Parking assistance device

Abstract

Parking assistance device, with: a control unit (21) that is configured to: to obtain a target route, which is a route from a current position of a vehicle (10) to a target parking position; and a driver assistance processing system to control at least one steering angle of the vehicle (10) so that the vehicle (10) moves along the intended route; wherein the control unit (21) is configured to: to obtain the target route such that the vehicle (10) is caused to move backwards to reach the target parking position, and the vehicle (10) is caused to move in an area on the side of the target parking position of a travel boundary line (Ld1, Ld2 and Ld3), wherein the travel boundary line (Ld1, Ld2 and Ld3) is a straight line that runs in front of the vehicle (10) located at the target parking position and that is located away from a reference position (Pf) by a boundary distance (Db1, Db2 and Db3), wherein the reference position (Pf) is a position at a front end and at a midpoint in a transverse direction of the vehicle (10) located at the target parking position, wherein the boundary distance (Db1, Db2 and Db3) is a configurable value that is changed by a driver of the vehicle (10) and is stored in the control unit (21).

Description

Technical field

[0001] The present disclosure relates to a parking assistance device configured to perform parking assistance processing to assist or support a vehicle in moving to a target parking position. background

[0002] A conventional known parking assistance device (hereinafter also referred to as the “conventional device”) takes (determines) a “target route (drive)” from a starting position to a “target parking position” such that a vehicle moves (drives) backwards and performs a curve along this target route in order to reach the target parking position.

[0003] If it is not possible to reach the target parking position from the starting position by a single reverse movement, the conventional device uses a target route that includes a section along which the vehicle reverses to reach a position near the target parking position, a section along which the vehicle temporarily moves forward, and a section along which the vehicle reverses to reach the target parking position.

[0004] In this case, the target route includes "gear-change positions" where the vehicle's shift mode is switched between forward and reverse (see, for example, Japanese patent disclosure JP 2003 - 237 511 A). Furthermore, DE 10 2009 024 083 A1 discloses a parking assistance system for performing at least a semi-autonomous parking maneuver of a vehicle, wherein the parking maneuver consists of several steps and at least one step, involving an autonomous steering intervention on the vehicle's steering device by the parking assistance system, is determined in its course depending on the obstacle. Additionally, US 2019 / 0 225 267 A1 discloses a steering assistance control system for parking that executes a setting process for adjusting a movement path differently depending on whether an oncoming lane is present or whether a following vehicle is present. Summary

[0005] Generally, it is preferable to have a small number of gear change positions included in the planned route, because the time it takes for the vehicle to reach the target parking position will be longer if the number of gear change positions increases. However, in many cases, it is necessary for the vehicle to move to a position relatively far from the target parking position when the parking assistance processing is executed, if the number of gear change positions is small.

[0006] In other words, if the vehicle can move within a larger area while the parking assistance processing is running, it is possible to obtain a target route that includes a small number of gear-shift positions. The area in which the vehicle can drive (move) while the parking assistance processing is running is also referred to below as a "driving-suitable region." The driving-suitable region differs (varies) for each target parking position and is determined, for example, by the width of a road opposite the target parking position.

[0007] However, according to the conventional device, it is not taken into account to derive the target route based on the suitable region for driving according to the target parking position.

[0008] In view of the foregoing, it is an object of the present invention to disclose a parking assistance device which can derive the desired driving route on the basis of the driving-suitable region.

[0009] The problem is solved according to the invention by a parking assistance device according to claim 1. Further features and advantageous embodiments are shown in the dependent claims.

[0010] A parking assistance device for achieving the task described above (hereinafter also referred to as "the device of the present disclosure") comprises a control unit. The control unit can be implemented by at least one programmed processor, the operation of which is determined by a predetermined program, gate arrays, and the like.

[0011] The control unit is configured to obtain a "target route", which is a route from a vehicle's current position to a "target parking position".

[0012] Additionally, the control unit is configured to perform "driver assistance processing" to control at least one steering angle of the vehicle, so that the vehicle moves along the intended route.

[0013] Furthermore, the control unit is configured to obtain the target route in such a way that the vehicle is caused to move backwards to reach the target parking position, and the vehicle is caused to move in a region on the side of the target parking position of a "driving boundary line".

[0014] The driving boundary line is a straight line located in front of the vehicle at the target parking position and positioned a certain distance away from a reference position. The reference position is a location at the front end and midpoint of the vehicle at the target parking position. The boundary distance is a configurable value that is changed by the driver and stored in the fault detection unit.

[0015] According to the device described in the present disclosure, the vehicle moves within a region between the target parking position and the driving boundary line while the driver assistance processing is being executed. In other words, the vehicle does not enter a region opposite the target parking position with respect to the driving boundary line. Additionally, the driver can change the boundary distance used to determine the driving boundary line. In other words, the driver can configure the driving boundary line appropriately according to the target parking position. Consequently, according to the device described in the present disclosure, it is possible to derive the desired driving route based on the suitable driving region according to the target parking position.

[0016] According to one aspect (first aspect) of the device of the present disclosure, the control unit is configured to reference the driving limit line such that the driving limit line runs parallel to a longitudinal direction of the vehicle located at the present position.

[0017] According to the first aspect, it is possible to determine the driving limit line through a relatively simple process.

[0018] Furthermore, according to another aspect (second aspect) of the device of the present disclosure, the control unit is configured to store a plurality of target parking positions. Additionally, the control unit is configured to store the boundary distances corresponding to each of the target parking positions.

[0019] In the second aspect, for example, the driver can register a parking space at their home as one of the target parking positions, and can register a parking space at their workplace as another target parking position. Additionally, the driver can set (configure) the boundary distance for each of the registered target parking positions.

[0020] For example, if the road opposite the target parking position is narrow, the boundary distance can be set to a small value. Conversely, if traffic on the opposite road is extremely light, the boundary distance can be set to a large value. Therefore, according to the current approach, the boundary distance can be set to an appropriate value for any situation regarding the target parking position.

[0021] According to yet another aspect (third aspect) of the device of the present disclosure, the control unit is configured such that the limit distance is set to a maximum value within a range of values ​​to which the limit distance can be set, unless the limit distance has been changed by the driver.

[0022] Specifically, the initial limit distance is set to its maximum value. When the limit distance is set to the maximum, the driving limit line is located a considerable distance from the target parking position (the driving-suitable region is relatively large), and therefore there is a higher probability that the number of gear-change positions included in the intended driving route will decrease. Therefore, according to the third aspect, even if the driver does not understand how to set (change) the limit distance, there is a higher probability that the time required for the vehicle to reach the target parking position via the driver assistance processing will be reduced.

