VEHICLE CONTROL DEVICE

Abstract

Vehicle control device comprising: an environment detection unit (1) that detects an environment of a carrier vehicle (800, 900, 1000, 1100) and sets a target parking position (801, 901, 1001, 1101) and a drivable space of the carrier vehicle (800, 900, 1000, 1100);and a guidance unit (10) that guides and controls the carrier vehicle (800, 900, 1000, 1100) to the target parking position (801, 901, 1001, 1101), wherein the guidance unit (10) changes a movement state of the carrier vehicle (800, 900, 1000, 1100) according to a size of the drivable space, characterized in that a parking path to the target parking position (801, 901, 1001, 1101) includes a steering angle change section in which the carrier vehicle (800, 900, 1000, 1100) moves while a steering angle is changed, and the movement state includes a distance of the steering angle change section, wherein the guidance unit (10) has a path generation unit (2) that generates the parking path, which includes at least forward and reverse movements, and the path generation unit (2) shortens the steering angle change section if the drivable space is narrower.;

Description

Technical field

[0001] The present invention relates to a vehicle control device that automatically guides and controls a vehicle to a target parking position by means of automatic steering and automatic speed control. Technical background

[0002] A technique exists for setting a parking path to a target parking position and automatically controlling the steering to move the vehicle along the parking path in order to park the vehicle (see PTL 1). List of prior art patent literature

[0003] PTL 1: JP 2008-296638 A Summary of the invention: Technical problem

[0004] For example, a parking path is generated by a combination of a process of increasing the steering angle at a constant rate (a steering angle change section), a process of maintaining an increased steering angle (a curved section), a process of returning the steering angle to neutral at a constant rate (a steering angle change section), and a process of maintaining the steering angle returned to neutral (a straight section). Of the parking paths generated by combining such sections, the clothoid curve section, which is the steering angle change section, has a constant rate of change of turning curvature with respect to the distance traveled. Therefore, the distance to reach the curved section becomes a fixed value (a constant value) according to the turning curvature of the curved section.When moving along a path where the distance to reach the arc section is a fixed value in this way, the distance of the steering angle change section is a fixed value in every situation, which causes a feeling of discomfort for the occupants.

[0005] Specifically, if the steering angle change interval is set too short, the vehicle speed will necessarily decrease even in wide spaces, causing a feeling of discomfort for the occupants due to the low vehicle speed. Conversely, if the steering angle change interval is set too long, tight turns will not be possible in confined spaces, causing a feeling of discomfort for the occupants as the number of turns increases.

[0006] The present invention was made with regard to the problem described above, and one of its objectives is to create a technology that can reduce the feeling of discomfort for the occupants. Solution to the problem

[0007] To solve the problems described above, a vehicle control device according to the invention includes an environment detection unit that detects the environment of a carrier vehicle and sets a target parking position and a drivable area for the carrier vehicle, and a guidance unit that guides and controls the carrier vehicle to the target parking position. The guidance unit changes the movement state of the carrier vehicle, which is moving within the steering angle change range, according to the size of the drivable area.

[0008] The vehicle's state of motion is the state of the moving vehicle and includes a steering angle, vehicle speed, steering rate, mileage, and the like of the carrier vehicle. Advantageous effects of the invention

[0009] According to the present invention, it is possible to reduce a feeling of discomfort for the occupants. List of characters [ Fig. 1] Fig. Figure 1 is a schematic configuration diagram of a control device according to a first embodiment. [ Fig. 2] Fig. Figure 2 is a flowchart of an automatic parking mode change process according to the first embodiment. [ Fig. 3] Fig. Figure 3 is a flow chart of a resting process according to the first embodiment. [ Fig. 4] Fig. Figure 4 is a flowchart of a parking space search process according to the first embodiment. [ Fig. 5] Fig. Figure 5 is a flowchart of an automatic parking process according to the first embodiment. [ Fig. 6] Fig. Figure 6 is a flowchart of a turning process according to the first embodiment. [ Fig. 7] Fig. Figure 7 is a flowchart of a stop response process according to the first embodiment. [ Fig. 8] Fig. Figure 8 is an explanatory diagram of an example of parallel parking with a wide drivable space according to the first embodiment. [ Fig. 9] Fig. Figure 9 is an explanatory diagram of an example of parallel parking with a narrow drivable space according to the first embodiment. [ Fig. 10] Fig. Figure 10 is an explanatory diagram of another example of parallel parking with a narrow drivable space according to the first embodiment. [ Fig. 11] Fig. Figure 11 is an explanatory diagram of another example of parallel parking with a narrow drivable space according to the first embodiment. [ Fig. 12] Fig. Figure 12 is an explanatory diagram of the relationship between a passage width or various distances and a vehicle speed limit according to the first embodiment. [ Fig. 13] Fig. Figure 13 is an explanatory diagram of the relationship between the passage width or various distances and the vehicle speed limit according to the amendment. [ Fig. 14] Fig. Figure 14 is an explanatory diagram of the relationship between a passage width or various distances and a steering speed according to a further change. [ Fig. 15] Fig. Figure 15 is an explanatory diagram of the relationship between a passage width or various distances and a steering speed according to a further change. Description of the embodiments

