PARKING AID DEVICE

Abstract

Parking assistance device, which includes: a path candidate calculation unit (501) that generates a path candidate from a current position of a vehicle (101) to a parking target position (106) based on a drivable area (104) of the vehicle (101) which is detected on the basis of external environment information; a turn position calculation unit (502) that provides a turn position at a specified position on the path candidate generated by the path candidate calculation unit (501); a unit (503) for calculating a preliminary path, which generates a preliminary path from the turning position to the parking target position (106), wherein the path candidate in which the preliminary path can be generated by the unit (503) for calculating a preliminary path is set to a parking path (105) of automatic parking; and a unit (1701) for determining a stop of the automatic parking, which determines whether the automatic parking has stopped. is to be, whereby, if an obstacle (102) is detected while the vehicle (101) is driving on the parking path (105), The unit (1701) for determining a stop of the automatic parking stops the automatic parking when the vehicle (101) is passing through the turning position and when there is no reverse request from a driver, and The vehicle (101) moves backwards to the turning position and continues automatic parking via the provisional path when the vehicle (101) passes through the turning position and when there is a reverse request from a driver.

Description

Technical field

[0001] The present invention relates to a parking aid device. State of the art

[0002] There is a parking assistance device that automatically parks a vehicle at a target parking position by means of automatic steering. This parking assistance device uses an external environment detection device to detect the vehicle's surroundings, geometrically calculates a path and steering angle from a starting parking position to the target parking position, and generates a parking path. The driver performs the automatic parking without any steering input. PTL 1 discloses, as such a parking assistance device, a technique for performing more accurate parking assistance during the approach to the target parking position.

[0003] EP 2 116 425 B1 discloses a parking assistance device for automated vehicle guidance to a target parking position. For this purpose, an initial position guidance path is first calculated from the current vehicle position to a defined initial position, from which the actual guidance to the target parking position takes place. The device comprises an initial position guidance unit for generating and implementing the guidance path, as well as an obstacle detection unit that detects obstacles in the vehicle's surroundings. If detected obstacles are located on the initial position guidance path, this path is adjusted accordingly to allow the vehicle to navigate around them.

[0004] DE 10 2009 029 436 A1 discloses a method for the automated parking and unparking of a vehicle in and out of a parking space along a roadway, in which it is first determined whether there is a traversable or non-traversable area on the opposite side of the roadway from the parking space. Depending on this classification, a path is planned for the parking operation, whereby, in the case of a non-traversable area, a path is selected that avoids driving over this area, and in the case of a traversable area, either this path or an alternative path is used in which driving over the area is permitted. List of oppositions patent literature

[0005] PTL 1: JP 2017 - 30 567 A Summary of the invention: Technical problem

[0006] In a typical automatic parking system, the path from the starting parking position to the target parking position is calculated before the parking process begins. However, there are cases where an external environment detection system cannot detect an obstacle at a distant location or in a blind spot. In such a case, smooth parking is hindered if the vehicle is actually parked automatically. Solution to the problem

[0007] The aforementioned problem is solved by the invention according to independent claim 1. Further preferred embodiments are described in the dependent claims. Advantageous effects of the invention

[0008] According to the invention, it is possible to perform automatic parking without any problems. Brief description of the drawings Fig. Figure 1 is a schematic representation to explain general automatic parking. Fig. Figure 2 is a schematic representation to explain general automatic parking. Fig. Figure 3 is a schematic representation depicting a configuration of a vehicle with a parking aid device attached to it. Fig. Figure 4 is a block diagram representing a configuration of a vehicle control device. Fig. Figure 5 is a block diagram representing a configuration of a path generation unit. Fig. Figure 6 is a flowchart that represents a processing procedure of a path candidate calculation unit. Fig. Figure 7 is a schematic representation to illustrate a feed path. Fig. Figure 8 is a schematic representation showing a connection through one-sided steering. Fig. Figure 9 is a schematic representation showing a connection through S-shaped steering. Fig. Figure 10 is a schematic representation to illustrate a reverse path. Fig. 11 is a flowchart that represents a processing procedure for a preliminary path generation. Fig. Figure 12 is a schematic representation depicting a parking path and a turning position. Fig. Figure 13 is a schematic representation showing the parking path and the turning position of a change. Fig. Figure 14 is a block diagram showing a configuration of a path generation unit in a second embodiment. Fig. 15 is a flowchart that represents a processing procedure for generating a preliminary path in the second embodiment. Fig. Figure 16 is a schematic representation showing an example of an input / output device in the second embodiment. Fig. Figure 17 is a block diagram representing a configuration of a vehicle control device in a third embodiment. Fig. 18 is a flowchart that represents a processing procedure of a unit for determining a stop / interruption of automatic parking in the third embodiment. Fig. Figure 19 is a schematic representation depicting a parking path in the unit for determining a stop / interruption of automatic parking in the third embodiment. Fig. Figure 20 is a schematic representation depicting a parking path in a change. Description of embodiments [First embodiment]

[0009] Before describing the embodiment, the following will be used as a basis: Fig. 1 and Fig. 2. A general automatic parking system is described.

[0010] As in Fig. As shown in Figure 1, based on an external environment detection device, such as a camera or an ultrasonic sensor, installed in a vehicle 101, a parking starting position is calculated based on position information 103 of an obstacle 102, such as a parked vehicle. This area 104 (indicated by hatching in the schematic representation) is then used to determine the area within which the vehicle 101 can drive. Subsequently, based on the calculated drivable area 104, a parking path 105 (dotted line) to a parking target position 106 is calculated. If the path search is successful, the movement control of the vehicle 101 is executed in accordance with the parking path 105.