[0023] In particular, to facilitate understanding of this disclosure, the constituent elements of the disclosure are identified in the foregoing description by names and / or symbols in parentheses, corresponding to those of an embodiment of the disclosure described later; however, the constituent elements of the disclosure are not limited to those in the embodiment defined by the names and / or symbols. Further problems, other features, and associated advantages of this disclosure will become apparent from the subsequent description of the embodiment of the disclosure, which is made with reference to the attached drawings. BRIEF DESCRIPTION OF THE DRAWINGS Fig. Figure 1 is a schematic representation of a vehicle (present vehicle) on which a parking assistance device according to an embodiment of the present disclosure (present assistance device) is mounted; Fig. 2 is a block representation of the present assistance device; Fig. 3A is a representation indicating a parking assistance screen that is displayed on a display of the present assistance device when route reference processing is started; Fig. 3B is a representation that indicates an additional parking assistance screen that is displayed when a target route is obtained through route reference processing; Fig. 4 is an example of a planned route from the vehicle's current position to a target parking position; Fig. 5 is a representation indicating a configuration screen of a parking assistance processing system, which is displayed on the display of the present assistance device; Fig. 6 is a representation indicating a configuration screen for a limit distance, which is displayed on the display of the present assistance device; Fig. 7 is an example of a target route from the current position of the vehicle to the destination parking position in a case where a boundary distance has been changed; Fig. Figure 8 is a flowchart representing a route reference processing routine executed by the present control device; Fig. Figure 9 is a flowchart representing a driver assistance processing routine executed by the present control device. Detailed description (configuration)

[0024] A parking assistance device according to an embodiment of the present disclosure (hereinafter also referred to as the "present assistance device") will now be described with reference to the drawings. The present assistance device is mounted on a vehicle in Fig. Vehicle 10 shown in section 1 was applied. As shown in the diagram. Fig. As can be seen in Figure 2, which illustrates a block diagram of the present assistance device, the present assistance device comprises a driver assistance ECU 21, a powertrain control ECU 22, a brake control ECU 23 and an EPS ECU 24, each of which is an electronic control unit (ECU).

[0025] The driver assistance ECU 21 comprises a microcomputer as its main component, equipped with a CPU, non-volatile memory, and RAM. The CPU performs tasks such as reading data, numerical calculations, and outputting calculation results by repeatedly executing predefined programs (routines). The non-volatile memory consists of rewritable flash memory and stores the programs executed by the CPU, lookup tables (maps) read by the CPU during program execution, and other data. The RAM temporarily stores data read by the CPU.

[0026] Each of the powertrain control ECU 22, brake control ECU 23 and EPS ECU 24 includes a microcomputer as a main component, just like the driver assistance ECU 21. These ECUs can perform data communication (an exchange of data) with each other via a CAN (control unit network) 25.

[0027] Additionally, each ECU can receive output values ​​from a sensor connected to one of the other ECUs via CAN 25 from the ECU to which the sensor is connected. For example, a steering angle sensor 92, which will be described later, is connected to the EPS ECU 24, and the driver assistance ECU 21 can receive a steering angle Θs detected by the steering angle sensor 92 from the EPS ECU 24 via CAN 25.

[0028] The driver assistance ECU 21 is connected to a front chamber 31, a rear camera 32, a left-side camera 33, a right-side camera 34, a front sonar device 40, a rear sonar device 50, a left-side sonar device 60, a right-side sonar device 65, a vehicle speed sensor 71, an actuation button 72, a display 73 and a speaker 74. (Configuration - Camera device)

[0029] As in Fig. As shown in Figure 1, the front camera 31 is mounted at the center of the front end of the vehicle 10. The front camera 31 receives information (in particular, static image data) representing a "front image," which is a captured image (recording) of a region in front of the vehicle 10, every time a predetermined time interval ΔTc elapses, and outputs data representing the front image to the driver assistance ECU 21. A recorded area (angle of view) of the front camera 31 in the lateral plane is equal to an area between a straight line LcF1 and a straight line LcF2.

[0030] The rear camera 32 is mounted at the center of the rear of the vehicle 10. The rear camera 32 acquires information representing a "rear image," which is a captured picture of an area behind the vehicle 10, each time the time interval ΔTc elapses, and outputs data representing the rear image to the driver assistance ECU 21. The captured area (angle of view) of the rear camera 32 in the lateral plane is equal to the area between a straight line LcB1 and a straight line LcB2.

[0031] The left-side camera 33 is mounted below the left exterior mirror (side mirror) of the vehicle 10. The left-side camera 33 acquires information representing a "left side image," which is a captured image of an area on the left side of the vehicle 10, each time the time interval ΔTc elapses, and outputs data representing the left side image to the driver assistance ECU 21. The captured area (angle of view) of the left-side camera 33 in the lateral plane is equal to the area between a straight line LcL1 and a straight line LcL2.

[0032] The right-side camera 34 is mounted below the right-side exterior mirror of the vehicle 10. The right-side camera 34 acquires information representing a "right-side image," which is a captured image of an area on the right side of the vehicle 10, each time the time interval ΔTc elapses, and outputs data representing the right-side image to the driver assistance ECU 21. The captured area (angle of view) of the right-side camera 34 in the lateral plane is equal to the area between a straight line LcR1 and a straight line LcR2.

[0033] These images (namely the front image, the rear image, the left side image and the right side image), obtained by the front camera 21, the rear camera 32, the left side camera 33 and the right side camera 34, are sometimes collectively referred to as an “environmental image”.

[0034] The driver assistance ECU 21 determines (estimates) the position (location) of an object contained in the environmental image relative to the vehicle 10 based on the object's position in the environmental image when the image is received. Specifically, the driver assistance ECU 21 detects an object located in the vicinity of the vehicle 10 based on the environmental image. Hereinafter, the object detected based on the environmental image is sometimes referred to as a "camera object". (Configuration - Sonar device)

[0035] The frontal sonar device 40 comprises a left frontal edge sonar 41, a left frontal center sonar 42, a right frontal center sonar 43, a right frontal edge sonar 44, and a frontal sonar jamming section 45. As shown in Fig. As shown in Figure 1, the left front edge sonar 41 is mounted on the left front edge of vehicle 10. An area in which the left front edge sonar 41 can detect an object is approximately represented by an area RsF1. The left front center sonar 42 is mounted on the front end of vehicle 10 and is located on the left side of the center. An area in which the left front center sonar 42 can detect an object is approximately represented by an area RsF2.

[0036] The right front center sonar 43 is mounted on the front end of vehicle 10 and is located on the right side of the center. An area in which the right front center sonar 43 can detect an object is approximately represented by an area RsF3. The right front edge sonar 44 is mounted on the right front edge of vehicle 10. An area in which the right front edge sonar 44 can detect an object is approximately represented by an area RsF4.

[0037] Each of the left front edge sonar 41, left front center sonar 42, right front center sonar 43, and right front edge sonar 44 comprises a sonar transmit section and a sonar receive section (both not shown). Each of the sonar transmit sections sends an ultrasonic wave as a "sonar transmit wave" in response to an instruction from the front sonar control section 45. When the sonar receive section receives a reflected wave (reflected sonar wave) generated by reflection of the sonar transmit wave off an object, the sonar receive section outputs information about the reflected sonar wave, such as the frequency and amplitude of the reflected sonar wave (reflected sonar wave information), to the front sonar control section 45.

[0038] The front sonar control section 45 performs a "sonar object detection processing" each time a predetermined time interval ΔTc elapses. The sonar object detection processing is a process for detecting an object and determining its position (relative position with respect to the vehicle 10) and its velocity (relative velocity with respect to the vehicle 10) based on information from the reflected sonar wave transmitted by the sonar receiving sections. When the object is detected by performing the sonar object detection processing, the front sonar interference section 45 transmits information about the detected object, including its position and velocity, as "sonar object information" to the driver assistance ECU 21.

[0039] The tail sonar assembly 50 comprises a left tail edge sonar 51, a left tail center sonar 52, a right tail center sonar 53, a right tail edge sonar 54, and a tail sonar jamming section 55. The left tail edge sonar 51 is mounted on the left tail edge of the vehicle 10. An area in which the left tail edge sonar 51 can detect an object is approximately represented by an area RsB1. The left tail center sonar is mounted on the tail end of the vehicle 10 and is located on the left side of the center. An area in which the left tail center sonar 52 can detect an object is approximately represented by an area RsB2.

