Vehicle driving support device

Abstract

To provide a driving support apparatus of a vehicle which allows for appropriate entering with respect to a parking space in adequate consideration of the safety in leaving the parking space.SOLUTION: When an own vehicle M enters a parking area, a travel_ECU14 sets a parking space in which the own vehicle M can park; predicts a possibility of snow accumulation after the parking of the own vehicle M in the parking space; and, when it is determined that the possibility of snow accumulation exists, executes a parking control so that the own vehicle M is made to enter the parking space in such a direction that it can leave the parking space in a forward movement.SELECTED DRAWING: Figure 17

Description

Technical Field

[0001] The present invention relates to a driving support device for a vehicle having a parking support control function in a parking lot.

Background Art

[0002] In recent years, in vehicles such as automobiles, in order to reduce the burden on the driver's driving operation and improve safety, driving support devices for assisting the driver's driving operation have been put into practical use. In this type of driving support device, there are driving support modes for performing steering support control and acceleration / deceleration control on the premise of the driver's main driving operation, and various technologies for driving support modes (so-called, automatic driving modes) for causing the vehicle to travel without requiring the driver's driving operation have been developed.

[0003] The driving support control in each driving support mode is basically realized by including a following vehicle distance control (ACC: Adaptive Cruise Control) function, a lane center maintenance control (ALKC: Active Lane Keep Centering) function, and the like. And by such driving support control, the vehicle can be automatically driven along the driving lane while maintaining the vehicle distance from the preceding vehicle.

[0004] Furthermore, in this type of driving support device, many technologies have been proposed to extend the driving support control to the parking support control in a parking lot. In such parking support control, it is important to set an appropriate parking direction with respect to the parking space. As a technology for setting the parking direction, for example, in Patent Document 1, backward parking (reverse parking) with respect to the parking space is set as the default, and when a plant is identified in the depth portion of the parking space as a result of image analysis of the parking space where the own vehicle is to be parked, a technology for setting the parking direction with respect to the parking space to forward parking (forward parking) is disclosed.

Prior Art Documents

Patent Documents

[0005] Patent Document 1 Japanese Patent Application Laid-Open No. 2010-202018 Summary of the Invention Problems to be Solved by the Invention

[0006] However, the technology disclosed in the above Patent Document 1 does not sufficiently consider the safety at the time of leaving the parking space when setting the entry direction for the parking space. Therefore, with the technology disclosed in the above Patent Document 1, when the own vehicle is made to reverse out of the parking space after a predetermined time has elapsed since the own vehicle entered the parking space forward, there is a possibility that it may be difficult to ensure sufficient safety.

[0007] The present invention has been made in view of the above circumstances, and an object thereof is to provide a vehicle driving support device that can perform optimal parking with respect to a parking space while sufficiently considering the safety at the time of leaving the parking space. Means for Solving the Problems

[0008] A vehicle driving support device according to an aspect of the present invention includes a parking space setting means for setting a parking space in which the own vehicle can park when the own vehicle enters a parking lot, a snow accumulation prediction means for predicting the possibility of snow accumulation after parking in the parking space, and when it is determined by the snow accumulation prediction means that there is a possibility of snow accumulation, parking control for the parking space is performed so that the own vehicle is parked in a direction in which it can move forward and out of the parking space, a driving environment recognition means for recognizing driving environment information outside the vehicle, and an exit possible direction determination means for determining whether the direction in which the vehicle can exit from the parking space is two directions in the front and rear or one direction based on the driving environment information. When the snow accumulation prediction means determines that there is a possibility of snow accumulation, and the vehicle exit direction determination means determines that there is only one direction in which the vehicle can exit from the parking space, the parking control means reversely parks the host vehicle in the parking space. 。 A vehicle driving support device according to an aspect of the present invention includes: a parking space setting means for setting a parking space in which the host vehicle can park when the host vehicle enters a parking lot; a snow accumulation prediction means for predicting the possibility of snow accumulation after parking in the parking space; a parking control means for performing parking control with respect to the parking space so that when the snow accumulation prediction means determines that there is a possibility of snow accumulation, the host vehicle is parked in the parking space in a direction in which it can move forward and exit from the parking space; a driving environment recognition means for recognizing the driving environment information outside the vehicle; and an exit possible direction determination means for determining, based on the driving environment information, whether the direction in which the vehicle can exit from the parking space is two directions in the front and rear or one direction. When the snow accumulation prediction means determines that there is a possibility of snow accumulation, and the exit possible direction determination means determines that the direction in which the vehicle can exit from the parking space is two directions in the front and rear, the parking control means parks the host vehicle in the parking space by moving forward. Advantages of the Invention

[0009] According to the driving support device for a vehicle of the present invention, optimal parking can be performed with respect to the parking space while fully considering the safety at the time of leaving the warehouse.

Brief Description of the Drawings

[0010]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Figure 9

Figure 10

Figure 11

Figure 12

Figure 13

Figure 14

Figure 15

Figure 16

Figure 17

Figure 18

Best Mode for Carrying Out the Invention

[0011] Hereinafter, embodiments of the present invention will be described with reference to the drawings. The drawings relate to one embodiment of the present invention, and FIG. 1 is an overall configuration diagram of the driving support device.