[0010] The following sections describe embodiments in detail with reference to the drawings. Furthermore, the embodiments described below do not limit the scope of the invention. Not all elements and their combinations described in the embodiments are essential for the solution of the invention.

[0011] Fig. Figure 1 is a schematic configuration diagram of a control device according to a first embodiment.

[0012] The control device 100a as an example of a "vehicle control device" that is in Fig. Figure 1 illustrates a computer that controls the carrier vehicle. The carrier vehicle contains a control device. 100a, an external environment detection device 101, a steering device 111, a driving device 112, a braking device 113, a transmission 114, a sound generating device 115, a display device 116, an automatic parking operation button 102 and a parking assistance start button 103.

[0013] The control device 100a executes a program stored on a storage medium (not shown) to act as an environment detection unit. 1 , a path generation unit 2 , a collision prediction unit 3, a vehicle control unit 4 and an HMI control unit 5 to operate. In particular, the path generation unit operates. 2 and the collision prediction unit 3 as a control unit 10 , which guides and controls the carrier vehicle to a target parking position. The control unit 10The vehicle's motion state changes according to the size of the drivable space. The vehicle's motion state is the state of the moving vehicle and includes a steering angle, vehicle speed, steering rate, mileage, and similar parameters. As will be described later, the drivable space is a space in which the vehicle can be turned around to park in the available parking space, which is a space in which the vehicle can be parked.

[0014] The outdoor environment detection device 101 is connected to the environment detection unit 1 The steering device 111, the driving device 112, the braking device 113 and the transmission 114 are connected to the vehicle control unit. 4The sound generation device 115 and the display device 116 are connected to the HMI control unit 5. Furthermore, the automatic parking activation button 102, the parking assist start button 103, the CAN bus (not shown) of the carrier vehicle, and the like are connected to the control unit. 100a connected. Vehicle information such as vehicle speed, steering angle, and gear position of the carrier vehicle is transmitted to the control unit. 100a entered.

[0015] The external environment detection device 101 acquires information about the surroundings of the carrier vehicle. The external environment detection device 101 consists, for example, of four in-vehicle cameras that record the surroundings of the carrier vehicle on the front, rear, right, and left sides. The image captured by the in-vehicle camera is transmitted as analog data or analog-to-digital conversion via a dedicated line or similar connection to the environment detection unit. 1 issued.

[0016] In addition to the vehicle's internal camera, the external environment detection device 101 can be a radar that measures the distance to an object using millimeter waves or a laser, or a sonar that measures the distance to an object using ultrasonic waves. In this case, the external environment detection device 101 provides information such as the distance to the detected object and its direction to the environment detection unit. 1 via a permanently assigned line or the like.

[0017] The steering device 111 includes an electric or hydraulic power steering system or the like, which can control the steering angle by means of an electric or hydraulic actuator or the like on the basis of an external control instruction.

[0018] The driving device 112 includes a power machine system in which the power machine torque can be controlled by an electric throttle valve or the like on the basis of an external control instruction, and an electric drive system in which a driving force can be controlled by a motor or the like on the basis of an external control instruction.

[0019] The braking device 113 includes an electric or hydraulic brake or the like, which can control the braking force by means of an electric or hydraulic actuator or the like on the basis of an external braking instruction.

[0020] The transmission 114 contains a transmission or the like which can switch between forward and reverse movements on the basis of an external switching instruction by an electrical or hydraulic actuator or the like.

[0021] The sound-generating device 115 is equipped with a loudspeaker or the like and emits an alarm or voice guidance to the driver.

[0022] The display device 116 includes a display such as a navigation device, a measuring instrument panel, and a warning light. In addition to the control device's operating screen. 100a The display device 116 shows a warning window or the like, which visually informs the driver that there is a risk of the carrier vehicle colliding with an obstacle.

[0023] The parking assistance start button 103 is a control element that is provided in a position where the driver can operate the parking assistance start button 103.

