Parking aid device and parking aid procedure

Abstract

A parking assistance device, comprising: an environment detection section (10) that detects environment information of a vehicle to be parked in order to detect a parking space where the vehicle can be parked; a parking route generation section (20) that generates a driving route from a current position of the vehicle to the parking space detected by the environment detection section a driving control (30) that allows the vehicle to drive along the route to the parking lot; an obstacle detection section (40) that detects an obstacle around the vehicle; and a parking route regeneration section (50, 90) that generates a new driving route to avoid a collision between the vehicle and the obstacle and to park the vehicle in the parking space when the obstacle detection section (40) detects the obstacle on the driving route in a case where the driving control (30) allows the vehicle to drive along the driving route to the parking space, wherein the driving control (30) makes the vehicle drive along the new route when the new route is generated and where, if the area detection section (10) detects a large number of parking spaces or a wide parking area where a large number of vehicles can be parked, and if the obstacle detection section (40) detects the obstacle on the route in a case where the vehicle control (30) directs the vehicle to the parking space along the route, The parking route regeneration section (90) generates a multitude of driving routes to avoid a collision between the vehicle and the obstacle and to park the vehicle in the multitude of parking spaces or the wide parking space, and the parking aid device further includes a parking route determination section (80) provided between the parking route regeneration section (90) and the driving control (30) to determine the new driving route from the multitude of driving routes generated by the parking route regeneration section (90).

Description

Technical field

[0001] The present invention relates to a parking aid device, in particular a parking aid device that enables quick parking. State of the art

[0002] In a conventional parking aid device, such as that disclosed in JP 2016-185745A, an environment detection section, for example, detects the surroundings of a vehicle to be parked. Next, a parking route generation section generates a route to a parking position, determined based on the surroundings detected by the environment detection section. Subsequently, a controller causes the vehicle to travel along the route generated by the parking route generation section to the parking position.

[0003] The conventional parking aid device disclosed in JP 2016 - 185 745 A performs a parking aid for a vehicle as described below when a collision prediction section suddenly detects an obstacle on a route in a process in which a driving controller, for example, makes the vehicle drive along the route.

[0004] For example, if the vehicle is traveling along a forward path of its route, the collision prediction section predicts that the vehicle will collide with a pedestrian at an intersection between the vehicle's forward path and the pedestrian's forward path. In accordance with this prediction, the conventional parking aid control reduces the vehicle's target speed so that the vehicle stops at a position on the forward path that is a predetermined edge distance before the intersection point.

[0005] The collision prediction section then repeatedly determines whether a collision between the pedestrian and the vehicle will occur. If, as a result of this determination, there is no collision between the vehicle and an obstacle containing the pedestrian, the vehicle's driving control system initiates another self-parking maneuver.

[0006] DE 10 2011 109 712 A1 discloses a method for assisted parking of a motor vehicle in a parking space comprising the following steps: measuring a potential parking space while the motor vehicle drives past it, determining a first parking trajectory to a target point in the parking space starting from a permissible initial position for parking, and moving the motor vehicle along the first parking trajectory during the assisted parking process, detecting an obstacle arranged in the path of the parking trajectory during the parking process, determining a second parking trajectory taking into account the obstacle for the parking space with respect to the current position of the motor vehicle, and continuing the parking process along the second parking trajectory, as well as a device that carries out this method.

[0007] DE 10 2011 086 440 A1 discloses a method for supporting the execution of a parking maneuver of a vehicle, wherein the environment at least in front of and behind the vehicle is monitored and longitudinal and / or lateral guidance instructions for the vehicle are issued depending on the monitoring. Furthermore, DE 10 2011 086 440 A1 discloses a parking assistance system for a vehicle to support the execution of a parking maneuver, comprising at least one sensor unit for monitoring the environment at least in front of and behind the vehicle and an output unit for issuing longitudinal and / or lateral guidance instructions depending on the monitoring, as well as a vehicle with such a parking assistance system.

[0008] DE 10 2010 043 742 A1 discloses a method for a parking maneuver into a parking space for a motor vehicle with at least one sensor, wherein, when driving past, data for the detection of a parking space are continuously recorded with the help of this at least one sensor and, when a parking space is detected, a control unit automatically decides which parking space is selected for a possible parking maneuver based on the calculated trajectory. Summary: Problem to be solved by the invention

[0009] As described above in reference to JP 2016-185 745 A, the problem with the conventional parking aid device is that if the collision prediction section suddenly detects an obstacle, such as a pedestrian, in the route while the control system is allowing the vehicle to travel along the route, the vehicle remains in a hold state until collision avoidance of the obstacle and the vehicle can be confirmed, and that it takes time to complete the parking maneuver.