[0011] As in Fig. As shown in 2(a), the path at the parking start position with respect to an obstacle 202 that is outside the area 104 cannot be detected. As shown in Fig. As shown in Figure 2(b), in such a case it is necessary to correct a parking path, such as a turning path, from this position if the vehicle 101 is moved to a point where the obstacle 202 can be detected. At the same time, the correction amount is limited, the vehicle cannot reverse in a large turn to avoid a collision, a correction path 203 is excessively increased, or parking is blocked if the vehicle 101's maneuvering space is limited. Thus, parking is not straightforward. As described below, such a situation does not occur in this embodiment, and parking is possible without problems.

[0012] Fig. Figure 3 is a schematic representation showing a configuration of a vehicle 300 with an attached parking aid device according to an embodiment of the invention.

[0013] The vehicle 300 includes a power generation mechanism 310, which is a power source, a brake 311, which brakes the vehicle 300, and a transmission 312, which has a gear to switch the power generation mechanism 310's power to forward and reverse motion. The power generation mechanism 310 rotates the left and right wheels 314 via the transmission 312, causing the vehicle 300 to move. Furthermore, controlling the brake 311 generates a braking force and decelerates the vehicle 300. The power generation mechanism 310 can be a power machine, a hybrid mechanism of a power machine and a motor, or a motor alone.

[0014] Vehicle 300 is equipped with a steering system 313. When the steering system 313 is turned, the direction of the wheels 314 is changed and vehicle 300 turns.

[0015] A drive force control device 320 controls the drive force generated by the drive force generation mechanism 310. A brake control device 321 controls the brake 311 in such a way that a predetermined braking force is generated. In the case of automatic parking, a steering control device 322 controls the steering 313 in such a way that a predetermined wheel steering angle is maintained, even if the driver does not operate the steering 313. A transmission control device 323 controls the transmission 312 to switch between forward and reverse movements of the vehicle 300. Furthermore, the vehicle 300 is equipped with an external environment detection device 325, which detects external environment information around the vehicle 300 and, based on this information, identifies a drivable area for the vehicle 300, and with a vehicle speed sensor 326, which detects speed information of the vehicle 300.The external environment detection device 325 is configured by cameras installed on the front and rear and on the right and left side surfaces of the vehicle 300 to capture, for example, images taken around the vehicle 300 as external environment information, and by a sonar that captures distance information to an obstacle around the vehicle 300 as external environment information.

[0016] Furthermore, the vehicle speed sensor 326, which acquires the speed information of the vehicle 300, is not limited to wheel speed pulse information and the speed information can be calculated indirectly using a resolver speed sensor of the engine, a speed sensor of the transmission 312 or the like.

[0017] A vehicle control device 324 sends a command value to the drive force control device 320, the brake control device 321, the steering control device 322, and the transmission control device 323, based on information from the external environment detection device 325 and the vehicle speed sensor 326. Furthermore, an input / output device 328 is provided for the automatic parking system, allowing the driver to input and output information. Specifically, the input information includes the determination of a parking position, the start of automatic parking, etc., while the output information includes a top-down view that combines a parking frame, path information, a turning position, and an image of the vehicle's surroundings during automatic parking.

[0018] The following describes details of the vehicle control device 324, which is an application of the parking aid device according to an embodiment of the invention. Fig. Figure 4 is a block diagram representing a configuration of the vehicle control device 324.

[0019] The vehicle control device 324 includes a parking target candidate display unit 401, a unit 402 for estimating its own position, a path generation unit 403, a target steering angle calculation unit 404, a target vehicle speed calculation unit 405, a target braking / driving force calculation unit 406 and a forward / reverse switching determination unit 407.

[0020] The parking target candidate display unit 401 calculates a parking space based on the position of the obstacle, the position of the white line, and the like, which are obtained from the external environment detection device 325, and presents it to the driver as a parking target candidate. More precisely, the parking target candidate is displayed on a screen of a navigation system or the input / output device 328, and the driver selects a parking target position from the available parking target candidates.

[0021] When automatic parking is started, the unit 402 calculates the vehicle's own position 300, more precisely the coordinates, the distance traveled, and the like, based on the vehicle speed information recorded by the vehicle speed sensor 326 and the steering angle information recorded by the steering 313.

[0022] The path generation unit 403 calculates a path, based on the parking target position and the position of the obstacle, along which something can move from the parking starting position to the parking target position without encountering an obstacle or similar. If the path can be generated, the curvature information and the turning position relative to the travel distance are output. Furthermore, it is not recognized as an obstacle if the height of the detected step is determined to be surmountable, and it is recognized as an obstacle if it is determined that the step cannot be surmounted.

[0023] The target steering angle calculation unit 404 calculates a target steering angle based on the curvature information for the travel path, which is the output result of the path generation unit 403, and sends it to the steering control device 322. The target steering angle is not limited to the output result of the path generation unit 403 and can be used with the correction value of the steering amount if the relative relationship with the parking frame and the obstacle differs during automatic parking.

[0024] The target vehicle speed calculation unit 405 determines a target vehicle speed in the actual driving control based on the magnitude of the curvature and the position of the obstacle, which are the output results of the path generation unit 403. If the target vehicle speed changes during driving control, smooth acceleration and deceleration are achieved by correcting the target vehicle speed, taking into account acceleration and the rate of acceleration increase. For example, if the external environment detection device 325 detects a step or wheel clamp on the parking path after automatic parking has begun, the target vehicle speed is reduced. As a result, the vehicle can be parked without causing an unpleasant jolt to the driver at the time of a step or wheel clamp collision.

[0025] The target braking / propulsion force calculation unit 406 calculates the required braking / propulsion force based on the difference between the target vehicle speed and the vehicle speed information. When braking force is generated, the braking torque is simultaneously sent to the brake control device 321, and when propulsion force is generated, the propulsion torque is sent to a propulsion force control device 120. If the external environment detection unit 325 detects an incline, step, or the like, the propulsion force is adjusted. More precisely, the propulsion force is adjusted to increase it if the incline is upward and to decrease it if the incline is downward. If a step is detected, the propulsion force is increased the higher the step. As a result, the ability to follow the target vehicle speed can be improved.

