Parking support device, parking support method, and parking support program

Abstract

To provide a parking support device and a parking support method enabling smooth automatic parking without needing stopping a vehicle.SOLUTION: A parking support device includes: a parking frame detection part detecting a parking frame; an operation reception part receiving a parking instruction operation by a passenger of a vehicle; and a travel control part making the vehicle automatically park in the parking frame matching the parking instruction operation. The parking support device determines that the parking frame matches the parking instruction operation in either of the case where the parking frame is only in either of right and left directions of a vehicle traveling direction or the parking frame is in the direction instructed by the parking instruction operation while the parking instruction operation is such one as to include a direction instruction, and also the case where the parking frame is within a prescribed range in the vehicle traveling direction.SELECTED DRAWING: Figure 8

Description

Technical Field

[0001] The present disclosure relates to a parking assistance device, a parking assistance method, and a parking assistance program.

Background Art

[0002] Conventionally, there has been known a parking assistance device that detects a parking frame written around a vehicle and displays it on an image, and automatically parks the vehicle in the parking frame when the driver selects the parking frame or the parking direction. For example, Patent Document 1 discloses a configuration in which when a plurality of parking possible positions are detected, the parking possible positions are displayed on a display device, and a target parking position is selected from the displayed parking possible positions.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] However, during driving, the driver is required to keep an eye on the front, so in the configuration of the prior art, it is necessary to stop the vehicle before looking at the image and operating. On the other hand, smooth automatic parking may be required. For example, in a scene where vehicles waiting to park are parking one after another in forward parking, it is troublesome to stop on the road and operate the parking assistance device, and the driver may be honked at by the following vehicle.

[0005] An object of the present disclosure is to provide a parking assistance device, a parking assistance method, and a parking assistance program that can perform smooth automatic parking without requiring stopping.

Means for Solving the Problems

[0006] In order to solve the above problems, one aspect of the parking assistance device according to the present disclosure includes a parking frame detection unit that detects a parking frame, an operation reception unit that receives a parking instruction operation of a vehicle occupant, and a travel control unit that automatically parks the vehicle in the parking frame that matches the parking instruction operation. When either the parking frame exists only in one of the left and right directions in the traveling direction of the vehicle, or the parking instruction operation is a parking instruction operation including a direction instruction, and there is a parking frame in the direction indicated by the parking instruction operation, and the parking frame is within a predetermined range in the traveling direction of the vehicle, it is determined that the parking frame matches the parking instruction operation. Then, set a predetermined confirmation point corresponding to the parking space detected by the parking space detection unit. The predetermined confirmation point is a point where the vehicle occupant can confirm the inside of the parking space. The start end of the predetermined range is set based on the predetermined confirmation point. The point where the occupant can confirm the inside of the parking space is set based on the positional relationship between the head of the occupant or a camera provided in the vehicle and the extension line of the long side of the parking space. A parking support device, wherein the parking instruction operation is an operation including at least one of an operation of rotating the steering wheel, an operation of tilting the turn signal lever, lighting of the hazard lamp, and an operation of the brake pedal. The parking instruction operation including the direction instruction is an operation including at least one of an operation of rotating the steering wheel and an operation of tilting the turn signal lever. Yes.

[0007] Also, one aspect of the parking assistance method according to the present disclosure includes a step of detecting a parking frame, a step of receiving a parking instruction operation of a vehicle occupant, and when either the parking frame exists only in one of the left and right directions in the traveling direction of the vehicle, or the parking instruction operation is a parking instruction operation including a direction instruction, and there is a parking frame in the direction indicated by the parking instruction operation, and the parking frame is within a predetermined range in the traveling direction of the vehicle, a step of determining that the parking frame matches the parking instruction operation, and a step of automatically parking the vehicle in the parking frame that matches the parking instruction operation. A parking support method comprising: setting a predetermined confirmation point corresponding to the parking space; setting the predetermined confirmation point as a point where the vehicle occupant can confirm the inside of the parking space, and setting the start end of the predetermined range based on the predetermined confirmation point; and setting the point where the occupant can confirm the inside of the parking space based on the positional relationship between the head of the occupant or a camera provided in the vehicle and the extension line of the long side of the parking space. The parking instruction operation is an operation including at least one of an operation of rotating the steering wheel, an operation of tilting the turn signal lever, lighting of the hazard lamp, and an operation of the brake pedal. The parking instruction operation including the direction instruction is an operation including at least one of an operation of rotating the steering wheel and an operation of tilting the turn signal lever. .

[0008] Also, one aspect of the parking assistance program according to the present disclosure causes a computer to execute a step of detecting a parking frame, a step of receiving a parking instruction operation of the vehicle occupant, and when either the parking frame exists only in one of the left and right directions in the traveling direction of the vehicle, or the parking instruction operation is a parking instruction operation including a direction instruction, and there is a parking frame in the direction indicated by the parking instruction operation, and the parking frame is within a predetermined range in the traveling direction of the vehicle, a step of determining that the parking frame matches the parking instruction operation, and a step of automatically parking the vehicle in the parking frame that matches the parking instruction operation. A parking assistance program, comprising steps of: setting a predetermined confirmation point corresponding to the parking space; setting a start end of the predetermined range at a point where an occupant of the vehicle can confirm within the parking space, based on the predetermined confirmation point; and setting the point where the occupant can confirm within the parking space based on a positional relationship between the head of the occupant, or a camera provided in the vehicle, and an extension line of the long side of the parking space, and further causing a computer to execute the steps. The parking instruction operation is an operation including at least one of an operation of rotating a steering wheel, an operation of tilting a turn signal lever, lighting of hazard lamps, and an operation of operating a brake pedal. The parking instruction operation including the direction instruction is an operation including at least one of an operation of rotating a steering wheel and an operation of tilting a turn signal lever. Yes.

Advantages of the Invention

[0009] According to the present disclosure, it is possible to perform smooth automatic parking without requiring stopping.

Brief Description of the Drawings

[0010]

Figure 1A

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DETAILED DESCRIPTION OF THE INVENTION

[0011] Hereinafter, embodiments of the present disclosure will be described with reference to the drawings. Note that each of the embodiments described below shows a specific example of the present disclosure. Therefore, each component shown in the following embodiments, the arrangement position and connection form of each component, as well as each step and the order of each step, etc. are examples and not intended to limit the present disclosure. In addition, among the components in the following embodiments, the components not described in the independent claims are described as optional components.

[0012] Also, each figure is a schematic diagram and is not necessarily drawn precisely. In each figure, the same reference numerals are given to substantially the same configurations, and duplicate explanations are omitted or simplified.

[0013] FIG. 1A and FIG. 1B are diagrams showing front quick parking in this embodiment. The parking frame S1 is a parking frame sandwiched between the parking frame lines L1 and L2.

[0014] Front quick parking is based on the following six steps (refer to symbols a to f in FIGS. 1A and 1B). a. When the parking frame detection function is activated during the running of the vehicle 1, the operation procedure for forward parking is explained. b. When the vehicle 1 detects an empty parking frame, it notifies the driver, prompts the driver to decelerate, or automatically decelerates. c. The driver visually checks inside the parking frame S1 and performs a parking instruction operation to specify the parking position with the steering wheel or the like. d. When the vehicle 1 receives the parking instruction operation, it vibrates the steering wheel (reception response). e. When the driver releases the hand from the steering wheel (approval operation), the vehicle 1 starts automatic driving. f. When the vehicle 1 automatically drives to the target parking position, it stops.

[0015] The features of front quick parking are as follows. First, the driver does not need to look at the parking frame S1 detected on the screen. Also, the driver does not need to specify the target parking position on the screen. Therefore, since the driver does not need to stop for screen confirmation or operation, the automatic parking function can be activated without stopping to perform automatic parking. Here, the driver or a passenger sitting in the passenger seat may sometimes be simply referred to as a passenger.

[0016] Figs. 2A to 2C are diagrams showing the steering limit points in the present embodiment. As shown in Fig. 2A, when the vehicle 1 is traveling on the road, the point where the vehicle 1 fits into the parking frame S1 when turning at the minimum turning radius from that point is called the steering limit point P1. The steering limit point P1 serves as a reference when setting the steering position (steering point P2). When the empty parking frame S1 is detected, as shown in Fig. 2C, a steering position (steering point P2) is set on the traveling path of the vehicle 1 toward the parking frame S1, and the vehicle 1 is controlled so that it can be steered at the steering point P2.

[0017] As shown in Fig. 2B, when the steering limit point P1 is exceeded, even if the vehicle 1 turns at the minimum turning radius, it may not fit properly into the parking frame S1 or there is a risk of contacting the parked vehicle. Therefore, at a position exceeding the steering limit point P1, a parking instruction operation cannot be received. Thus, the steering point P2 is set within a range that does not exceed the steering limit point P1, and the reception of the parking instruction operation is terminated before exceeding the steering point P2. That is, the end point of the reception range of the parking instruction operation is set within a range that does not exceed the steering limit point P1.

[0018] The reception range of the parking instruction operation is a predetermined range on the traveling path of the vehicle, and there is an entrance to the parking frame when moving forward in the traveling direction from the reception range. Therefore, when the vehicle is within the reception range of the parking instruction operation, it can be said that the parking frame is within a predetermined range in the traveling direction of the vehicle. This is an alternative way of saying that the position of the parking frame is detected based on the position of the vehicle, and the steering limit point P1 is determined based on the position of the parking frame. Since the steering point P2 and the steering limit point P1 are examples of predetermined steering points, it can also be said that the end of the predetermined range is set based on the predetermined steering point.

[0019] As shown in FIG. 2C, when the steering point P2 is set in front of the steering limit point P1, the vehicle 1 can turn with a turning radius larger than the minimum turning radius and set a parking path that correctly fits into the parking frame S1. If the parking path includes an arc that turns at the minimum turning radius, when the vehicle deviates outside the arc, the steering angle cannot be increased, so the vehicle cannot be pulled back onto the parking path. Therefore, it is advisable to set the steering point P2 in front of the steering limit point P1 so that the turning radius becomes larger than the minimum turning radius.

[0020] FIGS. 3A and 3B are diagrams showing a mathematical explanation of the steering limit point P1 in the present embodiment. When the vehicle 1 turns at the maximum steering angle, the radius of the circle drawn by the midpoint of the two rear wheels is defined as the minimum turning radius. When drawing a circle with the minimum turning radius that touches both the center line of the parking frame (a line parallel to the parking frame lines L1 and L2 of the parking frame S1 and equidistant from the parking frame lines L1 and L2) and the straight line indicating the traveling path of the host vehicle (for example, a line passing through the center of the road), the contact point between the circle and the straight line indicating the traveling path of the host vehicle is the steering limit point P1.

