Parking lot determination device, vehicle control device, and parking lot determination method

Abstract

To effectively determine that a vehicle is traveling within a parking lot.SOLUTION: A parking lot determination device recognizes parking frames around a vehicle and / or parked vehicles on the basis of image data obtained by imaging the vehicle around, and determines that the vehicle is traveling within a parking lot in the case of establishing a determination condition of recognizing that the recognized parking frames and / or parked vehicles are equal to or more than a predetermined number in an adjacent state. If a prescribed specific parking frame is included in at least one or more parking frames recognized on the basis of the image data, it reduces the predetermined number to be used for the determination condition compared with a case in which the specific parking frame is not included.SELECTED DRAWING: Figure 5

Description

[Technical field]

[0001] The present disclosure relates to a parking lot determination device, a vehicle control device, and a parking lot determination method. [Background technology]

[0002] For example, Patent Document 1 discloses a device that recognizes a parking space in front of a vehicle based on road marking lines in front of the vehicle captured by an onboard camera, and when a parking space is recognized, makes it easier to activate driving force suppression control in response to an erroneous accelerator operation by the driver compared to when the parking space is not recognized. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent No. 6299179 Summary of the Invention

[0004] In order to properly activate the driving force suppression control in response to the driver's erroneous accelerator operation in a parking lot, it is desirable to improve the accuracy of parking space recognition and effectively determine whether the vehicle is traveling in the parking lot.

[0005] The present disclosure has been made to solve the above-mentioned problems. That is, one of the objects of the present disclosure is to effectively determine whether a vehicle is traveling in a parking lot.

[0006] The parking lot determination device of the present disclosure is A parking lot determination device that recognizes parking spaces and / or parked vehicles around a vehicle based on image data of the surroundings of the vehicle, and determines that the vehicle is traveling in a parking lot when a determination condition is met that the recognized parking spaces and / or parked vehicles are adjacent to each other and are recognized in a predetermined number or more, When a specific parking space is included in at least one of the parking spaces recognized based on the image data, the specific number used in the judgment condition is reduced compared to when the specific parking space is not included. It is characterized by:

[0007] According to the above configuration, the parking lot determination device relaxes the conditions for parking lot determination when at least one specific parking space is included in the parking space and / or the parked vehicle that is recognized adjacent to the parking space. This makes it possible to prevent the conditions for parking lot determination from becoming stricter than necessary, and effectively determine whether the vehicle is traveling in the parking lot. [Brief description of the drawings]

[0008] [Figure 1] 1 is a schematic overall configuration diagram of a parking lot determination device according to an embodiment of the present invention; [Diagram 2] FIG. 2 is a schematic diagram showing a top view of parking lot partition lines and parked vehicles. [Diagram 3] 13 is a schematic diagram illustrating an example of a specific parking space on which a specific mark is drawn. FIG. [Figure 4] FIG. 13 is a schematic diagram for explaining determination of a parking row. [Diagram 5] 4 is a flowchart illustrating a routine for processing a parking lot determination, an accelerator erroneous operation determination, and a driving force suppression control. [Figure 6] FIG. 13 is a schematic diagram illustrating a modified example. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0009] Hereinafter, a parking lot determination device, a vehicle control device, and a parking lot determination method according to the present embodiment will be described with reference to the drawings.

[0010] FIG. 1 is a schematic overall configuration diagram of a vehicle 1 of this embodiment. The vehicle 1 has an ECU (Electronic Control Unit) 10. The ECU 10 is equipped with a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), an interface device, etc. The CPU executes various programs stored in the ROM. The ROM is a non-volatile memory that stores data and the like required for the CPU to execute the various programs. The RAM is a volatile memory that provides a working area in which the various programs are expanded when the CPU executes them. The interface device is a communication device for communicating with an external device.

[0011] The ECU 10 is a central control device that performs driving assistance for the driver. Driving assistance is a concept that includes automatic driving. The ECU 10 is connected to a drive unit 20, a steering unit 21, a braking unit 22, a vehicle state acquisition unit 30, a surrounding recognition unit 40, and the like in a communicable manner.

