Vehicle driving assistance systems

Abstract

The present invention provides a vehicle driving assistance device that enables the vehicle to be automatically and properly entered and exited even when there is snow accumulation between the parking area and the passenger drop-off / pick-up area. [Solution] The driving ECU 14 automatically controls the vehicle's entry and exit along a set driving route between the parking lot and the boarding / alighting position. At that time, the driving ECU 14 limits the output torque from each power plant 50 when driving the vehicle O to below a preset upper limit torque. However, when there is snow on the driving route, the driving ECU 14 calculates the snow-covered starting torque Ts required for the vehicle O to overcome the snow and start moving. When the snow-covered starting torque Ts has been calculated, the driving ECU 14 releases the torque limit based on the upper limit torque Tlim for the snow-covered starting torque Ts.

Description

Technical Field

[0001] The present invention relates to a driving assistance device for a vehicle having an automatic entry and exit control function for unmanned entry into and exit from a parking lot.

Background Art

[0002] In recent years, in the field of vehicles such as automobiles, many vehicles equipped with driving assistance devices have been put into practical use. The driving assistance device basically realizes driving assistance control by executing following inter-vehicle distance control (ACC: Adaptive Cruise Control), lane center keeping control (ALKC: Active Lane Keep Centering), and the like.

[0003] Furthermore, in recent years, technologies have been proposed in which a driving assistance device performs automatic parking (automatic entry) and automatic exit of a vehicle with respect to a parking lot provided on private land or the like. For example, Patent Document 1 discloses technologies related to automatic parking control for unmanned parking of a vehicle in a parking lot, and automatic exit control for unmanned exit of a vehicle from a parking lot. For example, in the automatic exit control disclosed in Patent Document 1, the automatic entry and exit control unit performs drive control of a steering actuator and an accelerator opening degree control device such that the vehicle travels along a predetermined exit route.

[0004] By the way, when performing automatic parking and automatic exit of a vehicle in an unmanned manner, the automatic entry and exit control unit generally suppresses the output torque from the drive source more than during manned traveling.

Prior Art Documents

Patent Documents

[0005]

Patent Document 1

Summary of Invention

Problem to be Solved by the Invention

[0006] However, for example, when automatically retrieving vehicles from a parking lot unmanned during snowfall in cold regions, depending on the snow conditions, it may become difficult to start the vehicle. In such cases, the vehicle may get stuck, making it difficult to reach its destination.

[0007] On the other hand, unmanned automated vehicle exit control is particularly convenient when the route to the parking lot is rough, such as during snowfall. Therefore, unmanned automated vehicle exit control is preferable when the route to the parking lot is rough.

[0008] The present invention aims to provide a vehicle driving assistance device that can appropriately and automatically enter and exit a parking space even when there is snow accumulation between the parking space and the vehicle's entry / exit point. [Means for solving the problem]

[0009] A vehicle driving assistance device according to one aspect of the present invention includes: an automatic entry / exit control means for automatically controlling the entry and exit of a vehicle along a driving route set between a parking lot and a boarding / exiting position; a torque limiting means for limiting the output torque from a drive source to a preset upper limit torque when the vehicle is driven by the automatic entry / exit control; a snow condition recognition means for recognizing the snow condition along the driving route; and a starting torque calculation means for calculating the snow-loaded starting torque required for the vehicle to overcome the snow and start when there is snow on the driving route, wherein when there is snow on the driving route, the torque limiting means releases the limit on the snow-loaded starting torque. [Effects of the Invention]

[0010] According to the vehicle driving assistance device of the present invention, a vehicle can be appropriately and automatically entered and exited even when there is snow accumulation between the parking lot and the boarding / alighting area. [Brief explanation of the drawing]

[0011] [Figure 1] Schematic diagram of the driver assistance system [Figure 2] Schematic diagram showing the vehicle's drivetrain. [Figure 3] Diagram showing the route taken when the vehicle is automatically exited. [Figure 4] Flowchart illustrating the automated inventory control routine (Part 1) [Figure 5] Flowchart illustrating the automated inventory control routine (Part 2) [Figure 6] Flowchart illustrating the automated inventory control routine (Part 3) [Figure 7] Explanatory diagram showing snow cover conditions [Modes for carrying out the invention]

[0012] The embodiments of this technology will be described below with reference to the drawings. The drawings relate to one embodiment of this technology, with Figure 1 being a schematic diagram of the driver assistance device and Figure 2 being a schematic diagram showing the vehicle's drive system.

[0013] Here, the vehicle (own vehicle) O on which the driver assistance device 1 of this embodiment is installed is, for example, an electric four-wheel drive vehicle. As shown in Figure 2, the vehicle O is equipped with a front power plant 50f and a rear power plant 50r. In the following description, the front power plant 50f and the rear power plant 50r will be collectively referred to as "power plant 50" as appropriate.

[0014] Each power plant 50 includes a motor generator 51, an inverter 52, and a reduction gear 53.

[0015] During vehicle O's powered operation, the inverter 52 converts the DC power from the battery 54 into three-phase AC power and supplies it to the motor generator 51. This causes the motor generator 51 to function as a motor (driving source). Conversely, during vehicle O's regenerative braking, the motor generator 51 functions as a generator. The inverter 52 converts the AC voltage generated by the motor generator 51 into a DC voltage to charge the battery. In this embodiment, a lithium-ion battery is used for the battery 54.

[0016] The speed reducer 53 is configured to include, for example, a planetary gear type gear train. The gear train of the speed reducer 53 reduces the speed of the driving force of the motor generator 51. Further, the speed reducer 53 integrally includes a differential device (not shown). The differential device transmits the driving force reduced in speed by the gear train to the left and right drive wheels.

[0017] The driving assistance device 1 includes a camera unit 10. The camera unit 10 is fixed, for example, at a position closer to the front in the cabin of the vehicle O and at the upper center of the cabin.