[0021] When the torque of EPS (Electric Power Steering) is small, the turning radius may be larger than when turning manually. Also, since the turning radius may increase depending on the vehicle speed and road surface conditions, an effective steering limit point P1' with a distance margin in front of the theoretically defined steering limit point P1 may be set.

[0022] FIGS. 4A and 4B are diagrams showing another mathematical explanation of the steering limit point P1 in the present embodiment. The radius of the circle drawn by the corner on the side farther from the turning center when the vehicle 1 turns at the maximum steering angle is called the outer minimum turning radius. When there is a parked vehicle in the parking frame S2 adjacent to the empty parking frame S1, the steering limit point P1 may be determined based on the outer minimum turning radius.

[0023] When parking, it is necessary to avoid approaching the parked vehicle, because this takes precedence over parking at the center of the parking space S1. In this case, if the steering limit point P1 is set so that the turning center is at a position separated from the parked vehicle by the minimum turning radius on the outside, parking can be done without the risk of contact. That is, it is advisable to change the setting of the steering limit point P1 according to the presence or absence of the parked vehicle.

[0024] In addition, since the corner of the vehicle body may startle the occupant when approaching the parked vehicle, an effective steering limit point P1' with a distance margin in front of the theoretical steering limit point P1 may be set.

[0025] Figures 5A to 5C are diagrams showing points that are key points in vehicle control. Here, the representative point representing the position of the vehicle 1 is taken as the midpoint of the ground contact points of the left and right rear wheels, and the position of the representative point is used to explain the position of the vehicle 1.

[0026] Figure 5A is a diagram showing a scene where the vehicle 1 detects an empty parking space S1 while traveling on a passage facing the parking space. Point A (detection point P3) is the position of the vehicle 1 when the empty parking space S1 is detected. When a camera provided on the vehicle 1 reaches the extension line of the parking space line L1 on the front side of the empty parking space S1, even if there is a parked vehicle, a parking space that is not blocked in the camera image can be detected. When there is no parked vehicle, the detection point P3 may be set based on the detection range of parking space detection. That is, the detection point P3 is affected by the presence or absence of the parked vehicle.

[0027] Point B (confirmation point P4) in Figure 5B is a confirmation point at which the occupant can confirm the inside of the empty parking space S1. When the driver reaches the extension line of the parking space line L1 on the front side of the empty parking space S1, the driver can confirm the inside of the empty parking space S1. The confirmation point P4 may also be a point at which the inside of the empty parking space S1 can be confirmed in the camera image. That is, the confirmation point P4 and the detection point P3 may be the same.

[0028] That is, the confirmation point may be set based on the positional relationship between the head of an occupant such as a driver or a camera provided in the vehicle 1 and the extension line of the parking frame line L1 which is the long side of the parking frame. Also, since the confirmation point P4 is also affected by the presence or absence of parked vehicles, the confirmation point P4 may be set based on the detection point P3. For example, when the parking frame S1 is detected in front of the extension line of the parking frame line L1, it is presumed that there is no parked vehicle in the front frame and the parking frame S1 can be visually confirmed, and it may be determined that the detection point has exceeded the confirmation point P4 at the time of detection. Or, when there is no parked vehicle in the front frame, the reference position for setting the confirmation point P4 may be moved forward by a predetermined distance (for example, 4 m).

[0029] As shown in FIG. 5C, point C (steering point P2) is the position where the vehicle starts to steer. The steering point P2 is set in front of the steering limit point P1.

[0030] If a parking instruction operation is received before the occupant can confirm the inside of the empty parking frame S1, inconveniences may occur when automatic parking starts. Therefore, the reception range of the parking instruction operation is preferably limited to a range starting from point B (confirmation point P4) and ending at the steering point P2. Since point B (confirmation point P4) is an example of a predetermined confirmation point, it can be said that the start end of the predetermined range is set based on the predetermined confirmation point.

[0031] Also, the predetermined range is determined based on the position information of the parking frame. Corresponding to the fact that the position information of the parking frame is detected based on the position of the vehicle at the time of detection, when a parking instruction operation is received within the predetermined range, starting automatic parking can be rephrased as determining that the parking frame conforms to the parking instruction operation when the parking frame is within a predetermined range in the traveling direction of the vehicle, and starting automatic parking when it is determined that they conform.

[0032] The parking instruction operation is performed on the device provided in the vehicle shown hereinafter, and the information sensing the parking instruction operation is given to the parking assistance device to determine whether the parking assistance device conforms. The parking instruction operation may be any one of an operation of rotating the steering wheel, an operation of tilting the turn signal lever, lighting of the hazard lamp, an operation of the brake pedal, an operation of a predetermined button, or a combination of a plurality of operations. For example, when the operation of the brake pedal and the operation of tilting the turn signal lever are performed simultaneously or within a predetermined time, it may be determined that there is a parking instruction operation.

[0033] Among these, the operation of rotating the steering wheel, the operation of tilting the turn signal lever, and the operation of the button indicating the direction may be referred to as a parking instruction operation including a direction instruction. The button indicating the direction displayed on the touch panel is an example of the predetermined button. For example, when a semi-transparent rectangle indicating the detected parking frame is superimposed on the image displayed on the touch panel, if there is an operation of touching the rectangle, it may be determined that there is a predetermined button operation including a direction instruction.

[0034] When the parking frame is in only one of the left and right directions of the traveling direction of the vehicle, or when the parking instruction operation is a parking instruction operation including a direction instruction and there is a parking frame in the direction indicated by the parking instruction operation, and the parking frame is within a predetermined range in the traveling direction of the vehicle, it is determined that the parking frame conforms to the parking instruction operation. That is, when the parking frame is in only one of the left and right directions of the traveling direction of the vehicle, a parking instruction operation not including a direction instruction may be used, but when the parking frame is in both the left and right directions of the traveling direction of the vehicle, a parking instruction operation including a direction instruction is necessary.

[0035] Further, when the parking frame is in only one of the left and right directions of the traveling direction of the vehicle and the parking instruction operation does not include a direction instruction, the direction is not evaluated, and if the parking frame is within a predetermined range in the traveling direction of the vehicle, it may be determined that they conform. For example, when a parking frame is detected only on the left side of the road and there is a brake operation to decelerate to a creeping speed before the steering point, the brake operation may be regarded as a parking instruction operation to start automatic parking.

[0036] FIG. 6 is a diagram showing a vehicle to which a parking support device can be applied. As shown in FIG. 6, cameras 2 are provided at four locations, i.e., the front, rear, left, and right of the vehicle body of vehicle 1. Each camera 2 is equipped with a fish-eye lens and has a horizontal field of view of 180 degrees or more (see the broken line).

[0037] Since each camera 2 is mounted with a downward angle to capture the road surface, when converting the range where the road surface is reflected into the horizontal field of view, the road surface within a range of about 240 degrees is reflected in one camera 2. For example, in the captured image of the side camera 2A provided on the left and right of the vehicle body, the front wheels, rear wheels, and the side surface of the vehicle body are reflected.

[0038] Also, FIG. 7 is a diagram showing the configuration on the network of a system to which the parking support device is applied. As shown in FIG. 7, vehicle 1 includes, in addition to four cameras 2, an operation device 10, an HMI (Human Machine Interface) device 20, a vehicle control device 30, and a parking support device 100.

[0039] The operation device 10 is for the driver (occupant) to manually operate, and includes physical switches on the panel of the driver's seat, soft switches displayed on the touch panel, and also those for driving operations such as the steering wheel, pedals, and gears.

[0040] The HMI device 20 is used as an HMI for the occupant to input operations to the parking support device 100, such as a touch panel attached to the navigation device 40 provided in the vehicle 1. The touch panel may be included in the operation device 10, and various switches grounded to the driver's seat may also be included in the operation device 10. Therefore, the operation device 10 and the HMI device 20 may overlap.

[0041] As shown in FIG. 8, the parking support device 100 and the vehicle control device 30 include a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and an input / output circuit (I / O). For example, when an occupant operates the operation device 10, the input / output circuit (I / O) of the vehicle control device 30 receives the operation, and the CPU determines an operation corresponding to the operation. The same applies to the parking support device 100.

[0042] In the normal driving mode, according to the operation information, the vehicle control device 30 drives a motor (not shown) to control the steering angle and vehicle speed, and at the same time, outputs the operation information and vehicle information such as the steering angle and vehicle speed to a LAN (Local Area Network: in-vehicle LAN, etc.). When the automatic driving mode is entered, the vehicle control device 30 receives commands for speed and steering angle from the parking support device 100 via the LAN, and controls the speed and steering angle according to the commands.

[0043] Since the vehicle control device 30 monitors the operation of the driving operation device 10, the parking support device 100 can acquire the operation information of the operation device 10 via the LAN. The parking support device 100 can acquire the information of the operation performed by the occupant via the HMI device 20. The parking support device 100 may receive the position information of the vehicle 1 output by the navigation device 40 via the LAN, or may acquire it directly from the navigation device 40.

[0044] The camera 2 constantly outputs the captured image to the parking support device 100. Even when parking support is not being performed, the parking support device 100 generates and outputs a display image showing the periphery of the vehicle from the captured image.

[0045] Further, since the above touch panel also functions as a display for outputting the display image generated by the parking support device 100, the parking support device 100 and the HMI device 20 may be directly connected.

[0046] The parking support device 100 may directly sense the information of the operations performed on the touch panel, or may receive the information via a LAN. Further, the parking support device 100 can receive the position information of the vehicle 1 output by the navigation device 40 via a LAN.

[0047] Also, the functions of the parking support device 100 may be implemented in the hardware shown in FIG. 8. The parking support device 100 includes a CPU 101, a ROM 102, a RAM 103, an I / O (input / output interface) 104, and an IMP (Image Processor) 105. The parking support device 100 may be a computer that connects each element with a bus.

[0048] Also, a plurality of elements may be housed in one chip, or one element may be composed of a plurality of chips. The bus may not be a single one, but a combination of a plurality of types of buses.

[0049] For example, the CPU 101, ROM 102, RAM 103, and IMP 105 housed in one chip may be connected by a parallel bus, and the I / O 104 composed of a plurality of chips may be connected to the chip housing the CPU 101 etc. by a serial bus.

[0050] The CPU 101 controls the entire parking support device 100. The ROM 102 is an electrically rewritable memory that stores the programs executed by the CPU 101 and also functions as a non-volatile data storage area, and holds data etc. even when the power of the parking support device 100 is turned off.