[0010] The present invention has therefore been made to solve the problems described above, and it is an object of the present invention to present a parking aid device that is able to avoid a collision between an obstacle and a vehicle when the obstacle is detected around the vehicle in a process of driving the vehicle along the route, and to park the vehicle quickly in a predetermined parking position. Means of solving the task

[0011] This problem is solved by a parking aid device with the features according to claim 1 and a parking aid method with the steps according to claim 9. Advantageous embodiments are set out in the dependent claims. Effects of the invention

[0012] According to the parking aid device of the present invention, if an obstacle is detected on the route of travel when the vehicle is driving along the route, a new route of travel is generated to avoid a collision between the vehicle and the obstacle and to park the vehicle in the parking space, thus enabling the vehicle to be parked quickly in the parking space. Brief description of the drawings Fig. Figure 1 is a functional block diagram illustrating a configuration of a parking aid device of embodiment 1 according to the present invention. Fig. Figure 2 is a flowchart illustrating the parking aid processing in embodiment 1 according to the present invention. Fig. Figure 3 is a drawing illustrating a vehicle's route in a case where the vehicle is parked in a parking space in a parking area that is subdivided to accommodate a large number of vehicles side by side. Fig. Figure 4 is a drawing illustrating a situation in which an obstacle suddenly appears behind the vehicle in question during the parking assistance operation. Fig. Figure 5 is a drawing that schematically represents a state in which two obstacles are present in the environment. Fig. Figure 6 is a drawing that schematically shows the generation of a two-dimensional grid map when using an ultrasonic sensor as a distance sensor. Fig. Figure 7 is a drawing that schematically illustrates an environmental condition in which the vehicle in question is driving diagonally backwards to the left. Fig. Figure 8 is a drawing that schematically shows the generation of a two-dimensional grid map when using an ultrasonic sensor as a distance sensor. Fig. Figure 9 is a drawing that schematically illustrates an environmental condition in which the obstacle has moved. Fig. Figure 10 is a drawing that schematically illustrates the generation of a two-dimensional grid map when using an ultrasonic sensor as a distance sensor. Fig. Figure 11 is a drawing showing an example of controlling the speed of a target vehicle in a case where there is no obstacle on the route. Fig. Figure 12 is a drawing that shows an example of controlling the driving speed when there is an obstacle on the driving path. Fig. Figure 13 is a drawing illustrating a condition in which the obstacle comes out of the path after the vehicle in question has come to a stop. Fig. Figure 14 is a drawing illustrating a state of implementing a parking aid by generating a new driving route. Fig. Figure 15 is a functional block diagram representing a configuration of a parking aid device of an embodiment 1 of the embodiment 1 according to the present invention. Fig. Figure 16 is a functional block diagram representing a configuration of a parking aid device of an embodiment 2 of embodiment 1 according to the present invention. Fig. Figure 17 is a functional block diagram illustrating a configuration of a parking aid device of embodiment 2 according to the present invention. Fig. Figure 18 is a flowchart illustrating the parking aid processing in the parking aid device of embodiment 2 according to the present invention. Fig. Figure 19 is a drawing illustrating a route taken by a vehicle in a case where the vehicle is parked in one of two parking spaces in a parking area subdivided to accommodate a large number of vehicles. Fig. Figure 20 is a drawing illustrating a situation in which an obstacle suddenly appears behind the vehicle in question during the parking assistance operation. Fig. Figure 21 is a drawing illustrating a condition in which the obstacle remains on the road and the vehicle in question continues in a stationary state. Fig. Figure 22 is a functional block diagram representing a configuration of a parking aid device of an embodiment 1 of embodiment 2 according to the present invention. Fig. Figure 23 is a functional block diagram illustrating a configuration of a parking aid device of an embodiment 2 according to the present invention. Fig. Figure 24 is a drawing illustrating a hardware configuration for implementing the parking aid devices of embodiments 1 and 2 according to the present invention. Fig. Figure 25 is a drawing illustrating a hardware configuration for implementing the parking aid devices of embodiments 1 and 2 according to the present invention. Description of the embodiment(s)<Ausführungsform 1>

[0013] Fig. Figure 1 is a functional block diagram illustrating a configuration of a parking aid device 100 of embodiment 1 to explain the present invention. As shown in Fig. As shown in Figure 1, the parking aid device 100 includes an environment detection section 10, a parking route generation section 20, a driving control 30, an obstacle detection section 40 and a parking route regeneration section 50.

[0014] The environment detection section 10 captures environmental information based on a measurement result from one or more image sensors that capture an image of an area around the vehicle in question (a perimeter monitoring camera containing a monocular camera and a stereo camera), and a distance sensor, such as a millimeter wave radar, a laser radar and an ultrasonic sensor, which are not shown in the drawings, detects an area in which the vehicle in question can be parked, i.e. a parking space, based on the environmental information, and inputs the detection result into the parking route generation section 20 and the parking route regeneration section 50.

[0015] The parking route generation section 20 generates a parking route, which is a driving route from a current position of the vehicle in question to the parking space, based on the parking space detected by the environment detection section 10.

[0016] After receiving a parking aid start request, e.g., from a driver, the driving control 30 performs the parking aid control, such as the drive control to control an accelerator pedal and a brake, and the steering control to control a steering device, so that the vehicle in question travels along the route generated by the parking route generation section 20.

[0017] The obstacle detection section 40 detects an obstacle around the vehicle in question based on a measurement result obtained from one or more image sensors that capture an image of an area around the vehicle in question and a distance sensor, such as a millimeter wave radar, a laser radar and an ultrasonic sensor not shown in the drawings.

[0018] When the obstacle detection section 40 detects the obstacle on the route of the vehicle in question, the parking route regeneration section 50 generates (regenerates) a new route to avoid a collision between the vehicle in question and the obstacle and to park the vehicle in question in a parking space, based on the parking space detected by the environment detection section 10.

[0019] The following describes the operation of the parking aid device 100 of the present embodiment 1, using as an example a parking aid scene of reversing and parking the vehicle in question in a parking frame in the parking area.

