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

Abstract

This system prevents drivers from mistakenly identifying multiple parallel lane markings as parking lines on public roads. [Solution] A parking determination device comprising: a parking line acquisition unit that detects parking spaces and / or other vehicles around the vehicle based on image data acquired by photographing the area around the vehicle, and acquires a predetermined number or more of the detected parking spaces and / or other vehicles adjacent to each other in a predetermined direction; and a parking determination unit that determines whether the vehicle is in a parking lot with a parking line, wherein if it is detected that another vehicle has passed a parking space included in a parking line detected in front of the vehicle's direction of travel at a predetermined speed or higher, it is determined that the parking line is not a parking line.

Description

Technical Field

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

Background Art

[0002] For example, Patent Document 1 determines a collective body of parking frames and parked vehicles as a parking row when the number of parked vehicles in a row is a predetermined number or more, determines whether the host vehicle exists in a parking lot having the parking row, and performs driving force suppression control when it is determined that the host vehicle exists in the parking lot and an unintended operation of the accelerator pedal has been performed.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

[0004] In the technique described in Patent Document 1, when parking frames and parked vehicles are continuous for a predetermined number or more, the collective body thereof is recognized as a parking row. Therefore, for example, when lane dividing lines such as white lines or yellow lines drawn on the road surface of a general road are set in parallel in the width direction, there is a possibility of misrecognizing these as a parking row depending on the positional relationship between these dividing lines and other vehicles.

[0005] One object of the present disclosure is to effectively prevent misrecognizing a plurality of lane dividing lines as a parking row on a general road where the plurality of lane dividing lines are set in parallel.

[0006] The technique of the present disclosure is Based on image data acquired by photographing the surroundings of the host vehicle, detecting parking frames and / or other vehicles around the host vehicle, and acquiring a parking row in which the detected parking frames and / or the other vehicles are adjacent in a predetermined direction and continuous for a predetermined number or more; a parking row acquisition unit A parking lot determination device comprising a parking lot determination unit that determines whether the vehicle is located in a parking lot having the parking row, If it is detected that another vehicle has passed through a parking space included in the parking queue, which is located ahead of the vehicle's direction of travel, at a speed exceeding a predetermined speed, the system determines that the parking queue is not a parking queue. It is characterized by the following: [Brief explanation of the drawing]

[0007] [Figure 1] This is a schematic diagram showing the hardware and software configuration of the vehicle according to this embodiment. [Figure 2] This is a schematic diagram showing parking space lines and parked vehicles viewed from above. [Figure 3] This is a schematic diagram illustrating the determination of parking rows according to this embodiment. [Figure 4] This is a schematic diagram illustrating the prevention of misidentification of parking rows according to this embodiment. [Figure 5] This flowchart illustrates the routine for determining whether a parking lot is located and the process for controlling the driving force according to this embodiment. [Modes for carrying out the invention]

[0008] The parking lot determination device, vehicle control device, parking lot determination method, and program according to this embodiment will be described below with reference to the drawings.

[0009] Figure 1 is a schematic diagram showing the hardware configuration of vehicle 1 in this embodiment. Hereafter, vehicle 1 may be referred to as "our vehicle" when it is necessary to distinguish it from other vehicles, etc.

[0010] Vehicle 1 has an ECU (Electronic Control Unit) 10. The ECU 10 includes a CPU (Central Processing Unit), ROM (Read Only Memory), RAM (Random Access Memory), and an interface device. The CPU is a processor that executes various programs stored in ROM. ROM is a non-volatile memory that stores data necessary for the CPU to execute various programs. RAM is a volatile memory that provides a work area that is expanded when various programs are executed by the CPU. The interface device is a communication device for communicating with external devices.

[0011] The ECU10 is a central control unit that provides driver assistance. Driver assistance is a concept that includes autonomous driving. The ECU10 is connected to the drive unit 20, steering unit 21, braking unit 22, internal sensor device 30, external sensor device 40, etc., in a communication manner.

