Control device and parking lot determination method

Abstract

A control device (100) comprises: a parking-possible position acquisition unit (10) that acquires, as a parking-possible position, a parking vehicle (PV) or a parking frame (PF) which is included in an image captured of an area ahead of a vehicle (500); and a parking space determination unit (20) that determines, as a parking space (PS), a range which includes a quadrangle surrounding a plurality of parking-possible positions that are contiguous in a first direction from a starting point, which is one parking-possible position, and a plurality of parking-possible positions that are contiguous in a second direction, which intersects the first direction, from the starting point.

Description

Cross-reference to Related Applications

[0001] This application is based on Japanese Application No. 2023-101386 filed on June 21, 2023, the contents of which are incorporated herein by reference.

Technical Field

[0002] The present disclosure relates to a control device and a parking lot determination method.

Background Art

[0003] Patent Document 1 discloses a parking lot determination method for determining whether a host vehicle is in a parking lot by extracting a marking line marked on a road surface from an image captured by a camera and determining the left-right similarity of a line group composed of a plurality of marking lines detected on both the left and right sides of the host vehicle.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

[0005] When there is a parked vehicle in front of the vehicle, a part of a marking line such as a parking frame at a position in front of the vehicle and farther from the vehicle than the parked vehicle is hidden by the parked vehicle and cannot be recognized. Therefore, even if the vehicle is in a parking lot, there is a possibility that it may be erroneously determined that the vehicle is not in the parking lot. Therefore, a technique capable of improving the determination accuracy of whether the vehicle is in a parking lot is desired.

[0006] The present disclosure can be realized in the following forms.

[0007] According to one embodiment of the present disclosure, a control device is provided. This control device includes a parking location acquisition unit that acquires a parked vehicle or parking space included in an image taken of the front of a vehicle as a parking location, and a parking space determination unit that determines a range including a rectangle surrounding a plurality of parking locations that are continuous in a first direction from one of the parking locations as a starting point, and a plurality of parking locations that are continuous in a second direction intersecting the first direction from the starting point as a parking space.

[0008] This configuration improves the accuracy of determining whether a vehicle is present in a parking lot compared to a system that uses only the parked vehicle or parking space captured in an image of the area in front of the vehicle to determine whether a vehicle is present in a parking lot.

[0009] This disclosure can be implemented in various forms other than the control device described above, such as a parking lot determination method, a computer program, a recording medium, or a vehicle. [Brief explanation of the drawing]

[0010] The purposes and other objectives, features and benefits of this disclosure will be further clarified by the following detailed description with reference to the attached drawings. Those drawings are: [Figure 1] Figure 1 is an explanatory diagram showing the schematic configuration of the control device in the first embodiment. [Figure 2] Figure 2 shows an example of a parked vehicle and parking space located in front of the vehicle. [Figure 3] Figure 3 is a process diagram of the parking lot determination process performed by the control device. [Figure 4] Figure 4 is a schematic diagram illustrating the parking space. [Figure 5] Figure 5 is a schematic diagram illustrating the parking space. [Figure 6] Figure 6 is a schematic diagram illustrating an example where parking spaces exist on both the left and right sides of a vehicle. [Figure 7] Figure 7 is a schematic diagram illustrating the conditions for reverse parking with a turn. [Figure 8] Figure 8 is a schematic diagram illustrating the conditions for reverse parking with a turn. [Figure 9] Figure 9 is a schematic diagram illustrating the process of determining whether a vehicle is in a parking lot when parking spaces exist on both the left and right sides of the vehicle. [Figure 10] Figure 10 is an explanatory diagram showing the schematic configuration of the control device in the second embodiment. [Figure 11] Figure 11 is a process diagram of the drive force suppression process performed by the control device. [Figure 12] Figure 12 illustrates a parking space in another embodiment. [Modes for carrying out the invention]

[0011] A. First Embodiment: The control device 100 shown in Figure 1 is mounted on the vehicle 500. In this embodiment, the control device 100 determines whether or not the vehicle 500 is in a parking lot. The vehicle 500 may be a hybrid electric vehicle (HEV), a plug-in hybrid electric vehicle (PHEV), a fuel cell electric vehicle (FCEV), a battery electric vehicle (BEV), or a gasoline engine vehicle. The control device 100 is communicatively connected to the camera 201, radar 202, and driving condition sensor 203 mounted on the vehicle 500.