[0020] Fig. Figure 2 is a flowchart illustrating the parking aid processing of the parking aid device 100, and the following description follows this flow. Fig. Figure 3 is a drawing illustrating a route of travel of a vehicle OV in a case in which the vehicle OV is parked in a parking space in a parking area divided by a parking frame line 102, so that a plurality of vehicles VC are arranged side by side.

[0021] The route taken by the vehicle OV in question is assumed to be as shown by an arrow in Fig. 3 indicated, after the vehicle OV in question is traveling from a point A to a forward point B, which is parallel to an arrangement of the plurality of vehicles VC that are parked parallel in the parking frame line 102, the vehicle OV in question makes a left turn and then travels straight to continue to a point C, and subsequently travels back from point C in a gentle curve to reach a point D, which is a parking space.

[0022] When a driver intending to park the vehicle performs a predetermined parking aid start procedure, the parking aid processing is initiated, and the environment sensing section 10 detects the parking space based on the measurement result obtained from one or more of the various sensors described above, while the vehicle is driven by the driver from the in Fig. 3. The point A shown is moved to point B (step S101).

[0023] For example, a method disclosed in patent no. 6362738 can be used as a method for detecting the parking space. This means that the environmental detection section 10 performs a coordinate conversion on a video recorded by an environmental surveillance camera, which is mounted, for example, on the front, rear, right, and left sides of the vehicle, acting as an image sensor that captures an image around the vehicle, so that the vehicle is positioned on a flat surface of the converted video when viewed from above, and performs image processing to combine these images to obtain the video around the vehicle.

[0024] The environment detection section 10 then detects the parking space using the video captured around the vehicle. Specifically, if a condition in which the parking frame line 102, large enough to accommodate the vehicle in question, is drawn on the ground is sufficiently clearly captured in the video around the vehicle, the environment detection section 10 detects that the parking frame line 102 is the parking space. Alternatively, if a condition in which the other vehicles are parked with an interval in which the vehicle in question can be parked is sufficiently clearly captured in the video around the vehicle, the environment detection section 10 detects that the interval between the parked vehicles is a parking space. For example, Japanese patent application No.2017-88112 a method for detecting a parking space using a measurement result obtained from an ultrasonic sensor as a method for detecting a parking space, wherein the method for detecting the parking space is not particularly restricted.

[0025] The driver moves the vehicle from position B to position C and stops the vehicle at position C to reverse and park in the parking space detected by the proximity detection section 10. At this point, when the driver again performs a predetermined parking aid start operation, position C becomes a parking aid start position, and the parking route generation section 20 generates the route from position C to position D based on the parking space detected by the proximity detection section 10 (step S102).

[0026] Here, the route shows a trajectory (curve) from point C to point D in Fig. 3. A known technique can be used as the method for generating the route, and the route (curvature) can be generated, for example, using techniques disclosed in Japanese patent application No. 2017-88112 and patent No. 6124977, although the method for generating the route is not particularly restricted.

[0027] When the route is generated, the obstacle detection section 40 detects the presence or absence of an obstacle around the vehicle in question, and if the obstacle detection section 40 detects the obstacle, the route is generated to avoid a collision with the obstacle. The obstacle detection section 40 is described in more detail below.

[0028] After the parking route generation section 20 has generated the driving route, the driving control 30 performs a drive control and a steering control of the vehicle in question, so that the vehicle in question follows the driving route generated by the parking route generation section 20 (step S103).

[0029] Obstacle detection section 40 detects the presence or absence of an obstacle around the vehicle during driving and steering control to follow the route and determines the presence or absence of the obstacle on the vehicle's route (step S104). Examples of the sensor that detects the obstacle include, as described above, an image sensor that captures an image of an area around the vehicle and a distance sensor such as millimeter-wave radar, laser radar, and ultrasonic sensor; however, the sensor is not limited to these, and any sensor capable of detecting the obstacle on the vehicle's route is applicable.

[0030] If the obstacle detection section 40 detects the obstacle on the route of the vehicle in question in step S104 (in the case of Yes), the parking route regeneration section 50 generates the route to avoid the collision between the vehicle in question and the obstacle, and parks the vehicle in question in the parking space based on the parking space detected by the environment detection section 10 (step S105).

[0031] In the meantime, if the obstacle detection section 40 does not detect the obstacle on the route of the vehicle in question in step S104 (in the case of No), the process proceeds to step S106, and the driving control 30 performs the drive control and steering control of the vehicle in question so that the vehicle follows the route generated by the parking route generation section 20.

[0032] When the obstacle detection section 40 detects an obstacle on the vehicle's route, the driving control unit 30 receives information about the obstacle's position and distance, for example from the obstacle detection section 40, and stops the vehicle. The driving control unit 30 then receives a new route generated by the parking route regeneration section 50 while the vehicle is stopped and performs the vehicle's drive and steering control so that the vehicle follows the new route (step S106).

[0033] The processing described above following step S104 is repeated until the vehicle in question is parked in the parking space.

[0034] Next, using Fig. 4, Fig. 5, Fig. 6, Fig. 7, Fig. 8, Fig. 9, Fig. 10, Fig. 11, Fig. 12, Fig. 13 to Fig. 14 describes an example of an evasive maneuver to avoid the obstacle, which is carried out by the obstacle detection section 40, the parking route regeneration section 50 and the driving control 30.

[0035] Fig. Figure 4 illustrates a situation in which an obstacle OB suddenly appears behind the vehicle OV during the parking assistance operation. Fig. 3 illustrated position C appears at position D.