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

[0013] The internal sensor device 30 consists of sensors that acquire the status of the vehicle 1. Specifically, the internal sensor device 30 includes a vehicle speed sensor 31, an accelerator sensor 32, a brake sensor 33, a steering angle sensor 34, and the like.

[0014] The vehicle speed sensor 31 detects the vehicle speed (vehicle speed V) of the vehicle 1. The accelerator sensor 32 detects the amount of operation of the accelerator pedal (acceleration control) by the driver (not shown). The brake sensor 33 detects the amount of operation of the brake pedal (not shown) by the driver. The steering angle sensor 34 detects the steering angle of the steering wheel (or steering shaft) (not shown). The vehicle status acquisition device 30 transmits the status of the vehicle 1 detected by each of the sensors 31 to 35 to the ECU 10 at a predetermined interval.

[0015] The external sensor device 40 is a set of sensors that acquire object information about objects around the vehicle 1. Specifically, the external sensor device 40 is equipped with a camera sensor 41. Here, object information includes, for example, surrounding vehicles, surrounding buildings, intersections, traffic lights, signs, parking lot markings, road white lines, stop lines, temporary stop lines, etc. The object information about the vehicle 1 acquired by the external sensor device 40 is transmitted to the ECU 10.

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

[0017] Next, the software configuration of the ECU10 will be described. The ECU10 has a parking space acquisition unit 11, a parked vehicle acquisition unit 12, a parking lane determination unit 13, a driving trajectory prediction unit 15, a parking lot determination unit 16, an error detection 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 ECU10, which is a single piece of hardware, but any part of these can also be provided in an ECU separate from the ECU10. Furthermore, all or part of each functional element of the ECU10 can also be provided in an information processing device of a facility (for example, a management center) that can communicate with the vehicle 1.

[0018] The parking frame acquisition unit 11 acquires the parking frames in the parking lot based on the 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 the parking division lines 200 drawn on the road surface of the parking lot P. In FIG. 2, reference numeral 300 denotes a parked vehicle in the parking lot P, and reference numeral R denotes a passage R for the vehicle 1 entering the parking lot P to travel. The parking frame acquisition unit 11 performs image analysis processing such as edge extraction, pattern matching, and feature point extraction on the image data captured by the camera sensor 41, extracts the parking division lines 200 from the image data, and acquires the parking frame PL based on the extracted parking division lines 200. Here, the parking division lines 200 refer to white lines or the like drawn on the road surface of the parking lot P to demarcate the parking frame PL for parking one vehicle. Whether the extracted parking division lines 200 demarcate the parking frame PL can be determined, for example, by comparing the dimensions of the area defined by the parking division lines 200 with the standard parking frame dimensions (width, depth) of a public parking lot.

[0019] In the example shown in FIG. 2(A), the parking division lines 200 are drawn as solid lines in a substantially rectangular frame shape on the road surface. In this case, the parking frame acquisition unit 11 extracts, as the front boundary line PL1, the parking division line 210 on the passage R side among the pair of parking division lines 210 and 220 that extend substantially parallel to the extending direction of the passage R, and extracts, as the rear boundary line PL2, the parking division line 220 that is farther from the passage R than the division line 210. Further, the parking frame acquisition unit 11 extracts, as the left boundary line PL3, the parking division line 230 on the left side when viewed from the passage R side among the pair of parking division lines 230 and 240 that intersect substantially at right angles with the parking division lines 210 and 220, and extracts, as the right boundary line PL4, the parking division line 240 on the right side.