[0012] Camera 201 captures an image of the area in front of the vehicle 500. The image may be a still image or a video. Camera 201 transmits the captured image to the control device 100.

[0013] The radar 202 emits radio waves in front of the vehicle 500 and receives reflected waves reflected by an object in front of the vehicle 500 to detect the distance, angle, and relative speed of the object in front of the vehicle 500. The radar 202 transmits the detected distance, angle, etc. to the control device 100. The camera 201 and radar 202 are also called a forward recognition device.

[0014] The running state sensor 203 is a sensor that detects information regarding the running state of the vehicle 500. The running state sensor 203 is, for example, a vehicle speed sensor, an accelerator sensor, a brake sensor, a steering angle sensor, a direction indicator switch, etc. The running state sensor 203 detects, for example, the vehicle speed, accelerator operation amount, brake operation amount, steering angle, operation state of the direction indicator, etc. of the vehicle 500. The running state sensor 203 transmits the detected information regarding the running state of the vehicle 500 to the control device 100.

[0015] The control device 100 is constituted by a computer including a CPU 101 and a storage unit 102. Specifically, the control device 100 is configured as an ECU (Electronic Control Unit). The storage unit 102 is constituted by a ROM, a RAM, a hard disk drive, etc. Various programs for controlling the operation of the control device 100 are stored in the storage unit 102. The CPU 101 functions as a parking available position acquisition unit 10, a parking space determination unit 20, a travel trajectory prediction unit 30, and a within-parking-lot determination unit 40 by executing the programs stored in the storage unit 102.

[0016] The parking available position acquisition unit 10 acquires a parked vehicle PV or a parking frame PF included in an image obtained by imaging the front of the vehicle 500 as a parking available position. The parking frame PF is a parking section for one vehicle 500 to park. FIG. 2 shows a state of the vehicle 500, the parked vehicle PV and the parking frame PF located in front of the vehicle 500 as viewed from above. In the example shown in FIG. 2, the image obtained by imaging the front of the vehicle 500 includes one parked vehicle PV and two parking frames PF. In this case, the parking available position acquisition unit 10 acquires the above-described one parked vehicle PV and two parking frames PF as parking available positions. In the example shown in FIG. 2, the parking frame PF is a parking section demarcated by a rectangle drawn on the road surface. The parking available position acquisition unit 10 uses a machine learning model pre-learned using an image in which the parked vehicle PV is imaged and an image in which the parking frame PF is imaged to detect the parked vehicle PV or the parking frame PF included in the image obtained by imaging the front of the vehicle 500. For example, a convolutional neural network is used as an algorithm for the machine learning model. Note that the parking available position acquisition unit 10 may detect the parked vehicle PV or the parking frame PF included in the image obtained by imaging the front of the vehicle 500 using a method such as pattern matching or edge detection.

[0017] The parking space determination unit 20 determines a range including a quadrilateral surrounding a plurality of parking available positions continuous in the first direction from a starting point and a plurality of parking available positions continuous in a second direction intersecting the first direction from the starting point as a parking space, starting from one parking available position. The parking space will be described later.

[0018] The travel trajectory prediction unit 30 calculates a predicted travel trajectory of the vehicle 500 based on the travel state of the vehicle 500 acquired by the travel state sensor 203. Here, the predicted travel trajectory means a trajectory predicted that the vehicle 500 will travel when the current travel state of the vehicle 500 is maintained. The travel trajectory prediction unit 30 calculates the predicted travel trajectory based on, for example, the vehicle speed acquired by a vehicle speed sensor and the steering angle acquired by a steering angle sensor.