[0026] The forward / reverse switching control unit 407 sends the forward / reverse switching information to the transmission control device 323 based on the forward / reverse switching information, which is the output result of the path generation unit 403.

[0027] Fig. Figure 5 is a block diagram representing a configuration of the path generation unit 403. As shown in Fig. As shown in Figure 5, the path generation unit 403 contains a path candidate calculation unit 501, a turn position calculation unit 502, a unit 503 for calculating a preliminary path and a path candidate acceptance determination unit 504.

[0028] The path candidate calculation unit 501 calculates a movable path candidate from the parking start position to the parking target position, without colliding with the obstacle, based on the position information of the obstacle detected at the parking start position. A specific process of the path candidate calculation unit 501 will be described later using the following example: Fig. 6 described.

[0029] As will be shown later using the following examples: Fig. As described in section 11, the turn position calculation unit 502 sets the turn position at a predefined position on the path candidate output by the path candidate calculation unit 501.

[0030] Unit 503, used to calculate a preliminary path, calculates a path (preliminary path) when the vehicle reverses at the intended turning position.

[0031] The path candidate assumption determination unit 504 determines whether the provisional path can be generated and outputs either the path candidate or the provisional path.

[0032] Fig. Figure 6 is a flowchart of the path candidate calculation unit 501. Furthermore, the program shown in this flowchart and the program shown in the flowchart described later can be executed by a computer containing a CPU, memory, and the like. The entire process or a part of the process can be implemented by a hardware logic circuit. This program can also be pre-stored and made available in a storage medium of the vehicle control unit 324. Alternatively, the program can be stored and made available in an independent recording medium, or the program can be recorded and stored in the storage medium of the vehicle control unit 324 via a network connection. It can be provided in various forms of computer-readable computer program products, such as data signals (carrier waves).

[0033] The processing procedure of the path candidate calculation unit 501 is based on Fig. 6 described.

[0034] In step S601, a reference vehicle speed pattern calculation is performed. First, a reference vehicle speed pattern Vbase is calculated for driving on a path. More precisely, the vehicle speed, relative to an upper limit Vmax of the vehicle speed in relation to the parking space, is divided into predefined intervals Vd, and the reference vehicle speed pattern Vbase is generated as shown in the following expression (1). [Math. 1] Vbase=[Vmax,Vmax−Vd,Vmax−2Vd,…]

[0035] In this embodiment, the upper speed limit set for the parking space is as follows. The upper limit Vmax of the vehicle speed is reduced as the road width narrows. Furthermore, the upper limit Vmax of the vehicle speed is reduced as the distance to the obstacle shortens. More precisely, the path candidate calculation unit 501 reduces the reference vehicle speed as the road width decreases or as the distance to the obstacle shortens. For example, the upper limit Vmax of the vehicle speed is set if the road width is 10 m, and Vmax - 2Vd is set if it is 6 m. Alternatively, the upper limit Vmax of the vehicle speed is set if the distance to the obstacle is 3 m, and Vmax - 3Vd is set if it is 0.5 m.As a result, the speed can be reduced if the road is narrow or the distance to the obstacle is short, and the driver's anxiety can be alleviated.

[0036] Furthermore, by setting the upper limit Vmax of the vehicle speed in the reverse direction lower than in the forward direction, it is possible to reduce the reverse speed, which is difficult for the driver to confirm, in order to alleviate the driver's concern.

[0037] Furthermore, even with the same curvature, lateral acceleration increases as vehicle speed increases, so the reference vehicle speed is set lower as the curvature increases. This improves handling without subjecting the driver to excessive lateral acceleration.

[0038] Furthermore, the speed is reduced in environments where it is difficult for the driver to visually perceive the vehicle's surroundings. More precisely, the speed is reduced based on information from the light sensor or the external environment detection device 325 when a dark environment is detected, or when the external environment detection device 325 detects a windshield wiper signal or raindrops. By reducing the speed in situations where it is difficult for the driver to perceive the surroundings, the driver's anxiety can be reduced.

[0039] In step S602, the reference vehicle speed used in the automatic parking control calculation is selected. More precisely, one of the reference vehicle speed patterns that has not been subjected to the path generation process is selected, and the path candidate generation process described in and after step S603 is executed based on this reference vehicle speed. Specifically, the path generation process is executed using the first through fourth upper vehicle speed limits, if a first upper vehicle speed limit is set based on road width, a second upper vehicle speed limit is set based on the distance to the obstacle, a third upper vehicle speed limit is set based on the curvature of the road, and a fourth upper vehicle speed limit is set based on the ambient brightness.Thus, Vmax of the reference vehicle speed pattern is the upper limit of the vehicle speed determined by the environment. Subsequently, the reference vehicle speed is modified using the upper limit Vmax as a reference at the time of calculating the path candidate, as Vmax - Vd, Vmax - 2 · Vd, etc.

[0040] For example, the path generation process can be performed with two reference vehicle speeds Vmax - Vd and Vmax - 2 · Vd or with three reference vehicle speeds Vmax, Vmax - Vd and Vmax - 2 · Vd.

[0041] In step S603, the feed path is calculated. Fig. Figure 7 is a schematic representation to illustrate a feed path.

[0042] Fig. 7 represents paths 704 to 707 which are able to leave the vehicle from the state in which the vehicle is precisely positioned in a parking frame 702 without it coming into contact with an obstacle 703 on the left and right (such as a parked vehicle).

[0043] To shorten the path length, it is desirable here to calculate the approach path based on a minimum turning radius at the time of turning, whereby the radius of the approach path can be calculated by increasing the turning radius.

[0044] Furthermore, the turning radius can be increased while the road width in front of the parking space (702) is greater. As a result, the vehicle turns smoothly and handling is improved when the parking space is large.

[0045] In step S603, the approach path is calculated until a predefined end condition is met. The approach path is calculated here until at least one of the end conditions is met, such as a condition that the vehicle's direction after leaving is perpendicular to the parking orientation of the parking frame 702, parallel to the aisle orientation, and in the same direction as the vehicle's direction at the initial parking position 701, or a condition that the left vehicle arrives at a point a predefined width Wth away from the parking frame 702.