[0051] The RAM 103 is used for temporary storage as the working area of the CPU 101. For example, data that can be temporarily stored, such as the latest peripheral image, is stored in the RAM 103. The RAM 103 has a capacity to store a plurality of peripheral images.

[0052] IMP105 is a processor specialized for image processing to improve processing performance, and executes image processing in the image acquisition unit 130, parking frame detection unit 140, and display image output unit 180 shown in FIG. 9.

[0053] The above-mentioned camera 2 always outputs the captured camera image to the parking support device 100. The parking support device 100 generates and outputs a display image showing the periphery of the vehicle from the camera image even when not performing parking support.

[0054] FIG. 9 is a block diagram showing a parking support device. As shown in FIG. 9, the parking support device 100 includes an operation reception unit 110, a state management unit 120, an image acquisition unit 130, a parking frame detection unit 140, a route calculation unit 150, a travel control unit 160, a storage unit 170, and a display image output unit 180.

[0055] The operation reception unit 110 receives operation information indicating the driver's operations including driving operations. The state management unit 120 manages the parking support state (state) according to the operation information and the state of the vehicle, receives the driver's operations for each state, and enables automatic parking as a whole. Details of each state (state) of parking support will be described later.

[0056] The image acquisition unit 130 acquires a camera image and generates a peripheral image showing the periphery of the vehicle. The peripheral image may be an overhead view obtained by projecting the camera image onto the road surface, may be an image in another format, or may be the camera image as it is. In the present embodiment, it is assumed that the peripheral image is an overhead view.

[0057] FIG. 10 is a diagram showing an example of setting a parking frame detection area. The parking frame detection unit 140 sets a parking frame detection area for detecting a parking frame in the peripheral image, and extracts white lines from the peripheral image within the parking frame detection area. The parking frame detection area may be the entire area of the peripheral image, or may be a limited area within the peripheral image where a parking frame is expected.

[0058] By limiting the parking frame detection area to the area where the parking frame is expected, the processing time required for detection can be shortened. Further, by restricting the size of the parking frame detection area to a size that can accommodate one parking frame but not two parking frames, the processing when two parking frames are detected simultaneously can be omitted.

[0059] Fig. 10 shows an example of setting the parking frame detection area when parking forward. On the premise, it is assumed that the front camera 2 is attached to the center of the tip of the vehicle 1, the vehicle 1 travels in the center of the road, and it is possible to park in the left and right parking frames.

[0060] The assumed width of the parking frame is 2.5 m, the length of the long side of the parking frame is 5 m, the width of the road is 5 m, and the angle of the parking frame (frame line) with respect to the traveling direction is from 45 degrees to 90 degrees. If the angle of the parking frame is an obtuse angle with respect to the traveling direction (for example, 105 degrees or more), reverse parking is required. Therefore, even if there is an empty parking frame with an obtuse angle with respect to the traveling direction, it is not determined that it has been detected in the case of forward parking.

[0061] The parking frame detection area may be set to change according to the detection result and situation. For example, when white lines substantially parallel to the traveling direction of the vehicle 1 are detected on the left and right of the vehicle, since the white lines can be recognized as indicating the road, the reference direction of the parking frame detection area may be changed to the direction of the white lines. Further, since the vehicle 1 may travel closer to one side of the road, it is advisable to offset the parking frame detection area to the left and right so that the left and right white lines are included in the left and right parking frame detection areas.

[0062] The parking frame detection unit 140 further generates a pair of the extracted white lines and searches for a pair that meets the conditions of the parking frame among the pairs of white lines. For example, when the parking frame detection unit 140 detects a pair of white lines from the surrounding image, if the three conditions that the two white lines are parallel on the road surface, the two white lines are longer than the vehicle length, and the interval between the two white lines is larger than the vehicle width are satisfied, it is determined that the area sandwiched between the two white lines has detected an area where the vehicle 1 can park (that is, a parking frame).

[0063] Generally, detection is performed for the purpose of obtaining information about a specific object. As a result of the detection, if the specific object exists, it is determined that "detection has occurred", and information about the detected object is output. The result of the detection is divided into the case of detection and the case of non-detection. In the case of non-detection, the purpose of the detection is not achieved. In the case of detection, since the purpose of the detection is achieved, it may be rephrased that the detection has been successful. For example, when the detection of the parking space is successful, the position information of the parking space is obtained as the detection result.

[0064] When the parking space is detected, since the white lines constituting the parking space can be said to be parking space lines, the parking space detection unit 140 outputs, as the detection result, the coordinates of the endpoints of the two parking space lines, that is, the coordinates of the four corners of the parking space. These coordinates are relative coordinates based on the host vehicle. Note that if another vehicle is parked in the parking space, at least one of the parking space lines is hidden, so the parking space is not detected. That is, the detected parking space is an empty parking space, but it may simply be referred to as a parking space.

[0065] FIG. 11 is a diagram showing a parking route. The route calculation unit 150 sets a target parking position so that the center of the vehicle body 1 is accommodated at the center of the coordinates of the four corners of the parking available area S1 output by the parking space detection unit 140, and sets a target parking angle (the orientation of the vehicle body when parked at the target parking position) so as to be parallel to the long sides L1 and L2 of the parking available area, and calculates a parking route to the target parking position.

[0066] If the parking route is calculated with the steering point at the position P6 where automatic parking is approved, the route changes depending on the time when automatic parking is approved, so it becomes difficult to complete the route calculation within time constraints. Therefore, the route calculation unit 150 sets a steering point P7 at the tip of a half-line extending in the traveling direction of the vehicle 1 (P6), and sets a circle that touches both the half-line (P6 - P7) and the center line of the parking space S1 and has a radius slightly larger than the minimum turning radius.

[0067] The path calculation unit 150 sets, for example, the contact point between the circle and the semi - straight line as the steering point P7, and the contact point between the circle and the center line as the turning end point P8, and sets a straight - driving path from the current position of the vehicle 1 to the steering point P7, a path of traveling on the circumference with a constant steering angle from the steering point P7 to the turning end point P8, and a straight - driving path from the turning end point P8 to the parking target position. That is, regardless of the time point of automatic parking approval, the parking path is calculated assuming that the vehicle travels straight until the steering point P7.

[0068] If the radius of the circle is made larger than the minimum turning radius, even if the path traveled by the vehicle 1 deviates outside the circular orbit (P7 - P8), it can be pulled back to the path calculated by the steering angle control, so it can be said to be a good path.

[0069] This path becomes inapplicable if the vehicle 1 exceeds the steering point P7 before automatic parking is approved. Therefore, the timing of receiving the parking instruction may be set by back - calculation so that automatic parking is approved by the time the steering point P7 is reached. For example, if it takes 1 second from receiving the parking instruction to determining the approval of automatic parking, 1 second before the vehicle 1 reaches the steering point P7, the reception end time point is set, and after the reception end time point, it may be notified that automatic parking is not started, such as "skipped".

[0070] The driving control unit 160 controls the steering angle and the vehicle speed so that the vehicle 1 travels along the calculated parking path. More specifically, the driving control unit 160 outputs instruction values of the steering angle and the vehicle speed to the vehicle control device 30 based on the target values of the steering angle and the vehicle speed.

[0071] The driving control unit 160 controls the steering angle and the vehicle speed based on the instruction values output by the vehicle control device 30, and at the same time, outputs the measured values of the steering angle and the vehicle speed every moment. For example, the measured value of the vehicle speed is calculated from the data of the rotation speed of the wheels and the data of the outer circumferential length of the wheels. The measured value of the steering angle may be data obtained from the steering device, or may be calculated from the inner - wheel difference calculated from the difference in the rotation speed of the wheels.

[0072] When there is a difference between the target value and the measured value, the travel control unit 160 corrects the commanded values of the steering angle and the vehicle speed so that the measured values of the steering angle and the vehicle speed become the same as the target values of the steering angle and the vehicle speed. For example, if the measured value of the vehicle speed is higher than the target value of the vehicle speed, the commanded value of the vehicle speed is made lower than the target value of the vehicle speed, and if the measured value of the inner wheel difference is smaller than the inner wheel difference corresponding to the target value of the steering angle, the commanded value of the steering angle is made larger than the target value of the steering angle.

[0073] The travel control unit 160 tracks the position and orientation of the vehicle 1 during travel based on the measured values of the steering angle and the vehicle speed. That is, the travel control unit 160 calculates the travel trajectory of the vehicle 1 during autonomous driving or manual driving. The travel trajectory may be calculated in the form of travel information that includes the travel distance, the travel direction, and the angle of the vehicle body added to the time for each unit time. The form of the travel information is not limited to this, and for example, a form using coordinate information may be used.

[0074] During autonomous driving, the travel control unit 160 compares the parking route calculated by the route calculation unit 150 with the travel trajectory represented by the travel information, and corrects the steering angle so that the travel trajectory follows the parking route. For example, when the vehicle 1 is reversing while turning with a steering angle, when the travel trajectory passes outside the parking route as seen from the center point of the turn, the travel control unit 160 increases the steering angle to reduce the turning radius. Thereby, the travel trajectory of the vehicle 1 is pulled back toward the parking route.

[0075] In addition, in automatic parking, since it is only necessary to control the steering angle so that the vehicle 1 travels along the calculated route, the vehicle speed may be controlled by the driver. For example, acceleration may be suppressed only when the vehicle speed exceeds 5 km / h, and the vehicle may be parked at a vehicle speed preferred by the driver when the vehicle speed is 5 km / h or less. In the present embodiment, automatic parking is basically described as being performed by autonomous driving (steering angle and vehicle speed are automatically controlled), but an example of performing automatic parking by automatic steering will also be mentioned.

[0076] The memory unit 170 temporarily stores the input data and output data of the processes performed by each part of the parking assistance device 100 to assist the processes of each part. For example, the memory unit 170 stores the data of the front camera image acquired by the image acquisition unit 130 so that the parking frame detection unit 140 can refer to it.

[0077] Also, the memory unit 170 stores the position information of the parking frame detected by the parking frame detection unit 140 so that the path calculation unit 150 can refer to it. Furthermore, the memory unit 140 stores the parking path calculated by the path calculation unit 150 so that the travel control unit 160 can refer to it.

[0078] Also, the memory unit 170 stores the time point when the front camera image is taken, the time point when the steering is turned, and the time point when the vehicle starts straight-ahead driving along the center line of the parking frame, and by storing how much it has moved from that time point, even if the position of the vehicle 1 is changing moment by moment, the memory unit 170 can always specify where the own vehicle is located with respect to the parking frame. That is, the processes performed by each part of the parking assistance device 100 are organically combined in the memory unit 170.