[0018] The camera unit 10 includes, for example, a stereo camera 11, an Image Processing Unit (hereinafter referred to as "IPU") 12, an image recognition unit (hereinafter referred to as "image recognition_ECU") 13, and a travel control unit (hereinafter referred to as "travel_ECU") 14.

[0019] The stereo camera 11 includes a main camera 11a and a sub-camera 11b. The main camera 11a and the sub-camera 11b are arranged at positions symmetrical to the left and right across the center in the vehicle width direction of the vehicle O. The main camera 11a and the sub-camera 11b are fixed in the cabin with their respective optical axes directed toward the front of the vehicle O. Thereby, the main camera 11a and the sub-camera 11b perform stereo imaging of objects outside the vehicle from different viewpoints.

[0020] The IPU 12 performs predetermined image processing on the traveling environment information captured by the stereo camera 11. The IPU 12 detects, for example, the edge of each target object displayed on each image. Further, the IPU 12 acquires distance information from the positional deviation amount of corresponding edges on the left and right images. Furthermore, the IPU 12 generates image information including distance information (distance image information). Then, the IPU 12 outputs the distance image information to the image recognition_ECU 13.

[0021] The image recognition ECU13 recognizes the driving environment information in front of its own vehicle O. This recognition of the driving environment information is achieved by performing known pattern matching on distance image information. For example, the image recognition ECU13 recognizes the left and right lane markings of the driving lane in which the vehicle O is traveling as driving environment information. In addition, the image recognition ECU13 recognizes guardrails and curbs extending along the road as driving environment information. Furthermore, the image recognition ECU13 recognizes three-dimensional objects such as surrounding vehicles and pedestrians as driving environment information. In recognizing three-dimensional objects, the image recognition ECU13 also recognizes the type of object, the distance to the object, the speed of the object, and the relative speed between the object and the vehicle O as supplementary information for each object.

[0022] The ECU14 is a control unit for the overall control of the driver assistance system 1.

[0023] This driving ECU 14 is connected to sensors such as a locator unit 20, multiple front sonars 21f, and multiple rear sonars 21r. In addition, the driving ECU 14 is connected to control units such as a cockpit control unit (CP_ECU) 22, a power plant control unit (PW_ECU) 23, a brake control unit (BK_ECU) 24, and a power steering control unit (PS_ECU) 25 via an in-vehicle communication line such as CAN (Controller Area Network).

[0024] The locator unit 20 includes a locator 20a and a high-precision road map database (road map DB) 20b.

[0025] For example, the locator 20a is connected to a GNSS sensor 20c and a gyro sensor 20d.

[0026] The GNSS sensor 20c receives positioning signals transmitted from multiple positioning satellites. This allows the GNSS sensor 20c to determine the position of the vehicle O (latitude, longitude, altitude, etc.). The gyro sensor 20d detects the angular velocity or angular acceleration of the vehicle O. The positioning information and angular velocity (angular acceleration) information are input to the locator 20a. Furthermore, the locator 20a receives information such as longitudinal acceleration and wheel speed from the driving ECU 14. Based on this input information, the locator 20a estimates the vehicle's position.

[0027] The road map DB20b is a high-capacity storage medium such as an HDD. This road map DB20b stores highly accurate road map information (dynamic maps). This road map information includes, for example, lane data necessary for driver assistance control, such as lane width data, lane center position coordinate data, lane direction angle data, and speed limit data. Lane data is stored for each lane on the road map at intervals of several meters.

[0028] The road map DB20b outputs road map information for a set range based on the vehicle's position to the driving_ECU14 as driving environment information, based on a request signal from the driving_ECU14, for example.

[0029] Each front sonar 21f is composed of, for example, an ultrasonic sonar. Each front sonar 21f is installed, for example, on the front bumper of the vehicle O (see Figure 2). Each front sonar 21f emits ultrasonic waves toward the front of the vehicle O. Each front sonar 21f also detects the reflected waves of the emitted ultrasonic waves. Through these means, each front sonar 21f determines whether or not there is an obstacle in front of the vehicle O. Furthermore, if an obstacle is present in front of the vehicle O, each front sonar 21f measures the size of the obstacle, the distance to the obstacle, and the speed of the obstacle. The obstacle information recognized by each front sonar 21f is output to the driving ECU 14 as driving environment information. Thus, each front sonar 21f corresponds to one specific example of a driving environment recognition means (obstacle sensor).

[0030] Each rear sonar 21r is composed of, for example, an ultrasonic sonar. Each rear sonar 21r is installed, for example, on the rear bumper of the vehicle O (see Figure 2). Each rear sonar 21r emits ultrasonic waves toward the rear of the vehicle O. Each rear sonar 21r also detects the reflected waves of the emitted ultrasonic waves. This allows each rear sonar 21r to determine whether or not there is an obstacle behind the vehicle O. Furthermore, if an obstacle is present behind the vehicle O, each rear sonar 21r measures the size of the obstacle, the distance to the obstacle, and the speed of the obstacle. The obstacle information recognized by each rear sonar 21r is output to the driving ECU 14 as driving environment information. Thus, each rear sonar 21r corresponds to one specific example of a driving environment recognition means (obstacle sensor).

[0031] Here, a front transducer 21fa and a rear transducer 21ra are provided near each front sonar 21f and each rear sonar 21r, respectively.

[0032] Each front sonar 21fa applies vibration to the front bumper in its vicinity. This vibration is indirectly applied to each front sonar 21f via the front bumper. As a result, each front transducer 21fa is able to remove snow, water droplets, mud, etc. (hereinafter referred to as "snow, etc.") attached to each front sonar 21f. In other words, each front transducer 21fa removes factors such as snow that interfere with each front sonar 21f through vibration. As a result, each front transducer 21fa restores the sensing function of each front sonar 21f that has been reduced by snow, etc. Thus, each front transducer 21fa is a specific example of a function restoration means.

