Vehicle exit support device

Abstract

To effectively reduce burdens of a driver relating to switching from an automatic operation mode into a manual operation mode.SOLUTION: A pull-out-of-parking support device comprises: an information acquisition unit (40) which acquires vehicle periphery information; and a controlling unit (90) which, when pulling the vehicle (SV) out of a parking lot, sets a movement path (MP) for moving the vehicle (SV) up to a target position (Ptgt) on the basis of vehicle periphery information, and also executes pull-out-of-parking support control for allowing the vehicle (SV) to travel along the movement path (MP). The controlling unit (90) has end permission conditions under which the vehicle (SV) traveling along the movement path (MP) passes through prescribed positions (Pfa, Psa) where the vehicle travels closest to an object. On a path the vehicle travels until the end permission conditions are established, the controlling unit, even when detecting an end request from a driver, continues an automatic operation mode for executing the pull-out-of-parking support control, and after the end permission conditions are established, the controlling unit, when detecting the end request from the driver, ends the pull-out-of-parking support control by switching to a manual operation mode.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a vehicle leaving support device. [Background technology]

[0002] Patent Document 1 discloses a system for assisting the vehicle leaving the parking space by determining a route from the parking space to a vehicle leaving position based on information from surrounding sensors mounted on the vehicle, and automatically driving the vehicle along the determined route. When the system detects a driver's steering operation during the system leaving the parking space control, it switches from automatic driving mode to manual driving mode to terminate the system leaving the parking space support. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2020-152148 A Summary of the Invention

[0004] The timing at which the driver switches from the automatic driving mode to the manual driving mode during the leaving assistance varies depending on the driver's driving skill and the surrounding conditions at the time of leaving. Therefore, if the automatic driving mode can be switched to the manual driving mode by the driver's steering operation at any time from the time the device starts the leaving assistance, the automatic driving mode will be switched to the manual driving mode by the driver's steering operation even in a section where the vehicle would be safer if it were left to the leaving assistance control, such as a section where the vehicle is driving while approaching an obstacle. If the manual driving mode is switched to in the relevant section, the driver must drive the vehicle by manual operation while paying attention to obstacles, which increases the burden on the driver.

[0005] The present invention has been made to solve the above problems. That is, one of the objects of the present invention is to provide a leaving assistance device that can effectively reduce the burden on the driver regarding switching from an automatic driving mode to a manual driving mode.

[0006] The delivery assistance device (10) of the present invention comprises: an information acquisition unit (40) that acquires vehicle surroundings information including information about objects around the vehicle (SV); and a control unit (90) that performs exit assistance control for controlling the driving of the vehicle (SV) based on the control amount, based on the vehicle surroundings information, to set a movement path (MP) for moving the vehicle (SV) from the parking area (100) to a predetermined target position (Ptgt) in the driving path area (200) when the vehicle (SV) parked in parallel in a parking area (100) is to be exited into a driving path area (200).

[0007] The control unit (90) The termination permission condition is that the vehicle (SV) traveling along the movement path (MP) passes a predetermined position (Pfa, Psa) that is closest to the object, and even if a driver's request to terminate is detected while the vehicle is traveling on the route from the start of the leaving assistance control to when the termination permission condition is met, the automatic driving mode that implements the leaving assistance control is continued, and if a driver's request to terminate is detected while the vehicle is traveling on the route after the termination permission condition is met, the automatic driving mode is switched to a manual driving mode and the leaving assistance control is terminated.

[0008] According to the above configuration, the leaving assistance control continues until the vehicle (SV) passes the predetermined position (Pfa, Psa) where the vehicle is closest to the object, even if the driver requests termination. This allows the driver to reliably pass the predetermined position (Pfa, Psa) while entrusting the driving of the vehicle (SV) to the leaving assistance control, effectively reducing the burden on the driver. In addition, after the vehicle (SV) passes the predetermined position (Pfa, Psa), the driver can switch from the automatic driving mode to the manual driving mode at a timing desired by the driver depending on the driver's driving skill and the surrounding conditions at the time of leaving the vehicle.

[0009] In another aspect of the present invention, the leaving assistance device (10) comprises: an information acquisition unit (40) that acquires vehicle surroundings information including information about objects around the vehicle (SV); and a control unit (90) that, when the vehicle (SV) parallel parked in a parking area (100) is to be pulled out to a driving road area (200), sets a movement path (MP) for moving the vehicle (SV) from the parking area (100) to a predetermined target position (Ptgt) in the driving road area (200) based on the vehicle surroundings information, sets control variables including at least a target steering angle for driving the vehicle (SV) along the movement path (MP), and performs pulling-out assistance control to control the driving of the vehicle (SV) based on the control variables.

[0010] The control unit (90) The termination permission condition is that the vehicle (SV) traveling along the movement path (MP) reaches a predetermined position (Paf) where it can move to the target position (Ptgt) if it moves forward while maintaining the target steering angle at that time, and even if a driver's request to terminate is detected while the vehicle is traveling on the path from the start of the leaving assistance control to the establishment of the termination permission condition, the automatic driving mode for implementing the leaving assistance control is continued, and if a driver's request to terminate is detected while the vehicle is traveling on the path after the establishment of the termination permission condition, the automatic driving mode is switched to a manual driving mode and the leaving assistance control is terminated.

[0011] According to this aspect, even if the driver issues a termination request, the leaving assistance control continues until the vehicle (SV) reaches a predetermined position (Paf) where the vehicle (SV) can move to the target position (Ptgt) if it continues forward while maintaining the current steering angle. This allows the driver to reliably make the vehicle (SV) reach the predetermined position (Paf) while entrusting the driving of the vehicle (SV) to the leaving assistance control, thereby effectively reducing the burden on the driver. In addition, after the vehicle (SV) reaches the predetermined position (Paf), the driver can switch from the automatic driving mode to the manual driving mode at a timing desired by the driver depending on the driving skill of the driver and the surrounding conditions at the time of leaving the parking lot.

[0012] In another embodiment of the present invention, The control unit (90) When the transmission (14) of the vehicle (SV) is in the drive range (D) and a driver's request to terminate is detected after the termination permission condition is satisfied, the automatic driving mode is switched to a manual driving mode and the leaving-parking assistance control is terminated.

[0013] According to this embodiment, by switching from the automatic driving mode to the manual driving mode with the transmission (14) securely in the drive range (D), it is possible to effectively prevent the vehicle (SV) from moving in a reverse direction unintended by the driver when the driver is driving the vehicle (SV) in the manual driving mode.

[0014] In another embodiment of the present invention, The control unit (90) After the termination permission condition is satisfied, when the leaving assistance control is terminated due to a driver's request for termination being detected before the vehicle (SV) reaches the target position (Ptgt), if the driver is depressing the accelerator pedal, the braking force of the vehicle (SV) is immediately released, whereas if the driver is not depressing the accelerator pedal, the braking force is gradually released.

[0015] According to this aspect, if the driver depresses the accelerator pedal when the leaving support control is terminated while the vehicle (SV) is traveling, the braking force is immediately released, so that the vehicle (SV) can be accelerated quickly without stopping. Also, if the driver does not depress the accelerator pedal when the leaving support control is terminated while the vehicle (SV) is traveling, the braking force is gradually released, so that the behavior of the vehicle SV can be effectively prevented from becoming unstable.

[0016] In another embodiment of the present invention, The control unit (90) After the termination permission condition is satisfied, if a termination request from the driver is not detected before the vehicle (SV) reaches the target position (Ptgt), the vehicle (SV) is moved to the target position (Ptgt) by the leaving assistance control, and after the vehicle (SV) is stopped at the target position (Ptgt), the automatic driving mode is switched to a manual driving mode and the leaving assistance control is terminated.

[0017] According to this aspect, even after the end permission condition is satisfied, for a driver who wishes to continue the automatic driving mode, the automatic driving mode is switched to the manual driving mode after the vehicle (SV) is reliably moved to the target position (Ptgt) by the leaving support control and stopped there. This makes it possible to end the leaving support control at an optimal timing according to the driving skill of the driver, etc.