[0036] Obstacle detection section 40 detects the position of the obstacle on a road surface based on a distance value obtained from a distance sensor, i.e., the distance from the vehicle OV to the obstacle OB, using a two-dimensional grid map (hereinafter referred to as the two-dimensional grid map). An example of the two-dimensional grid map generation processing is described below using the Fig. 5, Fig. 6, Fig. 7, Fig. 8, Fig. 9 to Fig. 10 described.

[0037] Fig. Figure 5 is a drawing that schematically represents an environmental state in which two obstacles OB1 and OB2 are present, and Fig. Figure 6 is a drawing that schematically illustrates the generation process of a two-dimensional grid map in a case where an ultrasonic sensor is used as a distance sensor in the environmental conditions in Fig. 5 represents.

[0038] As in Fig. As shown in Figure 5, obstacle OB1, which is longer than the vehicle OV in question, is located parallel to the vehicle OV, and obstacle OB2, which is shorter than the vehicle OV, is located behind the vehicle OV. A processing area containing the vehicle OV and obstacles OB1 and OB2 is subdivided by grids, forming a two-dimensional grid map. Each grid has a preset numerical value representing the reliability described below.

[0039] The ultrasonic sensor irradiates a target object with a transmitted wave and receives a reflected wave. This reflected wave originates from a point on the object closest to the target. A signal processing operation is then performed based on the time difference between the transmitted wave and the object, determining the distance to the object as the detection range of the distance sensor. In this case, only the distance to the object can be determined by the distance sensor; the object's direction is not detected.

[0040] Therefore, a multitude of ultrasonic sensors are arranged on each unit of the vehicle to generate the two-dimensional grid map, assuming that a distance sensor detection area is an area fanning out from the position where the distance sensor is mounted, as shown in Fig. 6 is shown, so that a two-dimensional position of the object is captured.

[0041] The processing for generating the two-dimensional grid map is described below. As described above, the detection distance of the distance sensor is determined as the shortest distance to the object, thus ensuring the reliability of the grids on the two-dimensional map with which a circular arc of the fan-shaped detection area of ​​the distance sensor, with a radius equal to the detection distance of the distance sensor, makes contact—i.e., the black grids in Fig. 6, is increased. This means that for each grid, a numerical reliability value, for example 40, is preset, and an optional value is added to increase the numerical value to a maximum of 100, for example.

[0042] It is assumed that no object is located within the detection range of the distance sensor, so the reliability of the grids within the detection range of the distance sensor, i.e., the one in Fig. The reliability of grid 6, which is provided with a sand-colored hatching pattern, is reduced. This means that an optional value is subtracted, so that a numerical reliability value, which is preset for each grid (e.g., 40), is reduced to at least 0.

[0043] In Fig. 6. An area covered by a distance sensor that has not covered obstacles OB1 and OB2 is also shown by a fan-shaped area, and a circular arc of the area indicates a maximum coverage distance of the distance sensor.

[0044] As described above, the process of generating the two-dimensional grid map involves repeatedly adding and subtracting the reliability of each grid based on the detection distance of the distance sensor. As a result of this processing, a grid with a reliability equal to or greater than a predetermined threshold is considered to have an obstacle, and a grid with a reliability less than the threshold is considered to have no obstacle. This threshold can be optionally set; for example, if the maximum reliability value is 100, as described above, the threshold would be set to 80.

[0045] In the procedure for determining the presence or absence of the obstacle using the two-dimensional grid map, the reliability value, the values ​​to be added and subtracted, an upper limit, and a lower limit of reliability specified for the grid are not limited to those described above, nor is the procedure for calculating the grid's reliability limited to addition and subtraction. Any procedure is applicable as long as the presence or absence of the obstacle can be determined.

[0046] Fig. 7 is a drawing that schematically illustrates an environmental condition in which the vehicle in question, OV, is diagonally backwards to the left of the one in Fig. 5 illustrated condition drives, and Fig. Figure 8 is a drawing that schematically illustrates the generation process of a two-dimensional grid map in a case where an ultrasonic sensor is used as a distance sensor in the environmental conditions in Fig. 7 illustrates.

[0047] As in Fig. As shown in Figure 8, the reliability of each grid in the two-dimensional grid map is updated even if the vehicle OV in question changes its position and direction, so that the grid can be set with high reliability for detecting the obstacle.

[0048] In the two-dimensional grid map, the obstacle can be detected even if not only the vehicle in question, but also the obstacle itself is moving. Fig. Figure 9 is a drawing that schematically illustrates an environmental condition in which the obstacle OB2 is positioned diagonally upwards to the right of the object in Fig. 5 illustrated condition drives, and Fig. Figure 10 is a drawing that schematically illustrates the generation process of a two-dimensional grid map in a case where an ultrasonic sensor is used as a distance sensor in the environmental conditions in Fig. 9 illustrates.

[0049] As in Fig. As shown in Figure 10, the reliability of each grid in the two-dimensional grid map is updated even if the obstacle OB2 changes its position and direction, so that the grid can be specified with high reliability to capture the movement of the obstacle.

[0050] If the obstacle detection section 40 determines that there is no obstacle on the route, the driving control 30 determines a target vehicle speed and a target steering angle so that the vehicle travels along the route generated by the parking route generation section 20, outputs the target steering angle to a device to perform steering control, and outputs the target vehicle speed to a drive device to perform drive control.