[0040] The right rear center sonar 53 is mounted on the rear end of vehicle 10 and is located on the right side of the center. An area in which the right rear center sonar 53 can detect an object is approximately represented by area RsB3. The right tail edge sonar 54 is mounted on the right tail edge of vehicle 10. An area in which the right tail edge sonar 54 can detect an object is approximately represented by area RsB4.

[0041] Each of the left tail edge sonar 51, left tail center sonar 52, right tail center sonar 53, and right tail edge sonar 54 comprises the sonar transmitting section and the sonar receiving section (both not shown), identical to the forward sonar device 40. Each of the sonar transmitting sections sends the sonar transmitting wave in response to an instruction from the tail sonar control section 55. When the sonar receiving section receives the reflected sonar wave, it outputs the information about the reflected sonar wave to the tail sonar control section 55.

[0042] The tail sonar control section 55 performs the sonar object detection processing each time the time interval ΔTc elapses. When the object is detected by executing the sonar object detection process, the tail sonar control function 55 sends the sonar object information to the driver assistance ECU 21.

[0043] The left-side sonar device 60 comprises a left-side front sonar 61, a left-side rear sonar 62, and a left-side sonar control section 63. The left-side front sonar 61 is positioned closer to the front end of the left side of the vehicle body 10. The area in which the left-side front sonar 61 can detect an object is approximately represented by an area RsL1. The left-side rear sonar 62 is positioned closer to the rear end and the left side of the vehicle body 10. The area in which the left-side rear sonar 62 can detect an object is approximately represented by an area RsL2.

[0044] As from Fig. As can be seen from Figure 1, the left-side sonar device 60 can detect the object that is located within a detection distance Ds from the left end of the vehicle body of the vehicle 10.

[0045] Each of the left side front sonar 61 and the left side rear sonar 62 comprises the sonar transmitting section and the sonar receiving section (both not shown), identical to the front sonar device 40. Each of the sonar transmitting sections sends the sonar transmitting wave in response to an instruction from the left side sonar jamming section 63. When the sonar receiving section receives the reflected sonar wave, it outputs the information from the reflected sonar wave to the left side sonar jamming section 63.

[0046] The left-side sonar jamming section 63 performs the sonar object detection processing each time the time interval ΔTc elapses. If the object is detected by performing the sonar object detection processing, the left-side sonar jamming section 63 sends the sonar object information to the driver assistance ECU 21.

[0047] The right-side sonar device 65 comprises a right-side front sonar 66, a right-side rear sonar 67, and a right-side sonar control section 68. The right-side front sonar 66 is located closer to the front and right side of the vehicle body 10. An area in which the right-side front sonar 66 can detect an object is approximately represented by area RsR1. The right-side rear sonar 67 is located closer to the rear and right side of the vehicle body 10. An area in which the right-side rear sonar 67 can detect an object is approximately represented by area RsR2.

[0048] The right-side sonar device 65 can detect the object that is within a detection distance Ds from the right end of the vehicle body of the vehicle 10, just like the left-side sonar device 60.

[0049] Each of the right-side forward sonar 66 and the right-side aft sonar 67 comprises a sonar transmitting section and a sonar receiving section (both not shown), identical to the forward sonar device 40. Each of the sonar transmitting sections sends the sonar transmission wave in response to an instruction from the right-side sonar control section 68. When the sonar receiving section receives the reflected sonar wave, the sonar receiving section outputs the information of the reflected sonar wave to the right-side sonar control section 68.

[0050] The right-side sonar control section 68 performs the sonar object detection processing each time the time interval ΔTc elapses. If the object is detected by performing the sonar object detection processing, the right-side sonar control section 68 sends the sonar object information to the driver assistance ECU 21.

[0051] The object detected by each of the front sonar devices 40, the rear sonar device 50, the left sonar device 60 and the right sonar device 65 is sometimes referred to as a “sonar object”. (Configuration - Further)

[0052] The vehicle speed sensor 71 detects a vehicle speed Vt, which is a speed of the vehicle 10, and outputs a signal indicating the vehicle speed Vt to the driver assistance ECU 21.

[0053] The actuation button 72 is a push-button switch located in the cabin of vehicle 10 and within reach of the driver of vehicle 10. The actuation button 72 sends a signal to the driver assistance ECU 21 indicating whether the actuation button 72 is pressed or not.

[0054] The following series of operations, from the beginning of pressing the actuating button 72 to the end of pressing the actuating button 72, is referred to as the "Park Assist Start Operation". The driver of vehicle 10 performs the Park Assist Start Operation to cause the driver assistance ECU 21 to start the "Park Assist Processing".

[0055] Display 73 is an LCD (liquid crystal display) located in a convenient position within the vehicle cabin so that the driver can see it. The letters, numbers, and other information displayed on Display 73 are controlled by the driver assistance ECU 21.

[0056] Additionally, display 73 functions as a touch panel. Specifically, when the driver touches display 73, it transmits information regarding the driver's position to the driver assistance ECU 21. Therefore, the driver can send an instruction to the driver assistance ECU 21 by touching display 73.

[0057] Speaker 74 is installed in the vehicle cabin of vehicle 10. Warning tones, voice messages, and the like, which are to be played through speaker 74, are controlled by the driver assistance ECU 21. (Control of driving force)

[0058] The drive control ECU 22 controls a machine 81 and a gearbox 82 to adjust (control) a drive force of the vehicle 10 (see Fig. 2) The drive control ECU 22 is connected to a variety of drive control sensors 83 and receives detection signals from these sensors. The drive control sensors 83 are sensors for detecting operating state variables (parameters) of the machine 81, as well as the operator's operational states with respect to drive force control. The drive control sensors 83 include an accelerator pedal actuation extent (depress extent) sensor, a shift position sensor that detects the operating status of a shift lever, a throttle valve opening sensor, an engine speed sensor, and an intake air volume sensor. The drive control ECU 22 determines a required drive torque Dreq, which is a required value of a drive torque Dd described later, based on the vehicle speed Vt and the output values ​​of the drive control sensors 83.

[0059] Additionally, the drive control ECU 22, comprising a throttle valve actuator and a fuel injector, includes machine actuators 84 and controls the machine actuators 83 to control a torque generated by the machine 81. The drive control ECU 22 controls the machine actuators 84 and the transmission 82 such that the drive torque Dd, which is a torque transmitted to the drive wheels of the vehicle 10, matches the required drive torque Dreq, thereby controlling an acceleration As, which is a rate of change of the vehicle speed Vt per unit of time.

[0060] Furthermore, the drive control ECU switches between 22 shift modes of the transmission 82 in response to the driver's operation of the shift lever. The shift modes include a "forward mode," a "reverse mode," a "neutral mode," and a "park mode." When the shift mode is forward mode, the vehicle 10 moves forward due to the driving force of the machine 81. When the shift mode is reverse mode, the vehicle 10 moves backward due to the driving force of the machine 81.

[0061] When the shift mode is neutral, no drive power is transmitted to the drive wheels of vehicle 10. When the shift mode is park, a locking mechanism (not shown) is engaged, preventing the drive wheels of vehicle 10 from rotating.