[0012] As shown in FIG. 1, the driving support device 1 is configured to include, for example, a camera unit 10 fixed to the upper center of the front part in the passenger compartment of a vehicle (own vehicle) M.

[0013] This camera unit 10 is configured to include a stereo camera 11, an image processing unit (IPU) 12, an image recognition unit (image recognition_ECU) 13, and a travel control unit (travel_ECU) 14.

[0014] 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, for example, at symmetric positions with respect to the center in the vehicle width direction. Further, the main camera 11a and the sub-camera 11b are each configured by, for example, a CMOS or the like, and stereo image-capture the driving environment in the forward area Af outside the vehicle (see FIG. 2) from different viewpoints at a predetermined imaging cycle in which they are synchronized with each other.

[0015] The IPU 12 performs predetermined image processing on the driving environment image captured by the stereo camera 11, and detects edges of various objects such as three-dimensional objects represented on the image and lane lines on the road surface. Then, the IPU 12 obtains distance information from the position displacement amount of corresponding edges in the left and right images, and generates image information (distance image information) including the distance information.

[0016] The image recognition ECU 13 determines the road curvature [1 / m] of the dividing line that demarcates the left and right sides of the driving path (the vehicle's own driving path) on which the host vehicle M travels, and the width between the left and right dividing lines (the lane width), based on the distance image information received from the IPU 12 and the like. Various methods for determining this road curvature and lane width are known. For example, the image recognition ECU 13 recognizes the left and right dividing lines through binarization processing based on luminance differences according to the driving environment information, and determines the curvature of the left and right dividing lines for each predetermined section using a curve approximation formula by the least squares method or the like. Further, the image recognition ECU 13 calculates the lane width from the difference in the curvatures of the left and right dividing lines.

[0017] Then, the image recognition ECU 13 calculates the vehicle lateral position deviation and the like, which is the distance from the center of the lane to the center in the vehicle width direction of the host vehicle M, based on the curvatures of the left and right dividing lines and the lane width.

[0018] Also, the image recognition ECU 13 performs predetermined pattern matching or the like on the distance image information to recognize guardrails, curbstones, and three-dimensional objects such as surrounding vehicles that extend along the road. Here, in the recognition of three-dimensional objects by the image recognition ECU 13, for example, recognition of the type of three-dimensional object, the distance to the three-dimensional object, the speed of the three-dimensional object, the relative speed between the three-dimensional object and the host vehicle M, and the like is performed.

[0019] The various types of information recognized by the image recognition ECU 13 are output as driving environment information to the driving ECU (driving ECU) 14.

[0020] In this way, in the present embodiment, the image recognition ECU 13, together with the stereo camera 11 and the IPU 12, realizes the function as a driving environment recognition means for recognizing the driving environment information outside the vehicle.

[0021] The driving ECU 14 is a control unit for overall control of the driving assistance device 1.

[0022] This traveling ECU 14 is connected via an in-vehicle communication line such as CAN (Controller Area Network) to various control units, for example, a cockpit control unit (CP_ECU) 21, an engine control unit (E / G_ECU) 22, a transmission control unit (T / M_ECU) 23, a brake control unit (BK_ECU) 24, and a power steering control unit (PS_ECU) 25.

[0023] Furthermore, various sensors are connected to the traveling ECU 14, for example, a locator unit 36, a left front side sensor 37lf, a right front side sensor 37rf, a left rear side sensor 37lf, a right rear side sensor 37rr, and a rear sensor 38.

[0024] The CP_ECU 21 is connected to a transceiver 30 for wireless communication with the outside of the vehicle and a human machine interface (HMI) 31 disposed around the driver's seat. The transceiver 30 can perform, for example, vehicle-road communication with a communication infrastructure installed on the roadside and vehicle-vehicle communication with transceivers of other vehicles. This transceiver 30 can receive various information such as weather information (for example, current weather and weather forecast) around the host vehicle M through vehicle-road communication or vehicle-vehicle communication. The HMI 31 is configured to have, for example, a switch for instructing execution of various driving support controls, a mode change switch for switching driving support modes, a steering touch sensor for detecting the driver's steering state, a driver monitoring system (DMS) for detecting the driver's face authentication and line of sight, a touch panel type display, a combination meter, and a speaker.

[0025] When the CP_ECU21 receives a control signal from the traveling_ECU14, it appropriately notifies the driver of various warnings regarding the preceding vehicle and the like, the implementation status of the driving support control, and various information regarding the driving environment of the host vehicle M, etc., by means of display, voice, etc. through the HMI31. Further, the CP_ECU21 outputs various received information such as weather information received by the transceiver 30 to the traveling_ECU14. Furthermore, the CP_ECU25 outputs various input information such as the on / off operation state of various driving support controls input by the driver through the HMI31 to the traveling_ECU14.

[0026] On the output side of the E / G_ECU22, a throttle actuator 32 of an electronic control throttle and the like are connected. Also, on the input side of the E / G_ECU22, various sensors such as an accelerator sensor (not shown) are connected.

[0027] The E / G_ECU22 performs drive control on the throttle actuator 32 based on a control signal from the traveling_ECU14 or a detection signal from various sensors and the like. Thereby, the E / G_ECU22 adjusts the intake air amount of the engine and generates a desired engine output. Also, the E / G_ECU22 outputs signals such as the accelerator opening detected by various sensors to the traveling_ECU14.