[0033] Each rear sonar 21ra applies vibration to the rear bumper in the vicinity of each rear sonar 21r. This vibration is indirectly applied to each rear sonar 21r via the rear bumper. As a result, each rear transducer 21ra is able to remove snow and other debris attached to each rear sonar 21r. In other words, each rear transducer 21ra removes factors such as snow that are interfering with each rear sonar 21r through vibration. As a result, each rear transducer 21ra restores the sensing function of each rear sonar 21r that has been reduced by snow and other debris. Thus, each rear transducer 21ra is a specific example of a function restoration means.

[0034] The CP_ECU22 is connected to various human-machine interfaces located around the driver's seat. Furthermore, the CP_ECU22 is connected to a transceiver 31 and an air conditioning unit 32.

[0035] The transceiver 31 communicates with the mobile terminal 60 using a predetermined wireless communication method. Wireless communication with the mobile terminal 60 is performed using, for example, a local area network established around the user's home, or a general-purpose network such as the internet. Such wireless communication is performed while ensuring the necessary security.

[0036] Here, the mobile terminal 60 has a terminal control unit (terminal_ECU) 61. A transceiver 62 and a display 63 are connected to this terminal_ECU 61.

[0037] The transceiver 62 is equipped with a communication interface that allows wireless communication not only with the contracted carrier's mobile base station but also with the vehicle O.

[0038] The display 63 is configured, for example, as a touch panel display. This display 63 is capable of displaying various information received from the vehicle O. Furthermore, by using the touch panel function, users can input various instructions to the display 63.

[0039] The terminal ECU 61 controls the overall operation of the mobile terminal 60. For example, the terminal ECU 61 displays an input screen on the display 63 for the user to input various instructions. The instructions input by the user include instructions for the vehicle O. When an instruction for the vehicle O is input, the terminal ECU 61 uses the transceiver 62 to transmit the instruction to the vehicle O. Also, for example, when the transceiver 62 receives information transmitted from the vehicle O, the terminal ECU 61 displays the received information on the display 63.

[0040] The output side of the PW_ECU23 is connected to the front power plant 50f and the rear power plant 50r. The input side of the PW_ECU23 is connected to various sensors, including a battery temperature sensor 34 and an accelerator sensor (not shown). Furthermore, a heater 35 is connected to the output side of the PW_ECU23. The battery temperature sensor 34 detects the temperature of the battery 54. The heater 35 raises the temperature of the battery 54 by heating.

[0041] The PW_ECU23 controls the inverters 52 of the front power plant 50f and the rear power plant 50r based on control signals from the driving_ECU14 or detection signals from various sensors. As a result, when the vehicle O is being driven, the PW_ECU23 generates the desired output torque from each motor generator 51. On the other hand, when the vehicle O is regenerating, the PW_ECU23 controls power generation using each motor generator 51.

[0042] Furthermore, the PW_ECU23 outputs signals such as accelerator opening and battery temperature detected by various sensors to the Driving_ECU14. In addition, the PW_ECU23 operates the heater 35 based on control signals from the Driving_ECU14.

[0043] The output side of the BK_ECU24 is connected to a brake actuator 36, which adjusts the brake fluid pressure output to the brake wheel cylinders located on each wheel. The input side of the BK_ECU24 is connected to various sensors, including a brake pedal sensor, yaw rate sensor, longitudinal acceleration sensor, and vehicle speed sensor (wheel speed sensor), which are not shown in the diagram.

[0044] The BK_ECU24 controls the brake actuator 36 and other components based on control signals from the Driving_ECU14 or detection signals from various sensors. This allows the BK_ECU24 to appropriately generate braking force on each wheel for forced braking control and yaw rate control of the vehicle O. The BK_ECU24 also outputs signals such as brake operation status, yaw rate, longitudinal acceleration, and vehicle speed (wheel speed) detected by the various sensors to the Driving_ECU14.

[0045] The output side of the PS_ECU25 is connected to an electric power steering motor 37, which applies steering torque to the steering mechanism through the motor's rotational force. Various sensors, such as a steering torque sensor and a steering angle sensor, are connected to the input side of the PS_ECU25.

[0046] The PS_ECU25 controls the electric power steering motor 37 and other components based on control signals from the driving_ECU14 or detection signals from various sensors. This causes the PS_ECU25 to generate steering torque for the steering mechanism. The PS_ECU25 also outputs signals such as the steering torque and steering angle detected by the various sensors to the driving_ECU14.

[0047] The driving ECU14 performs driving assistance control for the vehicle O based on driving information of the vehicle O input from various on-board sensors, and driving environment information input from the image recognition ECU13, locator unit 20, each front sonar 21f, each rear sonar 21r, etc.

[0048] The ECU14 driving unit basically implements driver assistance control by appropriately combining adaptive cruise control (ACC), active lane keep centering (ALKC), and active lane keep bouncing (ALKB), among others.

[0049] As part of further driver assistance control, the driving ECU14 performs automatic entry and exit control for parking lots (automatic entry / exit parking control and automatic exit control). These automatic parking and exit controls can be performed unmanned, for example, on private property such as one's own home, without the driver being present.

[0050] To achieve this automatic parking and automatic exit control, the Driving ECU14 has, for example, the absolute coordinates of the boarding and alighting positions relative to the vehicle O, and the absolute coordinates of the parking lot, which are pre-set by the user. In addition, the Driving ECU14 also has, for example, the driving route from the boarding and alighting position to the parking lot, and the driving route from the parking lot to the boarding and alighting position, which are pre-set by the user. These driving routes can be learned by, for example, the user manually driving the vehicle O over the section from the boarding and alighting position to the parking lot, and the section from the parking lot to the boarding and alighting position. This information can also be registered in the road map DB20b instead of being stored in the Driving ECU14.

[0051] The following explanation focuses on automatic exit control, a part of automatic entry and exit control. Automatic parking control is essentially the same as automatic exit control, except for the difference in the vehicle's (O) travel route. Therefore, a detailed explanation of automatic parking control will be omitted.