[0051] Fig. Figure 11 is a drawing showing an example of control of the target vehicle's speed, carried out by the control unit 30 in a case where the obstacle detection section 40 determines that there is no obstacle on the target vehicle OV's route.

[0052] A lateral axis in Fig. 11 indicates a position (m) along the driving path, and a vertical axis indicates a driving speed (km / h) at that position. A left end of the horizontal axis is a starting position for the parking aid at the Fig. 3 shown point C.

[0053] Control unit 30 regulates the vehicle's target speed depending on the distance to a holding position at the in Fig. At point D, as shown in section 3, the vehicle's target speed is gradually reduced from a starting speed reduction position before the stopping position and the vehicle is stopped at the stopping position. It is sufficient for the starting speed reduction position to be an optionally predefined position, such as a position Xm shortly before the vehicle's stopping position. It is sufficient for a value obtained in a step of generating the route from point C to point D by the parking route generation section 20 to be used as the distance from point C to point D.

[0054] Meanwhile, if the obstacle OB suddenly appears on a route TR and the object detection section 40 determines that the obstacle is on the route, as in Fig. As shown in Figure 4, the vehicle control unit 30 stops the vehicle OV in a suspended position at a predetermined distance shortly before the obstacle OB, as shown in Figure 4. Fig. 4 is shown, which avoids the collision with obstacle OB.

[0055] Fig. Figure 12 is a drawing showing an example of a control of the target vehicle's speed, carried out by the control unit 30 in a case where the obstacle suddenly appears on the target vehicle OV's route.

[0056] A lateral axis in Fig. 12 indicates a position (m) along the route, and a vertical axis indicates a driving speed (km / h) at that position. A left end of the horizontal axis is a starting position for the parking aid at the Fig. 12 shown position C.

[0057] Control 30 reduces the target speed of the vehicle in order to stop the vehicle OV in a holding position that is an optionally set edge distance in front of the position of the obstacle.

[0058] Fig. Figure 13 is a drawing illustrating a condition in which the obstacle OB is removed from the route TR after a stop state of the vehicle OV in question. Fig. 4 comes out. As in Fig. 13 shows when the obstacle OB comes out of the route TR and the two-dimensional grid map is updated as a result, as in Fig. As shown in Figure 10, obstacle detection section 40 determines that there is no obstacle on the route.

[0059] When the obstacle detection section 40 detects that there is no obstacle on the driving path, the driving control 30 again outputs the target steering angle to the steering device, so that the vehicle drives along the driving path generated by the parking path generation section 20, and outputs the target driving speed again to the drive device, thereby restarting the parking aid.

[0060] Meanwhile, if the obstacle remains on the route and the vehicle continues to stop, the parking route regeneration section 50 begins processing the generation of the new route to avoid the obstacle for a predetermined period of time, for example three seconds after the vehicle comes to a stop, thereby reducing the time required to complete parking.

[0061] Fig. Figure 14 illustrates a state of implementing a parking aid by means of a new route TR1 that was generated and which is in Fig. 14 illustrated new driving route TR1 is generated to avoid collision with the obstacle, to have a small target steering angle in relation to driving quality and to avoid stationary steering.

[0062] The driving control unit 30 sends the target steering angle to the steering device, so that the vehicle travels along the route generated by the parking route regeneration section 50, and sends the target driving speed to the drive unit, thereby restarting the parking aid. Accordingly, the vehicle can be parked quickly in the parking space. <Modifikationsbeispiel 1>

[0063] Fig. Figure 15 is a functional block diagram showing a configuration of a parking aid device 100A of a modification example 1 of embodiment 1 according to the present invention. Fig. 15 are the same components as in the one based on Fig. The same reference numbers are assigned to the parking aid device 100 described in section 1, and the repeating description is omitted.

[0064] As in Fig. As shown in Figure 15, the parking aid device 100A includes, in addition to the one shown in Figure 15, the parking aid device 100A. Fig. 1 described configuration of the parking aid device 100 a parking position input section 60, by which a user can select a parking space for a vehicle, if the parking space can be selected in a case where there are parking spaces in a large number of areas, or where there is a wide parking space where a large number of vehicles can be parked.

[0065] The parking position input section 60 is connected to the parking route generation section 20. When generating the route, if the parking space is selected by the parking position input section 60, the parking route generation section 20 generates the route from the current position of the vehicle to the parking space based on the parking space.

[0066] As described above, when the environmental sensing section 10 detects the parking space, it receives the video around the vehicle, showing the vehicle from above, through image processing using the video received from the image sensor. When the video around the vehicle is displayed on a device with a touch-sensitive surface function, provided in the parking position input section 60, which has a human-machine interface (HMI) function, the user touches a desired parking space in the displayed video around the vehicle, thereby setting the vehicle's parking position. In this way, the user can select the parking space according to their preference, thus enhancing user convenience.

[0067] It is sufficient that this process is carried out at a stage when the vehicle in question is at the point where it is located. Fig. 3. The vehicle moves to the location shown, C, and then the user, e.g. a driver, performs a predetermined start procedure for the parking aid to display the video around the vehicle on the device with the touch field function, which is provided, e.g., in the parking position input section 60.

[0068] In the description above, the parking position input section 60 has the HMI function, and the user operates the touch panel to select the parking space for the vehicle; however, the procedure for selecting the parking space is not limited to this, as long as the parking space can be selected. <Modifikationsbeispiel 2>

[0069] Fig. Figure 16 is a functional block diagram showing a configuration of a parking aid device 100B of modification example 2 of embodiment 1 to illustrate the present invention. Fig. 16 are the same components as in the one based on Fig. The same reference numbers are assigned to the parking aid device 100 described in section 1, and the repeated description is omitted.