[0046] The process then proceeds to step S604 to create a connecting path by steering in one direction.

[0047] More precisely, it is determined whether it is possible to achieve this by steering the vehicle unilaterally with a feed termination position 707, which moves along the feed path from the in Fig. The system is designed to connect the vehicle's movement from the parking start position 701 shown in section 7, storing the path information if the connection is possible. Here, one-sided steering refers to the operation of turning the steering wheel 313 of the carrier vehicle only to the left or right. The information about the path to be connected represents a path along which the vehicle can move from the parking start position 701 to the feed end position 707 using one-sided steering, without encountering an obstacle.

[0048] Fig. Figure 8 is a schematic representation depicting a connection achieved through unilateral steering. As in Fig. As shown in Figure 8, the following calculation processes (1) to (3) are performed to generate a path from the one-sided steering (entry preparation path) from the parking start position A to an arrival destination position T. (1) An intersection point X of an axis L1 of the vehicle at the parking start position A and an axis L2 of the vehicle at the arrival destination position T is obtained. (2) Then a distance Ls between the intersection point X and the parking start position A and a distance Le between the intersection point X and the arrival destination position T are calculated and the shorter one is selected. (3) In the Fig. In the example shown in Figure 8, the distance Le is selected. A circle C with two axes L1 and L2 as common tangents is then drawn. The radius R of circle C at this time is calculated using the following expression (2). [Math. 2] R=Lesinθs. θ here is an angle formed by a contact point between circle C and axis L1 and by a contact point between circle C and axis L2 in circle C.

[0049] In this way, the straight line and the circular arc are combined to generate the path from the initial parking position A to the final destination position T. The connection provided by the one-sided steering is not limited to a straight line and a circular arc; a path can be generated using a relaxation curve such as a Cornu spiral.

[0050] The feed path obtained by calculating the feed path in step S603 and the entry preparation path obtained by generating the connection path through the one-sided steering in step S604 are combined and stored in the memory as a first parking path.

[0051] In step S605, a process for generating a connection path using S-shaped steering is executed. In this step S605, it is determined whether the S-shaped steering creates a connection from the... Fig. The connection between the parking start position 701 shown in 7 and the feed end position 707 calculated on the feed path is possible, and the path information is stored if the connection is possible.

[0052] Fig. Figure 9 is a schematic representation depicting a connection through S-shaped steering. As in Fig. As shown in Figure 9, a radius is calculated to draw an S-shape, generating an S-shaped steering path from the initial parking position A to the final destination position T. This calculation can be simplified by setting the turning radius of the S-shaped steering to the same radius R, while the connecting path through the S-shaped steering can be generated using different radii. By setting different radii, the degrees of freedom of the path through the S-shaped steering increases, making it easier to achieve. Here, the case of the same radius R is described. The coordinates of the initial parking position A are A(0, 0), the coordinates of the final destination position T are T(Xe, Ye), and the angle relative to the final destination position T, i.e., the angle θ, which indicates the direction of the vehicle at the final destination position T when the vehicle's direction at the initial parking position A is 0, is 0.In this case, the radius R of the common circle is obtained from the center coordinates C1 and C2 of the respective circles, such that the following expression (3) is determined from the distance between the center coordinates. Then, R is obtained using the following expression (4). [Math. 3] 2R=(Xe−Rsinθ)2+(Y3−Rcosθ+R)2 [Math. 4] R=Xesinθ−Ye(1+cosθ)−{Xesinθ−Ye(1+cosθ)}2−2(cosθ−1)(Xe2+Ye2)2(cosθ−1)

[0053] The calculated turning radius R is used to generate a connecting path for the S-shaped steering maneuver. The S-shaped connection is not limited to a circular arc here, and a path can be generated using a smoothing curve such as a Cornu spiral.

[0054] In this way, not only the one-sided steering but also the S-shaped steering is used to generate the connecting path, thus increasing the degree of freedom and making the connecting path easy to generate.

[0055] The feed path obtained by calculating the feed path in step S603 and the entry preparation path obtained by generating the connection path through the S-shaped steering in step S605 are combined and stored in the memory as a second parking path.

[0056] The process then proceeds to step S606 to determine the end of the path generation process by initiating the reverse motion. If the path generation process has not been executed by the reverse motion in step S606, the process proceeds to path generation by the reverse motion in step S607. If the path generation process has already been executed, the process proceeds to step S608 to determine the end of path generation by the overall reference vehicle speed pattern.

[0057] In step S607, the path is generated through the beginning of the reverse movement. Fig. Figure 10 is a schematic representation illustrating path generation through the initial backward movement. As in Fig. As shown in Figure 10, it is difficult to connect with paths 704 to 708, which are capable of exiting the parking space via the one-sided steering and the S-shaped steering, when the vehicle's position 1001 passes through the parking frame at the start of the parking maneuver. As indicated by connecting path 1002, the vehicle can only be connected to path 708, which is capable of exiting the parking frame 702, causing the driver discomfort. Therefore, as shown by the reverse path 1003, a connecting path is sought from the vehicle's position 1004, which has been moved back a predetermined distance, to paths 704 to 708, which allow the vehicle to exit. As a result, the parking path can be made more compact, and the driver's discomfort can be reduced.

[0058] The reverse position lies within a predetermined value of the lateral obstacle 703, or the vehicle's front position lies on the right side of the lateral obstacle 703. This reduces the driver's discomfort due to the reverse movement.

[0059] Furthermore, the vehicle angle is adjusted during reversing so that it is parallel to the road if the vehicle's position 1001 at the start of the parking maneuver is not parallel to the road. As a result, the next time the vehicle moves forward, it is easier to successfully find a connecting path to exit roads 704 to 708.