[0024] The parking assist start button 103 gives a start signal to start the operation of the control device. 100a based on the driver's action on the control device 100aoff. If the control device 100a When the parking assist start button 103 is activated, it can, based on the driver's action, send an end signal to terminate the operation of the control device. 100a for the control device 100a spend.

[0025] The automatic parking operation button 102 is a control element that is provided in a position where the driver can operate the automatic parking operation button 102.

[0026] The automatic parking activation button 102 gives a start signal to initiate the operation of the control device. 100a based on the driver's action on the control device 100a out of.

[0027] The parking assist start button 103 and the automatic parking execution button 102 can be installed as switches at a location around the steering wheel where they are easily accessible to the driver. Alternatively, the parking assist start button 103 and the automatic parking execution button 102 can be operated by the driver by pressing the buttons on the display device 116, if the display device 116 is a touch-sensitive control panel display.

[0028] Based on the image data of the carrier vehicle's surroundings, which are input by the external environment detection device 101, the environment detection unit detects 1 The shapes and positions of stationary solid bodies, moving bodies, road surface markings such as parking boundaries, and traffic signs around the carrier vehicle. Furthermore, the environmental perception unit possesses 1The function is to detect unevenness in the road surface and determine whether the vehicle can drive on it. The stationary object is, for example, a parked vehicle, a wall, a post, a pylon, a curb, a bollard, or the like. Furthermore, the moving object is, for example, a pedestrian, a bicycle, a motorcycle, a vehicle, or the like. In the following description, the stationary object and the moving object are collectively referred to as an obstacle. The shape and position of the object are detected using pattern recognition techniques or other known techniques. The position of an object is expressed using, for example, a coordinate system whose origin is the position of an in-vehicle camera photographing the front of the vehicle.

[0029] Furthermore, the environmental detection unit 1The available parking space, the drivable space, and similar parameters are determined based on information about the shape and position of the detected object and the result of determining whether the vehicle is on a drivable road surface. For example, in the case of a parking lot, the available parking space is the space in which the vehicle can be parked, and the available parking space includes a designated parking position for the vehicle. The available parking space is the space in which the vehicle can be turned around to park in the drivable space. The drivable space is defined based on the passage width, the distance to the obstacle in front of the vehicle, the position of the obstacle (the parked vehicle) adjacent to the available parking space, and similar factors.

[0030] The path generation unit 2It generates a parking path for moving the carrier vehicle from its current position to the desired parking position. For example, in the case of a parking lot, the path generation unit... 2 The target parking position of the carrier vehicle in the available parking space is determined based on the actual position of the carrier vehicle and its positional relationship to the obstacle, and a parking path is generated. That is, the path generation unit. 2 The parking path changes according to the size of the drivable space. The parking path can include at least forward and reverse movements.

[0031] The parking path is generated by a combination of a process of increasing the steering angle at a constant rate (a steering angle change section), a process of maintaining the increased steering angle (a curved section), a process of returning the steering angle to neutral at a constant rate (a steering angle change section), and a process of maintaining the steering angle returned to neutral (a straight section). The steering angle change section is a section before the transition to the curved or straight section and is a section in which the steering angle changes at a constant rate.

[0032] The collision prediction unit 3 determines whether the carrier vehicle will collide with an obstacle if the carrier vehicle travels along the parking path defined by the path generation unit. 2The object was generated and moved. Specifically, the collision prediction unit 3 estimates a motion path of the moving body based on the detection result of the environment detection unit. 1 and determines whether the carrier vehicle will collide with a moving body at the intersection between the carrier vehicle's parking path and the moving body's prediction path.

[0033] The vehicle control unit 4 The carrier vehicle steers along the park path, which is created by the path generation unit. 2 was generated. The vehicle control unit 4 It calculates a target steering angle and target speed based on the parking path. Then the vehicle control unit outputs 4 The vehicle control unit outputs a target steering torque to achieve the target steering angle for the steering device 111. 4The vehicle control unit calculates a target torque and a target brake pressure for achieving the target speed to the drive device 112 and the brake device 113. 4 Then, if the collision prediction unit 3 predicts a collision between the carrier vehicle and an obstacle, it sets a target steering angle and a target speed such that the carrier vehicle does not collide with the obstacle. The vehicle control unit then outputs 4 Control parameters are determined based on the calculated target steering angle and the calculated target speed for the steering device 111, the driving device 112, and the braking device 113. Furthermore, the vehicle control unit determines 4 , that the carrier vehicle has reached a turning position for switching between forward and reverse movements, and issues the shift instruction to transmission 114 when it is necessary to change the direction of progress.