[0070] As in Fig. As shown in 16, the parking aid device 100B includes, in addition to the one shown based on Fig. The configuration of the parking aid device 100 described in section 1 includes a parking route display section 70, which displays the driving route. The parking route display section 70 is connected to the parking route regeneration section 50 and the parking route generation section 20.

[0071] A new route generated by the parking route regeneration section 50 and a route generated by the parking route generation section 20 are displayed on a device with a touch field function provided at the parking route display section 70 and having an HMI function so that a user can be informed about the route.

[0072] As described above, when the environmental sensing section 10 detects the parking space, it receives the video around the vehicle, viewed from above, through image processing using the video from the image sensor. This allows the driving route to be overlaid with the video around the vehicle and displayed. The user, e.g., the driver, can confirm the driving route and, if there is no problem, make a selection via the touch panel to grant permission, thereby increasing safety.

[0073] In the description above, the parking route display section 70 has the HMI function, and the user operates the touch panel to approve the route; however, the parking route display section 70 cannot have the HMI function as long as it can display the route.

[0074] The parking route display section 70 can serve as the device with the touch field function of the parking position input section 60, as shown in Fig. 16 described. <Ausführungsform 2>

[0075] Fig. Figure 17 is a functional block diagram showing a configuration of a parking aid device 200 of an embodiment 2 according to the present invention. Fig. 17 are assigned the same reference numbers to the same components as in the one based on Fig. The parking aid device described in section 1 is 100, and the repeated description is omitted.

[0076] As in Fig. As shown in Figure 17, the parking aid device 200 contains a parking path regeneration section 90 instead of the parking path regeneration section 50 which is based on Fig. The parking aid device 100 described in section 1. The parking route regeneration section 90 generates a multitude of driving routes to avoid collisions between the vehicle in question and the obstacle when the obstacle detection section 40 detects the obstacle on the vehicle's driving route, and to maintain a small target steering angle and avoid stationary steering in a multitude of parking spaces or a wide parking space when parking spaces are located in a multitude of areas or when there is a wide parking space in which a multitude of vehicles can be parked. In addition to the based on Fig. In the configuration of the parking aid device 100 described in section 1, the parking aid device 200 includes a parking route determination section 80, which selects a route with a smallest target steering angle from the multitude of driving routes generated by the parking route regeneration section 90 and thereby determines a new driving route.

[0077] The following describes the operation of the parking aid device 200 of the presented embodiment 2, using as an example a parking aid scene of reversing and parking the vehicle in question in a parking frame in the parking area.

[0078] Fig. Figure 18 is a flowchart illustrating the parking aid processing of the parking aid device 200, and the following description follows this flow. Fig. Figure 19 is a drawing illustrating a route of travel of the vehicle OV in a case in which the vehicle OV is parked in one of two parking spaces in a parking area divided by the parking frame line 102, so that the multitude of vehicles VC are arranged side by side.

[0079] The route of the vehicle in question, OV, is assumed to be as shown by an arrow in Fig. 19 indicated, after the vehicle OV in question is traveling from point A to the front point B, which is parallel to the arrangement of the multitude of vehicles VC parked parallel in the parking frame line 102, the vehicle OV in question takes a left turn and then travels straight ahead to continue to point C, and subsequently travels back from point C in a gentle curve to reach point D, which is the parking space.

[0080] In the Fig. In the flowchart shown in section 18, the processes in steps S201 to S204 are essentially the same as those in steps S101 to S104 in the flowchart in the Fig. 2 of the embodiment 1 shown, so that the description is omitted. However, the environment detection section 10 detects the multitude of parking spaces in step S201, and the parking route generation section 20 generates the driving route for the parking space with the small target steering angle at which the vehicle can be easily parked in the multitude of parking spaces detected by the environment detection section 10 in step S202.

[0081] When a driver intending to park the vehicle initiates a predetermined parking aid start procedure, the parking aid processing is started. Following steps S201 to S204, if the obstacle detection section 40 detects that the obstacle exists on the vehicle's path in step S204 (in a case of "yes"), the parking route regeneration section 90 generates (regenerates) the path to park the vehicle in the parking space while avoiding a collision between the vehicle and the obstacle, based on the parking space detected by the environment detection section 10 (step S205). In this case, the multitude of parking spaces is detected, and the parking route regeneration section 90 generates the multitude of paths with the small target steering angle to avoid stationary steering for the multitude of parking spaces detected by the environment detection section 10.

[0082] The parking route determination section 80 selects the route with the smallest target steering angle from the multitude of routes generated by the parking route regeneration section 90, thereby determining the new route (step S206).

[0083] In the meantime, if the obstacle detection section 40 does not detect the obstacle on the route of the vehicle in question in step S204 (in the case of No), the process proceeds to step S207, and the driving control 30 performs the drive control and steering control of the vehicle in question so that the vehicle follows the route generated by the parking route generation section 20.

[0084] When the obstacle detection section 40 detects an obstacle on the vehicle's route, the driving control unit 30 receives information about the obstacle's position and distance, or similar information, from the obstacle detection section 40 and stops the vehicle. The driving control unit 30 then receives a new route generated by the parking route determination section 80 while the vehicle is stopped and performs the vehicle's drive and steering control so that the vehicle follows the new route (step S207).