[0012] The drive device 20 generates a drive force to be transmitted to the drive wheels of the vehicle 1. Examples of the drive device 20 include an electric motor and an engine. The steering device 21 applies a steering force to the wheels of the vehicle 1. The braking device 22 applies a braking force to the wheels of the vehicle 1.

[0013] The vehicle state acquisition device 30 is a group of sensors that acquires the state of the vehicle 1. Specifically, the vehicle state acquisition device 30 includes a vehicle speed sensor 31, an accelerator sensor 32, a brake sensor 33, a steering angle sensor 34, a turn signal switch 35, and the like.

[0014] The vehicle speed sensor 31 detects the traveling speed (vehicle speed V) of the vehicle 1. The accelerator sensor 32 detects the amount of operation of an accelerator pedal (acceleration operator) (not shown) by the driver. The brake sensor 33 detects the amount of operation of a brake pedal (not shown) by the driver. The steering angle sensor 34 detects the steering angle of a steering wheel (or steering shaft) (not shown). The turn signal switch 35 detects the operation of a turn signal lever (not shown) by the driver. The vehicle state acquisition device 30 transmits the states of the vehicle 1 detected by the sensors 31-35 to the ECU 10 at a predetermined cycle.

[0015] The surrounding recognition device 40 is a type of sensor that acquires target information related to targets around the vehicle 1. Specifically, the surrounding recognition device 40 includes a camera sensor 41. Examples of the target information include surrounding vehicles, surrounding buildings, intersections, traffic lights, signs, parking lot division lines, white lines on roads, stop lines, and temporary stop lines. The target information around the vehicle 1 acquired by the surrounding recognition device 40 is transmitted to the ECU 10.

[0016] The camera sensor 41 captures an image of the surroundings of the vehicle 1 and processes the captured image data to obtain an image of the surroundings of the vehicle 1. The camera sensor 41 is, for example, a stereo camera or a monocular camera, and a digital camera having an image sensor such as a CMOS or a CCD can be used. In this embodiment, the camera sensor 41 includes a front camera 41A that captures an image of the front area of ​​the vehicle 1, a rear camera 41B that captures an image of the rear area of ​​the vehicle 1, a left side camera 41C that captures an image of the left side area of ​​the vehicle 1, and a right side camera 41D that captures an image of the right side area of ​​the vehicle 1. In the following, the multiple cameras 41A to 41D are simply referred to as "camera sensor 41". Moreover, the image data captured by each of the cameras 41A to 41D is collectively referred to as "image data".

[0017] Next, the software configuration of the ECU 10 will be described. The ECU 10 has a parking space recognition unit 11A, a specific parking space recognition unit 11B, a parked vehicle recognition unit 12, a parking line determination unit 13, a travel trajectory prediction unit 15, a parking lot interior determination unit 16, an erroneous operation determination unit 17, and a driving force suppression control unit 18 as some of its functional elements. These functional elements will be described as being included in the ECU 10, which is an integrated piece of hardware, but some of these may be provided in an ECU separate from the ECU 10. In addition, all or some of the functional elements of the ECU 10 may be provided in an information processing device in a facility (e.g., a management center) capable of communicating with the vehicle 1.

[0018] The parking space recognition unit 11A recognizes a parking space in a parking lot based on image data of the surroundings of the vehicle 1 captured by the camera sensor 41. FIG. 2 is a schematic diagram for explaining an example of a demarcation line 200 drawn on the surface (e.g., pavement surface) of the parking lot P. In FIG. 2, the reference numeral 300 denotes a parked vehicle parked in the parking lot P, and the reference numeral R denotes an aisle R along which the vehicle 1 entering the parking lot P travels. The parking space recognition unit 11A extracts a demarcation line 200 from the image data by performing image analysis processing such as edge extraction, pattern matching, and feature point extraction on the image data captured by the camera sensor 41, and recognizes a parking space PL based on the extracted demarcation line 200. Here, the demarcation line 200 refers to a white line or the like drawn on the surface of the parking lot P to demarcate a parking space PL for parking one vehicle. Whether or not the extracted demarcation line 200 is a parking space PL may be determined by, for example, comparing the dimensions of the area defined by the demarcation line 200 with the standard parking space dimensions (width, depth) of a general public parking lot. In this disclosure, the term "painted" is a concept that includes not only painting, but also marking on the surface of the parking lot P using ropes or other means.