[0018] In the above description, in order to facilitate understanding of the invention, the symbols used in the embodiments are added in parentheses to the constituent elements of the invention corresponding to the embodiments, but each constituent element of the invention is not limited to the embodiment defined by the said symbols. [Brief description of the drawings]

[0019] [Figure 1] 1 is a schematic configuration diagram of a delivery support device according to an embodiment of the present invention. FIG. [Diagram 2] FIG. 11 is a diagram for explaining the operation (first half) of a parking exit mode after parallel parking. [Diagram 3]11A to 11C are diagrams illustrating the operation (second half) of the parking exit mode after parallel parking. [Figure 4] FIG. 13 is a diagram illustrating the operation of a parallel parking forward exit mode. [Diagram 5] FIG. 13 is a diagram illustrating the operation of a parallel parking exit mode. [Figure 6] 2 is a flowchart showing a start routine of the leaving support control executed by the ECU shown in FIG. 1; [Figure 7] 4 is a flowchart showing a process for ending the parking exit support control (parking exit mode after parallel parking) executed by the ECU shown in FIG. 1. [Figure 8] 4 is a flowchart showing a process for ending the pulling out assistance control (parallel parking forward pulling out mode) executed by the ECU shown in FIG. 1. [Figure 9] 4 is a flowchart showing a process for ending the pulling out support control (pulse parking pulling out mode) executed by the ECU shown in FIG. 1; DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0020] Hereinafter, the take-out support device according to the present embodiment will be described with reference to the drawings. The same components are given the same reference numerals, and their names and functions are also the same. Therefore, detailed descriptions thereof will not be repeated. In the following, the take-out support device may also be referred to as the "embodied device."

[0021] [Overall configuration] Fig. 1 is a schematic overall configuration diagram showing a leaving support device 10 according to this embodiment. The leaving support device 10 shown in Fig. 1 is applied to a vehicle.

[0022] As shown in FIG. 1, the leaving assistance device 10 includes an ECU 90 (control unit). ECU is an abbreviation for Electronic Control Unit. The ECU 90 includes a microcomputer as a main part. The microcomputer includes a CPU, a ROM, a RAM, a non-volatile memory, an interface, and the like. The CPU is configured to realize various functions by executing instructions, programs, or routines stored in the ROM.

[0023] The vehicle is equipped with a drive unit 11, a steering unit 12, a braking unit 13, and a transmission 14. The drive unit 11 generates a driving force that is transmitted to the drive wheels of the vehicle. Examples of the drive unit 11 include an electric motor and an engine. In this embodiment, the vehicle may be any of an engine vehicle, a hybrid vehicle (HEV), a plug-in hybrid vehicle (PHEV), a fuel cell vehicle (FCEV), and an electric vehicle (BEV).

[0024] The steering device 12 is, for example, a steer-by-wire steering device, and applies a steering force to the wheels of the vehicle. The steering device 12 may be, for example, a rack-and-pinion electric power steering device. The braking device 13 is, for example, a disc brake device, and applies a braking force to the wheels of the vehicle. The transmission 14 is, for example, a shift-by-wire automatic transmission, and is provided in a power transmission path between the drive device 11 and the drive wheels. The transmission 14 is configured to be selectively switchable among a parking range P that locks the rotation of the drive wheels, a reverse range R that drives the vehicle backward, a neutral range N that cuts off the transmission of power, and a drive range D that drives the vehicle forward.

[0025] The drive device 11, the steering device 12, the braking device 13, and the transmission 14 are electrically connected to an ECU 90. The ECU 90 controls the operation of the drive device 11 to control the drive force applied to the driving wheels of the vehicle. The ECU 90 also controls the operation of an assist motor (not shown) of the steering device 12 to control the steering torque applied to the steering wheels of the vehicle. The ECU 90 also controls the operation of an actuator (not shown) of the braking device 13 to control the braking force applied to the wheels of the vehicle. The ECU 90 also controls the operation of a shift actuator (not shown) of the transmission 14 to selectively switch the transmission 14 between a parking range P, a reverse range R, a neutral range N, and a drive range D.

[0026] The ECU 90 is connected to a garage exit assistance switch 15, a display 16, a speaker 17, a vehicle state acquisition device 20, a surroundings recognition device 40, and the like.

[0027] The leaving-parking assistance switch 15 is a switch that is turned ON / OFF by the driver. When the driver turns the leaving-parking assistance switch 15 ON, the ECU 90 accepts a leaving-parking assistance request. The display 16 is, for example, a display of a navigation device, and is disposed in a location on the vehicle that is visible to the driver. The speaker 17 generates a sound when a command from the ECU 90 is received.

[0028] The vehicle state acquisition device 20 is a set of sensors that acquire the state of the vehicle. Specifically, the vehicle state acquisition device 20 includes an accelerator sensor 21, a brake sensor 22, a steering angle sensor 23, a steering torque sensor 24, a vehicle speed sensor 25, a shift sensor 26, and the like.

[0029] The accelerator sensor 21 detects the amount of operation of an accelerator pedal (not shown) of the vehicle. The brake sensor 22 detects the amount of operation of a brake pedal (not shown) of the vehicle. The steering angle sensor 23 detects the steering angle of a steering wheel (or steering shaft) of the vehicle (not shown). The steering torque sensor 24 detects the steering torque acting on a steering shaft (not shown) of the vehicle due to operation of the steering wheel. The vehicle speed sensor 25 detects the traveling speed (vehicle speed) of the vehicle. The shift sensor 26 detects the shift range (parking range P, reverse range R, neutral range N, drive range D) selected by a shift lever (not shown). Various state information of the vehicle acquired by the vehicle state acquisition device 20 is transmitted to the ECU 90.

[0030] The surrounding recognition device 40 is a type of sensor that recognizes targets around the vehicle. Target information around the vehicle includes information about three-dimensional objects around the vehicle and information about road markings on the road surface around the vehicle. The three-dimensional objects represent moving objects such as automobiles, pedestrians, and bicycles, as well as fixed objects such as guardrails and fences.

[0031] The surrounding recognition device 40 includes a radar sensor 41, an ultrasonic sensor 42, and a camera 43. Although not shown in the figure, the radar sensor 41 includes a plurality of radar sensors, the ultrasonic sensor 42 includes a plurality of ultrasonic sensors, and the camera 43 includes a plurality of cameras. The vehicle does not need to be equipped with all of the radar sensor 41, the ultrasonic sensor 42, and the camera 43 as the surrounding recognition device 40, and it is sufficient to be equipped with at least one of the radar sensor 41, the ultrasonic sensor 42, and the camera 43.

[0032] The radar sensor 41 includes a radar transmitting / receiving unit and a signal processing unit (not shown). The radar transmitting / receiving unit emits millimeter wave band radio waves (hereinafter, millimeter waves) to the area around the vehicle and receives millimeter waves reflected by a three-dimensional object present within the emission range (i.e., reflected waves). The signal processing unit acquires information indicating the distance between the vehicle and the three-dimensional object, the relative speed between the vehicle and the three-dimensional object, the relative position (direction) of the three-dimensional object with respect to the vehicle, etc. based on the phase difference between the transmitted millimeter wave and the received reflected wave, the attenuation level of the reflected wave, the time from transmitting the millimeter wave to receiving the reflected wave, etc., and outputs the information to the ECU 90.

[0033] The ultrasonic sensor 42 transmits ultrasonic waves in a pulsed manner to a predetermined range around the vehicle and receives the reflected waves reflected by a three-dimensional object. The ultrasonic sensor 42 acquires information indicating the reflection point, which is a point on the three-dimensional object where the transmitted ultrasonic waves are reflected, and the distance from the ultrasonic sensor, based on the time from transmission to reception of the ultrasonic waves. The ultrasonic sensor 42 outputs the acquired information to the ECU 90.