[0052] For example, when the vehicle O is parked in a parking lot, the driving ECU 14 can perform automatic exit control. The driving ECU 14 starts automatic exit control when a user requests to exit the parking lot. An exit request can be made, for example, by the user operating a predetermined switch (not shown) on the instrument panel inside the vehicle. Alternatively, an exit request can be made, for example, by the user operating a mobile terminal 60 in a predetermined manner outside the vehicle. When a user makes an exit request using the mobile terminal 60, the driving ECU 14 can start automatic exit control even when the vehicle is unoccupied and the user is not inside.

[0053] When automatic parking exit control is initiated, the driving ECU14 reads the driving route R from the parking lot to the boarding / alighting position (see Figure 3). Then, the driving ECU14 controls the vehicle O to travel along the driving route R.

[0054] In other words, the Driving ECU 14 calculates a target torque to drive the vehicle O at a speed below a preset upper limit (for example, a low speed of 10 km / h or less) based on the current vehicle speed, etc. This target torque is output to the Powering ECU 23. The Powering ECU 23 controls the drive of each power plant 50 based on the target torque. As a result, the Driving ECU 14 generates output torque from each power plant 50 according to the target torque, driving the vehicle O at a speed below the upper limit.

[0055] Furthermore, the Driving ECU 14 calculates a target steering angle for driving the vehicle O along the driving route R, based on the vehicle's position from the locator 20a. This target steering angle is output to the PS ECU 25. The PS ECU 25 controls the electric power steering motor 37 based on the target steering angle. As a result, the Driving ECU 14 drives the vehicle O along the driving route.

[0056] In this type of automated parking control, the driving ECU 14 monitors for obstacles around the driving route. Obstacle monitoring is performed, for example, based on detection signals from each front sonar 21f and each rear sonar 21r. When an obstacle that is highly likely to collide with the vehicle O is detected, the driving ECU 14 automatically stops the vehicle O. That is, the driving ECU 14 calculates a target deceleration based, for example, the distance from the vehicle O to the obstacle and the vehicle speed. This target deceleration is output to the brake ECU 24. The brake ECU 24 drives the brake actuator 36 based on the target deceleration. As a result, the driving ECU 14 automatically stops the vehicle O.

[0057] During this automated parking control, the driving ECU 14 determines the effectiveness of the sensing function of each front sonar 21f and each rear sonar 21r. The effectiveness of the sensing function is determined, for example, based on the reflected ultrasonic waves. For example, when snow or the like covers the front sonar 21f in a dome shape, the ultrasonic waves emitted from the front sonar 21f are reflected immediately before the front sonar 21f. Therefore, the reflected waves detected by the front sonar 21f will have a characteristic waveform that is extremely large compared to normal. If such a reflected wave waveform is detected, the driving ECU 14 determines that the sensing function of the front sonar 21f is invalid. Alternatively, for example, when snow or the like is stuck to the surface of the front sonar 21f, the emission of ultrasonic waves by the front sonar 21f and the detection of reflected waves are not performed sufficiently. Therefore, the reflected waves detected by the front sonar 21f will have a characteristic waveform that is extremely small compared to normal. If such a reflected wave waveform is detected, the driving ECU14 determines that the sensing function of the front sonar 21f is disabled. The same applies to determining the effectiveness of the sensing function of the rear sonar 21r.

[0058] The effectiveness of the sensing function of each front sonar 21f and each rear sonar 21r is determined at least before the vehicle O leaves the parking lot. This is because if the vehicle O has been parked for a long period of time, there is a high possibility that snow or other debris will accumulate on the surfaces of each front sonar 21f and each rear sonar 21r.

[0059] If the sensing function of at least one of the front sonars 21f and rear sonars 21r is determined to be disabled, the driving ECU 14 will put the vehicle O on standby before starting from the parking lot. The driving ECU 14 will then activate the front transducers 21fa and rear transducers 21ra. This will remove any snow or other debris adhering to the surface of the front sonars 21f and rear sonars 21r through vibration. Once the sensing function of the front sonars 21f and rear sonars 21r is restored by the removal of the snow or other debris, the driving ECU 14 will allow the vehicle O to start from the parking lot.

[0060] Incidentally, if the weather is bad during automatic parking exit control, snow or other debris may accumulate on each front sonar 21f and each rear sonar 21r while the vehicle O is driving. If snow or other debris accumulates, it is determined that the sensing function of each front sonar 21f and each rear sonar 21r has been disabled. In such a case, automatic parking exit control may be interrupted midway through the driving route. Therefore, the driving ECU 14 determines the weather when the vehicle O is undergoing automatic parking exit control. If bad weather such as snow, rain, and strong winds is determined, the driving ECU 14 relaxes the determination conditions for determining the effectiveness of the sensing function of each front sonar 21f and each rear sonar 21r. In addition, the driving ECU 14 relatively lowers the upper limit of the vehicle speed that the vehicle O is allowed to use when the weather is bad compared to when the weather is good. This is to ensure safety during automatic parking exit control even when the determination conditions for the sensing function are relaxed. Furthermore, in the event of inclement weather, the driving ECU 14 will activate each front transducer 21fa and each rear transducer 21ra at set intervals, even while the vehicle O is being driven under automatic exit control.

[0061] Furthermore, when the vehicle O is driven by automatic exit control, the driving ECU 14 limits the output torque from each power plant 50 to below a preset upper torque limit Tlim. This is especially important in unmanned automatic exit control where no driver is in the vehicle O, in order to ensure sufficient safety without generating excessive output torque.

[0062] Furthermore, the ECU14 has a basic starting torque Tn (hereinafter referred to as the basic starting torque) set, which is necessary to start the vehicle O on a normal dry road surface. This basic starting torque Tn is set to a value smaller than the upper limit torque Tlim. Note that the basic starting torque Tn may be a fixed value or a variable value depending on the road surface gradient, etc.