[0020] In the example shown in FIG. 2(B), the parking lane lines 200 are drawn as two parallel straight lines extending in a direction substantially orthogonal to the extending direction of the passage R, and a vehicle is parked between these two parallel straight lines. In this case, the parking frame acquisition unit 11 extracts, as the left boundary line PL3, the parking lane line 230 located on the left side when viewed from the passage R side, among the two parallel parking lane lines 230 and 240 drawn on the road surface, and extracts, as the right boundary line PL4, the parking lane line 240 located on the right side. Further, the parking frame acquisition unit 11 extracts, as the front boundary line PL1, the first virtual parking lane line 210S connecting the ends on the passage R side among the longitudinal ends of each of the parking lane lines 230 and 240, and extracts, as the rear boundary line PL2, the second virtual parking lane line 220S connecting the ends on the side opposite to the passage R.

[0021] The parking frame acquisition unit 11 acquires the position information of these extracted boundary lines PL1 to PL4 with respect to the vehicle 1 (for example, the coordinates in the xy plane coordinate system with the position of the vehicle 1 as the origin). Further, the parking frame acquisition unit 11 transmits the acquired position information of the boundary lines PL1 to PL4 to the parking row determination unit 13 at a predetermined cycle. Note that the type of the parking lane lines 200 drawn on the road surface of the parking lot P is not limited to the examples shown in FIGS. 2(A) and (B), and other parking lane lines may be used, such as when these parking lane lines 200 are mixed or drawn as dashed lines.

[0022] The other vehicle acquisition unit 12 acquires a vehicle contour line (hereinafter referred to as an other vehicle contour line) that is the boundary between the other vehicle 300 and the road surface, based on the image data of the surroundings of the vehicle 1 captured by the camera sensor 41. In FIGS. 2(A) and (B), the reference sign VL indicates the other vehicle contour line. Note that the actual other vehicle contour line VL has a complex shape including side mirrors and the like, but hereinafter, the other vehicle contour line VL will be described as the minimum rectangular frame line within which the outer periphery of the other vehicle 300 is contained.

[0023] The other vehicle acquisition unit 12 first determines whether or not another vehicle 300 is captured in 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. If the other vehicle acquisition unit 12 determines that another vehicle 300 is captured in the image data, it identifies the smallest rectangular frame that can contain the other vehicle 300 within the image data and extracts the identified rectangular frame as the other vehicle contour line VL. The other vehicle acquisition unit 12 extracts the portion of the identified frame corresponding to the front end of the other vehicle 300 as the front boundary line VL1, the portion corresponding to the rear end of the other vehicle 300 as the rear contour line VL2, the portion corresponding to the left end of the other vehicle 300 as the left contour line VL3, and the portion corresponding to the right end of the other vehicle 300 as the right contour line VL4. The other vehicle acquisition unit 12 acquires the position information of each extracted contour line VL1 to VL4 relative to vehicle 1 (for example, coordinates in an xy plane coordinate system with the position of vehicle 1 as the origin), and transmits the acquired position information to the parking lane determination unit 13 at a predetermined interval.

[0024] The parking row determination unit 13 determines whether the parking row PL and other vehicle contour lines VL form a continuous parking row based on the position information of the parking row PL transmitted from the parking row acquisition unit 12 and the position information of the other vehicle contour lines VL transmitted from the other vehicle acquisition unit 11B. In the following explanation, the longitudinal direction of the parking row PL and other vehicle contour lines VL is defined as the "vertical direction," and the direction approximately perpendicular to the longitudinal direction is defined as the "horizontal direction." Furthermore, the following explanation describes an example in which the parking row PL and other vehicle contour lines VL are adjacent in the horizontal direction, but the same process applies when they are adjacent in the vertical direction, so the explanation is omitted.