[0028] On the output side of the T / M_ECU23, a hydraulic control circuit 33 is connected. Also, on the input side of the T / M_ECU23, various sensors such as a shift position sensor (not shown) are connected. The T / M_ECU23 performs hydraulic control on the hydraulic control circuit 33 based on the engine torque signal estimated by the E / G_ECU22, a detection signal from various sensors, and the like. Thereby, the T / M_ECU23 operates friction engagement elements, pulleys, etc. provided in the automatic transmission and shifts the engine output at a desired gear ratio. Also, the T / M_ECU23 outputs signals such as the shift position detected by various sensors to the traveling_ECU14.

[0029] On the output side of the BK_ECU 24, a brake actuator for adjusting the brake hydraulic pressure output to the brake wheel cylinders provided on each wheel is connected. On the input side of the BK_ECU 24, various sensors such as a brake pedal sensor, a yaw rate sensor, a longitudinal and lateral acceleration sensor, and a vehicle speed sensor (not shown) are connected.

[0030] Based on the control signal from the driving_ECU 14 or the detection signals from various sensors, the BK_ECU 24 performs drive control on the brake actuator. Thereby, the BK_ECU 24 appropriately generates the braking force for performing forced braking control or yaw rate control on the host vehicle M on each wheel. Further, the BK_ECU 24 outputs signals such as the brake operation state, yaw rate, longitudinal and lateral acceleration, and vehicle speed (host vehicle speed) detected by various sensors to the driving_ECU 14.

[0031] On the output side of the PS_ECU 25, an electric power steering motor 35 that applies a steering torque by the rotational force of a motor to the steering mechanism is connected. On the input side of the PS_ECU 25, various sensors such as a steering torque sensor and a steering angle sensor are connected.

[0032] Based on the control signal from the driving_ECU 14 or the detection signals from various sensors, the PS_ECU 25 performs drive control on the electric power steering motor 35. Thereby, the PS_ECU 25 generates a steering torque for the steering mechanism. Further, the PS_ECU 25 outputs signals such as the steering torque and steering angle detected by various sensors to the driving_ECU 14.

[0033] The locator unit 36 is configured to include a GNSS sensor 36a and a high-precision road map database (road map DB) 36b.

[0034] The GNSS sensor 36a measures the position (latitude, longitude, altitude, etc.) of the host vehicle M by receiving positioning signals transmitted from a plurality of positioning satellites.

[0035] The road map DB 36b is a large-capacity storage medium such as an HDD, in which high-precision road map information (dynamic map) is stored. This road map DB 36b holds lane width data, lane center position coordinate data, lane traveling azimuth angle data, speed limits, etc. as lane data required for performing autonomous driving. This lane data is stored at several-meter intervals for each lane on the road map. In addition, the road map DB holds information on various facilities and parking lots, etc. The road map DB 36b outputs road map information within a set range based on the vehicle position measured by the GNSS sensor 36a to the driving ECU 14 as driving environment information, for example, based on a request signal from the driving ECU 14.

[0036] Thus, in this embodiment, the road map DB 36b, together with the GNSS sensor 36a, realizes a function as a driving environment recognition means for recognizing driving environment information outside the vehicle.

[0037] The left front side sensor 37lf and the right front side sensor 37rf are constituted by, for example, millimeter-wave radars. These left front side sensor 37lf and right front side sensor 37rf are respectively disposed, for example, on the left and right side portions of the front bumper. The left front side sensor 37lf and the right front side sensor 37rf detect three-dimensional objects existing in the left and right obliquely front and side regions Alf, Arf (see FIG. 2) of the host vehicle M, which are difficult to recognize in the images of the stereo camera 11, as driving environment information.

[0038] The left rear side sensor 37lr and the right rear side sensor 37rr are constituted by, for example, millimeter-wave radars. These left rear side sensor 37lr and right rear side sensor 37rr are respectively disposed, for example, on the left and right side portions of the rear bumper. The left rear side sensor 37lf and the right rear side sensor 37rf detect three-dimensional objects existing in the left and right obliquely side and rear regions Alr, Arr (see FIG. 2) of the host vehicle M, which are difficult to recognize by the left front side sensor 37lf and the right front side sensor 37rf, as driving environment information.

[0039] Here, the millimeter-wave radar that constitutes each radar detects mainly three-dimensional objects such as following vehicles by analyzing the reflected wave from an object with respect to the emitted radio wave. Specifically, each radar detects, as information regarding the three-dimensional object, the lateral width of the three-dimensional object, the position of the representative point of the three-dimensional object (relative position with respect to the host vehicle M), the speed, and the like.

[0040] As described above, in the present embodiment, the front side sensor 37lf, the right front side sensor 37rf, the left rear side sensor 37lr, and the right rear side sensor 37rr realize the function as a driving environment recognition means for recognizing the driving environment information outside the vehicle.

[0041] The rear sensor 38 is constituted by, for example, a sonar. This rear sensor 38 is disposed, for example, on the rear bumper. The rear sensor 38 detects, as driving environment information, three-dimensional objects existing in the rear area Ar (see FIG. 2) of the host vehicle M that are difficult to recognize by the left rear side sensor 37lr and the right rear side sensor 37rr.