[0034] The camera 43 is a digital camera incorporating an imaging element such as a CCD (charge coupled device) or a CIS (CMOS image sensor). The camera 43 outputs image data of the surrounding area of ​​the vehicle at a predetermined frame rate. The camera 43 captures the surrounding conditions of the vehicle (including the positions and shapes of three-dimensional objects and the positions and shapes of demarcation lines) that should be confirmed when the vehicle leaves the garage, and outputs the image data to the ECU 90. Specifically, the camera 43 outputs to the ECU 90 front image data, which is image data of the front area of ​​the vehicle, rear image data, which is image data of the rear area of ​​the vehicle, right side image data, which is image data of the right side area of ​​the vehicle, and left side image data, which is image data of the left side area of ​​the vehicle.

[0035] The ECU 90 receives information from each of the radar sensor 41 and the ultrasonic sensor 42 every time a predetermined time elapses. The ECU 90 plots the information (i.e., the positions of the reflection points where the millimeter waves are reflected and the positions of the reflection points where the ultrasonic waves are reflected) on a two-dimensional map. This two-dimensional map is a plan view with the position of the vehicle as the origin, the traveling direction of the vehicle as the X axis, and a direction perpendicular to the traveling direction of the vehicle as the Y axis. Note that the "position of the vehicle" is a predetermined geometric center position of the vehicle in a planar view. The ECU 90 detects three-dimensional objects around the vehicle based on the shape formed by a group of reflection points on the two-dimensional map, and identifies the position (distance and direction) and shape of the three-dimensional object relative to the vehicle.

[0036] The above-mentioned "position of the vehicle" may be another specific position on the vehicle (for example, the center position of the left front wheel and the right front wheel in a plan view, the center position of the left rear wheel and the right rear wheel in a plan view, etc.).

[0037] Furthermore, the ECU 90 acquires image data from the camera 43 every time a predetermined time has elapsed. The ECU 90 detects three-dimensional objects around the vehicle by analyzing the image data from the camera 43, and identifies the position (distance and orientation) and shape of the three-dimensional object relative to the vehicle. The ECU 90 plots the three-dimensional objects identified (detected) based on the image data on the above-mentioned two-dimensional map. Therefore, the ECU 90 can detect three-dimensional objects existing around the vehicle (within a predetermined distance range from the vehicle position) based on the information shown on the two-dimensional map.

[0038] The ECU 90 detects an "area where no solid objects exist" around the vehicle based on the information displayed on the two-dimensional map. If the area where no objects exist has a size and shape that allows the vehicle to leave the parking lot with ease, the ECU 90 determines the area as an exit possible area.

[0039] [Contents of delivery support control] For example, when the gearbox 14 is in the parking range P and the leaving assistance switch 15 is turned ON, the ECU 90 accepts a leaving assistance request from the driver and performs leaving assistance control. In this specification and claims, a driving mode in which the vehicle runs using the leaving assistance control is referred to as an "automatic driving mode", and a driving mode in which the vehicle runs using the driver's pedal and steering operations is referred to as a "manual driving mode".

[0040] In this embodiment, the ECU 90 performs the exit support control by selecting one of the following modes: the exit mode after parallel parking, the forward exit mode for parallel parking, and the exit mode for parallel parking, in response to the driver's selection operation. The exit mode after parallel parking is a mode in which the exit support control is performed when a vehicle parked parallel in a parking area is exited onto a travel path while moving backward. The forward exit mode for parallel parking is a mode in which the exit support control is performed when a vehicle parked parallel in a parking area is exited onto a travel path while moving forward. Here, the state in which a vehicle is parked parallel in a parking area refers to a state in which the vehicle is parked in the parking area such that the front-rear direction of the vehicle is approximately parallel to the front-rear direction of other vehicles adjacent to the left and right, and the front-rear direction of the vehicle is approximately perpendicular to the traveling direction of the travel path. The exit mode for parallel parking is a mode in which the exit support control is performed when a vehicle parked parallel in a parking area is exited onto a travel path. Here, a state in which a vehicle is parallel parked in a parking area refers to a state in which the fore-and-aft direction of the vehicle and the fore-and-aft directions of the other vehicles adjacent to the left and right are approximately in the same straight line, and the fore-and-aft direction of the vehicle is approximately parallel to the direction of travel of the road.

[0041] When the ECU 90 receives a request for assistance in leaving the parking lot from the driver, the ECU 90 sets a target area within a possible leaving area within the driving path. Here, the driving path is an area on which the vehicle travels, and corresponds to, for example, a public road, a private road, an area other than a parking area in a parking lot, etc. The target area is an area that the body of the vehicle occupies when the vehicle leaves the parking lot. Furthermore, the ECU 90 sets the position of the vehicle when the vehicle is moved to the target area as a target position. The target position here is a position to which the above-mentioned center position in a plan view of the vehicle should reach. In this specification and claims, "moving the center position of the vehicle to a target position or a predetermined position" may be expressed simply as "moving the vehicle to a target position or a predetermined position".

[0042] The ECU 90 calculates a movement path for moving the vehicle from the current position to the target position. The movement path is a path along which the center position of the vehicle can move from the current position to the target position while maintaining a predetermined distance between the body of the vehicle and three-dimensional objects (other vehicles, curbs, guardrails, etc.). The movement path can be calculated by one of various known calculation methods (for example, the method proposed in JP 2015-3565 A).

[0043] When the vehicle cannot be moved to the target position by one movement path, the ECU 90 calculates a movement path as follows. Specifically, in the parallel parking exit mode, the ECU 90 calculates a first movement path for moving the vehicle backward from the current position to a travel direction switching position (i.e., a position where the vehicle stops temporarily to switch the transmission 14 from the reverse range R to the drive range D) and a second movement path for moving the vehicle forward from the travel direction switching position to the target position. In the parallel parking exit mode, the ECU 90 calculates a first movement path for moving the vehicle backward from the current position to a travel direction switching position (i.e., a position where the vehicle stops temporarily to switch the transmission 14 from the reverse range R to the drive range D) and a second movement path for moving the vehicle forward from the travel direction switching position to the target position.

[0044] When the movement route is determined, the ECU 90 determines a shift pattern, a steering angle pattern, and a speed pattern as control amounts for moving the vehicle along the movement route.

[0045] The shift pattern is a shift range of the transmission 14 when moving the vehicle forward or backward based on the determined moving path. The ECU 90 controls the operation of the transmission 14 by driving a shift actuator of the transmission 14 based on the determined shift pattern (i.e., executes shift control). The steering angle pattern is a target value of the steering angle (target steering angle) when the center position of the vehicle moves along the moving path. The ECU 90 executes steering angle control to make the actual steering angle coincide with the target steering angle by driving the assist motor of the steering device 12 based on the determined steering angle pattern.

[0046] The speed pattern is a target value (target vehicle speed) of the vehicle speed when the center position of the vehicle moves along the travel path. The speed pattern is set so that the vehicle speed becomes a predetermined final target vehicle speed, preferably a vehicle speed of 0 (zero), when the center position of the vehicle reaches the target position. The ECU 90 executes driving force control for driving the drive device 11 based on the determined speed pattern. Furthermore, the ECU 90 executes braking force control for controlling the operation of the braking device 13 based on the determined speed pattern.

[0047] [Parallel parking exit mode] 2 and 3 are diagrams for explaining the operation of the exit mode after parallel parking. In the situation shown in FIG. 2(A), the vehicle SV is stopped in the parking area 100 with the transmission 14 in the parking range P (i.e., the vehicle speed of the vehicle SV is 0 [km / h]). When the ECU 90 receives a request for assistance in the exit mode after parallel parking from the driver in this state, the ECU 90 detects an exit possible area EA in the travel path area 200 and sets a target area Atgt in the exit possible area EA. The ECU 90 also sets the center position of the vehicle SV when the vehicle SV is moved to the target area Atgt as the target position Ptgt. Here, the exit possible area EA can be set to either the right rear or left rear of the vehicle SV depending on the traveling direction of the vehicle in the travel path area 200.