[0025] As shown in Figure 3(A), when adjacent parking spaces PL are obtained from image data, the parking space determination unit 13 calculates the vertical separation distance DH1 of their front boundary lines PL1 and determines whether the first condition is met, which is that the separation distance DH1 is less than or equal to a predetermined first threshold. The first condition may also be determined based on the separation distance of the rear boundary line PL2. The parking space determination unit 13 also calculates the horizontal separation distance DH2 of the left and right boundary lines PL3 and PL4 of adjacent parking spaces PL and determines whether the second condition is met, which is that the separation distance DH2 is less than or equal to a predetermined second threshold. The first and second thresholds are not particularly limited, but they may be set based on standard values ​​for general public parking lots. If both the first and second conditions are met, the parking space determination unit 13 considers these adjacent parking spaces PL to be continuous in the horizontal direction.

[0026] As shown in Figure 3(B), when the parking row determination unit 13 obtains the contour lines VL of adjacent vehicles from the image data, it calculates the vertical separation distance DH3 of their front contour lines VL1 and determines whether the third condition is met, which is that the separation distance DH3 is less than or equal to a predetermined third threshold. The third condition may also be determined based on the separation distance of the rear contour line VL2. The parking row determination unit 13 also calculates the lateral separation distance DH4 of the left and right contour lines VL3 and VL4 of adjacent vehicles VL and determines whether the fourth condition is met, which is that the separation distance DH4 is less than or equal to a predetermined fourth threshold. The third and fourth thresholds are not particularly limited, but it is preferable that at least the fourth threshold be set to a value greater than the second threshold mentioned above. If both the third and fourth conditions are met, the parking row determination unit 13 considers these adjacent vehicle contour lines VL to be continuous in the lateral direction.

[0027] As shown in Figure 3(C), when the parking space determination unit 13 obtains the parking space PL and the contour line VL of another vehicle from the image data, it calculates the vertical separation distance DH5 between the front boundary line PL1 of the parking space PL and the front contour line VL1 of the contour line VL of the other vehicle, and determines whether the fifth condition is met, which is that the separation distance DH5 is less than or equal to a predetermined fifth threshold. The fifth condition may also be determined based on the separation distance between the rear boundary line PL2 and the rear contour line VL2. The parking space determination unit 13 also calculates the lateral separation distance DH6 between the left and right boundary lines PL3 and PL4 of the parking space PL and the left and right contour lines VL3 and VL4 of the contour line VL of the other vehicle, and determines whether the sixth condition is met, which is that the separation distance DH6 is less than or equal to a predetermined sixth threshold. The fifth and sixth thresholds are not particularly limited, but it is preferable that at least the sixth threshold be set to a value greater than the second threshold and smaller than the fourth threshold. The parking row determination unit 13 considers the adjacent parking spaces PL and other vehicle contour lines VL to be continuous in the lateral direction if both the fifth and sixth conditions are met.

[0028] The parking queue determination unit 13 determines that the smallest rectangular frame PR that contains a collection of consecutive parking spaces PL, consecutive other vehicle contour lines VL, or consecutive parking spaces PL and other vehicle contour lines VL in any order is a parking queue if the number of consecutive parking spaces PL, consecutive other vehicle contour lines VL, or consecutive parking spaces PL and other vehicle contour lines VL are equal to or greater than a predetermined threshold number (for example, 3 to 5). In this way, by determining a collection of consecutive parking spaces PL, consecutive other vehicle contour lines VL, or consecutive parking spaces PL and other vehicle contour lines VL as a parking queue when the number of such collections is equal to or greater than the threshold number, it is possible to effectively prevent the misidentification of road markings such as stop lines and pedestrian crossings on public roads, or other vehicles stopped around vehicle 1 while waiting at a traffic light, as a parking queue.

[0029] The parking lane determination unit 13 extracts a rectangular frame PR that defines the parking lane from the image data and acquires positional information (for example, coordinates in an xy plane coordinate system with the position of vehicle 1 as the origin) for each straight line PR1 to PR4 that forms the extracted rectangular frame PR. The parking lane determination unit 13 also transmits the acquired positional information for each straight line PR1 to PR4 to the parking lot determination unit 16 at a predetermined interval. Hereinafter, the straight line PR1 facing the aisle R of the rectangular frame PR will be referred to as the "front parking lane line". The rectangular frame PR will be referred to as the "parking lane".