[0079] The display image output unit 180 generates a display image based on the camera image or the surrounding image. The display image may be an overhead image that looks down on the periphery of the vehicle 1 from above. That is, the display image output unit 180 may output the overhead image as the display image.

[0080] The display image output unit 180 superimposes and displays a message or a graphic on the display image in response to a request from the state management unit 120. For example, when starting automatic parking, the display image output unit 180 superimposes and displays a semi-transparent rectangle indicating the position of the parking frame detected by the parking frame detection unit 140 on the overhead image, and may display the path from the own vehicle to the target parking position calculated by the path calculation unit 150 as a dotted line.

[0081] The message may not only be displayed on the image but also be read aloud by voice. Or, the message may be output only by voice.

[0082] Specifically, the state management unit 120 gives an instruction to specify and output one of the preset texts. In response to the instruction, the display image output unit 180 generates an image of the character string corresponding to the specified text, superimposes this on the display image, and outputs it to the HMI device 20. At the same time, the voice data stored together with the text is output to the HMI device 20 together with the display image. As a result, the occupant can receive the message without looking at the HMI device 20.

[0083] The control flow from the activation of the parking support device 100 to the completion of automatic parking can be roughly explained by the state transition managed by the state management unit 120 and the processing for each state. The states may be set as follows.

[0084] State 0 is a stopped state, that is, a state in which the vehicle is stopped. If the vehicle 1 starts to move, it proceeds to State 1. If there is a parking space detection instruction, the parking support device 100 inquires the driver about the parking method. If the driver selects forward parking, it proceeds to State 2. If the driver selects reverse parking, it proceeds to another routine.

[0085] State 1 is a driving state. If there is a parking space detection instruction, it proceeds to State 2. If the vehicle 1 stops, it returns to State 0. State 2 is an explanation state. The parking support device 100 explains the startup procedure for forward automatic parking and proceeds to State 3. State 3 is a detection state. The parking support device 100 detects the parking space. If it detects the parking space, it proceeds to the next step.

[0086] State 4 is the detection state. The parking assistance device 100 notifies the detection of the parking space and proceeds to the next step. State 5 is the reception state. The parking assistance device 100 waits for a parking instruction from the driver while notifying the inquiry of the parking instruction and the countdown of the time margin. The driver may perform either a parking instruction operation or a denial operation in response to the notification, or may do nothing. The denial operation is an operation in which the driver indicates the intention not to park in the detected parking space. If a denial operation is detected, the detected parking space is skipped and the process proceeds. When the parking assistance device 100 detects a parking instruction, it proceeds to the next step. If it receives a denial operation or the time limit expires, it returns to State 3.

[0087] State 6 is the inquiry state. The parking assistance device 100 executes a reception response (steering wheel vibration). If there is an approval operation (release of the steering wheel), it proceeds to the next State 7. If a denial operation is detected in State 6, or if the time runs out, it returns to State 3. That is, when the driver wants to skip the parking space, the driver may perform a denial operation or may do nothing. State 7 is the self-driving state. The vehicle 1 automatically drives along a parking route composed of a straight line and an arc, and proceeds to the next step when it is finished. State 8 is the end state. The parking assistance device 100 notifies the end of the automatic parking and ends.

[0088] When the driver indicates a refusal to park in the detected parking space, the refusal operation may be any of the following: an operation to return the steering wheel or turn signal lever to the neutral position, an operation to turn the steering wheel beyond a predetermined angle, turning off the hazard lamp, operating the accelerator pedal, or operating a button to cancel the parking instruction. When at least one of these operations is detected, it is determined that there has been a refusal operation. The timing of the refusal operation may be before or after. If there is a refusal operation before the inquiry of the parking instruction, there is no need to inquire about the parking instruction, and the parking instruction operation may not be accepted. If there is a parking instruction operation before the refusal operation, the acceptance of the parking instruction operation may be cancelled to return to the same state as if there were no parking instruction. For example, when a braking operation to decelerate to a creeping speed before the steering point is accepted as a parking instruction operation, the driver can indicate a skip by stepping on the accelerator pedal to accelerate.

[0089] Note that it is not necessary for the refusal operation to be an operation opposite to the parking instruction operation, and it is not essential to cancel the acceptance of the parking instruction operation when there is a refusal operation. For example, when there are two empty parking spaces on the front left side and the vehicle parks in the second parking space from the front, the driver may perform an instruction operation to indicate automatic parking to the left by tilting the turn signal to the left and lightly step on the accelerator to indicate a skip in response to the first acceptance response (steering wheel vibration). The parking support device 100 accepts the accelerator operation as a refusal operation, but since the turn signal is tilted to the left, it determines that the parking instruction to the left continues and outputs an acceptance response also at the confirmation point of the second parking space. In this way, when wanting to stop at the second parking space, the hand can be released at the second vibration, so even when there are consecutive empty parking spaces, automatic parking can be performed in the desired parking space.

[0090] The parking support device 100 can also execute reverse parking in a separate routine process, but in this embodiment, the description of the reverse parking process (separate routine) is omitted. Hereinafter, the control flow including the detailed description of the states will be described step by step with reference to FIGS. 12 to 15.

[0091] The operation reception unit 110 of the parking support device 100 determines whether the ignition is turned on (step S1). If the ignition is not turned on (step S1, NO), the process returns to the process of step S1.

[0092] If the ignition is turned on (step S1, YES), the state management unit 120 receives information on the driver's operations and the vehicle state, and manages the state of parking support. For example, the state management unit 120 determines whether the vehicle 1 is in a stopped state (state 0) or a traveling state (state 1) by determining whether the vehicle speed exceeds 1 km / h (step S2). In this example, a very low speed of 1 km / h or less is also included in the stopped state (state 0).

[0093] Next, when the vehicle speed is 1 km / h or less and the vehicle 1 is in the stopped state (state 0) (step S2, NO), the operation reception unit 110 determines whether the parking frame detection button is pressed and whether the parking frame detection function is turned on (step S3). If the parking frame detection function is not turned on (step S3, NO), the process returns to the process of step S2.

[0094] When the parking frame detection function is turned on in the stopped state (state 0) (step S3, YES), the display image output unit 180 displays the "forward" and "reverse" buttons on the screen (step S4), and queries the driver whether it is forward parking or reverse parking (step S5).

[0095] If the driver has not made an input designating forward parking or reverse parking (step S5, not input), the process returns to the process of step S4. If the driver has made an input designating reverse parking (step S5, reverse parking), the state management unit 120 executes the process of the reverse parking routine. Since the parking support device 100 of the present embodiment is characterized by the function of being able to perform forward parking without stopping, the description of the process in the case of stopping and performing reverse parking is omitted.

[0096] When the driver inputs a forward parking designation (step S5, forward parking), the state management unit 120 transitions to the explanation state (state 2) and notifies the driver of the startup procedure for forward automatic parking (step S7).

[0097] In step S2, if the vehicle is in the driving state (state 1), the process proceeds to step S6. In step S6, if the parking frame detection function is turned on (step S6, YES), the process also transitions to the explanation state (state 2) to notify the driver of the startup procedure for forward automatic parking (step S7).

[0098] That is, in step S2, if the vehicle speed exceeds 1 km / h and vehicle 1 is in the driving state (state 1), when the parking frame detection function is turned on, it is assumed that forward parking is designated without querying the driver.

[0099] This is an optimization in response to the fact that reverse parking always involves stopping, so the driver can operate during parking when selecting reverse parking, but forward parking parks without stopping, making it difficult to perform the selection operation while driving.

[0100] In step S6, if the parking frame detection function is not turned on (step S6, NO), the process returns to step S2 to resume the vehicle speed determination.

[0101] In the explanation state (state 2) of step S7, the display image output unit 180 notifies the automatic parking procedure. Specifically, it notifies the driver of the procedure to start automatic parking via an audio message and notifies the procedure to start automatic parking from the passenger seat via a display image. If there is no means to give a parking instruction from the passenger seat, the display image output unit 180 may notify the driver of the procedure to perform automatic parking via a display image. Note that for the next step, the transition occurs without waiting for the completion of the message output.

[0102] Then, the parking frame detection unit 140 performs parking frame detection to search for a parking frame from the front camera image and transitions to the detection state (state 3) (from this, FIG. 13, step S8).

[0103] Next, the parking frame detection unit 140 determines whether a parking frame has been detected (step S9). If no parking frame has been detected (step S9, NO), the process returns to the process of step S8. If a parking frame has been detected (step S9, YES), the process proceeds to the detection state of state 4, and the display image output unit 180 notifies the detection of the parking frame with an audio message (step S10). Note that the message depends on the position where the parking frame is detected, and since the parking frame may be detected on both the left and right sides, it is advisable not to notify when the search of one of the left and right detection ranges is completed, but to wait for the completion of both searches and determine the presence or absence of detection.

[0104] Also, in step S10, the length of the audio message may be selected according to the time margin for receiving the parking instruction. Since the time margin depends on the vehicle speed, it may be selected according to the vehicle speed. For example, if the vehicle speed is slow, it may notify "A parking frame has been detected on the right. Do you want to park?", and if it is fast, it may notify "Do you want to park on the right?".

[0105] Steps S11 to S15 are processes corresponding to the reception state of state 5, and receive the parking instruction while notifying the time margin. That is, during the output of the message notifying the time margin, the loop from step S11 to step S15 is repeated a plurality of times.

[0106] First, the display image output unit 180 notifies the driver of the time margin as one of simple numbers such as "3, 2, 1, 0". For example, in the first loop, the time margin is counted down as "3", and in the next loop, as "2" (step S11). Note that for the notification of the time margin, it is advisable to change the time interval for notifying each number according to the vehicle speed. The time from the detection of the parking frame to the deadline of the parking instruction is indefinite as it is determined by the distance to the detected parking frame and the vehicle speed. However, if the notification of the time margin starts from an indefinite number, it is difficult to explain the operation procedure and is difficult to understand.

[0107] Therefore, for example, when notifying the time margin as "3, 2, 1, 0", the notification interval may be set as "notification interval = initial value of time margin ÷ 4". By doing so, it can be understood that "it is sufficient to give an instruction while counting to three".

[0108] Next, the state management unit 120 determines whether "0" has been notified as the time margin (step S12). If "0" has been notified as the time margin (step S12, YES), since the reception period of the parking instruction has ended, the process returns to step S8 to detect the next parking space and shifts to the detection state (state 3). Note that, when not parking due to running out of time, a process of notifying skipping, such as "the parking space has been skipped", may be executed before returning to step S8.