[0048] Furthermore, the ECU 90 calculates a movement path MP along which the center position of the vehicle SV is moved from the current position (start position) Pst to the target position Ptgt. The movement path MP is a path along which the center position of the vehicle SV can be moved from the start position Pst to the target position Ptgt while the body of the vehicle SV is spaced apart from surrounding obstacles (such as other vehicles adjacent to the parking area 100) by a predetermined distance or more.

[0049] 2, other vehicles are parked on both the left and right sides of the vehicle SV in the parking area 100. Therefore, the surrounding obstacles are the other vehicles on the left and right, but there are cases where there are no obstacles such as other vehicles on either or both the left and right sides. In such cases, the ECU 90 sets a virtual obstacle that does not actually exist in the parking area 100, and sets a movement route MP along which the vehicle SV can travel while maintaining a distance of at least a predetermined distance from the virtual obstacle.

[0050] 2, the ECU 90 sets the target position Ptgt diagonally to the right rear of the vehicle SV. In this case, the ECU 90 sets a first movement path MP1 along which the vehicle SV travels backward while turning left from the start position Pst to the travel direction switching position Ps, and a second movement path MP2 along which the vehicle SV travels forward while turning right from the travel direction switching position Ps to the target position Ptgt. Note that when the ECU 90 sets the target position Ptgt diagonally to the left rear of the vehicle SV, the turning direction of the vehicle SV is simply reversed from left to right, and therefore a description thereof will be omitted below.

[0051] After setting the first movement path MP1 and the second movement path MP2, the ECU 90 switches the transmission 14 from the parking range P to the reverse range R, as shown in FIG. 2(B), and controls the operation of the drive device 11, the steering device 12, and the braking device 13 to automatically drive the vehicle SV to the travel direction change position Ps.

[0052] When the vehicle SV reaches the travel direction switching position Ps, the ECU 90 automatically drives the vehicle SV toward the target position Ptgt by switching the transmission 14 from the reverse range R to the drive range D as shown in FIG. 3(A) and controlling the operation of the drive unit 11, the steering unit 12, and the brake unit 13. FIG. 3(A) shows a state in which the left front end of the vehicle body of the vehicle SV traveling along the second movement path MP2 is closest to another vehicle (if there is no other vehicle, a virtual obstacle) that is an obstacle (hereinafter, the position of the vehicle SV in this state is referred to as the closest position Pfa to the obstacle ahead). The closest position Pfa to the obstacle ahead is calculated in advance by the ECU 90. For example, the ECU 90 sets intermediate positions at minute intervals on the set second movement path MP2, estimates the attitude of the vehicle SV when the vehicle SV reaches each intermediate position, and calculates the shortest distance between the vehicle SV and the obstacle at each intermediate position based on the estimated attitude of the vehicle SV and the position information of the obstacle. Then, the intermediate position corresponding to the shortest distance among the calculated shortest distances can be determined as the closest approach position Pfa to the forward obstacle.

[0053] 3B, when the vehicle SV passes the closest position Pfa to the front obstacle and reaches the target position Ptgt, the ECU 90 stops the vehicle SV and ends the leaving assistance control, thereby completing the leaving of the vehicle SV from the parking area 100 to the target position Ptgt in the driving road area 200.

[0054] [Parallel parking forward exit mode] FIG. 4 is a diagram for explaining the operation of the parallel parking forward exit mode. FIG. 4(A) shows a state in which the vehicle SV is parked in the parking area 100 with the transmission 14 in the parking range P. When the ECU 90 receives a request for assistance in the parallel parking forward exit mode from the driver in this state, the ECU 90 detects an exit possible area EA in the travel path area 200 and sets a target area Atgt in the exit possible area EA. The ECU 90 also sets the center position of the vehicle SV when the vehicle SV is moved to the target area Atgt as the target position Ptgt. Here, the exit possible area EA can be set to either the right diagonal forward or the left diagonal forward of the vehicle SV depending on the traveling direction of the vehicle in the travel path area 200.

[0055] Furthermore, the ECU 90 calculates a movement path MP along which the center position of the vehicle SV moves from the current position (start position) Pst to the target position Ptgt while maintaining a predetermined distance or more between the body of the vehicle SV and surrounding obstacles. In the example shown in Fig. 4, other vehicles are parked on both the left and right sides of the vehicle SV in the parking area 100, but if there are no obstacles such as other vehicles on either or both sides, the ECU 90 sets a movement path MP along which the vehicle SV can travel while maintaining a predetermined distance or more between the vehicle SV and virtual obstacles.

[0056] In the example shown in Fig. 4, the ECU 90 sets the target position Ptgt diagonally forward to the left of the vehicle SV. In this case, the ECU 90 sets a movement path MP along which the vehicle SV travels forward from the start position Pst to the target position Ptgt while turning left. Note that when the ECU 90 sets the target position Ptgt diagonally forward to the right of the vehicle SV, the turning direction of the vehicle SV is simply reversed, and therefore a description thereof will be omitted below.

[0057] When the ECU 90 sets the moving path MP, as shown in FIG. 4(B), the ECU 90 switches the transmission 14 from the parking range P to the drive range D, and controls the operation of the drive device 11, the steering device 12, and the brake device 13 to automatically drive the vehicle SV toward the target position Ptgt. Note that FIG. 4(B) shows a state in which the left side of the vehicle body of the vehicle SV traveling along the moving path MP is closest to another vehicle that is an obstacle (if there is no other vehicle, it is a virtual obstacle) (hereinafter, the position of the vehicle SV in this state is referred to as the closest lateral obstacle position Psa). The closest lateral obstacle position Psa is calculated in advance by the ECU 90. For example, the ECU 90 sets intermediate positions at minute intervals on the set moving path MP, estimates the attitude of the vehicle SV when the vehicle SV reaches each intermediate position, and calculates the shortest distance between the vehicle SV and the obstacle at each intermediate position based on the estimated attitude of the vehicle SV and the position information of the obstacle. Then, the intermediate position corresponding to the shortest distance among the calculated shortest distances can be determined as the closest position Psa to the lateral obstacle.

[0058] 4(C), when the vehicle SV passes through the closest position Psa to the lateral obstacle and reaches the target position Ptgt, the ECU 90 stops the vehicle SV and ends the leaving assistance control, thereby completing the leaving of the vehicle SV from the parking area 100 to the target position Ptgt in the driving road area 200.

[0059] [Parallel parking exit mode] FIG. 5 is a diagram for explaining the operation of the parallel parking exit mode. FIG. 5(A) shows a state in which the vehicle SV is parked in the parking area 100 with the transmission 14 in the parking range P. When the ECU 90 receives an exit assistance request in the parallel parking exit mode from the driver in this state, the ECU 90 detects the exit possible area EA in the travel path area 200 (including a part of the parking area 100) and sets the target area Atgt in the exit possible area EA. The ECU 90 also sets the center position of the vehicle SV when the vehicle SV is moved to the target area Atgt as the target position Ptgt. Here, the exit possible area EA is set to the right diagonally forward of the vehicle SV if the travel path area 200 is on the right side of the parking area 100, and is set to the left diagonally forward of the vehicle SV if the travel path area 200 is on the left side of the parking area 100.

[0060] Furthermore, the ECU 90 calculates a movement path MP for moving the center position of the vehicle SV from the current position (start position) Pst to the target position Ptgt while maintaining a predetermined distance or more between the body of the vehicle SV and surrounding obstacles. In the example shown in Fig. 5, another vehicle is parked adjacent to the vehicle SV in front of the vehicle SV in the parking area 100. In this case, the ECU 90 sets a first movement path MP1 for moving the vehicle SV backward from the current position Pst to the travel direction switching position Ps, and a second movement path MP2 for moving the vehicle SV forward while turning right from the travel direction switching position Ps to the target position Ptgt.