[0062] Furthermore, when the drive control ECU 22 receives a "drive force control request" comprising a target drive force Ddtg from the driver assistance ECU 21, the drive control ECU 22 controls the machine actuators 84 and the transmission 82 such that the actual value of the drive torque Dd corresponds to the target drive force Ddtg. Additionally, when the drive control ECU 22 receives a "shift change request" comprising a "target shift mode" from the driver assistance ECU 21, the drive control ECU 22 controls the transmission 82 such that the actual shift mode corresponds to the target shift mode. (Control of braking force)

[0063] The brake control ECU 23 controls a brake mechanism 85, which is formed by a hydraulic friction brake device installed in the vehicle 10. The brake control ECU 23 is connected to a variety of brake control sensors 86 and receives detection signals from these sensors. The brake control sensors 86 are sensors for detecting state variables used to control the brake mechanism 85, as well as the driver's operational states with respect to brake force control. The brake control sensors 86 include an actuation extent sensor for detecting the actuation extent of a brake pedal, pressure sensors of brake fluid applied to the brake mechanism 85, etc. The brake control ECU 23 determines a required braking force Breq, which is a later described required value of a braking force Bf, based on the vehicle speed Vt and the output values ​​of the brake control sensors 86.

[0064] Additionally, the brake control ECU 23 is connected to a plurality of brake actuators 87, which are hydraulic actuators of the brake mechanism 85. The brake control ECU 23 controls the brake actuators 87 such that the "actual value of the braking force Bf, which is a total friction braking force applied to each of the wheels" matches the required braking force Breq to control the acceleration As (in this case, a negative acceleration; i.e., deceleration).

[0065] Furthermore, when the brake control ECU 23 receives a “brake force control request” comprising a target brake force Bftg from the driver assistance ECU 21, the brake control ECU 23 controls the brake actuators 87 in such a way that the actual value of the brake force Bf matches the target brake force Bftg. (Control of the support torque and steering angle)

[0066] The EPS-ECU 24 is connected to a torque sensor 91 and the steering angle sensor 92, and receives detection signals from these sensors. The torque sensor 91 detects a steering torque Tw, which is a torque applied to a steering wheel 95 (see Fig. 1) is applied by the driver and outputs a signal that applies the steering torque Tw. The steering angle sensor 92 detects the steering angle Θs, which is a rotation angle of the steering wheel 95, and outputs a signal indicating the steering angle Θs.

[0067] The EPS-ECU 24 determines a target support torque Tatg, which is a target value of a torque (support torque) to assist or support an operation on the steering wheel 95 by the driver, based on the vehicle speed Vt, the steering torque Tw and the steering angle Θs, etc.

[0068] The EPS-ECU 24 is connected to a control circuit 93. The control circuit 93 supplies electrical energy to a steering motor 94. The steering motor 94 generates a torque Tm, which rotates a steering shaft connected to the steering wheel 95. The EPS-ECU 24 controls the control circuit 93 such that the actual value of the torque Tm corresponds to the target assist torque Tatg.

[0069] Furthermore, if the EPS-ECU 24 receives a “steering angle fault request” comprising a target steering angle Θstg from the driver assistance ECU 21, the EPS-ECU 24 controls the steering motor 94 in such a way that the actual value of the steering angle Θs matches the target steering angle Θstg. (Parking assistance processing)

[0070] When the driver of vehicle 10 performs the parking assist start operation using the actuation button 72, the driver assistance ECU 21 starts the parking assist processing. The parking assist processing is a process to assist or support the driver in parking vehicle 10 in a "target parking position". In the present embodiment, vehicle 10 moves (drives) backward to reach the target parking position when the parking assist processing is executed.

[0071] The driver can register (store) up to three (maximum) target parking positions in the driver assistance ECU 21. Specifically, the driver can register the target parking position as any of "Parking Position 1", "Parking Position 2", and "Parking Position 3". When the parking assistance operation is performed while the vehicle 10 is in a position near any of the registered target parking positions, the driver assistance ECU 21 obtains a position of that target parking position relative to the current position of the vehicle 10 and moves the vehicle 10 to reach that target parking position.

[0072] However, if the parking assistance start operation is performed while the target parking position has not been registered, or if the vehicle 10 is located at a position far away from any of the registered target parking positions, the driver assistance ECU 21 detects a parking section (a parking space / gap) as a target parking position and moves (or allows the vehicle 10 to move) to reach that target parking position.

[0073] The parking assistance processing comprises "route reference processing" and "driver assistance processing." Route reference processing is used to specify (identify) the target parking position relative to the current position of vehicle 10, and to determine (calculate) a "target movement route" that runs from the current position of vehicle 10 to the target parking position. Driver assistance processing is used to initiate (causate) the movement of vehicle 10 along the target movement route.

[0074] In the following description of the parking assistance processing, the center point of a wheel axle of the rear wheels of vehicle 10 is located in a transverse direction that is in Fig. Figure 1 is shown as a reference point Pr. Additionally, an XY coordinate system, whose origin is the reference point Pr, is defined (introduced). An axis extending in the transverse (latitudinal) direction of vehicle 10 is an X-coordinate axis, and an axis extending in a longitudinal direction of vehicle 10 is a Y-coordinate axis. Therefore, the X-coordinate axis and the Y-coordinate axis are perpendicular to each other. The X-coordinate takes a positive value on the right side with respect to the direction of travel of vehicle 10, which is moving forward, and a negative value on the left side with respect to the direction of travel of vehicle 10, which is moving forward. The Y-coordinate takes a positive value on one side of the origin in the direction of the forward direction of vehicle 10 and a negative value on the other side of the origin in the direction of the reverse direction of vehicle 10.

[0075] When the driver performs a predetermined operation to cause the driver assistance ECU 21 to execute a "parking position registration process" to register the target parking position (any one of "parking position 1", "parking position 2", and "parking position 3"), the driver assistance ECU 21 stores a plurality of "characteristic points" with respect to (or to specify) the target parking position in the non-volatile memory. In the present embodiment, each of the characteristic points is a square-shaped region (specifically, a portion of an image) comprising a predetermined number of pixels.

[0076] When the parking position registration processing is executed, the driver assistance ECU 21 generates (obtains) an "overhead image" based on the surrounding images. This "overhead image" is essentially the same as a bird's-eye view image obtained by photographing the vehicle 10 and its surroundings from above. The driver assistance ECU 21 extracts the characteristic points from the overhead image and stores these points in non-volatile memory with positions (i.e., X-coordinate and Y-coordinate values) relative to the reference point Pr in a case where the vehicle 10 is (imaginarily / hypothetically) at the target parking position.

[0077] When the parking assistance processing (in particular the route reference processing) is started, the driver assistance ECU 21 searches for the characteristic points contained in the current / available overhead image (in particular the overhead image obtained based on the current / available surrounding images) using a known pattern matching procedure to specify (identify) the target parking position. If a sufficient number of characteristic points are detected, the driver assistance ECU 21 specifies the target parking position with respect to the current position of the vehicle 10. In particular, the driver assistance ECU 21 obtains the following (a) to (c) for the extracted parking section. (a) A distance between a position Prtgt and a position Prnow. Position Prtgt is the position of the reference point Pr of vehicle 10 located at the target parking position. In other words, position Prtgt represents the position of reference point Pr when vehicle 10 is hypothetically / virtually parked at the target parking position. Position Prnow is the position of the reference point Pr of vehicle 10 located at its current position. (b) A direction of position Prtgt with respect to position Prnow. (c) A yaw angle difference, which is a difference between a yaw angle (i.e. a direction of the longitudinal axis) of vehicle 10 when vehicle 10 is at the present position and the yaw angle of vehicle 10 when vehicle 10 is hypothetically / virtually at the target parking position.