[0030] Incidentally, as shown in Figure 4, there are cases where multiple lane markings XL, such as white or yellow lines painted on the road surface of a public road, are set parallel to each other in the direction of the road width. Depending on the positional relationship between these lane markings XL and other vehicles 300 traveling in front of your vehicle 1 (for example, a preceding vehicle or an oncoming vehicle traveling in an adjacent lane), it is possible to mistakenly identify the smallest rectangular frame PR that can accommodate these lines as a row of parking spaces.

[0031] The parking queue determination unit 13 determines that even if the number of consecutive parking frames PL and other vehicle contour lines VL in any order is greater than or equal to a threshold number, if another vehicle 300 passes over the parking frame PL, which is a component of a parking queue, at a predetermined speed Vv or higher, the smallest rectangular frame PR that can accommodate these elements is not a parking queue. This effectively prevents the misrecognition of multiple lane markings XL drawn parallel to the road surface of a general road and other vehicles 300 as a parking queue. The speed of the other vehicle 300 may be obtained based on the detection result of the external sensor device 40, or, if the vehicle is capable of V2V communication, it may be obtained through V2V communication. The predetermined speed Vv is not particularly limited, but for example, it may be set based on a speed at which vehicles generally do not travel in a parking lot (for example, about 20 km / h or higher).

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

[0033] The parking lot determination unit 16 determines whether vehicle 1 is in parking lot P based on the position information for vehicle 1 in parking lane PR transmitted from the parking lane determination unit 13 and the predicted driving trajectory of vehicle 1 transmitted from the driving trajectory prediction unit 15. First, the parking lot determination unit 16 determines whether the predicted driving trajectory of vehicle 1, represented in a planar coordinate system, intersects with the front parking lane line PR1 of parking lane PR. If it determines that they intersect, the parking lot determination unit 16 calculates the predicted arrival time TA for vehicle 1 to reach the intersection point where the predicted driving trajectory and the front parking lane line PR1 intersect from its current position. The predicted arrival time TA can be obtained, for example, by dividing the distance D along the predicted driving trajectory from the vehicle 1's current position to the intersection point by the vehicle 1's current vehicle speed V (TA = D / V). If the predicted arrival time TA is less than or equal to a predetermined time (for example, a few seconds), the parking lot determination unit 16 determines that vehicle 1 is in parking lot P. On the other hand, the parking lot determination unit 16 determines that vehicle 1 is not present in parking lot P if the predicted arrival time TA exceeds a predetermined time.

[0034] The error detection unit 17 determines whether the driver of vehicle 1 has made an accelerator error by mistakenly pressing the accelerator pedal. Specifically, the error detection unit 17 determines whether the vehicle speed V of vehicle 1 is a predetermined vehicle speed threshold V Min The first determination condition is that the accelerator pedal operation amount (accelerator operation amount) AP is less than a predetermined operation amount threshold AP. Max The second determination condition is as described above, where the accelerator pedal operating speed APV is equal to a predetermined operating speed threshold APV. MaxIf all three conditions are met—the third condition being as described above, the fourth condition being that no brake operation was performed, and the fifth condition being that the turn signal was not operated—it is determined that an accelerator malfunction occurred. On the other hand, if at least one of the first to fifth conditions is not met, the malfunction determination unit 17 determines that no accelerator malfunction occurred by the driver. Note that any of the first to fifth conditions may be omitted, or other conditions may be added, to determine whether an accelerator malfunction occurred.