[0060] If, in step S607, the connecting path through the one-sided steering in step S604 and the connecting path through the S-shaped steering in step S605 are successfully generated, after a reverse path to move the vehicle back from position 1001 of the own vehicle at the beginning of parking to position 1004 of the own vehicle has been generated, a path obtained by combining the first parking path and the reverse path including the entry preparation path through one-sided steering and a path obtained by combining the second parking path and the reverse path including the entry preparation path through the S-shaped steering are stored in the memory as a first path candidate and as a second path candidate, respectively.

[0061] In step S608, based on all reference vehicle speed patterns, it is determined whether path generation should be completed. If path generation is completed in this step S608 for each reference vehicle speed, the creation of the path candidate is terminated; if it is not completed, the process returns to step S602.

[0062] The candidate path calculation unit 501 performs the process of the in Fig. The flowchart shown in Figure 6, as described above, is used to generate multiple path candidates. This allows the path candidate calculation to be performed using the entry preparation path via the one-sided steering and the entry preparation path via the S-shaped steering. It is then possible to calculate an automatic parking procedure in which multiple parking patterns are based on the different path shapes, i.e., the reference vehicle speed is the same, but the path shape is different.

[0063] Fig. 11 is a flowchart that represents a processing procedure for generating a preliminary path, which is a process that is executed by the turn position calculation unit 502, by the preliminary path calculation unit 503, and by the path candidate assumption determination unit 504.

[0064] In step S1101, the path candidates generated by the path candidate calculation unit 501 are read. In the next step, S1102, the turn position calculation unit 502 sets the turn position to a predefined position on the parking path. The turn position is set based on Fig. 12 described.

[0065] Fig. Figure 12 is a schematic representation depicting a parking path and a turning position. Based on the external environment detection device 325 installed in a vehicle 101, at a parking start position 1201, an area 1202 (indicated by hatching in the schematic representation) is calculated within which the vehicle 101 can drive, based on position information 103 of an obstacle 102, such as a parked vehicle. Subsequently, a parking path 1205 (dotted line) to a parking destination position 1207 is calculated based on the calculated drivable area 1202. The turning position calculation unit 502 effectively moves the vehicle from a parking start position 1201 to a turning point 1203 and calculates a turning position 1206 along the parking path 1205.

[0066] At the turning position 1206, at least one or more positions are set between the turning point 1203 of the parking path 1205 and the boundary of the area 1202, at which the vehicle can travel, and which are detected by the external environment detection device 325 at the initial parking position 1201. It is ensured that there is no obstacle from the initial parking position 1201 to the drivable area 1202 detected by the external environment detection device 325. However, this is necessary because it may be required for the vehicle to reverse while traveling on a path that extends beyond the area 1202 without detecting an obstacle further away from this area 1202. As an example, it is assumed that the vehicle has moved along parking path 1205, with the position at that time being set as turning position 1206, if part of the vehicle is outside area 1202 at position 1204.

[0067] In step S1103 from Fig. Unit 503 calculates a preliminary path when the vehicle reverses at turning position 1206. A specific processing element is a reverse movement initiation process (step S607) similar to the one in Fig. The process is executed as shown in Figure 6, with the turning position 1206 as the starting position. If a path can be generated by the reverse movement start process, a connecting path is generated from the reversed position using the one-sided steering (step S604) and a connecting path is generated using the S-shaped steering (step S605), and the connecting path is calculated together with the approach path to determine the path to the parking target position 1207.

[0068] In the next step, S1104, the path candidate assumption determination unit 504 determines whether a preliminary path can be generated. If the calculated preliminary path in the path candidate assumption determination unit 504 meets a predefined condition, the path candidate calculated by the path candidate calculation unit 501 is accepted as a parking path for automatic parking. If it does not meet the condition, the path generation is considered to have failed. As an example of a case where the predefined condition is met, a preliminary path from the turning position to the parking target position can be generated. An example of a case where the predefined condition is not met is a path along which the vehicle moves backward from the parking start position 1201 via the preliminary path and leaves the parking target position.This is because the driver feels uncomfortable if a path is one through a position to which he has moved back from the position instructed at the beginning of the parking maneuver.

[0069] If a preliminary path can be generated in step S1104, the process proceeds to step S1105 to begin automatic parking along the initial parking path 1205. If it is not possible to generate a preliminary path in step S1104, this parking path 1205 is not accepted and the one in Fig. The process shown in Figure 11 is repeated to read the next path candidate generated by the path candidate calculation unit 501 in step S1101, in order to obtain a path candidate that can generate a preliminary path. With such a path candidate, it is possible to park on the preliminary path without getting stuck, even if there is an obstacle located slightly in front of the outer edge of the detection range of the external environment detection device 325, thus enabling trouble-free automatic parking.

[0070] The turning position 1206 is not limited to position 1204, where part of the vehicle is outside the detection range of the external environment detection device 325. Furthermore, the turning position can be set to a position where the distance accuracy of the external environment information acquired by the external environment detection device 325 is determined to be low. This is because the parking path cannot be recalculated if automatic parking is initiated with poor accuracy at a distance from an obstacle detected based on the external environment information at the initial parking position 1201, and there is an obstacle that is closer to the assumed position as the vehicle approaches.Thus, turning position 1206 is provided if it is determined that the distance accuracy of the external environment information acquired by the external environment detection device 325 is low. This makes it possible to suppress an error when recalculating the parking path.