[0085] The processing described above following step S204 is repeated until the vehicle in question is parked in the parking space.

[0086] Next, using Fig. 20 and Fig. 21 describes an example of an evasive maneuver to avoid the obstacle, which is carried out by the obstacle detection section 40, the parking route determination section 80, the parking route regeneration section 90 and the driving control 30.

[0087] Fig. Figure 20 illustrates a situation in which the obstacle OB suddenly appears behind the vehicle OV during the parking assistance operation. Fig. 19 illustrated position C appears in relation to position D.

[0088] As described above, the obstacle detection section 40 detects how the obstacle lies on the road surface, based on the distance value obtained by the distance sensor, i.e., the distance from the vehicle OV to the obstacle OB using the two-dimensional grid map.

[0089] If the obstacle OB suddenly appears on the travel path TR and the object detection section 40 determines that the obstacle is on the travel path, as in Fig. As shown in Figure 19, the vehicle control system 30 stops the vehicle OV at a predetermined distance before the obstacle OB, as shown in Figure 19. Fig. 20 is shown so that the collision with the obstacle OB can be avoided. This predetermined distance is the edge distance, which is optionally set from the position of the obstacle, as shown by Fig. 12 described.

[0090] Fig. Figure 21 is a drawing illustrating a state in which the obstacle OB remains on the travel path TR and the vehicle OV continues in a stop state. The parking route regeneration section 90 begins processing the generation of the travel path to avoid the obstacle for a predetermined period of time, e.g., three seconds after the vehicle's stop state, thereby reducing the time required to complete the vehicle's parking.

[0091] In this case, the multitude of parking spaces is detected, so that the parking route regeneration section 90 generates the multitude of driving routes with the small target steering angle to avoid stationary steering for the multitude of parking spaces detected by the environment detection section 10. Fig. Figure 21 shows the route TR1, indicated by a solid line, and the route TR2, indicated by a dashed line, as an example.

[0092] The parking route determination section 80 selects the route with the smallest target steering angle from the multitude of routes generated by the parking route regeneration section 90 and designates this route as the new route, thereby making route TR1 in Fig. 21 will become the new route.

[0093] The driving control unit 30 receives the new route from the parking route determination section 80 while the vehicle is stationary, sends the target steering angle to the steering device so that the vehicle travels along the new route, and sends the target speed to the drive unit, thereby restarting the parking aid. Accordingly, the vehicle can be parked quickly even when there are numerous parking spaces or a large parking space large enough to accommodate many vehicles. <Modifikationsbeispiel 1>

[0094] Fig. Figure 22 is a functional block diagram showing a configuration of a parking aid device 200A of modification example 1 of embodiment 2 according to the present invention. Fig. 22 are assigned the same reference numbers to the same components as in the one based on Fig. The parking aid device 200 described in section 17 is no longer needed, and the repeated description is omitted.

[0095] As in Fig. As shown in 22, the parking aid device 200A includes, in addition to the one shown based on Fig. The configuration of the parking aid device 200 described in section 17 includes a parking position input section 60, through which a user can select a parking space.

[0096] One configuration and one function of the parking position input section 60 are the same as those of the one based on Fig. The parking aid device 100A described in section 15 is therefore no longer needed.

[0097] The user touches a desired parking space in the video surrounding the vehicle, which is displayed on a device with a touch-sensitive surface function provided in parking position input section 60, and can thus set the vehicle's parking space. In this way, the user can select the parking space according to their preference, thus achieving user convenience. <Modifikationsbeispiel 2>

[0098] Fig. Figure 23 is a functional block diagram showing a configuration of a parking aid device 200B of modification example 2 of embodiment 2 according to the present invention. Fig. 23 are the same components as in the one based on Fig. The parking aid device 200 described in section 17 is assigned the same reference numbers, and the repeated description is omitted.

[0099] As in Fig. As shown in Figure 23, the 200B parking aid includes, in addition to the configuration based on... Fig. The parking aid device 200 described in section 17 includes a parking route display section 71, which displays a driving route.

[0100] The parking route display section 71 is connected to the parking route determination section 80 and the parking route generation section 20, and a new route generated by the parking route generation section 80 and a route generated by the parking route generation section 20 are displayed on a device with a touch field function provided on the parking route display section 71 and having an HMI function, so that a user can be informed about the route.

[0101] The user, e.g. the driver, can confirm the route and grant permission via the touch panel if there are no problems, thereby increasing safety.

[0102] The parking route display section 71 can be used as a display device with the function of the touch field of the based on Fig. 22 described parking position input section 60 serve.

[0103] The configurations of the parking assistance devices 100 and 200 described above can be created using a computer, and each configuration is executed when the computer runs a program. That is, the environment detection section 10, the parking route generation section 20, the driving control 30, the obstacle detection section 40, and the parking route regeneration section 50 in the Fig. 1 parking aid device 100 and the environment detection section 10, the parking route generation section 20, the driving control 30, the obstacle detection section 40, the parking route determination section 80 and the parking route regeneration section 90 in the depicted Fig. The parking aid device shown in 17 is, for example, replaced by a device in Fig. The processing circuit 1000 shown in Figure 24 is implemented. A processor, such as a central processing unit (CPU) or a digital signal processor (DSP), is used in the processing circuit 1000, and a function of each configuration described above is achieved by executing a program stored in a memory unit.