[0109] If "0" has not been notified as the time margin (step S12, NO), the operation reception unit 110 determines whether there is a denial operation (for example, an accelerator operation) by the driver for parking (step S13).

[0110] If there is a denial operation (step S13, YES), it is determined that skipping of the parking space has been instructed, and the process returns to the process of step S8. Note that, similar to the case of step S12, a process of notifying skipping, such as "the parking space has been skipped", may be executed before returning to step S8.

[0111] If there is no denial operation (step S13, NO), the operation reception unit 110 determines whether a parking instruction (for example, a turn signal operation) has been detected (step S14). If a parking instruction has not been detected (step S14, NO), the state management unit 120 subtracts the time margin (step S15), returns to step S11, and notifies the updated time margin.

[0112] That is, if there is no time expiration (step S12, NO), no denial operation (step S13, NO), and no parking instruction (step S14, NO), the state management unit 120 updates (subtracts) the time margin in step S15 and returns to the time margin notification process of step S11.

[0113] When a parking instruction is detected (step S14, YES), the state management unit 120 determines whether the parking instruction is valid (step S16). For example, if there is no detected parking space in the direction of the turn signal, the parking instruction is not valid, and it is determined as a negative operation (step S16, NO), and the process returns to step S8. That is, the driver may deny by instructing the direction opposite to the available parking space.

[0114] For example, if there is a detected parking space in the direction in which the turn signal is on, the state management unit 120 determines that the parking instruction is valid (from this, in FIG. 14, step S16, YES), accepts the parking instruction, and proceeds to the process of step S17.

[0115] The processes from step S17 to step S22 are processes corresponding to the inquiry state of state 6, and are processes of outputting an inquiry signal (for example, vibration of the steering wheel) for a certain period of time to request an approval operation (for example, releasing the steering wheel or reducing the steering torque).

[0116] First, when the state management unit 120 determines that the parking space conforms to the parking instruction operation, it outputs an inquiry signal for inquiring about the approval operation. The inquiry signal includes any one of the vibration, sound, and message of the steering system. For example, when the steering wheel vibrates, the driver may just release the hand from the steering wheel as an approval operation. In order to manage the reception period of the approval operation, the output period of the inquiry signal is counted by a timer (step S17). Then, the state management unit 120 determines whether a negative operation for parking is detected (step S18).

[0117] When a negative operation is not detected (step S18, NO), the state management unit 120 determines whether an approval operation for parking is detected while the inquiry signal is being output (step S19).

[0118] Up to this step, it is determined that the parking space conforms to the parking instruction operation, and an inquiry signal is output. When there is an approval operation, automatic parking is started. The approval operation is any one of releasing the steering wheel, or reducing the steering torque of the steering wheel, releasing the brake pedal, or reducing the pressure of the brake pedal. When at least one of them is detected, it is determined that there has been an approval operation. That is, it may be determined that there has been an approval operation when both the steering wheel is released and the brake pedal is released. By doing so, when starting automatic parking after step S23, automatic steering and vehicle speed control can be performed without being interfered by the driver's hands and feet.

[0119] When the approval operation has not been detected (step S19, NO), the state management unit 120 subtracts the timer (step S20). Then, the state management unit 120 determines whether the count value of the timer is greater than 0 (step S21).

[0120] When the count value of the timer is greater than 0 (step S21, YES), the process returns to the process of step S18, and the loop continues. When the count value of the timer becomes 0 (step S21, NO), the state management unit 120 stops outputting the inquiry signal (step S22), and returns to the process of step S8 to detect the next parking space.

[0121] In step S18, when a denial operation is detected (step S18, YES), the state management unit 120 immediately determines that it has received an instruction to skip the parking space, stops the inquiry signal (step S22), and returns to detecting the next parking space (step S8). Note that a notification of skipping, such as "Skipped", may be added to the process performed in step S22.

[0122] The denial operation may be the same as the denial operation (e.g., an accelerator operation) in the reception state of State 5, or an operation in the opposite direction to the parking instruction (e.g., turning the steering wheel in the reverse direction), or cancellation of the parking instruction (e.g., turning off the hazard lamp). Also, if an approval operation is not performed while the inquiry signal is being sent (e.g., not releasing the hand even when the steering wheel vibrates), the same result as when a denial operation is performed will occur (Step S21, NO). Therefore, if parking is not desired, any of these operations may be performed.

[0123] If there is no denial operation (Step S18, NO) and an approval operation is performed while the inquiry signal is being sent (Step S19, YES), the display image output unit 180 notifies the start of automatic parking (from this point, Step S23 in FIG. 15). The reason for restricting the reception period of the approval operation while the inquiry signal is being sent is to start automatic parking before the vehicle exceeds a predetermined steering point. That is, automatic parking is started only when an approval operation occurs before the vehicle exceeds the predetermined steering point.

[0124] The processing from Step S23 to Step S26 corresponds to the self-driving state of State 7.

[0125] First, the display image output unit 180 notifies the driver of the start of automatic parking, such as "Automatic parking will start" (Step S23). After that, the travel control unit 160 automatically drives the vehicle 1 along the parking route (Step S24).

[0126] During automatic driving (the self-driving state of State 7), the steering angle and vehicle speed are automatically controlled so that the vehicle 1 travels along the parking route calculated by the route calculation unit 150. The parking route consists of three partial routes: a straight line part that goes straight to a steering point on the driving path of the vehicle 1, a curved part that travels on a circumference from the steering point to the turning end point, and a straight line part that goes straight from the turning end point to the target parking position.

[0127] For each of the partial routes, since the steering angle and travel distance are calculated, it is sufficient to change the steering angle and shift to the travel of the next partial route after traveling a predetermined distance at a predetermined steering angle.

[0128] After that, when the vehicle 1 travels a predetermined distance on the last partial path of traveling straight on the center line of the parking space, it reaches the target parking position. The travel control unit 160 determines whether the vehicle 1 has reached the target parking position (step S25).

[0129] When the vehicle 1 reaches the target parking position (step S25, YES), the travel control unit 160 stops the vehicle 1 (step S26). After that, the display image output unit 180 notifies the driver that "Automatic parking will end" (step S27). Then, if the driver puts the gear into parking and the EPS (Electric Power Steering) is turned off, it ends (the end state of state 8).

[0130] Although the flow of the present embodiment assumes that there is a parking instruction after detecting an empty parking space, the case where there is a parking instruction before detecting an empty parking space will be described. FIG. 16 is a diagram showing a state before detecting a parking space.

[0131] In FIG. 16, since a part of the parking space line L1 of the empty parking space S1 is hidden by the parked vehicle 3, the parking space is not detected. When the vehicle 1 moves forward from this state, first, the parking space S1 can be detected in the front camera image, and then the driver can confirm inside the parking space S1. However, at the time of FIG. 16 when the parking space S1 has not been detected, the driver may prematurely judge that the parking space S1 is parkable and perform a parking instruction operation.

[0132] Therefore, even when the parking space S1 is not detected, it may be possible to accept a parking instruction operation. Accordingly, when a parking frame corresponding to the parking instruction operation has not been detected when the parking instruction operation is accepted, the determination as to whether the parking frame conforms to the parking instruction operation may be postponed, and the determination may be made when a parking frame corresponding to the parking instruction operation is detected. This is because if the determination is made when the parking space has not been detected, it will be determined that the parking space does not conform to the parking instruction operation. This may also be described as postponing the determination as to whether it conforms until a parking space corresponding to the parking instruction operation is detected.

[0133] If a parking space that conforms to the parking instruction operation is not detected, it may include cases where no parking space is detected at all, cases where a parking space is detected but it is not in the direction indicated by the parking instruction operation, or cases where a parking space is detected but the confirmation point of the parking space has not been reached. If no parking space has been detected yet, you may wait until it is detected. If the parking instruction operation is too early, you may wait until the confirmation point is reached.

[0134] A time limit may be set for the suspension of the determination. If the suspension of the determination continues indefinitely, there is a risk that the determination will be made when the driver forgets that a parking instruction operation has been performed, resulting in an operation unintended by the driver. Therefore, if a predetermined time has elapsed during the suspension of the determination, or if a predetermined distance has been traveled during the suspension of the determination, the acceptance of the parking instruction operation is canceled and automatic parking is not performed.

[0135] As an example, when traveling at a speed of 3 km / h, the criteria may be determined assuming that parking is instructed 10 m before the parking space to be stopped. Since the standard width of a parking space is 2.5 m, 10 m corresponds to four spaces. At a speed of 3 km / h, it takes 12 seconds to travel 10 m. Therefore, if a predetermined time (e.g., 12 seconds) has elapsed during the suspension, the suspension may not be continued, and it may be decided not to accept the parking instruction operation and not perform automatic parking. Alternatively, on the condition that a predetermined distance (e.g., 10 m) has been traveled during the suspension, it may be decided not to accept the parking instruction operation and not perform automatic parking. By doing so, it is possible to handle cases where the driver performs a parking instruction operation intending to park in a parking space three spaces ahead. If the parking space three spaces ahead is available, automatic parking is performed. If no available parking space is detected even after advancing four spaces, it may be notified at that time that the parking instruction operation has been canceled.

[0136] When a parking frame corresponding to the parking instruction operation is not detected when the parking instruction operation is received, since it includes the case where the driver's operation was not a parking instruction, if it is determined that there was a negative operation to cancel the parking instruction operation during suspension, the reception of the parking instruction operation may be cancelled and it may be determined not to perform automatic parking. For example, when it is determined that there was a parking instruction operation when the steering wheel was turned and the steering angle exceeded the first threshold value (for example, 10 degrees), if there is no detection of a parking frame in the direction in which the steering wheel was turned, and furthermore, when the steering angle exceeds the second threshold value (for example, 30 degrees), it may be estimated that it was a steering wheel operation for a right or left turn, the suspension of the determination may be cancelled, and it may be determined that there was no parking instruction. Operations to cancel the parking instruction operation, such as returning the steering wheel or the turn signal lever to neutral or turning off the hazard lamp, may also be determined as a negative operation and processed in the same way. When starting parking from a straight-ahead state, since there is no acceleration even if there is deceleration, when the accelerator operation exceeds a predetermined threshold value, it may also be determined as a negative operation.

[0137] The criteria (for example, threshold values) for determining the negative operation for the suspension of the determination may be the same as the criteria for determining the negative operation for the inquiry signal, but it may also be made easier to determine that it is a negative operation. That is, when a parking frame corresponding to the parking instruction operation is not detected, it may be made easier to determine that there was a negative operation than when a parking frame corresponding to the parking instruction operation is detected. This is because the probability of intending to park is lower when there is no detection of the parking frame, so the probability that the negative determination goes against the driver's intention is low, and when intending to park but the parking instruction is too early, when the parking frame is detected, it may be instructed again, so the demerit due to the negative determination is small.