[0042] As described above, in the present embodiment, the rear sensor 38 realizes the function as a driving environment recognition means for recognizing the driving environment information outside the vehicle.

[0043] Note that the coordinates of each object outside the vehicle included in the driving environment information recognized by the image recognition ECU 13, the driving environment information recognized by the locator unit 36, the driving environment information recognized by the left front side sensor 37lf, the driving environment information recognized by the right front side sensor 37rf, the driving environment information recognized by the left rear side sensor 37lf, the driving environment information recognized by the right rear side sensor 37rr, and the driving environment information recognized by the rear sensor 38 are all converted into coordinates in a three-dimensional coordinate system (see FIG. 2) with the center of the host vehicle M as the origin in the driving ECU 14.

[0044] The traveling ECU 14 is set with a manual driving mode, a first driving control mode and a second driving control mode which are modes for driving control, and an evacuation mode as driving modes. Each of these driving modes can be selectively switched in the traveling ECU 14 based on, for example, the operation status of a mode change switch provided on the HMI 31.

[0045] Here, the manual driving mode is a driving mode that requires steering by the driver. For example, it is a driving mode in which the host vehicle M is driven according to driving operations such as steering operation, accelerator operation, and brake operation by the driver.

[0046] Similarly, the first driving control mode is also a driving mode that requires steering by the driver. That is, the first driving control mode mainly performs adaptive cruise control (ACC) and active lane keep centering (ALKC) control and active lane keep bouncing control by appropriately combining them through controls such as the E / G_ECU 22, BK_ECU 24, and PS_ECU 25 while reflecting the driving operation by the driver, so as to drive the host vehicle M along the target driving route. It is a so-called semi-automatic driving mode.

[0047] Here, the following control of the preceding vehicle is basically performed based on the driving environment information input from the image recognition ECU 13. That is, the following control of the preceding vehicle is performed based on, for example, the information of the preceding vehicle included in the driving environment information from the image recognition ECU 13.

[0048] In addition, the lane center maintenance control and the lane departure suppression control are basically performed based on the driving environment information input from at least one of the image recognition _ ECU13 or the locator unit 36. That is, the lane center maintenance control and the lane departure suppression control are performed based on, for example, the lane division line information included in the driving environment information from the image recognition _ ECU13 or the locator unit 36.

[0049] In addition, the second driving control mode is an automatic driving mode in which, without requiring the driver to perform steering, accelerator, and brake operations, the host vehicle M is caused to travel according to the target route (route map information) by appropriately combining, for example, the preceding vehicle following control, the lane center maintenance control, and the lane departure suppression control through the control of the E / G_ECU22, BK_ECU24, PS_ECU25, etc.

[0050] The evacuation mode is, for example, a mode for automatically stopping the host vehicle M on the roadside strip or the like when, during traveling in the second driving control mode, the traveling in this mode becomes impossible to continue and the driver cannot take over the driving operation (that is, when it is impossible to transition to the manual driving mode or the first driving control mode).

[0051] In addition, the driving _ ECU14 performs appropriate emergency braking (AEB (Autonomous Emergency Braking): collision damage reduction braking) control on obstacles such as vehicles that are likely to collide with the host vehicle M in each of the above driving modes.

[0052] Furthermore, when it is determined that it is difficult to avoid a collision with an obstacle by the emergency braking control, the driving _ ECU14 can perform emergency steering control for avoiding a collision with the obstacle instead of or in combination with the emergency braking control.

[0053] Here, the emergency braking control and the emergency steering control are basically performed based on the driving environment information input from the image recognition ECU 13. That is, the emergency braking control and the emergency steering control are performed based on, for example, obstacle information such as a preceding vehicle or a stopped vehicle included in the driving environment information from the image recognition ECU 13. At this time, in order to avoid collisions with vehicles traveling side by side or following vehicles, etc., the traveling environment information including following vehicle information and side-by-side vehicle information, etc. from the left and right front side sensors 37lf, 37rf, the left and right rear side sensors 37lr, 37rr, and the rear sensor 38 is referred to.

[0054] Furthermore, when the host vehicle M enters a parking lot, the travel ECU 14 performs parking control.

[0055] In this parking control, the travel ECU 14 first sets an optimal parking space where the host vehicle M can park.

[0056] When setting this parking space, the travel ECU 14 first searches for a parking space where the host vehicle M can park. That is, the travel ECU 14 searches for a parking space within a search area Sa preset in front of the host vehicle M based on, for example, the driving environment information input from the image recognition ECU 13 and the left and right front side sensors 37lf, 37rf. Note that, for example, as shown in FIGS. 3 and 4, the search area Sa moves as the host vehicle M travels.

[0057] Specifically, the travel ECU 14 searches for a parking space within the search area Sa based on, for example, the lane line information on the road surface included in the driving environment information from the image recognition ECU 13. When a parking space is detected, the travel ECU 14 checks whether there is a parked vehicle within the detected parking space based on, for example, the three-dimensional object information included in the driving environment information from the image recognition ECU 13 and the left and right front side sensors 37lf, 37rf. Then, the travel ECU 14 extracts a parking space where there is no parked vehicle as a parking space where the host vehicle M can park.