[0104] Dedicated hardware can be applied to the processing circuit 1000. If the processing circuit 1000 is the dedicated hardware, then, for example, a single circuit, a complex circuit, a programmed processor, a parallel-programmed processor, an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or a combination thereof falls under the processing circuit 1000.

[0105] Fig. 25 illustrates a hardware configuration in a case where each configuration of the in Fig. 1 parking aid device 100 shown (the environment detection section 10, the parking route generation section 20, the driving control 30, the obstacle detection section 40 and the parking route regeneration section 50) and each configuration of the in Fig.The parking aid device 200 shown in Figure 17 (the environment detection section 10, the parking route generation section 20, the driving control 30, the obstacle detection section 40, the parking route determination section 80, and the parking route regeneration section 90) is created using a processor. In this case, the function of each configuration of the parking aid devices 100 and 200 is achieved through a combination of software, etc. (software, firmware, or software and firmware). The software, etc., is described as a program and is stored in a memory 120. A processor 110, acting as a processing circuit 1000, reads and executes a program stored in the memory 120 (device), thereby achieving the function of each section.

Claims

[1] A parking aid device comprising: an environment detection section (10) that detects environment information of a vehicle to be parked in order to detect a parking space where the vehicle can be parked; a parking route generation section (20) that generates a driving route from a current position of the vehicle to the parking space detected by the environment detection section a driving control (30) that allows the vehicle to drive along the route to the parking lot; an obstacle detection section (40) that detects an obstacle around the vehicle; and a parking route regeneration section (50, 90) that generates a new driving route to avoid a collision between the vehicle and the obstacle and to park the vehicle in the parking space when the obstacle detection section (40) detects the obstacle on the driving route in a case where the driving control (30) allows the vehicle to drive along the driving route to the parking space, wherein the driving control (30) makes the vehicle drive along the new route when the new route is generated and where, if the area detection section (10) detects a large number of parking spaces or a wide parking area where a large number of vehicles can be parked, and if the obstacle detection section (40) detects the obstacle on the route in a case where the vehicle control (30) directs the vehicle to the parking space along the route, The parking route regeneration section (90) generates a multitude of driving routes to avoid a collision between the vehicle and the obstacle and to park the vehicle in the multitude of parking spaces or the wide parking space, and the parking aid device further includes a parking route determination section (80) provided between the parking route regeneration section (90) and the driving control (30) to determine the new driving route from the multitude of driving routes generated by the parking route regeneration section (90). [2] The parking aid device according to claim 1, wherein Each of the multitude of driving routes is generated as a driving route that has a small target steering angle and avoids stationary steering in the multitude of parking spaces or the wide parking space, while avoiding a collision between the vehicle and the obstacle, and The parking route determination section (80) selects a route with the smallest target steering angle from the multitude of routes, thereby determining the new route. [3] The parking aid device according to claim 1 or 2, wherein the driving control (30) stops in front of the obstacle when the obstacle detection section (40) detects the obstacle. [4] The parking aid device according to one of claims 1 to 3, wherein the parking route regeneration section (90) generates the plurality of driving routes on the basis of the environmental information acquired by the environmental detection section (10) after a predetermined period of time has elapsed, after the obstacle detection section (40) has detected the obstacle and the vehicle has stopped. [5] The parking aid device according to one of claims 1 to 4, further comprising a display section (71) which displays the route generated by the parking route generation section (20) and the new route determined by the parking route determination section (80). [6] The parking aid device according to claim 5, wherein the display section (71) is configured to be able to select whether the displayed route should be adopted or not. [7] The parking aid device according to any one of claims 1 to 6, further comprising a parking position input section (60) that can select a parking space when the environment detection section (10) detects a plurality of parking spaces or detects the wide parking space. [8] The parking aid device according to any one of claims 1 to 7, wherein the obstacle detection section (40) detects how the obstacle is located on a road surface, based on a distance from the vehicle to the obstacle using a two-dimensional grid-like map. [9] A parking assistance procedure, comprising: a step (a) (S101) of acquiring environmental information of a vehicle to be parked in order to detect a parking space where the vehicle can be parked; a step (b) (S102) of generating a route from the current position of the vehicle to the parking space identified in step (a) a step (c) (S103) of driving the vehicle to the parking space along the route; a step (d) (S104) of confirming whether or not an obstacle is detected on the route when the vehicle travels to the parking area along the route; a step (e) (S105) of generating a new route to avoid a collision between the vehicle and the obstacle and to park the vehicle in the parking space if the obstacle is detected on the route in step (d); and a step (f) (S106) to make the vehicle travel along the new route when the new route has been generated; where, if a large number of parking spaces or a wide parking area where a large number of vehicles can be parked is identified in step (a), and if the obstacle on the route is detected at step (d), Step (e) includes a step (e-1) of generating a plurality of driving routes to avoid a collision between the vehicle and the obstacle and to park the vehicle in the plurality of parking spaces or the wide parking space, and the parking assistance procedure further includes a step (g) (S206) to determine the new route from the multitude of routes after step (e) and before step (f). [10] The parking assistance method according to claim 9, wherein Step (e-1) includes a step of generating each of the plurality of driving routes as a driving route with a small target steering angle and avoiding stationary steering on the plurality of parking spaces or the wide parking space while avoiding a collision between the vehicle and the obstacle, and Step (g) includes a step of selecting a route with a smallest target steering angle from the multitude of routes, thereby determining the new route.

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