "third modified device") may be configured to determine whether the driver has opened the driver's seat door or not, if it is determined that the vehicle VA has already reached the target parking area PAt, when the seat sensor or the driver monitoring camera sensor determines that the driver is not in the driver's seat. The third modified device may then generate the warning with warning capability 3 if it is determined that the driver has opened the driver's seat door, and may generate the warning with warning capability 2 if it is determined that the driver has not opened the driver's seat door.

[0085] Furthermore, it is noted that if the CPU is in the Fig. In step 540, shown in step 540, a determination of "No" is made, meaning that if the vehicle VA has not yet reached the target parking area PAt, the CPU can proceed directly to step 595 without going to step 545 in order to avoid generating warnings.

[0086] In the Fig. In example 3, the driver sets parking area PA as the target parking area PAt, in which vehicle VA is to be parked during perpendicular parking. The driver can also set parking area PA as the target parking area PAt, in which vehicle VA is to be parked using parallel parking. In parallel parking, the front-to-back direction of vehicle VA, observed when automatic parking control is complete, is parallel to the front-to-back direction of vehicle VA observed when automatic parking control is initiated.

[0087] The present disclosure can be applied to the support device 10, which can search for and define the target parking area PAt that the driver has previously registered (stored).

[0088] The present support device 10 automatically controls the acceleration, deceleration, and steering angle of the vehicle VA via the automatic parking control described above. The present support device 10 can automatically control the steering angle of the vehicle VA via the automatic parking control. In this case, the acceleration and deceleration of the vehicle are controlled by the driver. For example, the driver only operates the brake pedal, and the internal combustion engine continues to generate creep torque while the automatic parking control is executed. In this case, the driver only needs to operate the brake pedal to automatically park the vehicle VA in the target parking area PAt.Specifically, the driver releases the brake pedal to move the vehicle VA and presses the brake pedal to stop the vehicle VA or decelerate the vehicle speed while the automatic parking control is running, until the vehicle reference point Pb reaches the target reference point Pbt of the target parking area PAt. When the vehicle reference point Pb reaches the target reference point Pbt, the braking force to stop the vehicle VA is automatically generated.

[0089] The present embodiments can be applied to a hybrid vehicle and to an electric vehicle.

[0090] If a stereo camera device configured to measure a distance between the stereo camera device and the object is used as camera sensors 21, the present support device 10 need not include the distance sonars.

[0091] The distance sonars can be replaced by any type of sensor, as long as each is designed to emit a radio wave (for example, an infrared beam and a radar wave) and to receive a reflected radio wave to detect an object and measure the distance between the object and the vehicle. That is, the distance sonars can be replaced by infrared beam radar sensors and / or millimeter-wave band radar sensors. Alternatively, infrared beam radar sensors and / or millimeter-wave band radar sensors can be used in addition to the distance sonars.

[0092] The number of camera sensors (21) and the number of distance sonars are not related to the information provided. Fig. The number described is limited to 2.

[0093] A parking assistance device determines whether an exit condition is met while a control unit is performing automatic parking control and the current switching range is in a range other than a park position. The exit condition is a condition that is met when the driver performs an exit action. The parking assistance device determines whether the vehicle has reached a target parking area. If the vehicle has reached the target parking area, the parking assistance device generates a first warning with a certain level of warning if the vehicle has reached the target parking area. If the exit condition is met, the device generates a second warning with a lower level of warning than the first, or no warnings, if the vehicle has not yet reached the target parking area.

Claims

[1] Parking assistance device with: a switching range detection sensor (62) which is configured to detect a current switching range, a warning output device (70, 71, 72, 75, 80) designed to generate a warning to attract the attention of a driver of a vehicle, and a control device (20, 30, 31, 40, 43, 50, 52) which is equipped to perform automatic parking control in order to cause the vehicle to move into a target parking area which the driver specifies, where the control unit is set up for Determine whether an exit condition is met (step 535) while the control unit is performing automatic parking control (“Yes” in step 505) and the current switching range is a range other than a park position (“No” in step 510), where the exit condition is a condition that is met when the driver performs an exit action that the driver must perform in order to exit the vehicle. Determine whether the vehicle has already reached the target parking area or not (step 540), Generating an initial warning with an initial warning capability from the warning output device if it is determined that the vehicle has already reached the target parking area, if it is determined that the exit condition is met, and Generating a second warning with a second warning capability from the warning output device or no warning (step 545) if it is determined that the vehicle has not yet reached the target parking area (“No” in step 540), if it is determined that the exit condition is met (“Yes” in step 535), wherein the second warning capability is less than the first warning capability with respect to its ability to attract the driver's attention. [2] Parking assistance device according to claim 1, wherein the control device is configured to determine that the exit condition is met when the driver performs a first exit action or a second exit action (“Yes” in step 535), and to determine whether the vehicle has already reached the target parking area or not (step 540) when it is determined that the exit condition is met. [3] Parking assistance device according to claim 2, wherein the control unit for generating a warning is configured with a third warning capability from the goods dispensing device (step 525, step 530) irrespective of whether the vehicle has already reached the target parking area or not, when it is determined that the driver has performed both the first exit action and the second exit action (“Yes” in step 515), wherein the third warning capability is equal to or greater than the first warning capability with respect to the ability to arouse the driver’s attention. [4] Parking assistance device according to claim 3, wherein the control unit is configured to Determine whether the driver has performed a quasi-exit action or not (step 520), wherein the probability that the driver will exit the vehicle if the driver has performed the quasi-exit action is lower than the probability that the driver will exit the vehicle if the driver has performed both the first and second exit actions (“Yes” in step 515). Generating a warning with a warning capacity from the warning output device that is greater than the first warning capacity in terms of its ability to attract the driver's attention (step 525) when it is determined that the driver has performed the quasi-abandonment action (“Yes” in step 520), in a case where the driver has performed both the first and second abandonment actions, and Generating a warning with a warning capability from the warning output device that is equal to the first warning capability in terms of its ability to attract the driver's attention (step 530) if it is determined that the driver has not performed the quasi-exit action (“No” in step 520), in the case where the driver has performed both the first exit action and the second exit action.

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