[0138] For example, it is unsafe to start automatic parking when the inside of the parking space S1 cannot be confirmed, and the parking route cannot be determined when the parking space S1 is not detected. Therefore, although the state 3 (detection state), that is, the parking space detection is activated, when the parking space S1 is not detected, the parking instruction operation may not be detected as shown in the control flow of FIG. 13. Also, during the return from step S9 to step S8 in the control flow of FIG. 13, a step for detecting a parking instruction may be inserted. If a parking instruction is detected there, a confirmation and a re-instruction operation may be requested, such as "For safety, please confirm the inside of the parking space and give a parking instruction." By doing so, even if an overly early parking instruction is not accepted, it becomes easier to accept.

[0139] Also, when accepting and holding an instruction operation, it is advisable to give a notification at the same time. As described above, during the return from step S9 to step S8 in the state where the parking space S1 is not detected (step S9, NO), a step for detecting a parking instruction operation is inserted. If a parking instruction is detected there, it is advisable to notify that the parking instruction operation has been accepted. If the driver is not informed that the parking instruction operation has been accepted, it may lead to unnecessary and excessive operations. Therefore, for example, a message such as "Detection in progress. Please wait" is output to notify that the parking instruction has been accepted. After that, waiting for the detection of the parking space S1, the flow may be changed so as to proceed to the inquiry state (step S17) of state 6 without passing through states 4 and 5. Even if the timings of the detection of the parking space S1 and the detection of the parking instruction operation are out of order, the control after the inquiry state of state 6 may be the same.

[0140] The driver needs to keep an eye on the front during manual driving, but since the passenger in the passenger seat can view and operate the HMI device 20, the automatic parking function may be made operable from the passenger seat. For example, in the explanation state of state 2, an explanatory diagram and text may be displayed on the screen of the HMI device 20 simultaneously with the voice explanation to the driver, and the procedure for the passenger in the passenger seat to instruct automatic parking may be explained.

[0141] When the front camera image is displayed on the screen of the HMI device 20 and the parking frame S1 is detected (in the reception state of state 5), an image indicating the detected parking frame S1 may be superimposed and displayed, and when the superimposed image (i.e., the detected parking frame S1) is touched, it may be accepted as a parking instruction. Since the detected parking frame S1 is on either the left or right, or both, of the vehicle traveling direction, the operation of touching the screen is an example of a parking instruction operation including a direction instruction.

[0142] The parking instruction operation from the passenger seat may be, for example, the lighting of the hazard lamp. Since the hazard lamp is arranged at a position where it can also be operated from the passenger seat, the lighting of the hazard lamp may be accepted as a parking instruction. The lighting of the hazard lamp is an example of a parking instruction operation not including a direction instruction. When there is a parking instruction operation by the hazard lamp and the detected parking frame S1 is on both the left and right, the user may be allowed to select either the right or the left on the screen of the HMI device 20.

[0143] Note that even if the passenger in the passenger seat gives a parking instruction, the automatic parking will not start unless the driver performs an approval operation in the inquiry state of state 6. Therefore, it can be said that the final decision-making power lies with the driver.

[0144] In response to the parking instruction operation, deceleration may be performed. For example, when the parking frame is on both the left and right of the traveling direction of the vehicle 1, or when the parking instruction operation does not include a direction instruction, the driving control unit 160 may control the vehicle speed so that the vehicle 1 does not exceed a predetermined steering point until a parking instruction operation including a direction instruction is performed. For example, when there is a parking instruction operation by the hazard lamp and the detected parking frame S1 is on both the left and right, deceleration continues until an operation of selecting either the right or the left on the screen of the HMI device 20, or an operation of selecting the left or right with the steering wheel or the turn signal lever is performed. If the deceleration rate (speed change per unit time = acceleration) at this time is set so that the vehicle speed becomes zero before the predetermined steering point, the vehicle 1 will not exceed the predetermined steering point until an operation of selecting the left or right is performed.

[0145] In addition, it may be possible to handle the case where the confirmation points are different between the passenger in the passenger seat and the driver. FIG. 17A is a diagram showing the confirmation point of the passenger in the passenger seat, and FIG. 17B is a diagram showing the confirmation point of the driver. Since the driver needs to focus on the front during manual driving, it is preferable to receive a parking instruction operation from the position of B(P4) where the inside of the parking frame S1 can be visually observed as shown in FIG. 17B. On the other hand, if the front camera image is displayed on the HMI device 20, the passenger in the passenger seat can check the safety inside the parking frame S1 by looking at the camera image on the HMI device 20, so it may be possible to receive a parking instruction operation from the position of A(P3).

[0146] For safety, even if there is a parking instruction operation by the driver before the confirmation point, it may be possible not to receive the parking instruction or to delay the response to the reception. However, for the parking instruction operation by the passenger in the passenger seat, the point where it becomes possible to confirm on the camera image may be regarded as the confirmation point, and the parking instruction operation may be received. That is, the start point of receiving the parking instruction may be changed between the parking instruction by the HMI device 20 and the parking instruction by the steering wheel, turn signal, etc.

[0147] Since it can be determined from the detection of the parking frame S1 that the inside of the parking frame S1 can be confirmed with the front camera image, it may be possible to receive a parking instruction operation after the detection time of the parking frame S1. That is, for the parking instruction operation from the passenger seat, the detection point may be regarded as the confirmation point.

[0148] For example, for the operation of turning on the hazard lamp, which is a possible parking instruction operation from the passenger seat, or the operation of a dedicated button or a button on the screen of the HMI device 20, it may be received as a parking instruction operation from the time when the parking frame S1 is detected. If the parking frame S1 is not detected at the time of the operation, it may be announced "Please wait" and wait, and at the time when the parking frame S1 is detected, it may be queried "Do you want to park on the left?".

[0149] In addition, even if the parking instruction operation is an instruction operation performed by the driver, such as an operation of the turn signal, it may be received as a parking instruction operation from the time when the parking frame S1 is detected, provided that the vehicle speed is sufficiently low.

[0150] In forward parking, when it is detected that parking cannot be correctly performed in the detected parking space S1 beyond the steering limit point P1, a time buffer is notified in the reception state, such as "Do you want to park on the left? 3, 2, 1". If there is no parking instruction within the time limit, it may be notified that parking is not performed, such as "0, skip the parking space", and then return to parking space detection.

[0151] If the driver does not want to park in the detected parking space for some reason, such as being far from the entrance of the store, the driver may instruct a skip by a denial operation without waiting for the time to expire. For example, stepping on the accelerator pedal in response to an inquiry such as "Do you want to park on the left?" is determined as a denial operation. When operating on the screen of the HMI device 20 from the passenger seat, pressing the "NO" button displayed on the screen is determined as a denial operation.

[0152] Also, the parking space can be skipped even in the inquiry state. For example, when the turn signal lever is operated when there is a notification of parking space detection, but it is not intended to be a parking instruction operation, but rather to indicate an intention to turn towards the road in front of the parking space, when the steering wheel vibrates, the driver does not need to release the hand. Then, the vehicle 1 determines the non-grasping of the steering wheel as a denial operation, notifies that automatic parking is not performed, such as "skip the parking space", and returns to parking space detection.

[0153] Also in the inquiry state, similar to the reception state, it may be denied by stepping on the accelerator pedal. The denial operation in the inquiry state may also be an operation to cancel the parking instruction. For example, when a parking instruction is given with the turn signal lever, returning the turn signal lever to the neutral position becomes a denial operation. When a person in the passenger seat gives a parking instruction by turning on the hazard lamp, turning off the hazard lamp becomes a denial operation. Also, the denial operation may be an operation separate from the parking instruction. For example, pressing the "NO" button on the screen of the HMI device 20 may be determined as a denial operation regardless of the means of the parking instruction. That is, the person in the passenger seat may be given the right of refusal.

[0154] FIG. 18 is a diagram showing a device for detecting the next parking space in advance. In the control flow, the next parking space is not detected until skip is selected, but the next parking space may be detected without waiting for skip. For example, when the parking space 11 is detected, a range 12 where a more forward parking space is assumed may be set as the parking space detection area to detect the parking space.

[0155] When the parking space 11 is detected, as shown in FIG. 18, it is preferable to predict the position 13 where the next parking space line is located. Specifically, the position 13 where the next parking space line is located is predicted based on the position and interval of the detected frame line of the parking space 11, and the parking space detection area may be set to include it. Alternatively, in accordance with the forward movement of the vehicle, for example, parking space detection may be repeated every time the vehicle moves forward by 1 m. If the parking space detection is continuously executed, the next parking space may be detected before the parking space is skipped. If the next parking space is detected in advance, when one parking space is skipped, the process can be optimized according to the presence or absence of the next parking space.

[0156] For example, when the next parking space has been detected, a different message may be output than when the next parking space has not been detected. Specifically, when the next parking space has been detected, the message notifying skip may be shortened. By doing so, before the message proposing automatic parking to the next parking space is output, the output of the message notifying skip can be completed. That is, it is possible to avoid the output of the message proposing automatic parking to the next parking space being delayed because the previous message is being output, or the message notifying skip being interrupted halfway and becoming incomplete.

[0157] FIG. 19 is a diagram for explaining message output when empty parking spaces are continuous. When the parking spaces S1 and S2 are continuously empty, the steering limit points P1a of the parking space S1 and the steering limit point P1b of the parking space S2 are set, and an announcement asking for a parking instruction is made corresponding to each steering limit point.

[0158] When the parking frame S1 is skipped when the parking frame S2 is not detected, an announcement is made saying "Do you want to park? 3, 2, 1, 0, skipped", but if the next parking frame S2 is detected during the announcement of "skipped", it is necessary to cut off "skipped" in the middle so that the driver's operation can reach the steering limit point P1b in time and ask "Do you want to park?". Therefore, if the next parking frame is detected in advance and the parking frame S2 is detected, the notification of skipping can be shortened or omitted. For example, it may be announced as "Do you want to park? 3, 2, 1, 0, Do you want to park? 3, 2 ···".

[0159] As an example, assume that the interval between the steering limit points is 2.5 m and the vehicle speed is 3 km / h. In this case, since the steering limit point is passed every 2.5 m ÷ (3 km / 3600 s) = 3 seconds, for example, a message "Do you want to park? 3, 2, 1, 0" that makes a round in at least 3 seconds can be created, and "skipped" can be inserted when the available parking frames are not continuous. Also, the length of the message output may be changed according to the vehicle speed, or in response to the fact that it takes at least 3 seconds for the message output, the vehicle speed may be controlled to be 3 km / h or less.