[0063] However, when there is snow on the driving route, the basic starting torque Tn may be insufficient for the vehicle O to overcome the snow and start moving. Therefore, the driving ECU14 calculates the starting torque Ts (hereinafter referred to as the snow-covered starting torque) required for the vehicle O to overcome the snow and start moving. To calculate the snow-covered starting torque Ts, the driving ECU14 stores, for example, a map for calculating the snow-covered starting torque. This map is set based on experiments and simulations. As a result, the map is set so that, for example, the higher the snow depth Hs, the greater the snow-covered starting torque Ts that is calculated. It is also possible to add parameters such as the compaction state of the snow and the outside temperature to the map as parameters for calculating the snow-covered starting torque Ts.

[0064] This snow-covered starting torque Ts can be greater than the upper limit torque Tlim depending on the snow conditions. Therefore, when there is snow on the driving route, the driving ECU14 removes the upper limit torque Tlim from the snow-covered starting torque Ts.

[0065] Furthermore, the snow conditions along the driving route can be estimated, for example, by the image recognition ECU 13. For example, as shown in Figure 7, assuming that the road surface in front of the vehicle is flat, the image recognition ECU 13 recognizes the road surface in front of the vehicle as being at a position higher than normal by the snow depth Hs. In addition, when there is snow, the road surface is basically white over a wide area. Based on these conditions, the image recognition ECU 13 estimates the snow conditions. Thus, in this embodiment, the image recognition ECU 13 corresponds to one specific example of a snow conditions recognition means.

[0066] Incidentally, generally, the temperature of the battery 54 decreases when there is snow. If the battery 54 is a lithium-ion battery or the like, the battery output may decrease as the temperature of the battery 54 decreases. For example, it is conceivable that the temperature of the battery 54 may drop to a temperature where it is not possible to supply the motor generator 51 with the power necessary to generate the snow-start torque Ts. Therefore, the driving ECU 14 performs temperature-raising control for the battery 54 as needed. For example, the driving ECU 14 can perform pre-air conditioning control by activating the air conditioner 32 before the occupants board the vehicle, and raise the temperature of the battery 54 by the power consumption of the air conditioner 32. Alternatively, the driving ECU 14 can raise the temperature of the battery 54 by activating the heater 35 and directly heating the battery 54.

[0067] Thus, in this embodiment, the driving ECU14 corresponds to one specific example of the automatic entry / exit control means, torque limiting means, starting torque calculation means, and effectiveness determination means.

[0068] Next, the automatic parking exit control performed in the driving ECU14 will be explained according to the flowchart of the automatic parking exit control routine shown in Figures 4 to 6.

[0069] When the routine starts, the driving_ECU14 checks in step S101 whether or not there has been a request to exit the parking lot from the user. That is, the driving_ECU14 checks whether or not a request to exit the parking lot was made by the user operating a switch inside the vehicle, or whether or not a request to exit the parking lot was made by the user operating a mobile terminal 60 from outside the vehicle.

[0070] If it is determined that no dispatch request has been made (step S101: NO), the drive_ECU14 exits the routine.

[0071] On the other hand, if it is determined that a dispatch request has been made (step S101: YES), the driving_ECU14 proceeds to step S102.

[0072] In step S102, the driving ECU 14 checks whether the current weather is bad (snow, rain, strong winds, etc.). Such weather information can be obtained, for example, from a mobile terminal 60. That is, the mobile terminal 60 obtains current weather information in real time, for example, through input by a user or reception using a general-purpose network such as the internet. The driving ECU 14 then receives the weather information obtained by the mobile terminal 60 using the transceiver 31.

[0073] If, in step S102, the system determines that the current weather is good (step S102: NO), the driving ECU14 proceeds to step S105.

[0074] On the other hand, if step S102 determines that the current weather is bad (step S102: YES), the driving ECU14 proceeds to step S103.

[0075] In step S103, the driving ECU14 sets the bad weather flag F to "1", indicating that the current weather is bad.

[0076] In the following step S104, the driving ECU14 relaxes the criteria for determining the effectiveness of the sensing function of each front sonar 21f and each rear sonar 21r (hereinafter referred to as "each sonar 21") compared to when the weather is fine.

[0077] When the vehicle proceeds from step S102 or step S104 to step S105, the driving ECU 14 determines the effectiveness of each sonar 21. If the current weather is bad, the driving ECU 14 uses more relaxed criteria than in good weather to determine the effectiveness of each sonar 21.

[0078] In the following step S106, the driving ECU14 checks whether all sonars 21 are enabled.

[0079] Then, if all sonars 21 are enabled (step S106: YES), the driving ECU 14 proceeds to step S110.

[0080] On the other hand, if at least one of the sonars 21 is disabled (step S106: NO), the driving ECU 14 proceeds to step S107.

[0081] In step S107, the driving_ECU14 checks whether a set time has elapsed since the dispatch request was received.

[0082] If it is determined that the set time has not elapsed (step S107: NO), the driving_ECU14 proceeds to step S108. On the other hand, if it is determined that the set time has elapsed (step S107: YES), the driving_ECU14 proceeds to step S109.

[0083] When the vehicle moves from step S107 to step S108, the driving ECU 14 activates each front transducer 21fa and each rear transducer 21ra (hereinafter referred to as "each transducer 21a"). As a result, the driving ECU 14 applies vibration to each sonar 21 and then returns to step S105.

[0084] Furthermore, when the process proceeds from step S107 to step S109, the driving ECU 14 notifies the user, etc., that automatic exit is difficult, and then exits the routine. In this case, the driving ECU 14 displays a message indicating that automatic exit is difficult on a display device such as the instrument panel inside the vehicle. In addition, the driving ECU 14 uses the transceiver 31 to transmit a message to the mobile terminal 60 indicating that automatic exit is difficult.