[0034] The HMI control unit 5 generates suitable information to notify the driver and occupants according to the situation and outputs the information to the sound generation device 115 and the display device 116.

[0035] Then the processing procedure of the control device 100a described using a flowchart.

[0036] Fig. Figure 2 is a flowchart of an automatic parking mode change process according to the first embodiment.

[0037] In S201 of Fig. 2. The process is modified based on the current automatic parking mode. That is, the control device 100a Determines whether the current automatic parking mode is a sleep mode, a parking space search mode, or an automatic parking mode. The control device 100acontinues to the sleep process of S202 if the automatic parking mode is inactive, continues to S203 in parking search mode, and continues to S204 in automatic parking mode.

[0038] Fig. Figure 3 is a flow chart of the resting process according to the first embodiment.

[0039] In S301 of Fig. 3 determines the control device 100a , whether the parking assist start button 103 was pressed. The control device 100a proceeds to S302 if the determination result of S301 is positive, and terminates the process if the determination result of S301 is negative.

[0040] In S302, the control device changes 100a The automatic parking mode switches to parking space search mode and continues to S303. The control device 100a notifies the user that the automatic parking mode has changed and terminates the process (S303).

[0041] Fig. Figure 4 is a flowchart of the parking space search process according to the first embodiment.

[0042] In S401 of Fig. 4 starts the environment detection unit 1 , to record image data from the outdoor environment detection device 101. The captured image data is transferred to the environment detection unit. 1 entered.

[0043] In S402, the environment detection unit detects 1 Based on the image data captured by the S401, the shapes and positions of stationary solids around the carrier vehicle, a moving body, road surface markings such as parking boundaries, and objects such as traffic signs. Furthermore, the environmental perception unit detects 1e.g. the target parking position, the available parking space, the drivable space and the like in the case of a parking area, based on information about the shape and position of the detected object and the determination of whether the carrier vehicle is on a drivable road surface.

[0044] In S403, the path generation unit determines 2 Whether an available parking space has been found. The path generation unit 2 proceeds to S404 if the determination result of S403 is positive, and terminates the process if the determination result of S403 is negative.

[0045] In S404, the path generation unit 2 a parameter (e.g. a distance) as an example of the “state of motion” in the steering angle change section, which is used in the next path generation process of S405, according to the size of the traversable space.

[0046] In S405, the path generation unit creates 2 a parking path that the carrier vehicle can reach from its current position in the available parking space detected in S403. In S406, the path generation unit determines 2 , whether the parking path can be generated. If the result of S406 is positive, the process continues to S407, and if the result of S403 is negative, the process ends.

[0047] In S407, the path generation unit notifies 2 The user is informed that an available parking space has been found. The path generation unit 2 determines whether the user has selected an available parking space (S408).

[0048] If the determination result of S408 is positive, the path generation unit moves 2The process continues to S409 and determines whether the automatic parking execution button has been pressed (S409). If the result of S409 is positive, the path generation unit proceeds. 2 The process continues to S410, changes the automatic parking mode to automatic parking mode, and terminates (S410). On the other hand, the path generation unit terminates. 2 the process if the determination result of S408 is negative and if the determination result of process S409 is negative.

[0049] Fig. Figure 5 is a flowchart of the automatic parking process according to the first embodiment.

[0050] In S501 and S502 of Fig. 5 introduces the environmental detection unit 1 the same process as S401 and S402 from Fig. 4 out.

[0051] In S503, the collision prediction unit 3 determines whether the carrier vehicle will collide with an obstacle if the carrier vehicle moves along the parking path calculated in S405.

[0052] In S504 the vehicle control unit calculates 4 the target steering angle and target speed of the carrier vehicle based on the parking path generated in S405 and the collision prediction result for the obstacle determined in S503.

[0053] In S505, the vehicle control unit calculates 4Control parameters for outputting the target steering angle and target speed, calculated in S504, to the steering device 111, the drive device 112, and the brake device 113, respectively. For example, a target steering torque for achieving a target steering angle can be mentioned as a control parameter output to the steering device 111. However, the target steering angle can also be output directly, depending on the configuration of the steering device 111. Furthermore, the control parameters output to the drive device 112 and the brake device 113 include a target engine torque and a target brake pressure for achieving the target speed. However, the target speed can also be output directly, depending on the configuration of the drive device 112 and the brake device 113.