[0061] When there is no obstacle such as another vehicle ahead of the vehicle SV, or when there is a sufficient distance between the vehicle SV and the obstacle ahead, the ECU 90 sets one movement route for moving the vehicle SV forward from the start position Pst to the target position Ptgt while turning right, but the process is the same as when setting the first and second movement routes MP1, MP2, except that the vehicle SV moves backward to the travel direction switching position Ps. Therefore, only the case where the first and second movement routes MP1, MP2 are set will be described below.

[0062] After setting the first movement path MP1 and the second movement path MP2, the ECU 90 switches the transmission 14 from parking range P to reverse range P, as shown in Figure 5 (B), and controls the operation of the drive device 11, the steering device 12, and the braking device 13 to automatically drive the vehicle SV to the travel direction change position Ps.

[0063] When the vehicle SV reaches the travel direction switching position Ps, the ECU 90 switches the transmission 14 from the reverse range R to the drive range D as shown in Fig. 5(C) and controls the operation of the drive unit 11, the steering unit 12, and the brake unit 13 to automatically drive the vehicle SV toward the target position Ptgt. Note that Fig. 5(C) shows a state in which the vehicle SV traveling along the second movement path MP2 can reach the target position Ptgt in the travel path area 200 if it moves forward while maintaining the steering angle pattern (target steering angle) at that time (hereinafter, the position of the vehicle SV in this state is referred to as the forward exit possible position Paf). The forward exit possible position Paf is calculated in advance by the ECU 90. For example, after the vehicle SV reaches a specific position before the target position Ptgt, the ECU 90 can set a second movement path MP2 so that the steering angle pattern (target steering angle) becomes a constant value, and can determine a specific position on the second movement path MP2 as the forward exit position Paf.

[0064] 5(D), when the vehicle SV passes through the forward exit possible position Paf and reaches the target position Ptgt, the ECU 90 stops the vehicle SV and ends the exit support control, thereby completing the exit of the vehicle SV from the parking area 100 to the target position Ptgt in the driving road area 200.

[0065] [Ending process of outbound support control] The timing at which the driver switches from the automatic driving mode to the manual driving mode during the leaving-parking assistance control varies depending on the driver's driving skill and the surrounding conditions at the time of leaving-parking. Therefore, it is conceivable to make it possible to switch the automatic driving mode to the manual driving mode when the driver performs a predetermined end operation (end request) during the leaving-parking assistance control. Here, examples of the predetermined end operation by the driver to switch the automatic driving mode to the manual driving mode include steering operation, braking operation, accelerator operation, turning off the leaving-parking assistance switch 15, and the like. However, if the predetermined end operation by the driver is a braking operation, accelerator operation, or turning off the leaving-parking assistance switch 15 other than a steering operation, the following problems arise.

[0066] (1) If the termination operation is a brake operation, when the driver brakes to avoid an obstacle that cannot be detected by the device, the autonomous driving mode will be switched to the manual driving mode against the driver's will, even if the driver actually wants to continue in the autonomous driving mode. In addition, if the termination operation is an accelerator operation, there is a possibility that safety will be affected. (2) If the termination operation is to turn off the exit assistance switch 15, there is a possibility that safety will be affected when the driver switches from the automatic driving mode to the manual driving mode while the vehicle SV is traveling, for example, the driver's line of sight will be directed toward the exit assistance switch 15.

[0067] Therefore, in the present embodiment, the device is configured to switch from the automatic driving mode to the manual driving mode when the driver performs steering operation while the leaving-parking assistance control is being performed.

[0068] On the other hand, if the automatic driving mode can be switched to the manual driving mode at any time by the driver's steering operation after the ECU 90 starts the leaving-parking assistance control, the following problems will arise.

[0069] (1) In the parallel parking exit mode, if the driver erroneously performs steering before the vehicle SV passes the closest position Pfa to the front obstacle, the driving mode will switch to manual driving mode even if the driver wants to continue the automatic driving mode, which is bothersome to the driver. In addition, if the driving mode is switched to manual driving mode, the driver must manually pass the closest position Pfa to the front obstacle, which increases the burden on the driver. (2) In the parallel parking forward exit mode, if the driver erroneously operates the steering wheel before the vehicle SV passes the closest position Psa to the lateral obstacle, the driving mode will switch to manual driving mode even if the driver wants to continue the automatic driving mode, which is bothersome to the driver. In addition, if the driving mode is switched to manual driving mode, the driver must manually pass the closest position Psa to the front obstacle, which increases the burden on the driver. (3) In the parallel parking exit mode, if the driver erroneously operates the steering wheel before the vehicle SV reaches the forward exit position Paf, the driving mode will switch to the manual driving mode even if the driver wants to continue the automatic driving mode, which is bothersome to the driver. In addition, if the driving mode is switched to the manual driving mode, the driver must manually pass through the forward exit position Paf, which increases the burden on the driver. (4) In the parallel parking exit mode and the parallel parking exit mode, when the ECU 90 has the transmission 14 in reverse range R to drive the vehicle SV in reverse, it is assumed that the driver switches the automatic driving mode to the manual driving mode by steering. In this case, even though the transmission 14 is in reverse range R, the driver may believe that the manual driving mode has been switched to when the transmission 14 is in drive range D. For this reason, when the driver starts the vehicle SV in the manual driving mode, the vehicle SV will start in the reverse direction opposite to the forward direction intended by the driver, which may result in a decrease in safety.

[0070] Therefore, in the parallel parking exit mode, the automatic driving mode is switched to the manual driving mode when the transmission 14 is in the drive range D and the driver's steering operation is detected after the end permission condition that the vehicle SV passes the front obstacle closest position Pfa is satisfied. In the parallel parking forward exit mode, the automatic driving mode is switched to the manual driving mode when the driver's steering operation is detected after the end permission condition that the vehicle SV passes the side obstacle closest position Psa is satisfied. In the parallel parking exit mode, the automatic driving mode is switched to the manual driving mode when the transmission 14 is in the drive range D and the driver's steering operation is detected after the end permission condition that the vehicle SV reaches the forward exit possible position Paf is satisfied. Hereinafter, a specific process flow of the exit support control by the ECU 90 of the embodiment will be described.

[0071] [Process flow of shipping support control] First, the start routine of the exit assistance control shown in Fig. 6 will be explained. The start routine has basically the same processing contents in any of the parallel parking exit mode, parallel parking forward exit mode, and parallel parking exit mode. Therefore, they will be explained together below. This start routine starts when the start switch (ignition switch) of the vehicle SV is turned ON.

[0072] In step S100, the ECU 90 determines whether the vehicle SV is stopped with the transmission 14 in the parking range P. If the vehicle SV is stopped with the transmission 14 in the parking range P (Yes), the ECU 90 advances the process to step S110. On the other hand, if the vehicle SV is not stopped with the transmission 14 in the parking range P (No), the ECU 90 temporarily ends (returns) this routine.

[0073] In step S110, the ECU 90 determines whether the leaving support switch 15 has been turned ON. If the leaving support switch 15 has been turned ON (Yes), the ECU 90 accepts a leaving support request from the driver and proceeds to step S120. On the other hand, if the leaving support switch 15 has not been turned ON (No), that is, if the leaving support switch 15 is OFF, the ECU 90 temporarily ends (returns) this routine.

[0074] In step S120, the ECU 90 executes a process for detecting the exit possible area EA. Next, in step S130, the ECU 90 determines whether or not the exit possible area EA has been detected. If the exit possible area EA cannot be detected (No), the ECU 90 temporarily ends (returns) this routine. In this case, the ECU 90 notifies the driver that the exit assistance control cannot be executed. The notification method may be either a display on the display 16 or an audio message from the speaker 17, or both. On the other hand, if the exit possible area EA has been detected, the ECU 90 advances the process to step S140.