[0019] The parking lot determination unit 40 determines whether or not the vehicle 500 is located within the parking lot based on the relative positional relationship between the vehicle 500 and the parking space.

[0020] The control device 100 repeatedly performs the parking lot determination process shown in Figure 3 at predetermined intervals when the vehicle 500 is traveling at a speed below a predetermined speed, or when the vehicle 500 is stopped. The parking lot determination process will be described below with reference to Figures 3 to 8.

[0021] In step S10 of Figure 3, the parking position acquisition unit 10 searches for a parked vehicle PV or parking space PF included in the image captured by the camera 201.

[0022] In step S20, the parking position acquisition unit 10 determines whether the image captured by the camera 201 includes a parked vehicle PV or a parking space PF. If it is determined that the image includes a parked vehicle PV or a parking space PF, the control device 100 executes step S30. If it is determined that the image does not include a parked vehicle PV or a parking space PF, the control device 100 returns to step S10.

[0023] In step S30, the parking location acquisition unit 10 acquires the parked vehicle PV or parking frame PF included in the image captured by the camera 201 as a parking location. For example, if vehicle 500 is located at the position shown in Figure 4, the image captured by camera 201 includes parked vehicle PV1, parked vehicle PV2, parked vehicle PV3, parking frame PF1, and parked vehicle PV4. The parking location acquisition unit 10 acquires parked vehicle PV1, parked vehicle PV2, parked vehicle PV3, parking frame PF1, and parked vehicle PV4 as parking locations. Also, if vehicle 500 is located at the position shown in Figure 5, the image captured by camera 201 includes parked vehicle PV5, parked vehicle PV6, parked vehicle PV7, parking frame PF2, and parked vehicle PV8. The parking location acquisition unit 10 acquires parked vehicle PV5, parked vehicle PV6, parked vehicle PV7, parking frame PF2, and parked vehicle PV8 as parking locations. Step S30 is also called the parking location acquisition process.

[0024] In step S40, the parking space determination unit 20 determines whether the parking space available position obtained in step S30 satisfies the parking space determination conditions. Here, satisfying the parking space determination conditions means that all of the following conditions A, B, C, and D are met. If it is determined that the parking space available position satisfies the parking space determination conditions, the control device 100 executes step S50. If it is determined that the parking space available position does not satisfy the parking space determination conditions, the control device 100 returns to step S10. Condition A: Multiple parking spaces are consecutive in the first direction from the starting point, which is a designated parking space. Condition B: Multiple parking spaces are consecutive in a second direction from the starting point, which is a parking space. Condition C: Multiple parking spaces in a continuous direction are adjacent to each other at a distance less than or equal to a predetermined distance. Condition D: Multiple parking spaces in a second direction are adjacent to each other at a distance less than or equal to a predetermined distance.

[0025] Here, the starting point in conditions A and B is the same parking location. The first direction and the second direction are directions in the horizontal plane. The second direction is a direction that intersects the first direction. Condition C means that adjacent parked vehicles PV, parking spaces PF, or parked vehicles PV and parking spaces PF are at a distance of less than or equal to a predetermined distance in the first direction. Condition D is the same as condition C. In the example shown in Figure 4, starting from parked vehicle PV1, parked vehicle PV4 is continuous in the first direction, and parked vehicles PV2, PV3, and parking space PF1 are continuous in the second direction. That is, two parking locations are continuous in the first direction from the starting point, and four parking locations are continuous in the second direction from the starting point. In the example shown in Figure 4, the first and second directions are orthogonal. Also, in the example shown in Figure 5, starting from parked vehicle PV5, parked vehicle PV8 is continuous in the first direction, and parked vehicles PV6, PV7, and parking space PF2 are continuous in the second direction. In other words, there are two consecutive parking spaces in the first direction from the starting point, and four consecutive parking spaces in the second direction from the starting point.