[0054] In S506, the vehicle control unit 4The calculated control parameters are output as vehicle control signals to the steering device 111, the driving device 112, and the braking device 113, respectively, in order to guide and control the carrier vehicle to the target parking position along the parking path. In S507, the vehicle control unit determines 4 The process determines whether the carrier vehicle has reached the target parking position. If the result of S507 is positive, the process continues to S508, and if the result of S507 is negative, the process continues to S511.

[0055] In S508, the vehicle control unit determines 4 , whether the reached position is the target parking position.

[0056] If the result of S508 is positive, the process continues to S509 and the vehicle control unit 4The automatic parking mode is changed to sleep mode (S509), the user is notified of this fact (S510), and the process is terminated. Conversely, if the determination result of S508 is negative, the process is terminated after proceeding to the turning process, which is described later in S513.

[0057] In S511, the vehicle control unit determines 4 The process determines whether the carrier vehicle has stopped before reaching the target parking position. If the result of S511 is positive, the process continues to S512 and ends. Conversely, if the result of S511 is negative, the process ends as is.

[0058] Fig. Figure 6 is a flowchart of the turning process according to the first embodiment.

[0059] The turning process consists of the details of the process from S513, if the target position is not the target parking position in S508. Fig. 5 is (the result of the determination of S508 is negative), i.e., if the target position is the turning position.

[0060] In S601, the path generation unit is determined. 2 Whether the vehicle, at the stopped turning position, can continue moving along the parking path calculated in S405. Here, the path generation unit compares 2 The target parking position extracted by S402 at the start of parking is compared to the target parking position extracted by S502 when the turning position is reached. Then the path generation unit determines 2 , that, for example, if the distance between the two is a predetermined value (e.g. 10 cm) or more, the vehicle cannot move along the parking path calculated by S405.

[0061] In S602, the path generation unit determines 2The process determines whether the result of the determination in S601 allows movement along the park path. If the result of the determination in S602 is positive, the process continues to S603 and the path generation unit... 2 It outputs an instruction value to gearbox 114 to change the shift position (S603), notifies the user of the reversal (S604), and the process ends. Meanwhile, the path generation unit continues. 2 proceed to S605 if the result of the S602 test is negative.

[0062] In S605, the path generation unit 2 a parameter as an example of the "state of motion" in the steering angle change section, which is used in the next S606. In S606, the path generation unit creates 2 the park path is new.

[0063] In S607, the path generation unit determines 2, whether the parking path can be generated. If the result of S607 is positive, the process continues to S603, and if the result of S607 is negative, the process continues to S608. The path generation unit 2 changes the automatic parking mode to sleep mode (S608), notifies the user that automatic parking has stopped (S609), and ends the process.

[0064] As a result, it is possible to continue guiding the carrier vehicle while ensuring the safety of the carrier vehicle when it is moving backwards.

[0065] In S604 and S609, when the vehicle guidance control is continued or stopped, the HMI control unit 5 can execute the continuation or cancellation of the vehicle guidance control when the user's action is received via the HMI or the like.

[0066] Fig. Figure 7 is a flowchart of the stop response process according to the first embodiment.

[0067] The stop response process consists of the details of the process of S512 when the vehicle is stopped before reaching the target position in S511 (the determination result of S511 is positive).

[0068] In S701, the path generation unit 2 A parameter is used as an example of the "state of motion" in the steering angle change section, which is used in the next S702, and the parking path is regenerated in S702. As a result, the guidance control of the carrier vehicle can continue while ensuring safety.

[0069] In S703, the path generation unit determines 2 , whether the parking path can be generated. If the result of S703 is positive, the process continues to S704. The path generation unit 2It outputs an instruction value to gearbox 114 to change the shift position (S704), notifies the user of the reversal (S705), and ends the process. Conversely, if the determination result of S703 is negative, the process continues to S706. The path generation unit 2 It changes the automatic parking mode to sleep mode (S706), notifies the user that automatic parking has stopped (S707), and terminates the process. As a result, security can be prioritized.

[0070] In S705 and S707, when the vehicle guidance control is continued or stopped, the HMI control unit 5 can perform the continuation or cancellation of the vehicle guidance control after receiving the user's operation via the HMI or the like.

[0071] Then, a setting example and a setting procedure for the steering angle change section are given with reference to Fig. 8 described.

[0072] Fig. Figure 8 is an explanatory diagram of parallel parking with a wide drivable area. Specifically, this is an example where the carrier vehicle 800 Automatic parking starts from point A, moves through the turning position of point B and reaches the target parking position. 801 reached.