[0075] In step S140, the ECU 90 sets a target area Atgt within the detected possible leaving area EA, and sets the center position of the vehicle SV when the vehicle SV is moved to the target area Atgt as a target position Ptgt. Furthermore, in step S140, the ECU 90 sets a movement path MP for moving the center position of the vehicle SV from the current position (start position) Pst to the target position Ptgt.

[0076] The movement path MP set in step S140 differs depending on each mode. In the parallel parking exit mode, the ECU 90 sets a first movement path MP1 that causes the vehicle SV to travel backward from the current position Pst to the travel direction switching position Ps while turning left, and a second movement path MP2 that causes the vehicle SV to travel forward from the travel direction switching position Ps to the target position Ptgt while turning right (see Figs. 2 and 3). In the parallel parking forward exit mode, the ECU 90 sets a movement path MP that causes the vehicle SV to travel forward from the current position Pst to the target position Ptgt while turning left (see Fig. 4). In the parallel parking exit mode, the ECU 90 sets a first movement path MP1 that causes the vehicle SV to travel backward from the current position Pst to the travel direction switching position Ps, and a second movement path MP2 that causes the vehicle SV to travel forward from the travel direction switching position Ps to the target position Ptgt while turning right (see Fig. 5).

[0077] These movement routes MP are routes along which the center position of the vehicle SV can move from the start position Pst to the target position Ptgt while maintaining a predetermined distance or more between the body of the vehicle SV and objects (obstacles such as other vehicles). Depending on the situation, multiple movement routes may be calculated. In this case, the ECU 90 sets the movement route with the shortest distance among these movement routes as the final movement route MP.

[0078] In step S150, the ECU 90 determines whether or not the travel route MP has been calculated. Depending on the situation, there may be cases where no travel route can be calculated. In this case, the ECU 90 temporarily ends (returns) this routine. In this case, the ECU 90 notifies the driver that the leaving assistance control cannot be executed. The notification method may be either a display on the display 16 or an audible message from the speaker 17, or both. If the travel route MP has been calculated in step S150, the ECU 90 advances the process to step S160.

[0079] In step S160, the ECU 90 determines a shift pattern, a steering angle pattern, and a speed pattern as control variables for moving the vehicle SV along the movement path MP. After determining the shift pattern, the steering angle pattern, and the speed pattern, the ECU 90 starts a leaving-parking assistance control (automatic driving mode) that controls the operation of the drive device 11, the steering device 12, the braking device 13, and the transmission 14 based on these determined patterns.

[0080] [Ending process of exit assistance control in parallel parking exit mode] FIG. 7 is a flowchart illustrating the process of ending the leaving support control that is started through the processes of steps S100 to S160 shown in FIG. 6 in the leaving parking mode after perpendicular parking.

[0081] In step S200, the ECU 90 determines whether or not the vehicle SV, which has traveled automatically along the first movement path MP1, has reached the travel direction switching position Ps, causing the transmission 14 to be switched to the drive range D. If the transmission 14 has been switched to the drive range D (Yes), the ECU 90 advances the process to step S210. On the other hand, if the transmission 14 has not been switched to the drive range D (No), the ECU 90 returns the process to step S200.

[0082] In step S210, the ECU 90 judges whether the vehicle SV traveling automatically along the second movement path MP2 has passed the closest obstacle to the front position Pfa (see FIG. 3A). If the vehicle SV has passed the closest obstacle to the front position Pfa (Yes), the ECU 90 determines that the end permission condition is met and advances the process to step S220. On the other hand, if the vehicle SV has not passed the closest obstacle to the front position Pfa (No), the ECU 90 returns the process to step S200. Here, the closest obstacle to the front position Pfa is calculated in advance by the ECU 90. For example, the ECU 90 sets intermediate positions at minute intervals on the set second movement path MP2, estimates the attitude of the vehicle SV when the vehicle SV reaches each intermediate position, and calculates the shortest distance between the vehicle SV and the obstacle at each intermediate position based on the estimated attitude of the vehicle SV and the position information of the obstacle. Then, the intermediate position corresponding to the shortest shortest distance among the calculated shortest distances can be determined as the closest obstacle to the front position Pfa.

[0083] In step S220, the ECU 90 notifies the driver that the leaving assistance control can be ended by steering, that is, that the driving mode can be switched from the automatic driving mode to the manual driving mode. The notification method may be either a display on the display 16 or a voice from the speaker 17, or both.

[0084] In step S230, the ECU 90 determines whether or not a steering operation by the driver has been detected. Whether or not a steering operation by the driver has been detected can be determined, for example, by whether or not the steering torque detected by the steering torque sensor 24 is equal to or greater than a predetermined threshold value. If a steering operation by the driver has been detected (Yes), the ECU 90 advances the process to step S240. On the other hand, if a steering operation by the driver has not been detected (No), the ECU 90 advances the process to step S270.

[0085] In step S270, the ECU 90 determines whether the vehicle SV has reached the target position Ptgt. If the vehicle SV has not reached the target position Ptgt (No), the ECU 90 returns the process to step S230. On the other hand, if the vehicle SV has reached the target position Ptgt (Yes), the ECU 90 advances the process to step S280.

[0086] In step S280, the ECU 90 stops the vehicle SV at the target position Ptgt. Next, in step S290, the driver is notified that the leaving-parking assistance control can be ended by a predetermined ending operation, that is, that the driving mode can be switched from the automatic driving mode to the manual driving mode. The notification method may be either or both of a display on the display 16 and a voice through the speaker 17. Here, the predetermined ending operation may include depressing the accelerator pedal, depressing the brake pedal, steering, turning off the leaving-parking assistance switch 15, and the like. When the ECU 90 detects the predetermined ending operation by the driver in step S295, the ECU 90 proceeds to step S298 and ends the leaving-parking assistance control, that is, switches the driving mode from the automatic driving mode to the manual driving mode.

[0087] If a steering operation by the driver is detected in step S230, the ECU 90 advances the process to step S240 and determines whether or not the driver has depressed the accelerator pedal. If the driver has depressed the accelerator pedal (Yes), the ECU 90 advances the process to step S250 and ends the leaving assistance control, i.e., switches the automatic driving mode to the manual driving mode, and immediately releases the braking force by the braking device 13. In this way, if the driver has depressed the accelerator pedal while the vehicle SV is traveling, the braking force is immediately released, allowing the driver to quickly accelerate the vehicle SV without stopping it.

[0088] On the other hand, if it is determined in step S240 that the driver is not depressing the accelerator pedal (No), the ECU 90 advances the process to step S260. In step S260, the ECU 90 ends the leaving assistance control, i.e., switches the automatic driving mode to the manual driving mode, and gradually releases the braking force by the braking device 13. In this way, if the driver is not depressing the accelerator pedal when ending the leaving assistance control while the vehicle SV is traveling, the braking force is gradually released, thereby effectively preventing the behavior of the vehicle SV from becoming unstable.

[0089] The above is a specific flow of the process of ending the parking assist control in the parking assist mode after parallel parking. According to this embodiment, in the parking assist mode after parallel parking, when the transmission 14 is in the drive range D and the vehicle SV passes the closest position Pfa to the front obstacle, the automatic driving mode is switched to the manual driving mode and the parking assist control is ended.

[0090] That is, the automatic driving mode is switched to the manual driving mode with the transmission 14 reliably set in the drive range D. This makes it possible to effectively prevent the vehicle SV from moving backwards unintentionally when the driver drives the vehicle SV in the manual driving mode after the automatic driving mode has ended, thereby making it possible to reliably improve safety.

[0091] In addition, the system is configured to continue the leaving assistance control even if the driver performs a steering operation until the vehicle SV passes the closest position Pfa to the front obstacle. This effectively prevents the automatic driving mode from switching to the manual driving mode against the driver's will even if the driver performs an erroneous steering operation. In addition, by continuing the leaving assistance control until the vehicle SV passes the closest position Pfa to the front obstacle, the driver can pass the closest position Pfa to the front obstacle while entrusting the driving of the vehicle VS to the leaving assistance control, and the burden on the driver can be reliably reduced.