[0026] In step S50, the parking space determination unit 20 determines that the area including the rectangle that encloses the parking spaces continuous in the first direction from the starting point and the parking spaces continuous in the second direction from the starting point, when viewed from above, is the parking space PS. In this embodiment, the parking space determination unit 20 determines that the area of ​​the parallelogram having sides parallel to the first direction and sides parallel to the second direction, which encloses the above-mentioned parking spaces, is the parking space PS. As shown in Figure 4, if parking spaces exist, the parking space determination unit 20 determines that the area of ​​the rectangle enclosing the parking spaces, which are the parking spaces, are the parking spaces, which Preferably, the parking space PS is the area enclosed by the smallest parallelogram that includes all possible parking positions that satisfy the parking space determination conditions. The parking space PS may also include areas where no possible parking positions have been determined. In Figures 4 and 5, areas where no possible parking positions have been determined are shown with diagonal hatching. Areas where no possible parking positions have been determined are areas where it is unknown whether a parked vehicle PV or parking space PF exists. The parking space determination unit 20 stores the location information of the parking space PS determined in step S50 in the storage unit 102. The storage unit 102 stores the location information of each parking space PS from the time the location information of each parking space PS is stored until a predetermined period of time has elapsed. Step S50 is also called the parking space determination process.

[0027] In step S60, the trajectory prediction unit 30 calculates the predicted trajectory of the vehicle 500.

[0028] In step S70, the parking lot determination unit 40 determines whether or not the vehicle 500 is in the parking lot based on the relative positional relationship between the vehicle 500 and the parking space PS. The parking lot determination unit 40 determines that the vehicle 500 is in the parking lot if the parking lot determination conditions are met. Here, meeting the parking lot determination conditions means that any of the following conditions E, F, or G are met. If it is determined that the parking lot determination conditions are met, the control device 100 executes step S80. If it is determined that the parking lot determination conditions are not met, the control device 100 returns to step S10. Step S70 is also called the parking lot determination process. Condition E: The distance between parking spaces PS on both the left and right sides of vehicle 500 is shorter than a predetermined distance. Condition F: The estimated arrival time for 500 vehicles to parking space PS is shorter than a predetermined time. Condition G: The conditions for reverse parking with a turn are met.

[0029] Condition E will be explained below using Figure 6. In the example shown in Figure 6, parking space PS1 is located to the left of vehicle 500, and parking space PS2 is located to the right of vehicle 500. Parking space PS1 and parking space PS2 are located at a distance L apart. Distance L is calculated by the control device 100 based on the distance between vehicle 500 and parked vehicle PV detected by the image captured by camera 201 or by radar 202. Condition E means that distance L is shorter than a predetermined distance. In other words, the parking lot determination unit 40 determines that vehicle 500 is not in the parking lot if the distance between the parking spaces PS on both the left and right sides of vehicle 500 is longer than a predetermined distance.

[0030] The predicted arrival time of the vehicle 500 to the parking space PS, as shown in condition F, is calculated by the control device 100 using the predicted driving trajectory of the vehicle 500 predicted by the driving trajectory prediction unit 30 and the distance between the current position of the vehicle 500 and the parking space PS. The current position of the vehicle 500 is calculated as the position relative to the parking space PS, based on the relative position of the vehicle 500 to the parking space PS when the parking space PS is determined in step S50 and the subsequent movement path of the vehicle 500. The movement path of the vehicle 500 is calculated using the vehicle speed obtained by the vehicle speed sensor and the steering angle obtained by the steering angle sensor, etc. If a part of the vehicle 500 is already inside the parking space PS, the predicted arrival time is the time it is predicted to take for the entire vehicle 500 to move into the parking space PS.