[0035] The drive force suppression control unit 18, when the parking lot determination unit 16 determines that the vehicle 1 is in the parking lot P, and the error determination unit 17 determines that the driver has made an error with the accelerator, sets the actual acceleration GA of the vehicle 1 to a predetermined limit acceleration G. Lim The following driving force suppression control is performed to control the operation of the drive unit 20. In this way, if the driver misoperates the accelerator, the actual acceleration GA of the vehicle 1 is limited to the acceleration G. Lim By implementing the following force suppression control, it becomes possible to effectively suppress sudden acceleration of vehicle 1 that is not intended by the driver. Furthermore, by making the determination that vehicle 1 is located in parking lot P a condition for executing force suppression control, it becomes possible to effectively prevent unnecessary activation of force suppression control on public roads, etc. After starting force suppression control, when the accelerator operation amount AP decreases to below a predetermined termination threshold APE, the force suppression control unit 18 terminates the force suppression control (limiting acceleration G Lim (This is released.) Note that in vehicles capable of autonomous driving, this type of drive force suppression control may be applied when transitioning from autonomous driving to driver-operated (manual) driving.

[0036] Next, the routines for parking lot detection and accelerator pedal misoperation detection performed by the ECU 10 will be explained based on the flowchart shown in Figure 5. When the ignition switch or start button of vehicle 1 is turned ON, the ECU 10 repeatedly executes the routine in Figure 5 at a predetermined interval.

[0037] In step S100, the ECU 10 searches for the parking space PL and the contour lines VL of other vehicles around the vehicle 1 based on the image data captured by the camera sensor 41. Next, in step S105, the ECU 10 determines whether it was able to obtain at least one of the parking space PL and the contour lines VL of other vehicles from the image data. If the determination result is affirmative (Yes), the ECU 10 proceeds to the process in step S110. On the other hand, if the determination result is negative (No), the ECU 10 returns to this routine.

[0038] In step S110, the ECU 10 determines whether the condition is met that the longitudinal and lateral separation distances between adjacent parking spaces PL and other vehicle contour lines VL are below a predetermined threshold. If the condition is met (Yes), the ECU 10 proceeds to step S112, determines that the adjacent parking spaces PL and other vehicle contour lines VL are continuous, and proceeds to step S115. On the other hand, if the condition is not met in the determination in step S110 (No), the ECU 10 returns to this routine.

[0039] In step S115, the ECU10 determines whether the number of consecutive parking spaces PL, or the number of consecutive other vehicle contour lines VL, or the number of consecutive parking spaces PL and other vehicle contour lines VL, is greater than or equal to a threshold number. If the condition is met (Yes), the ECU10 proceeds to step S120. On the other hand, if the condition is not met (No), the ECU10 proceeds to step S140, determines that it is not a parking row, and then proceeds to step S180, determines that vehicle 1 is not in the parking lot, and returns to this routine.

[0040] In step S120, it is determined whether another vehicle 300 has passed over a parking space PL, which is a component of a parking queue, at a predetermined speed Vv or higher. If another vehicle 300 has passed over a parking space PL at a predetermined speed Vv or higher (Yes), the ECU 10 proceeds to step S140, determines that it is not a parking queue, and returns to this routine. On the other hand, if another vehicle 300 has not passed over a parking space PL at a predetermined speed Vv or higher (No), the ECU 10 proceeds to step S130, determines that the consecutive parking spaces PL and the other vehicle contour line VL constitute a parking queue, obtains the position information of the parking queue PR, and proceeds to step S150.

[0041] In step S150, the ECU 10 calculates the predicted driving trajectory TP of vehicle 1. Next, in step S155, the ECU 10 determines whether the calculated predicted driving trajectory TP intersects with the front parking lane line PR1 of parking lane PR. If there is an intersection (Yes), the ECU 10 proceeds to step S160. On the other hand, if there is no intersection (No), the ECU 10 returns to this routine.

[0042] In step S160, the ECU 10 calculates the predicted arrival time TA for vehicle 1 from its current position to the intersection point where the predicted driving trajectory and the front parking lane line PR1 intersect. Next, in step S165, the ECU 10 determines whether the predicted arrival time TA is less than or equal to a predetermined time. If the predicted arrival time TA is less than or equal to the predetermined time (Yes), the ECU 10 proceeds to step S170. On the other hand, if the predicted arrival time TA is not less than or equal to the predetermined time (No), the ECU 10 proceeds to step S180, determines that vehicle 1 is not in the parking lot, and returns to this routine.