[0092] Furthermore, according to this embodiment of the device, in the parking exit mode after parallel parking, if the driver performs a steering operation after the vehicle SV passes the closest position Pfa to the obstacle in front, the parking exit assistance control is terminated. If the driver does not perform a steering operation, the parking exit assistance control is terminated when the driver performs a predetermined termination operation after the vehicle SV reaches the target position Ptgt.

[0093] In other words, after the vehicle SV passes the closest position Pfa to the front obstacle, the driver can switch from the automatic driving mode to the manual driving mode at any timing. This allows the driver to switch from the automatic driving mode to the manual driving mode at the optimal timing desired by the driver depending on the driver's driving skill and the surrounding conditions when leaving the parking lot, thereby making it possible to reliably improve convenience.

[0094] [Ending process of exit assistance control in parallel parking forward exit mode] FIG. 8 is a flowchart illustrating the process of ending the pulling out support control that has started through the processes of steps S100 to S160 shown in FIG. 6 in the parallel parking forward pulling out mode.

[0095] In step S300, the ECU 90 judges whether the vehicle SV traveling automatically along the moving path MP has passed the side obstacle closest position Psa (see FIG. 4B). If the vehicle SV has passed the side obstacle closest position (Yes), the ECU 90 determines that the end permission condition is met and advances the process to step S310. On the other hand, if the vehicle SV has not passed the side obstacle closest position Psa (No), the ECU 90 returns the process to step S300. The side obstacle closest position Psa is calculated in advance by the ECU 90. For example, the ECU 90 sets intermediate positions at minute intervals on the set moving path MP, estimates the attitude of the vehicle SV when the vehicle SV reaches each intermediate position, and calculates the shortest distance between the vehicle SV and the obstacle at each intermediate position based on the estimated attitude of the vehicle SV and the position information of the obstacle. Then, the intermediate position corresponding to the shortest shortest distance among the calculated shortest distances can be determined as the side obstacle closest position Psa.

[0096] In step S310, the ECU 90 notifies the driver that the leaving assistance control can be ended by steering, that is, that the driving mode can be switched from the automatic driving mode to the manual driving mode. The notification method may be either or both of a display on the display 16 and a voice from the speaker 17.

[0097] In step S320, the ECU 90 determines whether or not a steering operation by the driver has been detected. If a steering operation by the driver has been detected (Yes), the ECU 90 advances the process to step S330. On the other hand, if a steering operation by the driver has not been detected (No), the ECU 90 advances the process to step S360.

[0098] In step S360, the ECU 90 determines whether the vehicle SV has reached the target position Ptgt. If the vehicle SV has not reached the target position Ptgt (No), the ECU 90 returns the process to step S320. On the other hand, if the vehicle SV has reached the target position Ptgt (Yes), the ECU 90 advances the process to step S370.

[0099] In step S370, the ECU 90 stops the vehicle SV at the target position Ptgt. Next, in step S380, the driver is notified that the leaving-parking assistance control can be ended by a predetermined ending operation, that is, that the driving mode can be switched from the automatic driving mode to the manual driving mode. The notification method may be either or both of a display on the display 16 and a voice through the speaker 17. Here, examples of the predetermined ending operation include depressing the accelerator pedal, depressing the brake pedal, steering, and turning off the leaving-parking assistance switch 15. When the ECU 90 detects the predetermined ending operation by the driver in step S385, the ECU 90 proceeds to step S388 and ends the leaving-parking assistance control, that is, switches the driving mode from the automatic driving mode to the manual driving mode.

[0100] If a steering operation by the driver is detected in step S320, the ECU 90 advances the process to step S330 and determines whether or not the driver has depressed the accelerator pedal. If the driver has depressed the accelerator pedal (Yes), the ECU 90 advances the process to step S340 and ends the leaving assistance control, i.e., switches the automatic driving mode to the manual driving mode, and immediately releases the braking force by the braking device 13. In this way, if the driver has depressed the accelerator pedal when leaving assistance control is to be ended while the vehicle SV is traveling, the braking force is immediately released, allowing the driver to quickly accelerate the vehicle SV without stopping it.

[0101] On the other hand, if it is determined in step S330 that the driver is not depressing the accelerator pedal (No), the ECU 90 advances the process to step S350. In step S350, the ECU 90 ends the leaving assistance control, i.e., switches the automatic driving mode to the manual driving mode, and gradually releases the braking force by the braking device 13. In this way, if the driver is not depressing the accelerator pedal when leaving assistance control is ended while the vehicle SV is traveling, the braking force is gradually released, thereby effectively preventing the behavior of the vehicle SV from becoming unstable.

[0102] The above is a specific flow of the process of ending the exit assist control in the forward parallel parking exit mode. According to this embodiment, when the vehicle SV passes the closest position Psa to a lateral obstacle in the forward parallel parking exit mode, the automatic driving mode is switched to the manual driving mode and the exit assist control is ended.

[0103] That is, the system is configured to continue the leaving assistance control even if the driver performs a steering operation until the vehicle SV passes the closest side obstacle position Psa. This effectively prevents the automatic driving mode from switching to the manual driving mode against the driver's will even if the driver performs an erroneous steering operation. In addition, by continuing the leaving assistance control until the vehicle SV passes the closest side obstacle position Psa, the driver can leave the driving of the vehicle VS to the leaving assistance control and pass the closest side obstacle position Psa, which also makes it possible to reliably reduce the burden on the driver.

[0104] Furthermore, according to this embodiment of the device, in the parallel parking forward exit mode, if the driver performs a steering operation after the vehicle SV passes the closest position Psa to a lateral obstacle, the exit assistance control is terminated, and if the driver does not perform a steering operation, the exit assistance control is terminated when the driver performs a predetermined end operation after the vehicle SV reaches the target position Ptgt.

[0105] In other words, after the vehicle SV passes the closest lateral obstacle position Psa, the driver can switch from the automatic driving mode to the manual driving mode at any timing desired by the driver. This allows the automatic driving mode to be switched to the manual driving mode at the optimal timing desired by the driver depending on the driver's driving skill and the surrounding conditions when leaving the parking lot, thereby making it possible to reliably improve convenience.

[0106] [Ending process of exit assistance control in parallel parking exit mode] FIG. 9 is a flowchart illustrating the process of ending the pulling out support control that has started through the processes of steps S100 to S160 shown in FIG. 6 in the parallel parking pulling out mode.

[0107] In step S400, the ECU 90 determines whether or not the vehicle SV, which has traveled automatically along the first movement path MP1, has reached the travel direction switching position Ps, causing the transmission 14 to be switched to the drive range D. If the transmission 14 has been switched to the drive range D (Yes), the ECU 90 advances the process to step S410. On the other hand, if the transmission 14 has not been switched to the drive range D (No), the ECU 90 returns the process to step S400.

[0108] In step S410, the ECU 90 determines whether the vehicle SV, which is automatically traveling along the second movement path MP2, has reached the forward exit position Paf (see FIG. 5(C)). If the vehicle SV has reached the forward exit position Paf (Yes), the ECU 90 determines that the termination permission condition is met and proceeds to step S420. On the other hand, if the vehicle SV has not reached the forward exit position Paf (No), the ECU 90 returns the process to step S400.

[0109] In step S420, the ECU 90 notifies the driver that the leaving assistance control can be ended by steering, that is, that the driving mode can be switched from the automatic driving mode to the manual driving mode. The notification method may be either a display on the display 16 or a voice from the speaker 17, or both.

[0110] In step S430, the ECU 90 determines whether or not a steering operation by the driver has been detected. If a steering operation by the driver has been detected (Yes), the ECU 90 advances the process to step S440. On the other hand, if a steering operation by the driver has not been detected (No), the ECU 90 advances the process to step S470.