[0058] Further, the driving ECU 14 recognizes, for example, the slope (road surface gradient) of the parking space where the host vehicle M can park based on the driving environment information from the image recognition ECU 14, and also recognizes whether there is a wheel stop in the parking space where the host vehicle M can park (see FIGS. 3 to 5).

[0059] Further, the driving ECU 14 determines, for example, the optimal parking direction for the parking space where the host vehicle M can park based on the driving environment information from the image recognition ECU 14 or the like, and also determines the direction in which the vehicle can leave the parking space when parked in the optimal parking direction. Specifically, the driving ECU 14 determines that forward parking is generally appropriate for a parking space where both the front and rear ends face the passage and there is no wheel stop or the like. Then, the driving ECU 14 determines that the vehicle can leave the parking space in two directions, forward and backward, for such a parking space.

[0060] Also, the wheel stop driving ECU 14 determines that reverse parking is generally appropriate for a parking space where there is a wheel stop or the like. Then, the driving ECU 14 determines that the vehicle can leave the parking space in the forward direction for such a parking space.

[0061] However, when the driving ECU 14 determines that it is difficult to reverse-park the host vehicle M without making, for example, three or more turns for a parking space where there is a wheel stop or the like, or when a sign or the like indicating forward parking is recognized in the driving environment information, the driving ECU 14 determines that forward parking is appropriate. Then, the driving ECU 14 determines that the vehicle can leave the parking space in the reverse direction for such a parking space.

[0062] These pieces of information, such as the slope of the road surface of the parking space, the presence or absence of a wheel stop, the appropriate parking direction, and the direction in which the vehicle can leave the parking space, are stored in the driving ECU 14 as supplementary information for each parking space where the host vehicle M can park.

[0063] Next, the traveling ECU 14 calculates an evaluation value Ev for a parking space where the host vehicle M can be parked. This evaluation value Ev includes an evaluation of the inhibiting factors at the time of shipment as an evaluation item. Note that the evaluation value Ev is calculated to be a higher value as the inhibiting factor is smaller.

[0064] Specifically, as an evaluation regarding the inhibiting factors at the time of shipment, the traveling ECU 14 evaluates, for example, the direction of departure from the parking space. That is, the traveling ECU 14 calculates an evaluation value Ev1 with reference to a preset map (see, for example, FIG. 6) or the like according to whether the possible directions of departure from the parking space are two directions in the front and rear, the forward direction, or the reverse direction. This evaluation value Ev1 is set to a highest value for a parking space where departure in two directions in the front and rear is possible, and then in descending order, a higher value is set for a parking space where forward departure is possible and a parking space where reverse departure is possible.

[0065] Also, as an evaluation regarding the inhibiting factors at the time of shipment, the traveling ECU 14 evaluates, for example, the road surface condition within the parking space. The evaluation of the road surface condition within the parking space is performed based on at least the presence or absence of snow accumulation. That is, the traveling ECU 14 calculates an evaluation value Ev2 with reference to a preset map (see, for example, FIG. 10) or the like according to whether the parking space is a dry road surface, a wet road surface, a snow-packed road surface, a non-snow-packed road surface, or a frozen road surface. This evaluation value Ev2 is set to a higher value as the road surface condition is less likely to cause the wheels to slip at the time of departure. For example, the evaluation value Ev2 is set to the highest value when the parking space is a dry road surface, and then in descending order, a higher value is set for the cases of a wet road surface, a snow-packed road surface, a non-snow-packed road surface, and a frozen road surface.

[0066] Here, regarding the road surface condition within the parking space, for example, it is estimated based on the road surface condition of the passage leading to the parking space. That is, the traveling ECU 14 determines, for example, whether the passage is a dry road surface, a wet road surface, or a snowy road surface based on the luminance of the image of the passage captured by the stereo camera 11. Further, when the traveling ECU 14 determines that it is a wet road surface, it refers to the outside air temperature, etc., and when the outside air temperature is equal to or lower than the set temperature (for example, 0°C or lower), it determines that the road surface (wet road surface) is a frozen road surface. Also, when the traveling ECU 14 determines that it is a snowy road surface, the traveling ECU 14 determines, for example, whether the road surface is a compacted snow road surface or a non-compacted snow road surface based on the height H from the road surface to the stereo camera 11. That is, for example, in the case of the host vehicle M traveling on a snowy road surface, since the vehicle body sinks into the snow (see FIGS. 8 and 9), the height H from the road surface to the stereo camera 11 becomes lower compared to the case of traveling on a road surface without snow accumulation. Further, even on a snowy road surface, when the host vehicle M is traveling on a non-compacted snow road surface, generally the amount of vehicle body sinking becomes larger, so the height H from the road surface to the stereo camera 11 becomes lower compared to the case of traveling on a compacted snow road surface. Therefore, when the host vehicle M is traveling on a snowy road surface, the traveling ECU 14 determines, for example, that it is traveling on a compacted snow road surface when the height H is equal to or higher than a preset threshold value, and determines that it is traveling on a non-compacted snow road surface when the height H is less than the threshold value.

[0067] Note that the traveling ECU 14 may, for example, cause the BK ECU 24 or the like to estimate the road surface friction coefficient by having the host vehicle M travel within the parking lot for a predetermined distance or more, and set the evaluation value Ev2 regarding the road surface condition higher as the road surface friction coefficient becomes higher.