[0043] In step S170, the ECU 10 determines that vehicle 1 is in the parking lot. Next, in step S175, the ECU 10 determines whether the driver has made an accelerator error. If all of the above conditions 1 to 5 are met (Yes), the ECU 10 determines that the driver has made an accelerator error and proceeds to step S185. On the other hand, if at least one of the above conditions 1 to 5 is not met (No), the ECU 10 determines that the driver has not made an accelerator error and returns to this routine.

[0044] In step S185, the ECU 10 performs drive force suppression control. Next, in step S190, the ECU 10 determines whether the accelerator pedal operation amount AP has decreased to or below the termination threshold APE. If the accelerator pedal operation amount AP does not decrease to or below the termination threshold APE (No), the ECU 10 repeats the determination in step S190. On the other hand, if the accelerator pedal operation amount AP decreases to or below the termination threshold APE (Yes), the ECU 10 proceeds to the process in step S195, terminates the drive force suppression control, and returns to this routine.

[0045] Although the parking lot determination device, vehicle control device, parking lot determination method, and program according to this embodiment have been described above, this disclosure is not limited to the above embodiments, and various modifications are possible without departing from the purpose of the present invention.

Claims

1. A parking row acquisition unit that, based on image data obtained by photographing the area around the vehicle, detects parking spaces and / or other vehicles around the vehicle, and acquires a predetermined number or more of the detected parking spaces and / or other vehicles that are adjacent to each other in a predetermined direction. A parking determination device comprising: a parking determination unit that determines whether the vehicle is located within a parking lot having the aforementioned parking rows, If it is detected that another vehicle has passed through a parking space included in the parking queue, which is located ahead of the vehicle's direction of travel, at a speed exceeding a predetermined speed, the system determines that the parking queue is not a parking queue. A parking lot determination device characterized by the following features.

2. A vehicle control device comprising the parking lot determination device described in claim 1, An error detection unit acquires the operation state of an acceleration control unit operated by the occupant of the vehicle in order to accelerate the vehicle, and determines, based on the operation state, whether the occupant has made an error by mistakenly pressing the acceleration control unit. The system includes a control unit that, when the parking lot determination unit determines that the vehicle is located within the parking lot and the operation determination unit determines that the erroneous operation was performed by the occupant, executes a driving force suppression control to suppress the driving force of the vehicle. A vehicle control device characterized by the following features.

3. Based on image data obtained by photographing the area around the vehicle, the system detects parking spaces and / or other vehicles around the vehicle, and obtains a predetermined number or more of the detected parking spaces and / or other vehicles that are adjacent to each other in a predetermined direction and form a parking row. A method for determining whether the vehicle is located within a parking lot having the aforementioned parking rows, If it is detected that another vehicle has passed through a parking space included in the parking queue, which is located ahead of the vehicle's direction of travel, at a speed exceeding a predetermined speed, the system determines that the parking queue is not a parking queue. A method for determining parking spaces, characterized by the following features.

4. A parking row acquisition unit that, based on image data obtained by photographing the area around the vehicle, detects parking spaces and / or other vehicles around the vehicle, and acquires a predetermined number or more of the detected parking spaces and / or other vehicles that are adjacent to each other in a predetermined direction. A computer in a parking lot determination device, which includes a parking lot determination unit that determines whether the vehicle is located in a parking lot having the aforementioned parking rows, When it is detected that another vehicle has passed a parking space included in the parking queue, which is located ahead of the vehicle's direction of travel, at a speed exceeding a predetermined speed, the system will perform a process to determine that the parking queue is not a parking queue. A program characterized by the following features.

Images