[0071] Fig. Figure 13 is a schematic representation depicting a parking path and a turning position, which represents a change. Based on the external environment detection device 325 installed in a vehicle 101, at a parking start position 1301, an area 1308 (indicated by hatching in the schematic representation) is calculated within which the vehicle 101 can travel, based on position information 103 of an obstacle 102, such as a parked vehicle. Subsequently, based on the calculated drivable area 1308, a parking path 1305 (dotted line) to a parking destination position 1307 is calculated. The vehicle's final turning point 1306 on the parking path 1305 is located at the point shown in the diagram. Fig. The turning position calculation unit 502 provides turning positions 1302, 1303 and 1304 at predetermined intervals on the parking path 1305 from the parking start position 1301 to the turning point 1306, calculating whether a preliminary path to the parking target position 1307 can be generated if the vehicle turns at each of the turning positions 1302, 1303 and 1304. The turning action determines whether each position is position 1302 (white circle) or 1304 (white circle) where the temporary path can be generated, and position 1303 (black circle) where the temporary path cannot be generated, with position 1304 being set as the turning position, which is closest to turning point 1306 and can generate the temporary path.Accordingly, the reliability of automatic parking on parking path 1305 can be improved by understanding in advance the position where the preliminary path cannot be generated due to the reversal.

[0072] Furthermore, vehicle 101 can suppress the reduction in its speed compared to a case where the vehicle passes through the position before turning position 1304 when passing near turning position 1303, where a preliminary path cannot be generated, or through a position lower than turning position 1304. If the vehicle speed of vehicle 101 is high, the vehicle passes through turning positions 1302 and 1304 at a high speed, thus increasing the braking distance and causing vehicle 101 to proceed to turning position 1303, where a path cannot be generated if the external environment detection device 325 detects a new obstacle. Therefore, there is also the possibility of stopping.

[0073] Thus, the speed is reduced compared to when driving at the forward turning position 1302 when approaching turning position 1304, where there is a possibility that the preliminary path cannot be generated, and when driving towards the rear of turning position 1304. As a result, the braking distance is shortened, the vehicle can be stopped before reaching a point where a path cannot be generated, and the reliability of the automatic parking function is improved. [Second embodiment]

[0074] The following will be based on Fig. 14, Fig. 15 to Fig. 16 describes a second embodiment of the invention. The schematic representation, which shows the configuration of the parking aid device, is shown. Fig. 3 equipped vehicle, and the block diagram illustrating the configuration of the vehicle control device described in the first embodiment. Fig. The components shown in Figure 4 are the same in the second embodiment. The second embodiment differs in the configuration of the displacement generation unit 403 shown in the first embodiment.

[0075] Fig. Figure 14 is a block diagram illustrating the configuration of the path generation unit 1403 in the second embodiment. As shown in Fig. As shown in Figure 14, a path generation unit 1403 contains a path candidate calculation unit 501, a turn position calculation unit 502, a unit 503 for calculating a preliminary path, a path selection unit 1401 and a unit 1402 for calculating a second path candidate.

[0076] For the path candidate 1 output by the path candidate calculation unit 501, the unit 503 calculates the preliminary path, as described in the first embodiment, based on the turning position calculated by the turn position calculation unit 502.

[0077] Fig. 15 is a flow chart that represents a processing procedure for generating a preliminary path, which is processed by the path candidate calculation unit 501, by the turn position calculation unit 502, by the unit 503 for calculating a preliminary path, by the path selection unit 1401 and by the unit 1402 for calculating a second path candidate.

[0078] In step S1501, the path candidate calculation unit 501 calculates a path candidate by making maximum use of the available space and sets it as path candidate 1. The calculation of the path candidate by the path candidate calculation unit 501 is the same as in the first embodiment.

[0079] In step S1502, the generated path candidate 1 is read. Then, in step S1503, the turn position calculation unit 502 sets the turn position to a predefined position on the parking path. Subsequently, in step S1504, unit 503 calculates a preliminary path if the vehicle reverses at the turn position. The processes of steps S1502 to S1504 are the same as the processes of steps S1101 to S1103 described in the first embodiment, so details are omitted.

[0080] In the next step, S1505, it is determined whether a preliminary path can be generated. If the calculated preliminary path meets a predefined condition, unit 503, used to calculate a preliminary path, accepts the calculated path candidate 1 in step S1506 as the parking path for automatic parking. If it does not meet the condition, path candidate 1 is not accepted, and the process proceeds to step S1507. As an example of the case where the predefined condition is met, a preliminary path can be generated from the turning position to the parking target position. An example of a case where the predefined condition is not met is a path along which the vehicle moves backward from the parking start position via the preliminary path and leaves the parking target position.

[0081] In step S1507, unit 1402 calculates a second path candidate by defining the drivable area of ​​the vehicle within the area corresponding to the detection range of the external environment information of the external environment detection device 325, and sets this as path candidate 2. More precisely, unit 1402 generates, for example, the parking path 105 with the area where the external environment detection device 325 can detect the external environment information, and with the area without obstacles as defined in Fig. The unit 1402 uses the drivable area 104 shown in unit 1 to output path candidate 2. As a result, path candidate 2, calculated by unit 1402 to calculate a second path candidate, is used to perform automatic parking instead of path candidate 1, for which the preliminary path cannot be generated even if path candidate 1 is calculated using the most available space. This allows for more reliable automatic parking.

[0082] Subsequently, in step S1508, the route selection unit 1401 performs a route evaluation to assess which preliminary route of route candidate 1 and route candidate 2 is better or worse. The route evaluation is calculated based on at least one index of the number of turns, a route length, and a parking time duration.

[0083] The parking time is calculated by adding a travel time based on the calculated path length and the vehicle's speed, and a state change time, which is the time required to change the steering angle to a predetermined value by performing forward and reverse gear changes or steering maneuvers (hereinafter referred to as steering without driving) while the vehicle is stationary. The fewer turns required and the shorter the parking time or path length, the higher the path rating. Conversely, the more turns required and the longer the parking time or path length, the lower the path rating. Furthermore, the weighting of the index in the path rating can be adjusted according to driver preference. More precisely, the driver can use an input device 328 to preset a priority index.

[0084] In step S1509, the path selection unit 1401 determines whether the preliminary path of path candidate 1 is greater than or equal to the path rating of path candidate 2. If it is greater than or equal to the path rating, the process proceeds to step S1510, and if it is not greater than or equal to the path rating, the process proceeds to step S1511. In step S1510, automatic parking is initiated on the preliminary path of path candidate 1, and in step S1511, automatic parking is initiated on path candidate 2. This is because path candidate 2 is more likely to perform automatic parking without problems, even if path candidate 1 has a higher path rating than path candidate 2, if its preliminary path has a lower rating. This prevents disruption to the smooth automatic parking process.