[0019] In FIG. 2, the demarcation line 200 is drawn on the road surface as a solid line in the shape of a substantially rectangular frame. In this case, the parking space recognition unit 11A extracts the demarcation line 210 on the aisle R side as a front boundary line PL1 and the demarcation line 220 that is farther away from the aisle R than the demarcation line 210 from the aisle R as a rear boundary line PL2 from a pair of demarcation lines 210, 220 that extend substantially parallel to the extending direction of the aisle R. In addition, the parking space recognition unit 11A extracts the demarcation line 230 on the left side as viewed from the aisle R side as a left boundary line PL3 and the demarcation line 240 on the right side as a right boundary line PL4 from a pair of demarcation lines 230, 240 that intersect with the demarcation lines 210, 220 at substantially right angles. The parking space recognition unit 11A acquires position information (for example, coordinates of an xy plane coordinate system with the position of the vehicle 1 as the origin) of the extracted boundaries PL1 to PL4 with respect to the vehicle 1. Moreover, the parking space recognition unit 11A transmits the acquired position information of the boundary lines PL1 to PL4 to the parking row determination unit 13 at a predetermined cycle.

[0020] In addition, the demarcation line 200 is not limited to the solid line of the rectangular frame shown in Fig. 2, and may be two parallel straight lines, etc. In the case of two parallel straight lines, the parking space recognition unit 11A may extract the virtual demarcation line connecting the ends of the parallel straight lines as the front boundary line PL1 and the rear boundary line PL2.

[0021] The specific parking space recognition unit 11B recognizes whether the parking space PL recognized by the parking space recognition unit 11A is a specific parking space PLS with a specific mark drawn on the surface (e.g., pavement surface) within the parking space PL. Here, examples of the specific mark include a light mark indicating that the parking space is for light vehicles only as shown in FIG. 3(A), a wheelchair mark indicating that the handicapped person is given priority as shown in FIG. 3(B), and an EV mark indicating that the parking space is for EV charging only as shown in FIG. 3(C). The specific mark is not limited to the example shown in FIG. 3, and may be other characters related to parking lots such as "P" and "Visitors". The specific parking space recognition unit 11B acquires a specific mark drawn on the surface within the parking space PL based on image data of the surroundings of the vehicle 1 captured by the camera sensor 41. The specific mark may be acquired by performing image analysis processing such as edge extraction, pattern matching, and feature point extraction on the image data captured by the camera sensor 41. When the specific mark is acquired within the parking space PL from the image data, the specific parking space recognition unit 11B recognizes the parking space PL as a specific parking space PLS. The specific parking space recognition unit 11B transmits the recognition result to the parking row determination unit 13.

[0022] The parked vehicle recognition unit 12 recognizes a vehicle contour line (hereinafter referred to as the parked vehicle contour line) that is the boundary between the parked vehicle 300 and the road surface, based on image data of the surroundings of the vehicle 1 captured by the camera sensor 41. In Fig. 2, the symbol VL indicates the parked vehicle contour line. Note that, although the actual parked vehicle contour line VL has a complex shape including side mirrors and the like, hereinafter, the parked vehicle contour line VL will be described as the smallest rectangular frame line that can accommodate the outer periphery of the body of the parked vehicle 300.