[0078] However, if a sufficient number of the characteristic points are not detected, the driver assistance ECU 21 extracts (detects) a road surface marking (for example, a white line indicating a parking section (a parking space / gap)) that is included in the overhead image and treats (considers) the extracted parking section as the target parking position. In this case, the driver assistance ECU 21 refers to the above-described (a) to (c).

[0079] Additionally, the driver assistance ECU 21 displays a parking assistance screen Sa1, which is located in Fig. Figure 3A illustrates this on display 73. The parking assist screen Sa1 comprises a left subscreen Sb1 and a right subscreen Sb2. The left subscreen Sb1 displays a portion of the surroundings, including the specified target parking position and an area around that target parking position. A parking area (parking space, parking lot) Sp, contained within the left subscreen Sb1, indicates the specified target parking position. The right subscreen Sb2 displays a vehicle icon 10s, representing vehicle 10, and the overhead image. A dashed line Lds, contained within the right subscreen Sb2, is a straight line corresponding to a driving boundary line (a dash-dotted line Ld1), which is described later.

[0080] In particular, because a processing method for storing the characteristic points and for establishing the positional relationship (e.g., the above-described (a) to (c)) between the current position of the target parking position based on the stored characteristic points is known, a detailed explanation is omitted (see, for example, Japanese patent application publications No. 2017-21427, 2017-138664 and 2018-127065).

[0081] The target route, obtained by executing the route reference processing, is determined in particular by reference to a [missing information] in [missing information]. Fig. Example 4 is described. Fig. Point Pn, shown in Figure 4, represents the reference point Pr of vehicle 10 when the parking assist start operation is performed. The position of vehicle 10 at this time can be referred to as vehicle position 10n. A dashed line Lp indicates the path (specifically, a route along which vehicle 10 has already traveled) of reference point Pr until reference point Pr reaches point Pn.

[0082] In the present example, the target parking position is a parking section (parking space) registered as "Parking Position 1," described later. A vehicle position 10p specifies the target parking position (i.e., vehicle 10 parked at the target position). A point Pp specifies the reference point Pr of vehicle 10 parked at the target parking position. A wall surface W1 and a wall surface W2 specify wall surfaces in the vicinity of the target parking position.

[0083] The driver assistance ECU 21 determines the driving boundary line when route reference processing is executed. Fig. 4 The driving boundary is represented by the dashed line Ld1. In addition, the driver assistance ECU 21 determines the target driving route such that the vehicle 10 does not enter an area opposite the vehicle position 10p with respect to the driving boundary line while the vehicle 10 is moving along this target driving route.

[0084] Furthermore, the driver assistance ECU 21 determines the target route in such a way that the distance between an object in the vicinity of the vehicle 10 and the vehicle 10 is kept greater than a predetermined threshold distance Dt while the vehicle 10 is moving along the target route (see Fig. 1, and the distance between the wall surface W2 and a vehicle position 10a2, as later in Fig. 4 is described).

[0085] The dashed-dotted line Ld1 (i.e., the driving boundary line) is a straight line parallel to a longitudinal direction of vehicle position 10n (i.e., vehicle 10 at the time the route reference processing is performed). Additionally, the distance between the dashed-dotted line Ld1 and a point Pf (hereinafter also referred to as a "reference point" for simplicity), located at a front end and midpoint in a transverse direction of vehicle position 10p (i.e., vehicle 10 at the destination parking position), is a boundary distance Db1. As described later, the driver can change (adjust) the distance (in this example, the boundary distance Db1) between the reference position and the driving boundary line.

[0086] In the present example, the desired route is represented by a curved line La1 from point Pn to point Pa1, a curved line La2 from point Pa1 to point Pa2, a curved line La3 from point Pa2 to point Pa3, or a curved line La4 from point Pa3 to point Pp. The sections (paths) represented by curved lines La1 and La3 are the sections along which vehicle 10 moves (travels) forward. The sections (paths) represented by curved lines La2 and La4 are the sections along which vehicle 10 moves (travels) backward.

[0087] A vehicle position 10a1 indicates the position of vehicle 10 at a time when vehicle 10 reaches an endpoint (i.e., point Pa1) of the section represented by the curved line La1. A vehicle position 10a2 indicates the position of vehicle 10 at a time when vehicle 10 reaches an endpoint (i.e., point Pa2) of the section represented by the curved line La2. A vehicle position 10a3 indicates the position of vehicle 10 at a time when vehicle 10 reaches an endpoint (i.e., point Pa3) of the section represented by the curved line La3.

[0088] When the target route is selected, the driver assistance ECU 21 displays a parking assistance screen Sa2 instead of the parking assistance screen Sa1, which is in Fig. 3B is shown, displaying 73. The parking assistance screen Sa2 includes a start button Bi.

[0089] When the driver performs an operation (hereinafter also referred to as a "drive start operation") of touching the start button Bi shown on display 73 (i.e. the driver performs a tap operation with respect to the start button Bi), while the start button Bi of the parking assist screen Sa2 of display 73 is shown, the driver assistance ECU 21 starts the driver assistance processing.

[0090] When the driving start operation is performed (i.e., the driving assistance processing is started), the driving assistance ECU 21 stops displaying the start button Bi in the parking assistance screen Sa2. Specifically, the start button Bi disappears from the parking assistance screen Sa2.

[0091] When the driver assistance processing is started, and the vehicle 10 begins to travel (move) along the section represented by the curved line La1, the driver assistance ECU 21 controls the powertrain control ECU 22 such that the shift mode is changed to forward mode. Specifically, the driver assistance ECU 21 sends the gear shift request requiring that the desired shift mode be forward mode.

[0092] The driver assistance ECU 21 stops the vehicle 10 at point Pa1 after the vehicle 10 has started moving. Specifically, as the vehicle 10 approaches point Pa1, the driver assistance ECU 21 determines (calculates) the target braking force Bftg required to stop the vehicle 10. Additionally, the driver assistance ECU 21 sends the brake force control request, including this target braking force Bftg, to the brake control ECU 23. Essentially, the driver assistance ECU 21 controls the drive control ECU 22 to change the shift mode to reverse and then causes the vehicle 10 to move along the path represented by the curved line La2.

[0093] When the driver assistance processing is executed to cause the vehicle 10 to move along the intended route, the driver assistance ECU 21 controls the powertrain control ECU 22 such that the vehicle speed Vt matches a predetermined route speed Vr. Specifically, the driver assistance ECU 21 performs processing to send the powertrain control request, comprising the desired powertrain force Ddtg, to the powertrain control ECU 22 at a predetermined time interval.

[0094] The driver assistance ECU 21 determines a target acceleration Astg such that the vehicle speed Vt matches the route speed Vr. Additionally, the driver assistance ECU 21 determines the target drive force Ddtg such that the acceleration As matches the target acceleration Astg.

[0095] Furthermore, while the driver assistance processing is being executed, the driver assistance ECU 21 controls the steering angle Θs such that the vehicle 10 travels (moves) along the intended route. In particular, the driver assistance ECU 21 performs processing to send the steering angle disturbance request, comprising the intended steering angle Θstg, to the EPS ECU 24 at a predetermined time interval.