[0160] Although the control for requesting approval of automatic parking in the inquiry state of state 6 has been introduced, approval of automatic parking is not necessarily required, and automatic parking may be started immediately according to the parking instruction. For example, when the parking frame detection function is activated during driving and white lines generally parallel to the traveling direction are detected on the left and right in the traveling direction, a function of recognizing the space between the left and right white lines as a passage and driving in the center of the passage by automatic steering may be activated. That is, automatic steering may be started at the stage of traveling on the passage while detecting the parking frame. Also, automatic driving that includes automatic control of the vehicle speed may be started. If automatic driving has already been started, it is not necessary to request approval again when starting automatic parking.

[0161] Since automatic steering is premised on the driver releasing the steering wheel (not applying steering force to the steering wheel), when starting automatic steering, it is advisable to provide a notification of automatic steering and confirm the approval operation (releasing the steering wheel). When the driver gives a parking instruction using the turn signal lever while driving on a road with automatic steering, since the steering wheel has already been released, there is no need to require an approval operation (releasing the steering wheel) to start automatic parking.

[0162] When the driver is controlling the vehicle speed during driving on a road and the vehicle speed is also automatically controlled during automatic parking, it is necessary to release the pedal when starting automatic parking. However, if the vehicle speed is not automatically controlled during automatic parking, there is no need to release the pedal. Also, when driving on a road is automatic driving (automatically controlling both the steering angle and the vehicle speed), there is no need to release the pedal. When approval is not required, in the reception state of State 5, when it is determined that a parking instruction has been received, it may be possible to transition to the self-driving state of State 7 without going through the inquiry state of State 6.

[0163] Of course, it is not preferable to change the behavior of the vehicle without notifying the driver. Even when automatic parking approval is not required, it is better to notify the start of automatic parking. Therefore, it may be possible to transition to the self-driving state of State 7 after notifying the start of automatic parking in State 6.

[0164] Note that generally, notifications can be annoying to the driver. In particular, notifying of time availability can take away the driver's mental comfort and may be disliked. Therefore, efforts can be made in the direction of increasing the driver's mental comfort.

[0165] In forward parking, there is a steering limit point in front of the detected parking space. If the steering limit point is exceeded, correct parking in the detected parking space becomes impossible, so the time margin until the approval operation is limited. Therefore, when there is a parking instruction operation, it is advisable to decelerate the vehicle to extend the time until the steering limit point is exceeded. By doing so, the time margin increases, and the mental margin also increases. For example, when the hazard lamp is lit and the detected parking space is on the left or right, since an operation to select either the right or left is also required, the vehicle may be automatically decelerated in response to the lighting of the hazard lamp to ensure enough time for the left / right selection.

[0166] Automatically decelerating or instructing deceleration according to a parking instruction operation is also effective when the driver performs a parking instruction operation using the turn signal or the steering wheel. When performing a parking instruction operation using the turn signal or the steering wheel, it may be a condition for accepting that the driver performs deceleration by braking operation as a parking instruction operation, or the vehicle may be automatically decelerated according to the parking instruction operation.

[0167] Alternatively, since it is necessary to suppress the lateral acceleration felt by the passengers when steering, the condition that the vehicle speed is below a predetermined threshold value may be added to the detection condition of the parking instruction operation as a condition for accepting the parking instruction operation. For example, when both decelerating to a crawling speed and a turn signal operation are performed, it may be determined that a parking instruction operation is detected. In this way, when a parking instruction operation is detected, the vehicle is sufficiently decelerated. Or, the driver may be instructed to decelerate. When there is a parking instruction operation, if the vehicle speed exceeds a predetermined threshold value, an announcement may be made saying "Please decelerate", and if the vehicle speed does not fall below the predetermined threshold value, an announcement may be made saying "The speed is too fast" and the automatic parking may not be started. Also, when a parking space is detected or when a parking instruction operation is detected, if the vehicle speed of the vehicle exceeds a predetermined value (for example, 10 km / h), the driving control unit may automatically decelerate the vehicle so that the vehicle speed becomes below the predetermined threshold value.

[0168] FIG. 20 is a diagram for explaining starting deceleration when a parking space is detected. When searching for an empty parking space and driving in a parking lot at a relatively high speed (for example, 15 km / h), even if deceleration is started when a parking instruction operation is given, it may not be decelerated sufficiently until starting steering, or the deceleration until starting steering may become a sudden deceleration, which may make the passengers feel uncomfortable.

[0169] Therefore, when the parking space S1 is detected, compare the vehicle speed with a predetermined threshold value. If it exceeds the predetermined threshold value, it may automatically decelerate, or inform the driver that automatic parking cannot be started if the vehicle speed is high and request deceleration.

[0170] When starting deceleration at the position (detection point P3) where the parking space is detected, since it is only necessary to decelerate while traveling the distance to the steering point P2, the deceleration rate (acceleration) can be suppressed, and by suppressing the vehicle speed at the start of turning, the centrifugal force (acceleration) felt by the passengers can be reduced.

[0171] The deceleration when an empty parking space is detected and the deceleration when a parking instruction is given may be used in combination. For example, deceleration may be started at the earlier of the time when an empty parking space is detected and the time when a parking instruction is given, or when an empty parking space is detected, decelerate until the vehicle speed reaches 10 km / h or less, and when a parking instruction is given, decelerate until the vehicle speed reaches 5 km / h or less.

[0172] Also, monitor the vehicle speed when the parking space detection function is operating. If the vehicle speed exceeds a predetermined value, inform the driver that automatic parking will not be performed and request deceleration. For example, when driving at a speed exceeding 10 km / h, inform the driver that "Parking space detection is not available at speeds above 10 km / h", and when the vehicle speed drops below 10 km / h, inform the driver that "Parking space detection will start". In this way, the driver will decelerate to less than 10 km / h when approaching the parking space they want to stop at.

[0173] In forward parking, there is a steering point P2 in front of the detected parking frame S1. If the vehicle crosses the steering point P2, it will no longer be able to park in the detected parking frame. Therefore, in the reception state of State 5, an example was shown where a time margin was notified by counting down, such as "Do you want to park on the left? 3, 2, 1". However, when such a notification with a sense of urgency is made, many people feel uncomfortable, thinking "I feel pressured and don't like it".

[0174] Therefore, until a parking instruction operation is received, the vehicle speed of the vehicle may be controlled so that the vehicle does not cross a predetermined steering point. By decelerating so as not to cross the steering point P2, it may be possible to eliminate the need to notify the time margin. Specifically, deceleration is automatically performed from the time when the parking frame S1 is detected, and the deceleration rate is set so that the vehicle speed becomes zero (stops) in front of the steering point P2. Then, if the driver's judgment is delayed and the state where neither a parking instruction nor a denial operation is performed continues, the vehicle will stop in front of the steering point P2. That is, when decelerating so as not to cross the steering point P2, the time margin becomes infinite, so there is no need to notify the time margin.

[0175] FIG. 21 is a diagram showing a device for decelerating so as not to cross the steering point P2. For example, when the parking frame S1 is detected, the steering point P2 is set in front of the steering limit point P1, and when decelerating at a constant deceleration rate, the deceleration rate is set so that the speed becomes zero in front of the steering point P2. When decelerating at a constant deceleration rate as shown in the lower graph, the distance traveled by the vehicle becomes a quadratic curve as shown in the upper graph, and the vehicle speed becomes zero and stops in front of the steering point P2. Once it stops, the time constraint is eliminated, and there is no problem even if the driver checks by looking at the screen of the HMI device 20, so a parking instruction can be issued safely.

[0176] Even with such control, it is not necessarily the case that the vehicle will come to a complete stop. If a parking instruction is given before the vehicle stops, it will shift to automatic parking without stopping. Therefore, if the driver operates quickly, automatic parking will start without stopping.

[0177] FIG. 22 is another view showing a device for decelerating so as not to exceed the steering point P2. This figure shows a graph when a skip of the parking frame is instructed before the vehicle stops. When a skip is instructed, the vehicle re-accelerates and heads towards the next parking frame, so the vehicle does not stop temporarily. By such speed control, it is possible to obtain a good user experience while avoiding notifying a time margin and causing discomfort.

[0178] Such a device for decelerating so as not to exceed the steering point P2 may be applied to the inquiry state of state 6. That is, the vehicle speed of the vehicle is controlled so that the vehicle does not exceed a predetermined steering point until the control system is released. In the flowchart of FIG. 14, since the parking frame is skipped when a predetermined time (for example, 1 second) has elapsed from the output of the inquiry signal, it is necessary to immediately perform an approval operation (for example, releasing the steering wheel). However, if deceleration is performed so as not to exceed the steering point P2 until an approval operation or a rejection operation is detected, there may be no upper limit to the time waiting for the driver's operation.

[0179] For example, a person who feels uneasy about leaving the steering wheel while the vehicle is running may leave the steering wheel when the vehicle stops in front of the steering point P2, and a person who is used to it may quickly leave the steering wheel when the steering wheel vibrates and start automatic parking without stopping with minimal deceleration. Also, when you want to skip, you can step on the accelerator without waiting for the vehicle to stop and head towards the next frame.

[0180] Also, the speed may be controlled according to the situation of the parking lot. In a parking lot where forward parking is assumed, the parking frame is often set so that the central axis of the parking frame and the traveling direction of vehicle 1 form an acute angle, and the available parking frames may be set only on one side of the passage. For example, a parking frame whose central axis is an obtuse angle with respect to the vehicle traveling direction is a parking frame set to enter from another passage.

[0181] Therefore, for detecting a forward parking frame, the angle formed by the traveling direction of the vehicle and the central axis of the parking frame is evaluated, and if it is an obtuse angle, it is not detected as a parking frame. Also, since the parking frames tend to be filled on the more convenient side first in terms of use, the probability of having parking frames on both the left and right sides of the passage is small compared to the probability of having available parking frames only on one side of the passage.

[0182] Therefore, only when the detected parking spaces are on both the left and right sides, even if the deceleration is increased or the vehicle is stopped to allow more time for the left / right selection, the decrease in convenience can be suppressed to a relatively small extent. For example, when the hazard lamp is lit and the detected parking spaces are on both the left and right sides, since an operation for selecting left or right is further required, the vehicle may be decelerated to a lower speed than when the detected parking space is on either the left or the right side, or may be stopped, or may be decelerated at a deceleration rate that does not exceed the steering limit point.