[0023] The parked vehicle recognition unit 12 first performs image analysis processing such as edge extraction, pattern matching, and feature point extraction on the image data captured by the camera sensor 41 to determine whether or not the parked vehicle 300 is captured in the image data. When the parked vehicle recognition unit 12 determines that the parked vehicle 300 is captured in the image data, it identifies the smallest rectangular frame line in which the parked vehicle 300 can be contained within the image data, and extracts the identified rectangular frame line as the parked vehicle contour line VL. Of the identified frame line, the parked vehicle recognition unit 12 extracts a portion corresponding to the front end of the parked vehicle 300 as a front boundary line LV1, a portion corresponding to the rear end of the parked vehicle 300 as a rear contour line LV2, a portion corresponding to the left end of the parked vehicle 300 as a left contour line LV3, and a portion corresponding to the right end of the parked vehicle 300 as a right contour line LV4. The parked vehicle recognition unit 12 acquires position information (e.g., coordinates in an xy plane coordinate system with the position of the vehicle 1 as the origin) of each of these extracted contour lines LV1 to LV4 relative to the vehicle 1, and transmits the acquired position information to the parking row determination unit 13 at a predetermined period.

[0024] The parking row determination unit 13 determines whether the parking stalls PL and the parked vehicle contour lines VL form a continuous parking row based on the position information of the parking stalls PL transmitted from the parking stall recognition unit 11A and the position information of the parked vehicle contour lines VL transmitted from the parked vehicle recognition unit 12. In the following description, the longitudinal direction of the parking stalls PL and the parked vehicle contour lines VL is defined as the "vertical direction", and the direction substantially perpendicular to the longitudinal direction is defined as the "horizontal direction". In the following description, an example in which the parking stalls PL and the parked vehicle contour lines VL are adjacent to each other in the horizontal direction will be described, but the same processing will be performed when they are adjacent to each other in the vertical direction, so the description will be omitted.

[0025] As shown in FIG. 4(A), when adjacent parking stalls PL are obtained from image data, the parking row determination unit 13 calculates the vertical separation distance DH1 between the front boundary line PL1 and determines whether the separation distance DH1 satisfies a first condition that is equal to or less than a predetermined first threshold. The first condition may be determined based on the separation distance between the rear boundary line PL2. The parking row determination unit 13 also calculates the horizontal separation distance DH2 between the left and right boundary lines PL3 and PL4 of adjacent parking stalls PL and determines whether the separation distance DH2 satisfies a second condition that is equal to or less than a predetermined second threshold. The first and second thresholds are not particularly limited, but may be set based on standard values ​​for general public parking lots. When both the first and second conditions are satisfied, the parking row determination unit 13 regards the adjacent parking stalls PL as being continuous in the horizontal direction.

[0026] As shown in FIG. 4(B), when adjacent parked vehicle contours VL are obtained from image data, the parking row determination unit 13 calculates the vertical separation distance DH3 between the front contours VL1 and determines whether the separation distance DH3 satisfies a third condition that is equal to or less than a predetermined third threshold. The third condition may be determined based on the separation distance between the rear contours VL2. The parking row determination unit 13 also calculates the horizontal separation distance DH4 between the left and right contours VL3 and VL4 of adjacent parked vehicle contours VL and determines whether the separation distance DH4 satisfies a fourth condition that is equal to or less than a predetermined fourth threshold. The third and fourth thresholds are not particularly limited, but it is preferable to set at least the fourth threshold to a value larger than the above-mentioned second threshold. When both the third and fourth conditions are satisfied, the parking row determination unit 13 regards the adjacent parked vehicle contours VL as being continuous in the horizontal direction.

[0027] As shown in FIG. 4(C), when the parking stall PL and the parked vehicle contour VL are obtained from the image data, the parking row determination unit 13 calculates the vertical separation distance DH5 between the front boundary line PL1 of the parking stall PL and the front contour line VL1 of the parked vehicle contour VL, and determines whether the separation distance DH5 satisfies the fifth condition that is equal to or less than a predetermined fifth threshold. The fifth condition may be determined based on the separation distance between the rear boundary line PL2 and the rear contour line VL2. The parking row determination unit 13 also calculates the horizontal separation distance DH6 between the left and right boundary lines PL3, PL4 of the parking stall PL and the left and right contour lines VL3, VL4 of the parked vehicle contour VL, and determines whether the separation distance DH6 satisfies the sixth condition that is equal to or less than a predetermined sixth threshold. The fifth and sixth thresholds are not particularly limited, but it is preferable to set at least the sixth threshold to a value larger than the second threshold and smaller than the fourth threshold. When both the fifth condition and the sixth condition are satisfied, the parking row determination unit 13 regards the adjacent parking stalls PL and the parked vehicle contour lines VL as being continuous in the lateral direction.