[0085] When the system proceeds from step S106 to step S110, the driving ECU 14 acquires road surface information. For example, the driving ECU 14 acquires road surface information (including snow accumulation information, etc.) recognized by the image recognition ECU 13. The user can also input road surface information into the mobile terminal 60. In this case, the driving ECU 14 can also acquire road surface information transmitted from the mobile terminal 60.

[0086] In the following step S111, the driving ECU14 checks whether or not there is snow on the road surface in the direction of travel of the vehicle O.

[0087] Then, if it is determined in step S111 that there is no snow cover (step S111: NO), the driving ECU14 proceeds to step S118.

[0088] On the other hand, if it is determined in step S111 that there is snow accumulation (step S111: YES), the driving ECU14 proceeds to step S112.

[0089] In step S111, the driving ECU14 checks whether the snow depth is such that the vehicle O can drive on it. This determination is made, for example, by checking whether the snow depth is lower than the minimum ground clearance of the vehicle O. In this case, for example, if the snow depth is lower than the minimum ground clearance of the vehicle O, it is determined that the snow depth is such that the vehicle O can drive on it. On the other hand, for example, if the snow depth is equal to or greater than the minimum ground clearance of the vehicle O, it is determined that the snow depth is such that the vehicle O cannot drive on it.

[0090] Then, in step S112, if it is determined that the snow depth is too high for the vehicle O to drive (step S112: NO), the driving ECU 14 proceeds to step S113.

[0091] When the process proceeds from step S112 to step S113, the driving ECU 14 notifies the user, etc., that automatic exit is difficult, and then exits the routine. In this case, the driving ECU 14 displays a message indicating that automatic exit is difficult on a display device such as the instrument panel inside the vehicle. Furthermore, the driving ECU 14 uses the transceiver 31 to transmit a message to the mobile terminal 60 indicating that automatic exit is difficult.

[0092] On the other hand, if in step S112 it is determined that the snow depth is such that the vehicle O can drive (step S112: YES), the driving ECU 14 proceeds to step S114.

[0093] In step S114, the driving ECU14 calculates the starting torque (snow-covered starting torque Ts) required for the vehicle O to get out of the snow. Specifically, the driving ECU14 calculates the snow-covered starting torque Ts by referring to a pre-set map, etc.

[0094] In the following step S115, the driving ECU 14 uses the battery temperature sensor 34 to detect the temperature of the battery 54.

[0095] In the following step S116, the driving ECU14 checks whether the current battery temperature is at a temperature that allows it to output the snow-start torque Ts.

[0096] Then, in step S116, if it is determined that the current battery temperature is at a temperature at which the starting torque Ts for snowy conditions can be output (step S116: YES), the driving ECU14 proceeds to step S118.

[0097] On the other hand, if in step S116 the current battery temperature is determined to be too low to output the starting torque Ts when snow is present (step S116: NO), the driving ECU14 proceeds to step S117.

[0098] In step S117, the driving ECU 14 performs temperature control for the battery 54. For example, the driving ECU 14 performs pre-air conditioning control as temperature control for the battery 54. Alternatively, the driving ECU 14 activates the heater 35 as temperature control for the battery 54. After performing temperature control for the battery 54, the driving ECU 14 returns to step S115.

[0099] When the system proceeds from step S111 or step S116 to step S118, the driving ECU 14 notifies the user, etc., that preparation for automatic departure is complete. In this case, the driving ECU 14 displays a message indicating that preparation for automatic departure is complete on a display device such as the instrument panel inside the vehicle. Furthermore, the driving ECU 14 uses the transceiver 31 to transmit a message to the mobile terminal 60 indicating that preparation for automatic departure is complete.

[0100] In the subsequent step S119, the driving ECU 14 checks whether the current driving environment is suitable for the vehicle O to exit the parking lot. That is, the driving ECU 14 checks, for example, based on the driving environment information, whether there are any other vehicles or pedestrians in the direction of vehicle O's movement that could obstruct its departure.

[0101] Then, in step S119, if it is determined that the vehicle O is not in a driving environment that allows it to exit the depot (step S119: NO), the driving ECU 14 remains in standby mode.

[0102] On the other hand, if step S119 determines that the vehicle O is in a suitable driving condition for departure (step S119: YES), the driving ECU 14 proceeds to step S120.

[0103] In step S120, the driving ECU 14 checks whether a departure instruction has been given by the user or the like. That is, the driving ECU 14 checks whether a departure instruction has been given by the user or the like by operating a switch inside the vehicle, or by operating a mobile terminal 60 from outside the vehicle. Here, a departure instruction is, for example, an instruction given by the user or the like who has received notification that the vehicle is ready for automatic departure.

[0104] Then, in step S120, if it is determined that no instruction to leave the parking lot has been given by the user or others (step S120: NO), the driving ECU14 returns to step S119. In other words, the driving ECU14 waits without prompting its own vehicle O to leave the parking lot.

[0105] On the other hand, if it is determined in step S120 that a departure instruction has been given by the user or the like (step S120: YES), the driving ECU14 proceeds to step S121.

[0106] In step S121, the driving ECU14 checks whether the bad weather flag F is set to "1".

[0107] Then, in step S121, if it is determined that the bad weather flag F has been cleared to "0" (step S121: NO), the driving ECU14 proceeds to step S122.

[0108] On the other hand, if step S121 determines that the bad weather flag F is set to "1" (step S121: YES), the driving ECU14 proceeds to step S125.

[0109] When the vehicle moves from step S121 to step S122, the driving ECU 14 performs starting control for its own vehicle O. That is, if the snow-loaded starting torque Ts has not been calculated, the driving ECU 14 starts the vehicle O using the preset basic starting torque Tn. On the other hand, if the snow-loaded starting torque Ts has been calculated, the driving ECU 14 starts the vehicle O using the snow-loaded starting torque Ts. In this case, even if the snow-loaded starting torque Ts exceeds the upper limit torque Tlim, the driving ECU 14 starts the vehicle O using the snow-loaded starting torque Ts.