[0073] In this example, several vehicles are parked next to each other on the left and right sides of the designated parking position. 801Parked vehicles. Therefore, the boundary with these parked vehicles becomes boundary 803 and boundary 804 with the parked vehicle as an example of an "obstacle on the front of the intended parking position". The drivable space in this example is the area within boundaries 803 and 804 with the parked vehicle and the passage boundary 802 (in the case of a sufficiently wide passage, the passage width is set to 7 m) as an example of virtually installed "obstacles facing the intended parking position across the passage".

[0074] The environmental detection unit 1 The available parking space and drivable space are set based on boundaries 803 and 804 and the passage boundary 802. In this example, the passage width is relatively wide and the drivable space is relatively wide. In this case, the vehicle control unit sets... 4a large upper limiting velocity, which is a parameter as an example of the "state of motion" set in the steering angle change section, and the path generation unit 2 It sets the steering angle change phase to be relatively long. This means the vehicle control unit... 4 changes the vehicle speed and steering angle of the carrier vehicle to the target parking position 801 according to the size of the drivable space and the path generation unit 2 changes the steering angle of the carrier vehicle to the target parking position 801 .

[0075] Currently, the parking path from point A to the turning position at point B is generated by a combination of a steering angle change section that increases the steering angle clockwise, an arc section that maintains the increased steering angle, and a steering angle change section that returns the steering angle to neutral. The parking path from point B to the target parking position801 is generated by a combination of a steering angle change section that increases the steering angle counterclockwise, an arc section that maintains the increased steering angle, a steering angle change section that returns the steering angle to neutral, and a process of maintaining the neutral steering angle (a straight section).

[0076] As a result, if the drivable space is relatively wide, it is possible to calculate the parking path when the vehicle speed of the carrier vehicle is high, in such a way that it is possible to reduce a feeling of discomfort for the occupants.

[0077] Fig. Figure 9 is an explanatory diagram of an example of parallel parking where the drivable space is narrow. Specifically, this is an example where the carrier vehicle 900 starts automatic parking from point C, moves through the turning position from point D, and reaches the target parking position. 901reached.

[0078] The drivable space in this example is the area within boundaries 903 and 904 with the parked vehicles and a passage boundary 902 as an example of "an obstacle facing the intended parking position via the passage".

[0079] The environmental detection unit 1 The available parking space and drivable space are determined based on boundaries 903 and 904 and the passage boundary 902. In this example, the passage width is narrow and the drivable space is narrow compared to those in the example of Fig. 8. In this case, the vehicle control unit sets 4 a small upper limiting velocity, which is a parameter as an example of the "state of motion" set in the steering angle change section, and the path generation unit 2 It sets the steering angle change section relatively short.

[0080] Currently, the parking path from point C to the turning position at point D is generated by a combination of a process that maintains the neutral steering angle (a straight section), a steering angle change section that increases the steering angle clockwise, an arc section, and a steering angle change section that returns the steering angle to neutral. The parking path from the turning position at point D to the desired parking position 901 is generated by a combination of a steering angle change section that increases the steering angle counterclockwise, an arc section, a steering angle change section that returns the steering angle to neutral, and a process of maintaining the neutral steering angle (the straight section).

[0081] By positioning the vehicle in this way, when the drivable space is relatively narrow, it is possible to create a compact parking path where the speed of the carrier vehicle is low and the number of reversing maneuvers is small, thus reducing the feeling of discomfort for the occupants.

[0082] Fig. Figure 10 is an explanatory diagram of another example of parallel parking, where the drivable space is narrow. Specifically, this is an example where the carrier vehicle 1000 automatic parking from the point E starts, moves through the turning position of point F and the target parking position 1001 reached.

[0083] The drivable space in this example is the area within boundaries 1003 and 1004 containing the parked vehicle, a passage boundary 1002 as an example of "an obstacle facing the intended parking position across the passage" and a boundary 1005 as an example of "an obstacle on the side opposite the carrier vehicle with the intended parking position arranged between them" in relation to the front wall.

[0084] The environmental detection unit 1 sets the available parking space and drivable space based on boundaries 1003 and 1004, the passage boundary 1002, and boundary 1005. Compared to the example of Fig. 9. The passage width is wide and the distance to the front wall is short. Therefore, the vehicle control unit determines 4 The fact that the drivable space is narrow sets the upper speed limit, which was set in the steering angle change section, to a small value. The path generation unit 2It shortens the steering angle change section.

[0085] By positioning the vehicle in this way, if the drivable space is relatively narrow, it is possible to create a compact parking path where the speed of the carrier vehicle is low and the number of reversing maneuvers is small, thus reducing any feeling of discomfort for the occupants.