[0028] When the number of consecutive parking stalls PL, or the number of consecutive parked vehicle contour lines VL, or the number of consecutive parking stalls PL and parked vehicle contour lines VL in random order is equal to or greater than a predetermined first threshold number X_1 (e.g., 5), the parking row determination unit 13 determines the smallest rectangular frame PR in which the collection of consecutive parking stalls PL, or consecutive parked vehicle contour lines VL, or consecutive parking stalls PL and parked vehicle contour lines VL is contained as a parking row. In this way, when the number of consecutive parking stalls PL, or consecutive parked vehicle contour lines VL, or consecutive parking stalls PL and parked vehicle contour lines VL is equal to or greater than the first threshold number X_1, the parking row is determined as a collection of consecutive parking stalls PL, or consecutive parked vehicle contour lines VL, so that it is possible to effectively prevent erroneous determination of road marking lines such as stop lines and pedestrian crossings drawn on the surface of a general road, or other vehicles parked around the vehicle 1 while waiting for a traffic light, etc., as a parking row.

[0029] Here, if the parking row determination is always performed based on the first threshold number X_1, there is a possibility that the correct operation rate of the driving force suppression control described later will be reduced. In order to increase the correct operation rate of the driving force suppression control, even if the number of consecutive parking stalls PL or parked vehicle contour lines VL is less than the first threshold number X_1, if at least one or more parking stalls PL satisfy a specific condition, it is desirable to determine the collection of the parking stalls PL or parked vehicle contour lines VL as a parking row and effectively operate the driving force suppression control. An example of a parking stall PL that satisfies such a specific condition is a specific parking stall PLS on which the above-mentioned specific mark is drawn. The specific mark is easy to recognize by the camera sensor 41 and is easy to distinguish from paint (for example, white lines and zebra zones) drawn on the surface of a general road, so there is a low possibility of misrecognition.

[0030] When the specific parking space recognition unit 11B judges at least one parking space PL as a specific parking space PLS, the parking space determination unit 13 judges the collection of parking space PL and parked vehicle contour lines VL including the specific parking space PLS as a parking space row even if the number of consecutive parking space PL or parked vehicle contour lines VL is less than the first threshold number X_1, if the number is equal to or more than the second threshold number X_2 (for example, 2 to 3, or less than the first threshold number X_1). That is, when there is a specific parking space PLS that is unlikely to cause erroneous recognition, the parking space determination unit 13 is configured to relax the conditions for parking space row judgment. This makes it possible to effectively increase the correct operation rate of the driving force suppression control described later.

[0031] When the parking row determination unit 13 determines that consecutive parking stalls PL or parked vehicle contour lines VL are a parking row, it extracts a rectangular frame PR that defines the parking row from the image data, and obtains position information (for example, coordinates in an xy plane coordinate system with the position of the vehicle 1 as the origin) of each straight line PR1-PR4 that forms the extracted rectangular frame PR with respect to the vehicle 1. In addition, the parking row determination unit 13 transmits the position information of each straight line PR1-PR4 obtained to the parking lot interior determination unit 16 at a predetermined period. In the following, the straight line PR1 facing the aisle R of the rectangular frame PR is referred to as the "front parking row line." In addition, the rectangular frame PR is referred to as the "parking row."

[0032] The driving locus prediction unit 15 calculates a predicted driving locus of the vehicle 1 based on the driving state of the vehicle 1 acquired by the vehicle state acquisition device 30. Here, the predicted driving locus refers to a locus that the vehicle 1 is predicted to travel if the current driving state of the vehicle 1 is maintained. The predicted driving locus can be calculated based on, for example, the vehicle speed V acquired by the vehicle speed sensor 31 and the steering angle acquired by the steering angle sensor 34. The driving locus prediction unit 15 transmits the calculated predicted driving locus to the parking lot interior determination unit 16 at a predetermined cycle.