[0096] The driver assistance ECU 21 determines the difference (i.e., the extent of deviation from the intended route) between the current position of the vehicle 10 and the intended route (in the latitude of the vehicle 10), and calculates the intended steering angle Θstg based on this difference. The driver assistance ECU 21 estimates the current position of the vehicle 10 with respect to the intended route based on a history (record) of the vehicle speed Vt and the steering angle Θs. Additionally, the driver assistance ECU 21 corrects (modifies) the current position of the vehicle 10 with respect to the intended route if a sufficient number of the characteristic points contained in the environment image are found (i.e., if the current position of the vehicle 10 with respect to the target parking position is accurately determined based on the characteristic points).

[0097] The driver assistance ECU 21 then stops at point Pa2 and switches the shift mode from reverse to forward. The vehicle 10 moves along the sections represented by curved lines La3 and La4 by repeatedly executing these operations. When the vehicle 10 reaches vehicle position 10p (i.e., the target parking position), the driver assistance ECU 21 switches the shift mode to park mode, thus ending the driver assistance processing. Specifically, the driver assistance ECU 21 terminates the parking assistance processing.

[0098] Furthermore, as can be seen from vehicle positions 10a1 and 10a3, vehicle 10 does not enter an area opposite vehicle position 10p (i.e., the target parking position) with respect to the dashed line Ld1 while moving along this intended route. In other words, no part or all of the body of vehicle 10 crosses the dashed line Ld1 on the sheet of Fig. 4. Consequently, a collision between vehicle 10 and another vehicle (for example, a car in) can occur. Fig. The other vehicle Cw (shown in Figure 4), which is traveling in an opposite lane (i.e., a lane opposite the lane in which vehicle 10 is traveling), is avoided while vehicle 10 moves along the intended route. In other words, in the present example, the boundary line is appropriately referenced (determined) according to the target parking position.

[0099] A procedure for changing the limit distance (i.e., the position of the driving limit line) is described. When the driver performs the tap operation with respect to a configuration button Bs1 (i.e., the driver performs an operation of touching the configuration button Bs1, which is displayed on display 73), the driver assistance ECU 21 displays a Fig. The configuration screen Ss shown on display 73 is a configuration screen for the parking assistance processing (parking assistance function). The configuration screen Ss displays the settings related to the parking assistance processing.

[0100] The configuration screen Ss includes a configuration button Bs2 related to the limit distance. When the driver performs the tap operation related to configuration button Bs2, the driver assistance ECU 21 displays a Fig. The configuration screen shown in section 6 is on display 73, which is a configuration screen for the boundary distance.

[0101] As from Fig. As shown in Figure 6, the driver can set (change) the limit distance for each of the "Parking Position 1", "Parking Position 2", "Parking Position 3", and "Other" by using the configuration screen Sr. Each of the "Parking Position 1", "Parking Position 2", and "Parking Position 3" refers to the target parking positions registered in the driver assistance ECU 21. If the parking assistance processing is executed while no target parking position is registered, or if the vehicle is 10 far from the registered target parking positions (i.e., if the parking assistance processing is executed with respect to target parking positions that are not registered in the driver assistance ECU 21), the limit distance registered for "Other" is used.

[0102] The boundary distance can be set to "far," "medium," and "narrow." The default boundary distance is "far." Specifically, the boundary distances for each of "Parking Position 1," "Parking Position 2," "Parking Position 3," and "Other" are set to "far" unless they have been changed by the driver. In other words, the boundary distance is a configurable value that can be changed by the driver.

[0103] When the limit distance is set to "narrow," the distance between the reference position and the speed limit line is the limit distance Db1. When the limit distance is set to "medium," the distance between the reference position and the speed limit line is a limit distance Db2, which is longer than the limit distance Db1. When the limit distance is set to "wide," the distance between the reference position and the speed limit line is a limit distance Db3, which is longer than the limit distance Db2 (i.e., Db1). <Db2<Db3). Mit anderen Worten ist die Grenzdistanz Db3 der Maximalwert in einem Bereich von Werten, auf die die Grenzdistanz eingestellt werden kann.

[0104] Therefore, if the boundary distance is set to "medium", the driving boundary line is represented by a dashed line Ld2 in Fig. 4 represents. Additionally, if the boundary distance is set to "far", the driving boundary line is represented by a dashed line Ld3 in Fig. 4 represents.

[0105] The driver can adjust the limit by tapping any of the buttons corresponding to "wide," "medium," or "narrow" in the configuration screen Sr. In the configuration screen Sr, the outline of the button is indicated by a thick (bold) line, reflecting the current setting.

[0106] For example, the boundary distance corresponding to "Parking Position 1" was set to "narrow," and therefore the outline of button Bd1 corresponding to "narrow" in "Parking Position 1" is a thick line. In this case, if the driver performs the tap operation regarding button Bd2, the boundary distance corresponding to "Parking Position 1" is set (changed) to "wide." However, if the driver performs the tap operation regarding button Bd3, the boundary distance corresponding to "Other" is set to "medium."

[0107] If the driver performs the tap operation regarding a back button Bb2, which is included in the configuration screen Sr, the driver assistance ECU 21 displays the configuration screen Ss on display 73. If the driver performs the tap operation regarding a back button Bb1, which is included in the configuration screen Ss, the driver assistance ECU 21 displays the parking assist screen Sa1 on display 73.

[0108] In the Fig. In the example shown in Figure 4, as described above, the boundary distance is set to "narrow" according to "Parking Position 1". Consequently, a collision between vehicle 10 and another vehicle traveling in the opposite lane (i.e., an oncoming vehicle) can be avoided while vehicle 10 is moving along its intended route. Assuming that a road opposite "Parking Position 1" is a one-way street, as in Figure 4, the following applies: Fig. As shown in Figure 7, vehicle 10 will not collide with the oncoming vehicle if vehicle 10 travels along the intended route. Therefore, in this case, it is preferable to set the boundary distance to "medium" according to "Parking Position 1".

[0109] In the Fig. In the example shown, the boundary distance is set to "medium," and therefore the boundary distance line is represented by the dashed-dotted line Ld2. In the present example, the intended route is represented by a curved line Lb1 from point Pn to point Pb1, and a curved line Lb2 from point Pb1 to point Pp. The section (path) represented by the curved line Lb1 is the section along which vehicle 10 moves forward, and the section (path) represented by the curved line Lb2 is the section along which vehicle 10 moves backward. A vehicle position 10b1 indicates the position of vehicle 10 at a time when vehicle 10 reaches an endpoint (i.e., point Pb1) of the section represented by the curved line Lb1.

[0110] As from Fig. 4 and Fig. As can be seen in Figure 7, the number of gear change positions (i.e., positions at which the vehicle's shift mode 10 switches between forward and reverse) included in the target route is reduced by switching the limit distance from "narrow" to "medium". Consequently, in which in Fig. In the case shown in Figure 7, the time period from the point in time when vehicle 10 starts to move along the planned route to the point in time when vehicle 10 reaches the target parking position is shorter than in Figure 7. Fig. Case 4 shown. (Specific operation)

[0111] Next, a specific operation of the driver assistance ECU 21 regarding parking assistance processing is described. The CPU (hereinafter also referred to simply as "the CPU") of the driver assistance ECU 21 performs an operation described by a flowchart in Fig. 8 represented the “route reference processing routine”, and one represented by a flowchart in Fig. 9 represented the “driver assistance processing routine” each time a predetermined time elapses.