[0110] In the following step S123, the driving ECU 14 performs automatic driving control for the vehicle O that has started moving. Specifically, the driving ECU 14 generates output torque from each power plant 50 that is less than or equal to the upper limit torque Tlim, and drives the vehicle O at a speed less than or equal to the upper limit vehicle speed. The driving ECU 14 also performs steering control to drive the vehicle O along the driving route R. Furthermore, when the driving ECU 14 detects an obstacle that is highly likely to collide with the vehicle O, it automatically stops the vehicle O.

[0111] In the following step S124, the driving ECU14 checks whether the vehicle O has reached the target point (boarding / alighting position).

[0112] Then, in step S124, if it is determined that the vehicle O has not reached the target point (step S124: NO), the driving ECU 14 returns to step S123.

[0113] On the other hand, if it is determined in step S124 that the vehicle O has reached the target point (step S124: YES), the driving ECU 14 proceeds to step S135.

[0114] Furthermore, when moving from step S121 to step S125, the driving ECU14 corrects the upper limit of the vehicle speed allowed for its own vehicle O to an even lower speed than that in good weather conditions (for example, a low speed of 10 km / h or less).

[0115] In the following step S126, the driving ECU 14 performs starting control for its own vehicle O. That is, if the snow-loaded starting torque Ts has not been calculated, the driving ECU 14 starts the vehicle O using the preset basic starting torque Tn. On the other hand, if the snow-loaded starting torque Ts has been calculated, the driving ECU 14 starts the vehicle O using the snow-loaded starting torque Ts. In this case, even if the snow-loaded starting torque Ts exceeds the upper limit torque Tlim, the driving ECU 14 starts the vehicle O using the snow-loaded starting torque Ts.

[0116] In the following step S127, the driving ECU 14 performs automatic driving control for the vehicle O that has started moving. Specifically, the driving ECU 14 generates output torque from each power plant 50 that is less than or equal to the upper limit torque Tlim, and drives the vehicle O at a speed less than or equal to the corrected upper limit vehicle speed. The driving ECU 14 also performs steering control to drive the vehicle O along the driving route R. Furthermore, when the driving ECU 14 detects an obstacle that is highly likely to collide with the vehicle O, it automatically stops the vehicle O.

[0117] In the following step S128, the driving ECU 14 determines the effectiveness of each sonar 21. Here, the driving ECU 14 uses less stringent criteria than those used in good weather to determine the effectiveness of each sonar 21.

[0118] In the following step S129, the driving ECU14 checks whether all sonars 21 are enabled.

[0119] Then, if all sonars 21 are enabled (step S129: YES), the driving ECU 14 proceeds to step S132.

[0120] On the other hand, if at least one of the sonars 21 is disabled (step S129: NO), the driving ECU 14 proceeds to step S130.

[0121] When the process proceeds from step S129 to step S130, the driving ECU 14 stops the vehicle O and interrupts the automatic exit control.

[0122] In the following step S131, the driving ECU 14 notifies the user, etc., that the automatic parking exit control has been interrupted. In this case, the driving ECU 14 displays the fact that the automatic parking exit control has been interrupted on a display device such as the instrument panel inside the vehicle. Furthermore, the driving ECU 14 uses the transceiver 31 to transmit a message to the mobile terminal 60 that the automatic parking exit control has been interrupted.

[0123] Furthermore, when proceeding from step S129 to step S132, the driving ECU 14 checks whether a set time has elapsed since vibration was last applied to each sonar 21.

[0124] Then, in step S132, if it is determined that the set time has not elapsed since vibration was last applied to each sonar 21 (step S132: NO), the driving ECU 14 proceeds to step S134.

[0125] On the other hand, if in step S132 it is determined that a set time has elapsed since vibration was last applied to each sonar 21 (step S132: YES), the driving ECU 14 proceeds to step S133.

[0126] In step S133, the driving ECU 14 activates each transducer 21a. After this, the driving ECU 14 applies vibration to each sonar 21, and then proceeds to step S134.

[0127] When the system proceeds from step S132 or step S133 to step S134, the driving ECU 14 checks whether the vehicle O has reached the target point (boarding / alighting position).

[0128] Then, in step S132, if it is determined that the vehicle O has not reached the target point (step S132: NO), the driving ECU 14 returns to step S127.

[0129] On the other hand, if in step S132 it is determined that the vehicle O has reached the target point (step S132: YES), the driving ECU 14 proceeds to step S135.

[0130] When the system proceeds from step S124 or step S134 to step S135, the driving ECU 14 stops the vehicle O and terminates the automatic exit control.

[0131] In the following step S136, the driving ECU 14 notifies the user, etc., that automatic departure has been completed, and then exits the routine. In this case, the driving ECU 14 displays a message indicating that automatic departure has been completed on a display device such as the instrument panel inside the vehicle. Furthermore, the driving ECU 14 uses the transceiver 31 to transmit a message to the mobile terminal 60 indicating that automatic departure has been completed.

[0132] According to this embodiment, the driving ECU 14 automatically controls the vehicle to enter and exit the parking lot along a set driving route between the parking lot and the boarding / alighting position. At that time, the driving ECU 14 determines the effectiveness of the sensing function of each sonar 21, which detects the presence or absence of obstacles around the driving route. When it is determined that the sensing function of each sonar 21 is invalid, the driving ECU 14 activates each transducer 21a to remove factors that interfere with the sensing function and restore the sensing function.

[0133] As a result, the driver assistance device 1 can properly and automatically enter and exit the parking lot even in adverse weather conditions.

[0134] In this case, when it is determined that the sensing function of each sonar 21 is disabled, the driving ECU 14 prohibits the automatic entry and exit of the vehicle O. This ensures appropriate safety in automatic entry and exit control.

[0135] Furthermore, when the weather is bad, the driving ECU 14 lowers the upper limit of the vehicle speed that the vehicle O is allowed to travel at compared to good weather conditions, and relaxes the judgment conditions for determining the effectiveness of the sensing function of each sonar 21. As a result, even in bad weather, automatic entry and exit control using each sonar 21 can be continued while ensuring safety.