[0086] Fig. Figure 11 is an explanatory diagram of another example of parallel parking where the drivable space is narrow. Specifically, this is an example where the carrier vehicle 1100 Automatic parking starts from point G, moves through the turning position of point H and reaches the target parking position. 1101 reached.

[0087] The drivable space in this example is the area within boundaries 1103 and 1104 with the parked vehicle and the passage boundary 1102 (in the case of a sufficiently wide passage, the passage width is set to 7 m) as an example of the virtually installed “obstacles facing the target parking position across the passage”.

[0088] The environmental detection unit 1 sets the available parking space and drivable space based on boundary 1103, boundary 1104, and passage boundary 1102. Compared to the example of Fig. 8. The passage width does not change, nor does the width distance (width of the target parking position). 1101 ) is narrow. Therefore, the vehicle control unit determines 4 The path generation unit assumes that the drivable space is narrow and sets the upper limit speed, a parameter defined in the steering angle change section, to be small.2 The steering angle change section is set in such a way that it is short.

[0089] By positioning the vehicle in this way, it is possible, when the drivable space is relatively narrow, to create a compact parking path where the speed of the carrier vehicle is low and the number of reversing maneuvers is small, thus reducing any feeling of discomfort for the occupants.

[0090] In the example of Fig. 11. When moving forward from point G to the turning position at point H, the upper speed limit can be increased and the steering angle change section can be longer. This only applies when moving backward from point H to the target parking position. 1101 The upper speed limit can be reduced to shorten the steering angle change section.

[0091] Fig. 12 and Fig. Figure 13 contains explanatory diagrams illustrating the relationship between the clearance width or various distances and the vehicle speed limit. Specifically, the relationship between the clearance width, the distance to the front wall, and the width distance is shown in Figure 13. Fig. 8 to Fig. 11 is described and the upper limiting speed is shown.

[0092] Fig. Figure 12 illustrates a procedure in which a threshold value is set for the passage width, the distance to the front wall, and the width distance, and the upper speed limit is switched at the threshold value. That is, the vehicle control unit 4The vehicle control unit sets the carrier vehicle to a first vehicle speed V1 if any of the passage width, front wall distance, and width distance is equal to or greater than a predefined value, and then if the passage width is less than the predefined value. 4 The carrier vehicle is set to a first vehicle speed V2 (V2 > V1). For example, the clearance width is set to X = 5.5 m, the distance to the front wall to X = 4 m, and the width distance to X = 3 m. As a result, it is possible to improve safety while reducing the feeling of discomfort for the occupants.

[0093] Furthermore, Fig. 13 An explanatory diagram of the relationship between the clearance width or various distances and the vehicle speed limit as a result of a change. In this example, several threshold values ​​are set for the clearance width, the front wall distance, and the width distance, and the upper speed limit is gradually changed at the threshold values. That is, the vehicle control unit 4 The vehicle speed of the carrier vehicle can be reduced if the passage width is narrower or if any of the front wall distance and width distances are smaller. For example, a total of six threshold values, V1 to V6, can be set.

[0094] Then a case is described in which the parameter, as an example of the "state of motion" set in the steering angle change section, is the steering speed.

[0095] Fig. 14 and Fig. Figure 15 contains explanatory diagrams of the relationship between the passage width or various distances and the steering speed according to a further change. Specifically, the relationship between the passage width, the distance to the front wall, the width distance, and the steering speed is shown.

[0096] How in comparison with Fig. As can be seen in section 12, if the passage width, the front wall distance and the width distance are each narrow, the steering speed is increased and the steering angle change section is set short.

[0097] However, when the steering speed is changed, the steering rotation speed also changes, which can cause discomfort for the occupant. Therefore, it is desirable to adjust the range of the steering angle change by changing the upper speed limit.

[0098] As described above, by changing the parameters (the upper limit speed, the steering speed) that are set in the steering angle change section based on the drivable space, it is possible to generate the parking path that does not cause the occupant to feel uncomfortable, according to the size of the drivable space.

[0099] In this embodiment, normal parallel parking was used as an example. However, it can also be applied when the vehicle is parked in a garage, such as at home. Furthermore, it can be applied to parallel parking and perpendicular parking instead of parallel parking.

[0100] As described above, it can be carried out in various ways without deviating from the spirit of the invention.

[0101] For example, the path generation unit 2The steering angle change segment should be lengthened if the drivable space is wider and the vehicle speed or the steering speed of the carrier vehicle is higher. As a result, the steering angle of the carrier vehicle can be changed smoothly, reducing any feeling of discomfort for the occupants.