[0183] Also, the deceleration control may be changed depending on whether the parking instruction operation is an operation by the driver (operation by the steering wheel or turn signal) or an operation by the passenger on the passenger seat side (operation by the hazard lamp or the HMI device 20).

[0184] The driver can support their body with the steering wheel. In contrast, for example, when the person on the passenger seat operates on the screen of the HMI device 20 and the vehicle decelerates, the body may become unstable due to the acceleration, and the buttons on the screen may not be pressed correctly. Therefore, when the detected parking spaces are on the left and right and the parking instruction does not involve a direction instruction, the deceleration rate may be suppressed so that the body does not become unstable due to the acceleration until a parking instruction with a direction instruction is given, or the vehicle may be stopped and then the left / right selection may be made.

[0185] For example, if the parking instruction is the hazard lamp, the vehicle may be unconditionally stopped, buttons for selecting left or right may be displayed on the screen after stopping, and all operations until the start of automatic parking may be performed while the vehicle is stopped. When the vehicle is stopped, the driver can also optionally view and operate the screen. Since the case where the parking instruction operation is performed by the person on the passenger seat side is less frequent than the case where the driver performs it, even if the vehicle is definitely stopped, the decrease in convenience is relatively small.

[0186] FIG. 23 is a diagram showing the response when the driver gives a parking instruction by a steering operation. When the parking instruction operation is performed by a steering operation, if the point where the driver steers is within a reasonable range as the steering point, it may be possible to shift to automatic parking with that point as the steering point. However, since the point where the driver steers cannot be predicted, it is a prerequisite that the parking route can be calculated at the time of steering. In other words, if the parking route cannot be calculated at the time of steering, it is not possible to shift to automatic parking with that point as the steering point. Also, there may be cases where the point where the driver steers is not appropriate as the steering point.

[0187] As shown in FIG. 23, when a parking instruction operation by a steering operation is performed far in front of the parking frame S1, if the driver steers at the point where the driver steers, a parking route for correctly parking in the parking frame S1 cannot be set. In such a case, it is necessary to maintain the course without steering. That is, when the parking route cannot be set, it is necessary to issue a warning such as "Parking is not possible from here" or to generate a reaction force against steering with the EPS to maintain the course.

[0188] When calculating the route by determining the steering point in advance as described above, it is advisable to accept the driver's steering operation only as a parking instruction. That is, on the premise that steering is performed at the planned steering point, the course is maintained against the driver's steering operation.

[0189] However, since the steering wheel may be operated for the purpose of avoiding danger or turning right or left on the road, care must be taken in control so as not to become unsafe. For example, when the steering wheel is turned slightly with a small steering force, a reaction force against steering is generated with the EPS to maintain the course, but when the steering force exceeds the threshold value, it may be controlled so as not to generate a reaction force.

[0190] When the steering wheel is turned, the vehicle may change its course despite resistance, so there is a risk that it may not be able to travel along the calculated course. Therefore, the necessary condition for a parking instruction by the steering wheel may be set to "turn left and return to neutral" or "turn right and return to neutral". By doing so, a parking instruction can be received in a state where the steering wheel is in the neutral position and the course has returned to its original state, making it easier to calculate the path while the steering wheel is turned. Also, the "turn and return" operation is preferable in that it can be distinguished from operations during danger avoidance or left and right turns.

[0191] In addition, forms obtained by applying various modifications that can be conceived by those skilled in the art to each embodiment, or forms realized by arbitrarily combining the components and functions in each embodiment without departing from the spirit of the present disclosure are also included in the present disclosure.

Industrial Applicability

[0192] The present disclosure can be used in a parking support device and a parking support method.

Explanation of Signs

[0193] 1 Vehicle 2 Camera 10 Operating device 20 HMI device 30 Vehicle control device 40 Navigation device 100 Parking support device 101 CPU 102 ROM 103 RAM 104 I / O 105 IMP 110 Operation reception unit 120 State management unit 130 Image acquisition unit 140 Parking frame detection unit 150 Path calculation unit 160 Travel control unit 170 Storage unit 180 Display image output unit

Claims

1. A parking frame detection unit that detects a parking frame, An operation reception unit that receives a parking instruction operation of a vehicle occupant, A travel control unit that automatically parks the vehicle in a parking frame that matches the parking instruction operation, Comprising, When the parking frame is only in one of the left and right directions of the vehicle's traveling direction, or the parking instruction operation is a parking instruction operation including a direction instruction, and there is a parking frame in the direction indicated by the parking instruction operation, and the parking frame is within a predetermined range in the vehicle's traveling direction, it is determined that the parking frame matches the parking instruction operation, A predetermined confirmation point corresponding to the parking frame detected by the parking frame detection unit is set, and the predetermined confirmation point is a point where the vehicle occupant can confirm within the parking frame, and the start end of the predetermined range is set based on the predetermined confirmation point, A parking support device, wherein the point where the occupant can confirm within the parking frame is set based on the positional relationship between the head of the occupant or a camera provided on the vehicle and the extension line of the long side of the parking frame, The parking instruction operation is an operation including at least one of an operation of rotating the steering wheel, an operation of tilting the turn signal lever, lighting of the hazard lamp, and an operation of the brake pedal, The parking instruction operation including the direction instruction is an operation including at least one of an operation of rotating the steering wheel and an operation of tilting the turn signal lever, Parking support device.

2. The parking support device according to claim 1, When the parking instruction operation is received and the parking frame that matches the parking instruction operation is not detected, the determination as to whether the parking frame matches the parking instruction operation is suspended, Parking support device.

3. The parking support device according to claim 2, When a predetermined time has elapsed during the suspension of the determination, or when a predetermined distance has been traveled during the suspension of the determination, the reception of the parking instruction operation is canceled and the automatic parking is not performed, Parking support device.

4. The parking support device according to claim 1 or claim 2, When at least one of an operation of returning the steering wheel or the turn signal lever to the neutral direction, an operation of rotating the steering wheel beyond a predetermined angle, turning off the hazard lamp, an operation of the accelerator pedal, or a button operation for canceling the parking instruction is detected, it is determined that there is a denial operation, and when there is a denial operation, the automatic parking is not performed, Parking assistance device.

5. The parking assistance device according to claim 4, when a parking frame conforming to the parking instruction operation is not detected, it is easier to determine that the denial operation has occurred than when a parking frame conforming to the parking instruction operation is detected, Parking assistance device.

6. The parking assistance device according to claim 1, setting a predetermined steering point corresponding to the parking frame detected by the parking frame detection unit, the predetermined steering point being the turning start position of the path by which the vehicle fits into the parking frame, and setting the end of the predetermined range based on the predetermined steering point, Parking assistance device.

7. The parking assistance device according to claim 6, the travel control unit controls the vehicle speed so that the vehicle does not exceed the predetermined steering point until the parking instruction operation is performed, Parking assistance device.

8. The parking assistance device according to claim 1, when the vehicle speed of the vehicle exceeds a first predetermined value, the automatic parking is not performed, Parking assistance device.

9. The parking assistance device according to claim 1, when the parking frame is detected, or when the parking instruction operation is detected, and when the vehicle speed of the vehicle exceeds a second predetermined value, the travel control unit decelerates the vehicle, Parking assistance device.

10. The parking assistance device according to claim 1, when it is determined that the parking frame conforms to the parking instruction operation and there is an approval operation, the automatic parking is started, and when the operation reception unit detects at least one of the release of the steering wheel, or the decrease in the steering torque of the steering wheel, the release of the brake pedal, or the decompression of the brake pedal, it is determined that there is an approval operation, Parking assistance device.

11. The parking assistance device according to claim 10, when it is determined that the parking frame conforms to the parking instruction operation, an inquiry signal for inquiring about the approval operation is output, and the inquiry signal includes any one of vibration, sound, and a message of the control system, Parking assistance device.

12. The parking assistance device according to claim 10, when there is an approval operation before the vehicle exceeds a predetermined steering point, the automatic parking is started, Parking assistance device.

13. The parking assistance device according to claim 10, the vehicle speed of the vehicle is controlled so that the vehicle does not exceed a predetermined steering point until there is an approval operation, Parking assistance device.

14. A step of detecting a parking frame, A step of receiving a parking instruction operation of a vehicle occupant; When either the parking space is only in one of the left and right directions of the vehicle's traveling direction, or the parking instruction operation includes a direction instruction and there is a parking space in the direction indicated by the parking instruction operation, and the parking space is within a predetermined range in the vehicle's traveling direction, a step of determining that the parking space conforms to the parking instruction operation; A step of automatically parking the vehicle in the parking space that conforms to the parking instruction operation; A parking assistance method comprising: A step of setting a predetermined confirmation point corresponding to the parking space; A step of setting the predetermined range so that the start end of the predetermined range is at a point where the vehicle occupant can confirm within the parking space and can confirm the predetermined confirmation point; A step of setting a point where the occupant can confirm within the parking space based on the positional relationship between the head of the occupant or a camera provided in the vehicle and an extension line of the long side of the parking space, and further comprising: The parking instruction operation is an operation including at least one of an operation of rotating a steering wheel, an operation of tilting a turn signal lever, lighting of hazard lamps, and an operation of operating a brake pedal; The parking instruction operation including a direction instruction is an operation including at least one of an operation of rotating a steering wheel and an operation of tilting a turn signal lever. Parking assistance method.

15. A step of detecting a parking space; A step of receiving a parking instruction operation of a vehicle occupant; When either the parking space is only in one of the left and right directions of the vehicle's traveling direction, or the parking instruction operation includes a direction instruction and there is a parking space in the direction indicated by the parking instruction operation, and the parking space is within a predetermined range in the vehicle's traveling direction, a step of determining that the parking space conforms to the parking instruction operation; A step of automatically parking the vehicle in the parking space that conforms to the parking instruction operation; A parking assistance program for causing a computer to execute, A step of setting a predetermined confirmation point corresponding to the parking space; A step of setting the predetermined range so that the start end of the predetermined range is at a point where the vehicle occupant can confirm within the parking space and can confirm the predetermined confirmation point; A step of setting a point at which the occupant can confirm within the parking frame based on a positional relationship between the head of the occupant or a camera provided in the vehicle and an extension line of the long side of the parking frame; further causing the computer to execute; The parking instruction operation is an operation including at least one of an operation of rotating the steering wheel, an operation of tilting the turn signal lever, lighting of the hazard lamp, and an operation of the brake pedal; The parking instruction operation including the instruction of the direction is an operation including at least one of an operation of rotating the steering wheel and an operation of tilting the turn signal lever; Parking assistance program.

Images