[0085] Based on Fig. Section 16 describes another example of route evaluation. Fig. Figure 16 is a schematic representation depicting a display device of the input / output device 328. As shown in Fig. As shown in Figure 16, the input / output device 328 has a path display area 3281 for displaying a path candidate and a data display area 3282 for displaying data of the path candidate.

[0086] Based on the external environment detection device 325, the obstacle 102, such as a parked vehicle, the area 104 in which vehicle 101 can travel (indicated by hatching in the schematic representation), and a preliminary path of route candidate 1 to the parking target position 106 and route candidate 2 are displayed in the path display area 3281. The number of turns and the parking time for each route candidate are displayed in the data display area 3282. If, at the same time, the rating of the preliminary path is lower than the rating of route candidate 2, route candidate 1 cannot be displayed, and only route candidate 2 can be shown. As a result, route candidate 1 is selected, and the vehicle is actually reversed. Thus, it is possible to prevent the driver from developing mistrust of the automatic parking system when the number of turns is high.The driver selects a desired path candidate from the displayed information. The vehicle then begins automatically parking on the selected path candidate.

[0087] By implementing the above path generation, the reliability of automatic parking can be improved by selecting a path that does not use the empty space, even if there is an empty space, in case there is a possibility that the path rating is lower than that of the conventional path. [Third embodiment]

[0088] The following will be based on Fig. 17, Fig. 18, Fig. 19 to Fig. 20 describes a third embodiment of the invention. The schematic representation, which shows the configuration of the vehicle equipped with the parking aid device as described in the first embodiment, is shown below. Fig. The second embodiment, as represented in Figure 3, is the same. The second embodiment differs in the configuration of the vehicle control device 324 shown in the first embodiment.

[0089] Fig. Figure 17 is a block diagram illustrating a configuration of a vehicle control device 1724 in this embodiment. The same parts as those of the vehicle control device 324 shown in the first embodiment are designated with the same reference numerals, but their descriptions are omitted and different parts are described.

[0090] In addition to the configuration of the vehicle control device 324 in the first embodiment, the vehicle control device 1724 includes a unit 1701 for determining a stop / interruption of the automatic parking.

[0091] Unit 1701, used to determine whether automatic parking should stop or be interrupted, stops or interrupts the automatic parking process if the distance to an obstacle or the parking target position detected at the initial parking position differs from the distance actually detected after parking has begun, making it difficult to continue the automatic parking process. "Stop" here indicates that the automatic parking process is halted and control is transferred to the driver. "Interrupt" indicates that the automatic parking process is temporarily paused and will restart if the driver requests a restart (e.g., by pressing a restart button, changing gears, etc.) or if there is no obstacle in the path of progress.

[0092] Fig. Figure 18 is a flowchart representing a processing procedure of the automatic parking stop / interruption determination unit 1701. In step S1801, it is determined whether there is an obstacle on the parking path. If it is determined that there is no obstacle, the process proceeds to step S1802 to continue the automatic parking on the parking path. Conversely, if it is determined that there is an obstacle, the process proceeds to step S1803.

[0093] If an obstacle is detected in step S1803, it is determined whether the vehicle has passed through the turning position. If an obstacle 1903 is detected, and the vehicle's position is 1902 before a turning position 1901, then, as described in Fig. If, as shown in step 19, it is determined that the vehicle has not passed through, the process proceeds to step S1804 and the automatic parking is interrupted. If the vehicle's position here is before the turning position 1901, a parking path on the temporary path can be more likely to be generated by interrupting the automatic parking without approaching the obstacle until the collision with the obstacle is determined.

[0094] If, in the next step S1805, it is determined that there is a restart request from the driver or that no obstacle remains, the automatic parking will restart in accordance with the parking path.

[0095] On the other hand, if in step S1803 it is at a lower position 1904 than the turning position 1901, it is determined that the turning position 1901 has passed, and the process proceeds to step S1806.

[0096] If the driver requests a reverse movement in step S1806, the process proceeds to step S1807, where the vehicle reverses to a turning position where a preliminary path can be generated. If the driver does not request a reverse movement, the process proceeds to step S1808 to stop the automatic parking and transfer control back to the driver.

[0097] In step S1809, the vehicle is moved backward to the turning position, and the parking path is updated to the provisional path, thereby restarting automatic parking using the provisional path. As a result, automatic parking can continue for as long as possible, even if obstacle 1903 appears, and the reliability of automatic parking is improved.

[0098] The vehicle control devices 324 and 1724 according to the first to third embodiments have been described by way of an example in which automatic parking is initiated by maintaining the turning position at the initial parking position. However, the invention is not limited to this and automatic parking can be initiated and the turning position can be maintained sequentially while the vehicle is moving. As in Fig. As shown in Figure 20(a), a turning position 2002 is calculated at the initial parking position 2001, where a preliminary path can be generated. The drivable area is then updated sequentially while the vehicle is on the parking path. As shown in Figure 20(a). Fig. As shown in Figure 20(b), a turning position 2004 is then updated based on the updated drivable area, and a preliminary path that can be generated is calculated simultaneously. If a preliminary path can be generated, the automatic parking continues; if the position where a preliminary path cannot be generated can be detected in advance, the path is switched to the preliminary path before the position is reached; and if the preliminary path cannot be detected, the automatic parking is stopped. If the vehicle moves to a position in Fig.When the vehicle moves from position 2005, as shown in Figure 20(b), it ultimately moves to the turning position 2002, where a preliminary path can be generated. This improves the reliability of automatic parking. If such a process is used to determine a stop / interruption of automatic parking, as described in the third embodiment, it is also possible to detect the position where a preliminary path cannot be generated while driving. Thus, the situation in which automatic parking is stopped can be reduced as much as possible, and the reliability of automatic parking is improved.