[0112] In these routines, the CPU references and sets the values ​​of a route flag Xar and a driving flag Xta, which are set to "0" in an initialization routine (not shown) executed by the CPU when the driver assistance ECU 21 is powered on (i.e., a predetermined ignition-on operation is performed by the driver). The value of the route flag Xar is set to "1" during a time period from when the target driving route is obtained by the route reference processing until when the driver assistance processing is started. The value of the driving flag Xta is set to "1" during a time period from when the driver assistance processing is started until when the vehicle 10 reaches the target parking position. (Case A)

[0113] It is now assumed that the parking assistance processing is not being executed (i.e., neither the route reference processing nor the driver assistance processing is being executed), and the parking assistance start operation has not been performed.

[0114] In this case, when the route reference processing routine has reached its execution time, the CPU starts the process from step 800 of Fig. 8, and proceeds to step 805 to determine whether the value of the route flag Xar is "0" or not.

[0115] Based on the assumption described above, the value of the route flag Xar is "0", and therefore the CPU makes a "yes" determination in step 805 and proceeds to step 810 to determine whether the current time is immediately after the execution of the parking assist start operation. Specifically, the CPU determines whether the current routine is being executed for the first time after the parking assist start operation has been performed.

[0116] Based on the assumption described above, the parking assist start operation was not performed, and therefore the CPU makes a "no" determination in step 810 and proceeds directly to step 895 to terminate the current routine.

[0117] If, on the other hand, an execution time of the in Fig. Once the driver assistance processing routine shown in step 9 has been reached, the CPU starts the process from step 900. Fig. 9, and proceeds to step 905 to determine whether the driving flag Xta is “1” or not.

[0118] Based on the assumption described above, the value of the travel flag Xta is "0". In step 905, the CPU makes a "no" determination and proceeds to step 940 to determine whether the value of the route flag Xar is "1". Based on the assumption described above, route reference processing was not performed, and therefore (i.e., the intended travel route was not referenced), the value of the route flag Xar is "0". Consequently, in step 940, the CPU makes a "no" determination and proceeds directly to step 995 to terminate the current routine. (Case B)

[0119] It is assumed that the route reference processing routine is executed for the first time after the parking assistance start operation has been performed. Additionally, it is assumed that the target parking position can be specified based on the characteristic points contained in the environment image, and that the desired driving route can be determined.

[0120] In this case, the CPU makes a "yes" determination in step 810 and proceeds to step 815 to process the... Fig. The parking assistance screen Sa1 shown in 3A is displayed on display 73. The CPU stores a screen displayed on display 73 immediately before the parking assistance screen Sa1 is displayed in the RAM of the driver assistance ECU 21 as a "previously displayed screen".

[0121] The CPU then proceeds to step 820 to search for the characteristic points. Specifically, the CPU searches for areas equal to the characteristic points contained in the environment image (especially the overhead image generated based on the environment image). The CPU then proceeds to step 825 to determine whether the target parking position has been specified.

[0122] In particular, if the position of the target parking position relative to the current position of vehicle 10 was determined based on the characteristic points captured from the environment image, the determination condition of step 825 is met. Alternatively, if the parking section was extracted based on the road surface markings contained in the environment image, the determination condition of step 825 is met, even if an insufficient number of characteristic points were captured.

[0123] Based on the assumption described above, the target parking position can be specified based on the characteristic points contained in the environment image. Therefore, in step 825, the CPU makes a "yes" determination and proceeds to step 830 to obtain the boundary distance (i.e., one of "far," "medium," or "narrow") according to the specified target parking position. The CPU then proceeds to step 835 to obtain the desired driving route.

[0124] The CPU then proceeds to step 840 to determine whether the target route was successfully obtained. Based on the assumption described above, the target route can be obtained, and therefore the CPU makes a "yes" determination in step 840 and proceeds to step 845 to set the value of the route flag Xar to "1".

[0125] The CPU then proceeds to step 850 to switch the parking assistance screen displayed on screen 73. Specifically, the CPU displays the screen shown in Fig. The parking assistance screen Sa2 shown in 3B is displayed on screen 73 instead of the parking assistance screen Sa1. The CPU then proceeds to step 895.

[0126] The next time the route reference processing routine is executed, the value of the drive flag Xta will be "1". Therefore, the CPU makes a "yes" determination in step 805 and proceeds directly to step 895.

[0127] If the driver assistance processing routine is executed immediately after this process, the CPU makes a "yes" determination in step 940 and proceeds to step 945 to determine whether the current time is immediately after the driving start operation was performed. Specifically, the CPU determines whether the current routine is being executed for the first time after the driving start operation was performed.

[0128] Because it is immediately after the parking assist screen Sa2 appears on display 73, the driving start operation was not performed. Consequently, the CPU makes a "no" determination in step 945 and proceeds directly to step 995. (Case C)

[0129] Next, it is assumed that the route reference processing routine is executed for the first time after the parking assist start operation has been performed, and the target parking position cannot be specified. Specifically, in this case, the characteristic points corresponding to any of "Parking Position 1," "Parking Position 2," and "Parking Position 3" cannot be extracted from the environment image (particularly the overhead image obtained from the environment image), and the road surface marking indicating the parking section cannot be extracted.

[0130] In this case, the CPU makes a "no" determination in step 825 and proceeds to step 855 to notify the driver of an error. Specifically, the CPU notifies the driver that it is not possible to cause the vehicle 10 to reach the target parking position through the driver assistance processing, by means of letters displayed on the screen 73 and a voice message played through the speakers 74.

[0131] The CPU then proceeds to step 860 to stop the display of the parking assist screen Sa1 on display 73. Specifically, the CPU restarts the display of the previously shown screen on display 73. The CPU then proceeds directly to step 895.

[0132] In particular, if the target route can be obtained while the destination parking position has been specified, the CPU makes a "no" determination in step 840 and proceeds to step 855 to notify the driver of the error. (Case D)

[0133] It is assumed that the driver assistance processing routine is executed for the first time after the driving start operation has been performed, when the parking assistance screen Sa2 has been displayed on display 73.

[0134] In this case, the CPU makes a "yes" decision in step 945 and proceeds to step 950 to set the value of the route flag Xar to "0". The CPU then proceeds to step 955 to set the value of the drive flag Xta to "1".

[0135] The CPU then proceeds to step 910 to control a driving state of the vehicle 10. Specifically, if necessary, the CPU sends the drive force control request, the gear shift request, the brake force control request, and the steering angle control request to the respective ECUs, each of which fulfills each of the requests to cause the vehicle 10 to move (drive) along the intended route.

[0136] The CPU then proceeds to step 915 to determine whether vehicle 10 has reached the target parking position. Based on the assumption described above, the current time is immediately after the driver assistance processing has just started, and therefore vehicle 10 has not yet reached the target parking position. Consequently, the CPU makes a "no" determination in step 915 and proceeds directly to step 995.

[0137] Since then, the process has been carried out from step 910 of the in Fig.The driver assistance processing routine shown in step 9 is executed repeatedly until the vehicle reaches the target parking position. However, if the route reference processing routine is executed, the CPU makes a "no" decision in step 805 and proceeds directly to step 895. (Case E)

[0138] Next, it is assumed that vehicle 10 reaches the target parking position through the driver assistance processing routine.