[0033] The parking lot interior determination unit 16 determines whether the vehicle 1 is present in the parking lot P, i.e., whether the vehicle 1 is traveling in the parking lot P, based on the position information of the parking row PR for the vehicle 1 transmitted from the parking row determination unit 13 and the predicted traveling trajectory of the vehicle 1 transmitted from the traveling trajectory prediction unit 15. The parking lot interior determination unit 16 first determines whether the predicted traveling trajectory of the vehicle 1 intersects with the front parking row line PR1 of the parking row PR. If it is determined that the predicted traveling trajectory intersects, the parking lot interior determination unit 16 calculates a predicted arrival time TA for the vehicle 1 to reach an intersection position where the predicted traveling trajectory intersects with the front parking row line PR1 from the current position. The predicted arrival time TA may be calculated, for example, by dividing the distance D along the predicted traveling trajectory from the current position of the vehicle 1 to the intersection position by the current vehicle speed V of the vehicle 1 (TA=D / V). If the predicted arrival time TA is less than a predetermined time (e.g., a few seconds), the parking lot determination unit 16 determines that the vehicle 1 is present in the parking lot P (driving in the parking lot P) and turns on the parking lot flag FP (FP = 1). On the other hand, if the predicted arrival time TA exceeds the predetermined time, the parking lot determination unit 16 determines that the vehicle 1 is not present in the parking lot P (or is not driving in the parking lot P) and turns off the parking lot flag FP (FP = 0).

[0034] The erroneous operation determination unit 17 determines whether or not the driver of the vehicle 1 erroneously depresses the accelerator pedal. Specifically, the erroneous operation determination unit 17 determines whether or not the vehicle speed V of the vehicle 1 is greater than or equal to a predetermined vehicle speed threshold V Min The first judgment condition is that the accelerator pedal operation amount (accelerator operation amount) AP is less than a predetermined operation amount threshold value AP MaxThe second judgment condition is that the accelerator pedal operation speed APV is equal to or greater than a predetermined operation speed threshold APV Max When the above third judgment condition, the fourth judgment condition that the brake operation has not been performed, and the fifth judgment condition that the direction indicator has not been operated are all satisfied, it is judged that an accelerator erroneous operation has occurred, and the erroneous operation flag FA is set to ON (FA=1). On the other hand, when at least any of the first to fifth judgment conditions is not satisfied, the erroneous operation judgment unit 17 judges that the driver has not erroneously operated the accelerator, and sets the erroneous operation flag FA to OFF (FA=0). Note that, as for the conditions for judging an accelerator erroneous operation, any of the first to fifth judgment conditions may be omitted, or other conditions may be further added.

[0035] When the parking lot determination unit 16 determines that the vehicle 1 is in a parking lot P (FP=1) and the error determination unit 17 determines that the driver has erroneously operated the accelerator (FA=1), the driving force suppression control unit 18 determines whether the actual acceleration GA of the vehicle 1 is greater than or equal to a predetermined restricted acceleration G Lim In this manner, when the driver erroneously operates the accelerator, the actual acceleration GA of the vehicle 1 is reduced to the restricted acceleration G Lim By executing driving force suppression control to keep the acceleration below 100%, it is possible to effectively prevent sudden acceleration of the vehicle 1 unintended by the driver. In addition, by setting the execution condition for the driving force suppression control to be that the parking lot interior determination unit 16 determines that the vehicle 1 is in a parking lot P, it is possible to effectively prevent the driving force suppression control from operating unnecessarily on general roads, etc. After starting the driving force suppression control, when the accelerator operation amount AP decreases to a predetermined end threshold value APE or less, the driving force suppression control unit 18 ends the driving force suppression control (limiting the acceleration G Lim (Cancel).