[0031] Condition G will be explained below using Figures 7 and 8. As shown in Figure 7, when vehicle 500 is at position A, the parking space determination unit 20 determines that the rectangular area surrounding parked vehicle PV11, parking frame PF11, parked vehicle PV12, parking frame PF12, and parked vehicle PV13, which are located to the left front of vehicle 500, is the parking space PS3. Subsequently, it is assumed that the driver of vehicle 500 moves vehicle 500 to position B and attempts to park vehicle 500 in parking frame PF13 by reversing. Note that when vehicle 500 is at position A, it is unknown whether parked vehicle PV or parking frame PF exists at the location of parking frame PF13, but it is assumed that when vehicle 500 moves to position B, the driver confirms that parking frame PF exists at the location of parking frame PF13.

[0032] Figure 8 shows the state after vehicle 500 has moved to position B in Figure 7. Meeting the conditions for reverse parking means that the following conditions G1 and G2 are met. Condition G1: The angle between vehicle 500 and parking space PF13 in which vehicle 500 is attempting to park is smaller than a predetermined angle. Condition G2: Vehicle 500 is located within the parking area (PA).

[0033] In condition G1, the angle between the vehicle 500 and the parking space PF13 is the angle Q formed by the direction along the vehicle 500's direction of travel and the front-to-back direction of the parking space PF13. In condition G2, the parking action area PA is the range set for the parking space PF13 in which the vehicle 500 intends to park. The parking action area PA is the range within a predetermined distance X in the left-to-right direction of the parking space PF13 and within a predetermined distance Y in the front-to-back direction of the parking space PF13 from one corner R of the parking space PF13. Here, corner R is the corner that is close to the vehicle 500 in the front-to-back direction of the parking space PF13 and farther from the vehicle 500 in the left-to-right direction of the parking space PF13.

[0034] In step S80 of Figure 3, the parking lot determination unit 40 determines that the vehicle 500 is located within the parking lot. The parking lot determination process is then executed as described above.

[0035] According to the control device 100 in the first embodiment described above, the parking lot determination unit 40 determines whether or not the vehicle 500 is in the parking lot based on the relative positional relationship between the vehicle 500 and the parking space PS. Therefore, the accuracy of determining whether or not the vehicle 500 is in the parking lot can be improved compared to when the determination is made using only the parked vehicle PV or parking frame PF included in the image captured in front of the vehicle 500.

[0036] Furthermore, in this embodiment, the parking space determination unit 20 determines that the area of ​​a parallelogram having sides parallel to the first direction and sides parallel to the second direction, which encloses the parking spaces continuous in the first direction from the starting point and the parking spaces continuous in the second direction from the starting point, is the parking space PS. Therefore, the portion of the parking space PS that is not a parking space can be narrowed.

[0037] Furthermore, in this embodiment, the parking space determination unit 20 determines a rectangular area surrounding a parking space PS as a parking space PS when, as shown in conditions C and D, a plurality of parking spaces continuous in the first direction are adjacent to each other at a distance of less than or equal to a predetermined distance, and a plurality of parking spaces continuous in the second direction are adjacent to each other at a distance of less than or equal to a predetermined distance. Within the parking lot, parked vehicles PV are adjacent to each other at a shorter distance than vehicles stopped on a congested multi-lane road. Therefore, the possibility of a vehicle 500 being mistakenly determined to be in the parking lot when the vehicle 500 is traveling at a speed of less than or equal to a predetermined speed on a congested multi-lane road, or when the vehicle 500 is stopped on a congested multi-lane road, can be reduced.