[0111] In step S470, the ECU 90 determines whether the vehicle SV has reached the target position Ptgt. If the vehicle SV has not reached the target position Ptgt (No), the ECU 90 returns the process to step S430. On the other hand, if the vehicle SV has reached the target position Ptgt (Yes), the ECU 90 advances the process to step S480.

[0112] In step S480, the ECU 90 stops the vehicle SV at the target position Ptgt. Next, in step S490, the driver is notified that the leaving-parking assistance control can be ended by a predetermined ending operation, that is, that the driving mode can be switched from the automatic driving mode to the manual driving mode. The notification method may be either or both of a display on the display 16 and a voice through the speaker 17. Here, examples of the predetermined ending operation include depressing the accelerator pedal, depressing the brake pedal, steering, and turning off the leaving-parking assistance switch 15. When the ECU 90 detects the predetermined ending operation by the driver in step S495, the ECU 90 proceeds to step S498 and ends the leaving-parking assistance control, that is, switches the driving mode from the automatic driving mode to the manual driving mode.

[0113] If a steering operation by the driver is detected in step S430, the ECU 90 advances the process to step S440 and determines whether or not the driver has depressed the accelerator pedal. If the driver has depressed the accelerator pedal (Yes), the ECU 90 advances the process to step S450 and ends the leaving assistance control, that is, switches the automatic driving mode to the manual driving mode, and immediately releases the braking force by the braking device 13. In this way, if the driver has depressed the accelerator pedal when the leaving assistance control is to be ended while the vehicle SV is traveling, the braking force is immediately released, allowing the driver to quickly accelerate the vehicle SV without stopping it.

[0114] On the other hand, if it is determined in step S440 that the driver is not depressing the accelerator pedal (No), the ECU 90 advances the process to step S460. In step S460, the ECU 90 ends the leaving assistance control, i.e., switches the automatic driving mode to the manual driving mode, and gradually releases the braking force by the braking device 13. In this way, if the driver is not depressing the accelerator pedal when leaving assistance control is ended while the vehicle SV is traveling, the braking force is gradually released, thereby effectively preventing the behavior of the vehicle SV from becoming unstable.

[0115] The above is a specific flow of the process of ending the pulling out assistance control in the parallel parking pulling out mode. According to this embodiment, in the parallel parking pulling out mode, when the transmission 14 is in the drive range D and the vehicle SV reaches the forward pulling out position Paf, if the driver's steering operation is detected, the automatic driving mode is switched to the manual driving mode and the pulling out assistance control is ended.

[0116] That is, the automatic driving mode is switched to the manual driving mode with the transmission 14 reliably set in the drive range D. This makes it possible to effectively prevent the vehicle SV from moving backwards unintentionally when the driver drives the vehicle SV in the manual driving mode after the automatic driving mode has ended, thereby making it possible to reliably improve safety.

[0117] In addition, the system is configured to continue the leaving assistance control even if the driver performs a steering operation until the vehicle SV reaches the forward leaving position Paf. This effectively prevents the automatic driving mode from switching to the manual driving mode against the driver's will even if the driver performs an erroneous steering operation. In addition, by continuing the leaving assistance control until the vehicle SV reaches the forward leaving position Paf, the driver can reach the forward leaving position Paf while entrusting the driving of the vehicle VS to the leaving assistance control, and the burden on the driver can be reliably reduced.

[0118] In addition, according to this embodiment of the device, in the parallel parking exit mode, if the driver performs a steering operation after the vehicle SV reaches the forward exit position Paf, the exit assistance control is terminated, and if the driver does not perform a steering operation, the exit assistance control is terminated when the driver performs a predetermined termination operation after the vehicle SV reaches the target position Ptgt.

[0119] In other words, after the vehicle SV reaches the forward exit possible position Paf, the driver can switch from the automatic driving mode to the manual driving mode at any timing. This allows the driver to switch from the automatic driving mode to the manual driving mode at the optimal timing desired by the driver depending on the driver's driving skill and the surrounding conditions when leaving the parking lot, thereby reliably improving convenience.

[0120] The present invention is not limited to the above-described embodiment, and various modifications can be made within the scope of the present invention.

[0121] For example, in the above embodiment, the ECU 90 has been described as determining the shift pattern, steering angle pattern, and speed pattern as the leaving assistance control, but it is also possible to configure the ECU 90 to determine at least the steering angle pattern, and leave the shift pattern and speed pattern to manual operation by the driver. [Explanation of symbols]

[0122] 10... Exit assistance device, 11... Drive device, 12... Steering device, 13... Braking device, 14... Transmission device, 15... Exit assistance switch, 16... Display, 17... Speaker, 20... Vehicle state acquisition device, 40... Surrounding recognition device, 90... ECU, 100... Parking area, 200... Traveling road area, SV... Vehicle

Claims

1. an information acquisition unit that acquires vehicle surroundings information including information about objects around the vehicle; a control unit that, when the vehicle parked in parallel in a parking area is to be pulled out to a driving road area, sets a movement path for moving the vehicle from the parking area to a predetermined target position in the driving road area based on the vehicle surroundings information, sets a control amount for driving the vehicle along the movement path, and performs pulling-out assistance control to control the driving of the vehicle based on the control amount, The control unit is a termination permission condition is that the vehicle traveling along the movement path passes a predetermined position closest to the object, and even if a termination request from a driver is detected while the vehicle is traveling on the path from the start of the leaving assistance control to the establishment of the termination permission condition, the automatic driving mode for implementing the leaving assistance control is continued, and if a termination request from a driver is detected while the vehicle is traveling on the path after the establishment of the termination permission condition, the automatic driving mode is switched to a manual driving mode and the leaving assistance control is terminated; When the leaving assistance control is terminated due to detection of a driver's request for termination before the vehicle reaches the target position after the termination permission condition is established, if the driver is depressing an accelerator pedal, the braking force of the vehicle is immediately released, whereas if the driver is not depressing an accelerator pedal, the braking force is gradually released. Delivery support device.

2. an information acquisition unit that acquires vehicle surroundings information including information about objects around the vehicle; a control unit that, when the vehicle parked in a parallel parking area is to be pulled out to a driving road area, sets a movement path for moving the vehicle from the parking area to a predetermined target position in the driving road area based on the vehicle surroundings information, sets a control amount including at least a target steering angle for driving the vehicle along the movement path, and performs pulling-out assistance control to control the driving of the vehicle based on the control amount, The control unit is a termination permission condition is that the vehicle traveling along the movement path reaches a predetermined position where the vehicle can move to the target position if it moves forward while maintaining the target steering angle at that time, and while the vehicle is traveling along the path from the start of the leaving assistance control to the establishment of the termination permission condition, even if a termination request from the driver is detected, the automatic driving mode for implementing the leaving assistance control is continued, and while the vehicle is traveling along the path after the establishment of the termination permission condition, the automatic driving mode is switched to a manual driving mode and the leaving assistance control is terminated, When the leaving assistance control is terminated due to detection of a driver's request for termination before the vehicle reaches the target position after the termination permission condition is established, if the driver is depressing an accelerator pedal, the braking force of the vehicle is immediately released, whereas if the driver is not depressing an accelerator pedal, the braking force is gradually released. Delivery support device.

3. The delivery assistance device according to claim 1 or 2, The control unit is When the transmission of the vehicle is in the drive range and a driver's request to end the control is detected after the end permission condition is satisfied, the automatic driving mode is switched to a manual driving mode and the leaving assistance control is ended. Delivery support device.

4. The delivery support device according to any one of claims 1 to 3, The control unit is If a driver's request to end the vehicle is not detected before the vehicle reaches the target position after the end permission condition is satisfied, the vehicle is moved to the target position by the leaving assistance control, and after the vehicle is stopped at the target position, the automatic driving mode is switched to a manual driving mode and the leaving assistance control is terminated. Delivery support device.

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