[0136] Furthermore, when the weather is bad, the driving ECU 14 activates each transducer 21a at set intervals, even if the sensing function of each sonar 21 is enabled. This allows the sensing function of each sonar 21 to be kept enabled even in bad weather.

[0137] Furthermore, the Driving ECU 14 automatically controls the vehicle's entry and exit along a set driving route between the parking lot and the boarding / alighting position. In doing so, the Driving ECU 14 limits the output torque from each power plant 50 when driving the vehicle O to below a preset upper limit torque. However, if there is snow on the driving route, the Driving ECU 14 calculates the snow-covered starting torque Ts required for the vehicle O to overcome the snow and start moving. When the snow-covered starting torque Ts has been calculated, the Driving ECU 14 releases the torque limit based on the upper limit torque Tlim for the snow-covered starting torque Ts.

[0138] As a result, the driver assistance device 1 can automatically and appropriately enter and exit the parking space even when there is snow between the parking space and the boarding / alighting area.

[0139] In this case, if the snow accumulation on the route exceeds a set height (for example, above the minimum ground clearance of vehicle O), automatic entry and exit control is prohibited. This effectively prevents the vehicle from getting stuck in the snow or other issues such as the wheels becoming lodged.

[0140] Furthermore, the driving ECU 14 performs temperature-raising control to raise the temperature of the battery 54 when the temperature of the battery 54 drops to a temperature that is insufficient to supply the power necessary to generate the snow-start torque Ts to each motor generator 51. This ensures that the snow-start torque Ts can be accurately generated even when the outside temperature is low and there is snow.

[0141] In the above-described embodiment, all or part of the image recognition_ECU13, driving_ECU14, CP_ECU22, PW_ECU23, BK_ECU24, PS_ECU25, terminal_ECU61, etc., are composed of a processor including hardware. Here, the processor is composed of a well-known configuration and peripheral devices including, for example, a central processing unit (CPU), RAM (Random Access Memory), ROM (Read Only Memory), non-volatile memory, non-volatile storage, etc., as well as a non-transitory computer readable medium. ROM, non-volatile memory, non-volatile storage, etc., pre-store software programs executed by the CPU, etc., and fixed data such as data tables. The CPU reads the software programs stored in ROM, etc., expands them into RAM and executes them, and the software programs appropriately refer to various data, etc., thereby realizing each of the above-described components and units.

[0142] Furthermore, the processor may be composed of semiconductor chips such as FPGAs (Field Programmable Gate Arrays). Also, each of the above components and units may be composed of electronic circuits.

[0143] Furthermore, the software program may be recorded in whole or in part as a computer program product on portable disc media such as flexible disks, CD-ROMs, and DVD-ROMs, or on non-transitory computer-readable media such as card-type memory, HDDs (Hard Disk Drives), and SSDs (Solid State Drives).

[0144] The invention described in the above embodiments is not limited to those forms, and various modifications can be made during implementation without departing from the gist of the invention.

[0145] For example, it is possible to use the stereo camera 11 as an obstacle sensor instead of each front sonar 21f and each rear sonar 21r. In this case, the windshield wipers or the like can be used as a means of restoring functionality.

[0146] Furthermore, the above embodiments include inventions at various stages, and various inventions can be extracted by appropriate combinations of the multiple constituent elements disclosed.

[0147] For example, if the problem described can be solved and the effects described can be obtained even if some of the constituent elements shown in the above form are removed, then the configuration with the removed constituent elements can be extracted as an invention. [Explanation of Symbols]

[0148] 1. Driving assistance system 10 ... Camera unit 11… Stereo camera 11a ... Main camera 11b ... Sub-camera 13 … Image Recognition_ECU 14 … Driving_ECU 20... Locator Unit 20a ... Locator 20b ... Road map database 20c … GNSS sensor 20d ... Gyro sensor 21… Sonar 21f… Front sonar 21r… Rear sonar 21a ... vibrator 21fa ... Front transducer 21ra… Rear transducer 22 … CP_ECU 23 … PW_ECU 24 … BK_ECU 25 … PS_ECU 31… Transmitter / Receiver 32… Air conditioning unit 34… Battery temperature sensor 35… Heater 36… Brake actuator 37… Electric power steering motor 50… Power Plant 50f … Front Power Plant 50r... Rear power plant 51… Motor Generator 52… Inverter 53 … Reducer 54… Battery 60… Mobile devices 61 … Terminal_ECU 62… Transmitter / Receiver 63… Display O... Vehicle (own vehicle) R... Driving route Tlim… Upper limit torque Tn… Basic starting torque Ts… Starting torque in snowy conditions

Claims

1. An automatic entry / exit control means that controls the automatic entry and exit of a vehicle along a set driving route between the parking lot and the passenger boarding / alighting area, Torque limiting means for limiting the output torque from the drive source when the vehicle is driven by the automatic entry / exit control to below a preset upper limit torque, A snow cover condition recognition means for recognizing the snow cover condition along the aforementioned travel route, A starting torque calculation means for calculating the starting torque required for the vehicle to start over the snow when there is snow on the aforementioned travel route, Equipped with, A vehicle driving assistance device characterized in that, when there is snow on the aforementioned driving route, the torque limiting means releases the limit on the starting torque when there is snow.

2. The vehicle driving assistance device according to claim 1, characterized in that the automatic entry / exit control means does not perform the automatic entry / exit control when there is snow accumulation of a set height or more on the travel route.

3. The aforementioned drive source is a motor, Furthermore, the vehicle driving assistance device according to claim 1 is characterized in that it is further provided with a temperature rise control means for performing temperature rise control to raise the temperature of the battery when the temperature of the battery that supplies power to the motor has fallen to a temperature at which it is not possible to supply the motor with the power necessary to generate the snow-start torque.

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