[0038] Furthermore, in this embodiment, the parking space determination unit 40 determines that the vehicle 500 is in the parking lot when the distance between the parking spaces PS located on both the left and right sides of the vehicle 500 is shorter than a predetermined distance, as shown in condition E. Below, the parking lot determination process when parking spaces PS exist on both the left and right sides of the vehicle 500 will be explained using Figure 9. As shown in Figure 9, when the vehicle 500 is at position C, the parking space determination unit 20 determines that the rectangular area surrounding the multiple parked vehicles PV and parking frame PF located to the right front of the vehicle 500 is the parking space PS4. The parking space PS4 includes the area RG1 for which no parking space has been acquired. Subsequently, when the vehicle 500 moves to position D, the parking space determination unit 20 determines that the rectangular area surrounding the multiple parked vehicles PV and parking frame PF located to the right front of the vehicle 500 is the parking space PS5. Subsequently, when the vehicle 500 turns right and moves to position E, the parking space PS4 exists to the right of the vehicle 500, and the parking space PS5 exists to the left of the vehicle 500. In other words, there are parking spaces PS on both the left and right sides of vehicle 500. When the distance between parking space PS4 and parking space PS5 is less than or equal to a predetermined distance, the parking space determination unit 40 determines that vehicle 500 is in the parking space. Therefore, even if, when vehicle 500 moves to position E, a parked vehicle PV located to the right of vehicle 500 hides a parked vehicle PV or parking space PF in range RG1, vehicle 500 is still determined to be in the parking space. Thus, the accuracy of determining whether or not vehicle 500 is in the parking space can be improved.

[0039] Furthermore, in this embodiment, the parking lot determination unit 40 determines that the vehicle 500 is in the parking lot if the predicted arrival time of the vehicle 500 to the parking space PS is shorter than a predetermined time, as shown in condition F. Therefore, the accuracy of determining whether the vehicle 500 is in the parking lot can be improved compared to when the determination is made using only the parked vehicle PV or parking frame PF included in the image captured in front of the vehicle 500.

[0040] Furthermore, in this embodiment, the parking lot determination unit 40 determines that the vehicle 500 is in the parking lot if, as shown in condition G, the angle between the vehicle 500 and the parking space PF is smaller than a predetermined angle, and the vehicle 500 is located within the parking area PA. When the vehicle 500 attempts to park in a parking space PF located behind it within the parking lot, there may be no parked vehicle PV or parking space PF in front of the vehicle 500. If condition G is met, the vehicle 500 can be determined to be in the parking lot even if there is no parked vehicle PV or parking space PF in front of the vehicle 500. Therefore, the accuracy of determining whether or not the vehicle 500 is in the parking lot can be improved.

[0041] B. Second Embodiment: In the second embodiment, the control device 100b determines whether the vehicle 500 is in the parking lot, and if the acceleration control device is misoperated while the vehicle 500 is in the parking lot, it suppresses the driving force of the vehicle 500. As shown in Figure 10, the control device 100b is connected to the drive unit 211, steering unit 212, and braking unit 213 mounted on the vehicle 500 in a communicative manner. The CPU 101 also functions as an operation amount acquisition unit 50 and a driving force suppression unit 60 by executing a program stored in the memory unit 102. The other configurations of the control device 100b in the second embodiment are the same as those of the control device 100 in the first embodiment.

[0042] The drive unit 211 generates the driving force transmitted to the drive wheels of the vehicle 500. The drive unit 211 is, for example, an electric motor or an engine.

[0043] The steering device 212 applies steering force to the wheels of the vehicle 500. The steering device 212 is, for example, an electric power steering device.

[0044] The braking device 213 applies braking force to the wheels of the vehicle 500. The braking device 213 is, for example, a brake.

[0045] The manipulated variable acquisition unit 50 acquires the manipulated variable of the acceleration control device. The acceleration control device is, for example, the accelerator, and the manipulated variable of the acceleration control device is, for example, the amount the accelerator is pressed. The manipulated variable acquisition unit 50 acquires, for example, the amount the accelerator is pressed as detected by the accelerator sensor included in the driving state sensor 203.

[0046] The driving force suppression unit 60 suppresses the driving force of the vehicle 500 when it is determined that the vehicle 500 is located within the parking lot and the amount of operation of the acceleration control device is greater than or equal to a predetermined threshold.