[0036] Next, a routine for the in-parking lot determination process, accelerator erroneous operation determination process, and driving force suppression control process by the ECU 10 will be described with reference to the flowchart shown in Fig. 5. When the ignition switch or start button of the vehicle 1 is turned ON, the ECU 10 repeatedly executes the routine shown in Fig. 5 at a predetermined cycle. Note that the ECU 10 may execute the routine shown in Fig. 5 when the vehicle speed V of the vehicle 1 is equal to or lower than a predetermined speed threshold.

[0037] In step S100, the ECU 10 searches for the parking space PL and the parked vehicle contour VL around the vehicle 1 based on the image data captured by the camera sensor 41. Next, in step S105, the ECU 10 judges whether or not at least one of the parking space PL and the parked vehicle contour VL has been recognized from the image data. If the judgment result is positive (Yes), the ECU 10 proceeds to the process of step S110. On the other hand, if the judgment result is negative (No), the ECU 10 proceeds to the process of step S180, sets the parking lot flag FP to OFF (FP=0), and returns this routine.

[0038] In step S110, the ECU 10 judges whether the condition that the vertical and horizontal distances between adjacent parking stalls PL and parked vehicle contours VL are equal to or less than a predetermined threshold is satisfied. If the condition is satisfied (Yes), the ECU 10 proceeds to the process of step S112, judges that the adjacent parking stalls PL and parked vehicle contours VL are continuous, and proceeds to the process of step S115. On the other hand, if the condition is not satisfied in the judgment of step S110 (No), the ECU 10 proceeds to the process of step S180, sets the parking lot flag FP to OFF (FP=0), and returns this routine.

[0039] In step S115, the ECU 10 judges whether the number of consecutive parking stalls PL, the number of consecutive parked vehicle contour lines VL, or the number of consecutive parking stalls PL and parked vehicle contour lines VL meets the condition that the first threshold number X_1 or more. If the condition is met (Yes), the ECU 10 proceeds to the process of step S130, judges them as a parking row, obtains the position information of the parking row PR, and proceeds to step S150. On the other hand, if the condition is not met in the judgment of step S115 (No), the ECU 10 proceeds to the process of step S120.

[0040] In step S120, the ECU 10 judges whether there is at least one specific parking space PLS with a specific mark drawn on the parking space PL acquired in step S100. If there is at least one specific parking space PLS (Yes), the ECU 10 proceeds to the process of step S125. On the other hand, if there is no specific parking space PLS (No), the ECU 10 proceeds to the process of step S180, sets the parking lot flag FP to OFF (FP=0), and returns this routine.

[0041] In step S125, the ECU 10 judges whether the number of consecutive parking stalls PL including at least one or more specific parking stalls PLS, or the number of consecutive parking stalls PL and parked vehicle contours VL including at least one or more specific parking stalls PLS, is equal to or greater than the second threshold number X_2. If the condition is met (Yes), the ECU 10 proceeds to the process of step S130, judges them as a parking row, obtains the position information of the parking row PR, and proceeds to step S150. On the other hand, if the condition is not met in the judgment of step S125 (No), the ECU 10 proceeds to the process of step S180, sets the parking lot flag FP to OFF (FP=0), and returns this routine.

[0042] In step S150, the ECU 10 calculates a predicted driving path TP of the vehicle 1. Next, in step S155, the ECU 10 determines whether the calculated predicted driving path TP intersects with the front parking row line PR1 of the parking row PR. If the calculated predicted driving path TP intersects with the front parking row line PR1 of the parking row PR, the ECU 10 advances the process to step S160. On the other hand, if the calculated predicted driving path TP does not intersect with the front parking row line PR1, the ECU 10 advances the process to step S180, sets the parking lot flag FP to OFF (FP=0), and returns from this routine.

[0043] In step S160, the ECU 10 calculates a predicted arrival time TA for the vehicle 1 to reach an intersection position where the predicted travel trajectory and the front parking row line PR1 intersect from the current position. Next, in step S165, the ECU 10 judges whether the predicted arrival time TA is equal to or shorter than a predetermined time. If the predicted arrival time TA is equal to or shorter than the predetermined time (Yes), the ECU 10 proceeds to the process of step S170, where it is determined that the vehicle 1 is in the parking lot P, that is, it sets the parking lot flag FP to ON (FP=1). On the other hand, if the predicted arrival time TA is not equal to or shorter than the predetermined time (No), the ECU 10 proceeds to the process of step S180, where it sets the parking lot flag FP to OFF (FP=0), and returns this routine.