[0139] In this case, the CPU makes a "yes" decision in step 915 and executes the processes from step 920 to step 935, which are described below, sequentially, and then proceeds to step 995. In this case, the execution of the driver assistance processing is completed.

[0140] Step 920: The CPU notifies the driver of a completion. In particular, the CPU notifies the driver that the vehicle 10 has reached the target parking position by means of letters displayed on the screen 73 and a voice message played through the speaker 74.

[0141] Step 925: the CPU sends the gear change request, indicating that the target shift mode is park mode, to the drive control ECU 22.

[0142] Step 930: The CPU stops displaying the parking assist screen Sa2. Step 935: The CPU sets the value of the driving flag Xta to "0".

[0143] In particular, while the driver assistance processing is running, the CPU executes a (not shown) collision avoidance processing routine every time a predetermined time elapses. If there is a high probability that the vehicle 10 will collide with the camera object or the sonar object while the driver assistance processing is running, the CPU causes the vehicle 10 to stop processing the collision avoidance processing routine. Specifically, the CPU determines the target braking force Bftg such that a collision between the vehicle 10 and the object is avoided and sends the brake force control request, including this target braking force Bftg, to the brake control ECU 23. Additionally, the CPU notifies the driver that the driver assistance processing is being terminated (stopped) by means of letters displayed on the display 73 and a voice message played through the speakers 74.Furthermore, the CPU sets the value of the driving flag Xta to "0". Additionally, the CPU starts displaying the previously shown screen on display 73.

[0144] As described above, the present assistance device determines the driving boundary line according to the target parking position (i.e., the driving-suitable area is appropriately determined according to the target parking position), so that a target driving route can be obtained that includes as few gear changes as possible. Additionally, because the initial value of the boundary distance is "wide," the current assistance device allows the target driving route to be obtained that includes as few gear changes as possible, even if the driver does not know how to change the boundary distance.

[0145] The embodiment of the parking assistance device according to the present disclosure has been described; however, the present disclosure is not limited to the embodiments described above, and various modifications are possible without deviating from the scope of the disclosure. For example, in the present embodiment, the steering angle Θs, the shift mode, the drive force, and the braking force are automatically controlled when the driver assistance processing is executed. However, some or all of the shift mode, drive force, and braking force can be controlled by the driver when the driver assistance processing is executed.

[0146] As an example, the shift mode can be controlled (switched) by the driver. In this case, when the vehicle 10 is moving along the forward section and reaches the gear change position, the driver assistance ECU 21 can urge (request) the driver to operate the gearshift lever to switch between forward and reverse modes in shift mode, by means of letters displayed on the screen 73 and a voice message played through the speaker 74.

[0147] Alternatively, while the driver assistance processing is running, the driver can control the vehicle speed Vt by pressing the accelerator pedal and / or the brake pedal (typically only the brake pedal). In this case, the driver assistance ECU 21 can be configured to automatically control the steering angle Θs in response to a change in the vehicle speed Vt.

[0148] Additionally, according to the current embodiment, the driver can set the limit distance to any of the limit distances Db1, Db2, and Db3. The limit distance can be changed in three levels. However, the driver assistance ECU 21 can be configured to allow further detailed modification of the limit distance. Alternatively, the driver assistance ECU 21 can be configured to allow the driver to set the limit distance to specific (concrete) values.

[0149] In addition, according to the present embodiment, the driver assistance ECU 21 determines the driving boundary line as a straight line parallel to the longitudinal direction of the vehicle 10 at a time when route reference processing is performed. Furthermore, the driver assistance ECU 21 displays the driving boundary line as the dashed line Lds in the right subscreen Sb2 of the parking assistance screen Sa1 and the parking assistance screen Sa2. However, the driver assistance ECU 21 can be configured to obtain the driving boundary line by a different method. For example, the driver assistance ECU 21 can be configured to extract (detect) a road surface marking (a dividing line, a lane marking) that defines a lane (a dedicated lane) in which the vehicle 10 travels from the surrounding image and, as the driving boundary line, to use a straight line parallel to its own lane.In this case, the driver assistance ECU 21 displays the straight line parallel to the vehicle's lane as the dashed line Lds in the right subscreen Sb2.

[0150] Alternatively, the driver assistance ECU 21 can be configured to refer to a straight line perpendicular to the longitudinal direction of the vehicle 10 located at the target parking position (i.e., vehicle position 10p) as the driving limit line.

[0151] Additionally, according to the current embodiment, the driver assistance ECU 21 automatically starts the driver assistance processing when the target route is obtained through the execution of the route reference processing, which is started at the beginning of the parking assistance processing. However, the driver assistance ECU 21 can be configured to start the driver assistance processing through a predetermined operation by the driver. For example, the driver assistance ECU 21 can be configured to display a start button on the display 73 when the target route is obtained and to start the driver assistance processing when the driver performs the tap operation with respect to the start button.

[0152] Additionally, according to the current embodiment, the driver can register up to three target parking positions in the driver assistance ECU 21 via the parking position registration processing. However, the driver assistance ECU 21 can be configured to store only one target parking position.

[0153] Additionally, some of the functions implemented by the driver assistance ECU 21 can be implemented by another ECU according to the present embodiment. Specifically, these functions of the driver assistance ECU 21 are implemented by a multitude of ECUs.

[0154] A parking assistance system determines a target route from a vehicle's current position to a destination parking position and controls the vehicle to move along this route. The target route is determined by reversing the vehicle to reach the destination parking position and moving within a defined area adjacent to the destination parking position and a boundary line. The boundary line is a straight line located in front of the vehicle at the destination parking position and positioned a defined distance away from a reference position. The reference position is located at the front end and midpoint of the vehicle at the destination parking position. The boundary distance is a configurable value that can be changed by the vehicle's driver.

Claims

[1] Parking assistance device, with: a control unit (21) that is configured to: to obtain a target route, which is a route from a current position of a vehicle (10) to a target parking position; and a driver assistance processing system to control at least one steering angle of the vehicle (10) so that the vehicle (10) moves along the intended route; wherein the control unit (21) is configured to: to obtain the target route such that the vehicle (10) is caused to move backwards to reach the target parking position, and the vehicle (10) is caused to move in an area on the side of the target parking position of a travel boundary line (Ld1, Ld2 and Ld3), wherein the travel boundary line (Ld1, Ld2 and Ld3) is a straight line that runs in front of the vehicle (10) located at the target parking position and that is located away from a reference position (Pf) by a boundary distance (Db1, Db2 and Db3), wherein the reference position (Pf) is a position at a front end and at a midpoint in a transverse direction of the vehicle (10) located at the target parking position, wherein the boundary distance (Db1, Db2 and Db3) is a configurable value that is changed by a driver of the vehicle (10) and is stored in the control unit (21). [2] Parking assistance device according to claim 1, wherein the control unit (21) is configured to reference the driving boundary line (Ld1, Ld2 and Ld3) such that the driving boundary line (Ld1, Ld2 and Ld3) runs parallel to a longitudinal direction of the vehicle (10) which is at the present position. [3] Parking assistance device according to claim 1, wherein the control unit (21) is configured to: to save a large number of target parking positions; and to save the boundary distances (Db1, Db2 and Db3) corresponding to each of the target parking positions. [4] Parking assistance device according to claim 1, wherein the control unit (21) is configured such that the limit distance (Db1, Db2 and Db3) is set to a maximum value in a range of values ​​to which the limit distance can be set if the limit distance (Db1, Db2 and Db3) has not been changed by the driver.

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