[0068] In addition, as an evaluation of the inhibiting factors at the time of leaving the warehouse, the traveling ECU 14 evaluates the slope of the parking space in the leaving direction. That is, the traveling ECU 14 calculates an evaluation value Ev3 with reference to a preset map (for example, refer to FIG. 11) or the like according to whether the slope of the road surface of the parking space is flat, has a downward slope in the leaving direction, or has an upward slope in the leaving direction, etc. This evaluation value Ev3 is set to the highest value, for example, when there is no slope in the leaving direction (when the road surface of the parking space is flat), and then in the order of when there is a downward slope in the leaving direction and when there is an upward slope in the leaving direction. Here, the case where the parking space is a flat road surface without a slope does not refer to a strictly horizontal road surface, but refers to, for example, the case where the slope angle of the parking space is less than ±5°. Also, for a parking space with a slope in the front and rear two directions in the leaving direction, it is evaluated as, for example, a parking space with a downward slope in the leaving direction. Note that it is also possible to calculate detailed values for the evaluation value Ev3 for a parking space with a slope in the leaving direction according to the slope angle.

[0069] Then, the traveling ECU 14 calculates a comprehensive evaluation value Ev for each parking space based on the evaluation values Ev1 to Ev3 for each inhibiting factor at the time of leaving the warehouse set in this way. For example, the traveling ECU 14 can calculate the evaluation value Ev by weighted-averaging the evaluation values Ev1 to Ev3 for each inhibiting factor at the time of leaving the warehouse. Of course, other inhibiting factors or evaluation items other than the inhibiting factors may be taken into account in the evaluation value Ev.

[0070] Next, the traveling ECU 14 preferentially selects, as a parking space for parking the host vehicle M, a parking space with a relatively high evaluation value Ev among the detected parking spaces.

[0071] Specifically, the traveling ECU 14 extracts parking spaces whose evaluation value Ev is equal to or higher than a preset threshold value Evth, and preferentially selects and sets, as a parking space for parking the host vehicle M, the parking space with the highest evaluation value Ev among these extracted parking spaces.

[0072] Here, when no parking space with an evaluation value Ev equal to or higher than the threshold value Evth has been detected yet, the traveling_ECU 14 continues to search for a new parking space associated with the traveling of the host vehicle M without, for example, setting a parking space. Such a search for a parking space is performed, for example, until the host vehicle M finishes searching the entire area within the parking lot or until a parking space with an evaluation value Ev equal to or higher than the threshold value Evth is detected.

[0073] When a parking space is set, the traveling_ECU 14 performs parking control for the set parking space.

[0074] That is, basically, the traveling_ECU 14 sets the traveling trajectory of the host vehicle M to the parking space according to the supplementary information of the set parking space (that is, whether the parking space is suitable for forward parking or reverse parking).

[0075] However, the traveling_ECU 14 predicts the possibility of snow accumulation after parking the host vehicle M in the parking space based on weather information and the like. When it is determined that there is a possibility of snow accumulation, even if it is a parking space suitable for forward parking, a traveling trajectory for reverse parking is set.

[0076] When the current driving mode is the manual driving mode or the first driving control mode, the traveling_ECU 14 displays the traveling trajectory to the parking space through the HMI 31 or the like (see FIGS. 12 and 13). Alternatively, when the current driving mode is the second driving control mode, the traveling_ECU 14 parks the host vehicle M in the parking space through steering control or the like based on the set traveling trajectory.

[0077] As described above, in the present embodiment, the traveling_ECU 14 realizes each function as a parking space detection means, an evaluation value calculation means, a deliverable direction determination means, a parking space setting means, and a parking control means.

[0078] Next, the setting of the parking space executed in the traveling ECU 14 will be described according to the flowchart of the parking space setting routine shown in FIG. 14. This routine is, for example, an interrupt routine that is repeatedly executed at every set time while the host vehicle M is traveling.

[0079] When the routine starts, the traveling ECU 14 first checks, in step S101, whether the host vehicle M has entered the parking lot.

[0080] If it is determined in step S101 that the host vehicle M has not entered the parking lot, the traveling ECU 14 simply exits the routine.

[0081] On the other hand, if it is determined in step S101 that the host vehicle M has entered the parking lot, the traveling ECU 14 proceeds to step S102 and checks whether the driver intends to park the host vehicle M in the parking lot. That is, the traveling ECU 14 determines that the driver has the intention to park, for example, when a destination is set by a navigation device or the like and the parking lot where the host vehicle M has entered is the destination parking lot. Alternatively, the traveling ECU 14 can also confirm the driver's parking intention, for example, through a display or the like via the HMI 31 as shown in FIG. 15.

[0082] If it is determined in step S102 that the driver has no intention to park, the traveling ECU 14 simply exits the routine.

[0083] On the other hand, if it is determined in step S102 that the driver has the intention to park, the traveling ECU 14 proceeds to step S103 and searches for a parking space where the host vehicle M can be parked. That is, in step S103, the traveling ECU 14 searches for a parking space within a preset search area Sa in front of the host vehicle M based on the traveling environment information input from, for example, the image recognition ECU 13 and the left and right front side sensors 37lf, 37rf.