[0044] When the ECU 10 sets the parking lot flag FP to ON (FP=1) in the process of step S170, the ECU 10 proceeds to the process of step S185. In step S185, the ECU 10 judges whether or not the driver has erroneously operated the accelerator. If all of the above-mentioned first to fifth judgment conditions are satisfied (Yes), the ECU 10 judges that the driver has erroneously operated the accelerator, proceeds to the process of step S186, and sets the erroneous operation flag FA to ON (FA=1). On the other hand, if at least any of the above-mentioned first to fifth erroneous operation conditions is not satisfied (No), the ECU 10 judges that the driver has not erroneously operated the accelerator, proceeds to the process of step S188, sets the erroneous operation flag FA to OFF (FA=0), and then returns to this routine.

[0045] When the ECU 10 sets the erroneous operation flag FA to ON (FA=1) in the process of step S186, the ECU 10 proceeds to the process of step S190. In step S190, the ECU 10 starts the driving force suppression control. Next, in step S195, the ECU 10 determines whether the accelerator pedal operation amount AP has decreased to the end threshold value APE or less. If the accelerator pedal operation amount AP has not decreased to the end threshold value APE or less (No), the ECU 10 repeats the determination of step S195. On the other hand, if the accelerator pedal operation amount AP has decreased to the end threshold value APE or less (Yes), the ECU 10 proceeds to the process of step S198, ends the driving force suppression control, and returns to this routine.

[0046] The above describes the parking lot determination device, vehicle control device, and parking lot determination method according to this embodiment, but the present disclosure is not limited to the above embodiment, and various modifications are possible as long as they do not deviate from the purpose of the present disclosure.

[0047] For example, as shown in Fig. 6, when the parking row determination unit 13 acquires the parking rows PR facing each other across the vehicle 1, if the vehicle 1 is located in the area E between these parking rows PR, the parking lot interior determination unit 16 may determine that the vehicle 1 is present in the parking lot P. In this case as well, when a specific parking space PLS is recognized in at least one of the opposing parking rows PR, the determination condition for the parking row PR may be relaxed, that is, the parking row determination may be performed using the second threshold number X_2.

Claims

1. A parking lot determination device that recognizes parking spaces and / or parked vehicles around a vehicle based on image data of the surroundings of the vehicle, and determines that the vehicle is traveling in a parking lot when a determination condition is met that the recognized parking spaces and / or parked vehicles are adjacent to each other and are recognized in a predetermined number or more, When a specific parking space is included in at least one of the parking spaces recognized based on the image data, the specific number used in the judgment condition is reduced compared to when the specific parking space is not included. A parking lot determination device.

2. The parking lot determination device according to claim 1, The specific parking space includes at least one of a first specific parking space indicating a parking space exclusively for light vehicles, a second specific parking space indicating a parking space with priority for disabled persons, and a third specific parking space indicating a parking space exclusively for charging electric vehicles. A parking lot determination device.

3. A vehicle control device including the parking lot determination device according to claim 1 or 2, When the parking lot determination device determines that the vehicle is traveling in the parking lot and detects an erroneous operation of an acceleration operation button operated by an occupant of the vehicle to accelerate the vehicle, the driving force suppression control is executed to suppress the driving force of the vehicle. A vehicle control device comprising:

4. A parking lot determination method for determining that a vehicle is traveling in a parking lot when a determination condition is satisfied that a predetermined number or more of the recognized parking spaces and / or parked vehicles are adjacent to each other, the method comprising: When a specific parking space is included in at least one of the parking spaces recognized based on the image data, the specific number used in the judgment condition is reduced compared to when the specific parking space is not included. A parking lot determination method comprising:

Images