[0099] According to the above embodiment, the following operational effects are obtained. (1) The parking aid device includes the path candidate calculation unit 501, which generates a path candidate from the current position of the vehicle to the parking target position based on the drivable area of ​​the vehicle, which is detected based on the external environment information in the external environment detection device 325; the turn position calculation unit 502, which provides a turn position at a predefined position on the path candidate generated by the path candidate calculation unit 501; and the preliminary path calculation unit 503, which generates a preliminary path from the turn position to the parking target position. The path candidate in which the preliminary path can be generated by the preliminary path calculation unit 503 is set to an automatic parking path. This enables trouble-free automatic parking.

[0100] The invention is not limited to the embodiments described above and includes other forms which are considered to be within the scope of protection of the technical ideas of the invention, as long as the features of the invention are not impaired. Furthermore, the embodiments described above and the modifications can be combined. Reference symbol list 101 vehicles 102 Obstacle 103 Obstacle position information 104 drivable area 105 Parking lane 106 Parking target position 310 Drive force generation mechanism 311 Brake 312 gearbox 313 Steering 314 wheel 320 Drive force control device 321 Brake control device 322 Steering control mechanism 323 Gearbox control device 324 Vehicle control device 325 Outdoor environment detection device 326 Vehicle speed sensor 401 Parking Target Candidate Display Unit 402 Unit for estimating one's own position 403 Path generation unit 404 Target steering angle calculation unit 405 Target vehicle speed calculation unit 406 Target braking / driving force calculation unit 407 Forward / Reverse Switching Unit 501 Path Candidate Calculation Unit 502 Turning position calculation unit 503 Unit for calculating a preliminary route 504 Candidate Acceptance Unit of Determination 1401 Route Selection Unit 1402 Unit for calculating a second candidate path 1701 Unit for determining a stop / interruption of automatic parking

Claims

[1] Parking aid device comprising: a path candidate calculation unit (501) that generates a path candidate from a current position of a vehicle (101) to a parking target position (106) based on a drivable area (104) of the vehicle (101) which is detected on the basis of external environment information; a turn position calculation unit (502) that provides a turn position at a specified position on the path candidate generated by the path candidate calculation unit (501); a unit (503) for calculating a preliminary path, which generates a preliminary path from the turning position to the parking target position (106), wherein the path candidate in which the preliminary path can be generated by the unit (503) for calculating a preliminary path is set to a parking path (105) of automatic parking; and a unit (1701) for determining a stop of the automatic parking, which determines whether the automatic parking has stopped. is to be, whereby, if an obstacle (102) is detected while the vehicle (101) is driving on the parking path (105), The unit (1701) for determining a stop of the automatic parking stops the automatic parking when the vehicle (101) is passing through the turning position and when there is no reverse request from a driver, and The vehicle (101) moves backwards to the turning position and continues automatic parking via the provisional path when the vehicle (101) passes through the turning position and when there is a reverse request from a driver. [2] Parking aid device according to claim 1, wherein the turning position calculation unit (502) provides at least one or more turning positions on the candidate for a limitation of the area (104) where the vehicle (101) can drive. [3] Parking aid device according to claim 1, wherein the turning position calculation unit (502) provides at least one or more turning positions on the path candidate to a position at which it is determined that a distance accuracy of the external environment information is low. [4] Parking aid device according to one of claims 1 to 3, wherein the turning position calculation unit (502) is located at a position near a last turning point of the vehicle (101) on the path candidate and wherein the turning position is provided at a position where the preliminary path can be generated. [5] Parking aid device according to claim 1, comprising: a unit (1402) for calculating a second path candidate, which generates a second path candidate from the current position of the vehicle (101) to the parking target position (106) within an area based on a detection area of ​​the external environment information, where the second path candidate is set to a parking path (105) of the automatic parking if the preliminary path cannot be generated by the unit (503) to calculate a preliminary path. [6] Parking aid device according to claim 5, comprising: a route selection unit (1401) that performs a route evaluation to assess whether the provisional route or the second route candidate is better or worse, wherein the preliminary path or the second path candidate is set to a parking path (105) of automatic parking based on the path evaluation of the path selection unit (1401). [7] Parking aid device according to claim 6, wherein the route selection unit (1401) performs the route evaluation using at least one or more indices under the number of turns, a parking time duration and a route length. [8] Parking aid device according to claim 7, wherein the route selection unit (1401) arbitrarily sets a weighting of the route evaluation index. [9] Parking aid device according to claim 5, comprising: a display device that shows the preliminary path and the second path candidate, wherein the preliminary path or the second path candidate is selected by a driver by a selection request in relation to the preliminary path and the second path candidate displayed in the display device and is set to a parking path (105) of automatic parking. [10] Parking aid device according to claim 5, comprising: a route selection unit (1401) that performs a route evaluation to assess whether the preliminary route or the second route candidate is better or worse; and a display device which, based on the path evaluation of the path selection unit (1401), indicates the preliminary path or the second path candidate. [11] Parking aid device according to claim 1 or 5, comprising: a unit (1701) for determining the interruption of automatic parking, which determines whether automatic parking should be temporarily interrupted, wherein the unit (1701) for determining the interruption of automatic parking temporarily interrupts the automatic parking if the vehicle (101) does not pass through the turning position when an obstacle (102) is detected while the vehicle (101) is traveling on the parking path (105). [12] Parking aid device according to one of claims 1 to 5, wherein the turning position calculation unit (502) calculates the preliminary path successively while the vehicle (101) drives through automatic parking. [13] Parking aid device according to any one of claims 1 to 5, wherein the speed of the vehicle (101) is reduced compared to when the vehicle (101) is passing through a position before the turning position, when the vehicle (101) passes through a position near the turning position where the preliminary path cannot be generated, or through a position lower than the turning position.

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