[0084] In the subsequent step S104, the traveling ECU 14 checks whether one or more parking spaces where the host vehicle M can be parked have been detected by the search in step S103.

[0085] Then, in step S104, if it is determined that no parking space has been detected, the traveling ECU 14 proceeds to step S108.

[0086] On the other hand, in step S104, if it is determined that a parking space has been detected, the traveling ECU 14 proceeds to step S105 and calculates an evaluation value Ev for each detected parking space.

[0087] That is, in step S105, the traveling ECU 14 calculates an evaluation value Ev for each parking space, including the inhibition factor at the time of shipment as an evaluation item.

[0088] In the subsequent step S106, the traveling ECU 14 compares the evaluation value Ev of each parking space with a preset threshold value Evth and checks whether a parking space with an evaluation value Ev equal to or higher than the threshold value Evth has been detected so far.

[0089] Then, in step S106, if it is determined that no parking space with an evaluation value Ev equal to or higher than the threshold value Evth has been detected, the traveling ECU 14 proceeds to step S108.

[0090] On the other hand, in step S106, if it is determined that a parking space with an evaluation value Ev equal to or higher than the threshold value Evth has been detected, the traveling ECU 14 proceeds to step S107, sets the parking space based on the evaluation value Ev, and then exits the routine.

[0091] That is, in step S107, the traveling ECU 14 generally sets the parking space with the highest evaluation value Ev as the parking space for parking the host vehicle M.

[0092] However, when there are multiple parking spaces with the highest evaluation value Ev, the driving ECU 14 can, for example, set, as the parking space for parking the host vehicle M, the parking space closest to the host vehicle M among the parking spaces with the highest evaluation value Ev.

[0093] Alternatively, for example, as shown in FIG. 16, the driving ECU 14 can also cause the driver to select a parking space for parking the host vehicle M through display via the HMI 31 or the like. In this case, it is desirable to display the parking space with the highest evaluation value Ev as the recommended parking space.

[0094] Also, when proceeding from step S104 or step S106 to step S108, the driving ECU 14 checks whether the search for parking spaces has been completed for the entire area within the parking lot.

[0095] Then, in step S108, if it is determined that the search for parking spaces has not yet been completed for the entire area within the parking lot, the driving ECU 14 returns to step S103.

[0096] On the other hand, in step S108, if it is determined that the search for parking spaces has been completed for the entire area within the parking lot, the driving ECU 14 proceeds to step S109 and checks whether a parking space has been detected within the parking lot, that is, whether at least one parking space with an evaluation value Ev less than the threshold value Evth has been detected.

[0097] Then, in step S109, if it is determined that no parking space has been detected, the driving ECU 14 simply exits the routine.

[0098] On the other hand, in step S109, if it is determined that a parking space has been detected, the driving ECU 14 proceeds to step S110, sets the parking space based on the evaluation value Ev, and then exits the routine.

[0099] That is, in step S110, the driving ECU 14 generally sets the parking space with the highest evaluation value Ev as the parking space for parking the host vehicle M.

[0100] However, when there are a plurality of parking spaces with the highest evaluation value Ev, the driving ECU 14 can, for example, set the parking space closest to the host vehicle M among the parking spaces with the highest evaluation value Ev as the parking space for parking the host vehicle M.

[0101] Alternatively, for example, as shown in FIG. 16, the driving ECU 14 can also cause the driver to select the parking space for parking the host vehicle M through display via the HMI 31 or the like. In this case, it is desirable to display the parking space with the highest evaluation value Ev as the recommended parking space.

[0102] Next, the parking control of the host vehicle M for the set parking space will be described according to the flowchart of the parking control routine shown in FIG. 17. This routine is executed by the driving ECU 14 after setting the parking space where the host vehicle M can be parked.

[0103] When the routine starts, in step S201, the driving ECU 14 predicts the snow accumulation after parking the host vehicle M based on weather information and the like.

[0104] In the subsequent step S202, the driving ECU 14 checks whether there is a possibility of snow accumulation after parking the host vehicle M as a result of the snow accumulation prediction.

[0105] And if it is determined in step S202 that there is a possibility of snow accumulation, the driving ECU 14 proceeds to step S204.

[0106] On the other hand, in step S202, when it is determined that there is no possibility of snow accumulation, the driving ECU 14 proceeds to step S203 and checks whether the parking space can be exited in the front and rear directions based on the supplementary information of the currently set parking space.

[0107] Then, in step S203, when it is determined that the directions in which the vehicle can exit from the parking space are the front and rear directions, the driving ECU 14 proceeds to step S204.

[0108] When proceeding from step S202 or step S203 to step S204, the driving ECU 14 performs parking control in the parking direction suitable for the parking space based on the supplementary information of the currently set parking space, and then exits the routine.

[0109] On the other hand, in step S203, when it is determined that the direction in which the vehicle can exit from the parking space is only one direction, the driving ECU 14 proceeds to step S205, performs parking control for reverse entry into the currently set parking space, and then exits the routine.

[0110] According to such an embodiment, when the host vehicle M enters the parking lot, the driving ECU 14 sets a parking space where the host vehicle M can park, predicts the possibility of snow accumulation after parking the host vehicle M in the parking space, and performs parking control so that the host vehicle M is parked in a direction in which it can move forward and exit from the parking space when it is determined that there is a possibility of snow accumulation. Thereby, optimal entry into the parking space can be performed while fully considering the safety at the time of exit.