[0102] For example, if operation by the occupant of the carrier vehicle is assumed, the vehicle control unit 4 Restart or stop the vehicle's control system. The occupant's actions can then be reflected back to the system.

[0103] The drivable space may include a space on the parking path side of the carrier vehicle and need not include a space on the opposite side of the parking path in relation to the carrier vehicle.

[0104] For example, the following expressions can be expressed based on the embodiments described so far.

[0105] <ausdruck>A vehicle control procedure in which an environment of a carrier vehicle is detected in order to set a target parking position of the carrier vehicle and the drivable space (S402, S502), a movement distance of the steering angle change section is set according to the size of the drivable space while the carrier vehicle changes the steering angle (S404), a parking path is generated to which the carrier vehicle can move from the actual position (S405), a target steering angle and a target speed of the carrier vehicle are calculated on the basis of the parking path (S504), and the carrier vehicle is guided and controlled along the parking path to the target parking position (S506). Reference symbol list 1 environmental sensing unit 2 Path generation unit 4 Vehicle control unit 10 Command Unit 100a Control device 800 carrier vehicle 801 Target parking position, E Carrier vehicle 901 Target parking position 1000 carrier vehicles 1001 Target parking position 1100 Carrier vehicle 1101 Target parking position QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] JP 2008296638 A

[0003] < / ausdruck>

Claims

[1] Vehicle control device comprising the following: an environment detection unit that detects the environment of a carrier vehicle and sets a target parking position and a drivable area for the carrier vehicle; and a guidance unit that directs and controls the carrier vehicle to the target parking position, whereby The control unit changes the movement state of the carrier vehicle according to the size of the drivable space. [2] Vehicle control device according to claim 1, wherein the movement state includes a vehicle speed of the carrier vehicle to the target parking position. [3] Vehicle control device according to claim 1, wherein the movement state includes a steering angle of the carrier vehicle to the desired parking position. [4] Vehicle control device according to claim 1, wherein the movement state includes a steering speed of the carrier vehicle to the desired parking position. [5] Vehicle control device according to claim 1, wherein a parking path to the desired parking position includes a steering angle change section in which the carrier vehicle moves while a steering angle is changed, and the movement state includes a removal of the steering angle change section. [6] Vehicle control device according to claim 1, wherein the environment detection unit sets the drivable space on the basis of at least one of the following: an obstacle on one side of the intended parking position, an obstacle facing the intended parking position via a passageway, and an obstacle on one side opposite the carrier vehicle, with the target parking position interposed. [7] Vehicle control device according to claim 5, wherein the guidance unit has a path generation unit that generates the parking path which includes at least forward and reverse movements, and the path generation unit shortens the steering angle change section when the drivable space is narrower. [8] Vehicle control device according to claim 7, wherein the path generation unit lengthens the steering angle change section when a vehicle speed or a steering speed of the carrier vehicle increases. [9] Vehicle control device according to claim 7, wherein the guidance unit includes a vehicle control unit which guides and controls the carrier vehicle along the parking path, and the vehicle control unit positions the carrier vehicle such that it is at a first speed when the passage width is equal to or greater than a predetermined value, and positions the carrier vehicle such that it is at a second speed which is less than the first speed when the passage width is less than a predetermined value. [10] Vehicle control device according to claim 7, wherein the guide unit includes a vehicle control unit that guides and controls the carrier vehicle along the parking path, and the vehicle control unit sets the vehicle speed of the carrier vehicle such that it is lower when the passage width is narrower. [11] Vehicle control device according to claim 9 or 10, wherein, when the carrier vehicle is stopped during guidance control, the path generation unit regenerates the parking path and the vehicle control unit restarts the guidance control of the carrier vehicle. [12] Vehicle control device according to claim 11, wherein if the path generation unit cannot regenerate the parking path at the stop position, the vehicle control unit stops the guidance control of the carrier vehicle. [13] Vehicle control device according to claim 9 or 10, wherein then, when it is determined that the carrier vehicle cannot be guided and controlled along the parking path when the carrier vehicle reaches a turning position for switching between forward and reverse movements, the path generation unit recreated the park path and The vehicle control unit restarts the guidance control of the carrier vehicle. [14] Vehicle control device according to claim 13, wherein if the path generation unit cannot regenerate the parking path at the turning position, the vehicle control unit stops the guidance control of the carrier vehicle. [15] Vehicle control device according to one of claims 11 to 14, wherein when an operation is assumed to be performed by an occupant of the carrier vehicle, the vehicle control unit restarts or stops the guidance control of the carrier vehicle.