[0111] That is, when it is determined that there is a possibility of snow accumulation, the parking control of the host vehicle M is performed so that the host vehicle M is forcibly parked in a direction in which it can be advanced and taken out in advance with respect to the parking space, whereby the host vehicle M can be safely taken out by forward exit, which is much more visible than reverse exit. For example, as shown in FIG. 18, at the time of snow accumulation, snow may be scraped and collected around the host vehicle M by snow removal for the purpose of securing a passage or a parking space. Even in such a case, the host vehicle M can be safely taken out by forward exit.

[0112] More specifically, for example, for a parking space in which there is only one direction in which the vehicle can be taken out, such as when there is a wheel stopper or the like in the parking space, the traveling ECU 14 forcibly parks the host vehicle M by reverse entry even when it is determined that the appropriate parking direction is forward entry, if there is a possibility of snow accumulation. Thereby, sufficient visibility at the time of taking out can be ensured, and the host vehicle M can be safely taken out.

[0113] On the other hand, for a parking space in which the vehicle can be taken out in two directions, forward and backward, the traveling ECU 14 does not perform forced reverse entry, and parks the host vehicle M by entering the parking space in the direction determined to be appropriate for the parking space. Thereby, while ensuring visibility at the time of taking out, it is possible to perform parking control of the host vehicle M in an appropriate direction also at the time of parking.

[0114] Here, in the above-described embodiment, the IPU 12, the image recognition ECU 13, the traveling ECU 14, the CP ECU 21, the E / G ECU 22, the T / M ECU 23, the BK ECU 24, and the PS ECU 25, etc. are composed of a well-known microcomputer including a CPU, a RAM, a ROM, a non-volatile storage unit, etc. and its peripheral devices. Fixed data such as programs and data tables to be executed by the CPU are stored in advance in the ROM. Note that all or part of the functions of the processor may be configured by a logic circuit or an analog circuit, or the processing of various programs may be realized by an electronic circuit such as an FPGA.

[0115] The invention described in the above embodiments is not limited to those embodiments, and various modifications can be implemented without departing from the gist thereof at the implementation stage. Furthermore, the above embodiments include inventions at various stages, and various inventions can be extracted by appropriate combinations of a plurality of disclosed constituent elements.

[0116] For example, even if some constituent elements are deleted from all the constituent elements shown in the embodiment, if the described problems can be solved and the described effects can be obtained, the configuration from which these constituent elements are deleted can be extracted as an invention.

Description of Reference Numerals

[0117] 1 … Driving support device 10 … Camera unit 11 … Stereo camera 11a … Main camera 11b … Sub camera 13 … Image recognition ECU 14 … Driving ECU 21 … CP ECU 22 … E / G ECU 23 … T / M ECU 24 … BK ECU 25 … PS ECU 30 … Transceiver 31 … HMI 32 … Throttle actuator 33 … Hydraulic control circuit 35 … Electric power steering motor 36 … Locator unit 36a … GNSS sensor 36b … Road map DB 37lf … Left front side sensor 37rf … Right front side sensor 37lr … Left rear side sensor 37rr … Right rear side sensor 38 … Rear sensor Af … Area Alf, Arf... regions Alr, Arr... regions Ar... regions Ev... evaluation value Ev1... evaluation value Ev2... evaluation value Ev3... evaluation value Evth... threshold value M... own vehicle Sa... search region

Claims

1. When the host vehicle enters a parking lot, parking space setting means for setting a parking space where the host vehicle can be parked; snow accumulation prediction means for predicting the possibility of snow accumulation after parking in the parking space; parking control means for performing parking control on the parking space so that when it is determined by the snow accumulation prediction means that there is a possibility of snow accumulation, the host vehicle is parked in the parking space in a direction in which it can move forward and out of the parking space; driving environment recognition means for recognizing driving environment information outside the vehicle; departure possible direction determination means for determining whether the direction in which the vehicle can depart from the parking space is two directions in the front and rear or one direction based on the driving environment information; comprising; When it is determined by the snow accumulation prediction means that there is a possibility of snow accumulation and it is determined by the departure possible direction determination means that the direction in which the vehicle can depart from the parking space is one direction, the parking control means parks the host vehicle in the parking space by reversing. A vehicle driving support device characterized by this.

2. When the host vehicle enters a parking lot, parking space setting means for setting a parking space where the host vehicle can be parked; snow accumulation prediction means for predicting the possibility of snow accumulation after parking in the parking space; parking control means for performing parking control on the parking space so that when it is determined by the snow accumulation prediction means that there is a possibility of snow accumulation, the host vehicle is parked in the parking space in a direction in which it can move forward and out of the parking space; driving environment recognition means for recognizing driving environment information outside the vehicle; departure possible direction determination means for determining whether the direction in which the vehicle can depart from the parking space is two directions in the front and rear or one direction based on the driving environment information; comprising; When it is determined by the snow accumulation prediction means that there is a possibility of snow accumulation and it is determined by the departure possible direction determination means that the direction in which the vehicle can depart from the parking space is two directions in the front and rear, the parking control means parks the host vehicle in the parking space by moving forward. A vehicle driving support device characterized by this.

Images