[0047] The control device 100b repeatedly performs the driving force suppression process shown in Figure 11 at a predetermined interval when the vehicle 500 is traveling at a speed below a predetermined speed, or when the vehicle 500 is stopped. First, in step S110, the parking lot determination process shown in Figure 3 is performed. Therefore, steps S120 to S150 are performed when it is determined that the vehicle 500 is in a parking lot.

[0048] In step S120, the manipulated variable acquisition unit 50 acquires the manipulated variable of the acceleration control device.

[0049] In step S130, the control device 100b determines whether the driver of vehicle 500 has mistakenly operated the acceleration control device. Mistaken operation of the acceleration control device by the driver of vehicle 500 means, for example, that the driver of vehicle 500 presses the accelerator instead of the brake. The control device 100b determines that the driver has mistakenly operated the acceleration control device if all of the following conditions H to L are met. If it is determined that the driver has mistakenly operated the acceleration control device, the control device 100b executes step S140. If it is determined that the driver has not mistakenly operated the acceleration control device, the control device 100b terminates the driving force suppression process. Condition H: The vehicle speed of vehicle 500 is below a predetermined speed. Condition I: The amount manipulated by the acceleration control device is greater than or equal to a predetermined threshold. Condition J: The operating speed of the acceleration control device is equal to or greater than a predetermined operating speed. Condition K: No brakes are being applied. Condition L: The turn signal is not activated.

[0050] Condition H is determined based on the vehicle speed detected by the vehicle speed sensor included in the driving state sensor 203. Condition I is determined based on the amount of accelerator pedal depression detected by the accelerator sensor. Condition J is determined based on the value obtained by dividing the amount of accelerator pedal depression by time. Condition K is determined based on the detection result of the brake sensor included in the driving state sensor 203. Condition L is determined based on the detection result of the turn signal switch included in the driving state sensor 203.

[0051] In step S140, the drive force suppression unit 60 suppresses the drive force of the vehicle 500. The drive force suppression unit 60 controls the operation of the drive unit 211 so that the acceleration of the vehicle 500 is less than or equal to a predetermined value.

[0052] In step S150, the control device 100b determines whether the amount of acceleration control device operated has decreased to or below a predetermined threshold. For example, the control device 100b determines whether the amount of accelerator pedal depression detected by the accelerator sensor has decreased to or below a predetermined threshold. If it is determined that the amount of acceleration control device operated has decreased to or below a predetermined threshold, the control device 100b terminates the driving force suppression process. If it is determined that the amount of acceleration control device operated has not decreased to or below a predetermined threshold, the control device 100b returns to step S140. The driving force suppression process is executed as described above.

[0053] According to the control device 100 in the second embodiment described above, the driving force suppression unit 60 suppresses the driving force of the vehicle 500 when it is determined that the vehicle 500 is in a parking lot and the driver of the vehicle 500 has mistakenly operated the acceleration control device. Therefore, even if the driver of the vehicle 500 is in a parking lot and mistakes the accelerator for the brake, it is possible to suppress the vehicle 500 from accelerating rapidly.

[0054] C. Other embodiments: (C-1) In the above embodiment, the parking space determination condition is that all of conditions A, B, C, and D are satisfied. Alternatively, the parking space determination condition may be that all of conditions A, B, C, D, and condition M described later are satisfied. Condition M: In the first direction, which is the front-to-back direction of a parking space, there are fewer parking spaces consecutively than a predetermined number.

[0055] In condition M, the longitudinal direction of the parking space is the direction along which the parked vehicle PV moves when it is moving forward or backward, or the longitudinal direction of the parking space PF. Figures 4 and 5 show examples in which two parking spaces are consecutive in the first direction, which is the longitudinal direction of the parking space.

[0056] In this configuration, the parking space determination unit 20 determines a rectangular area surrounding the parking spaces in a top view as a parking space PS if there are fewer than a predetermined number of consecutive parking spaces in the first direction, which is the front-to-back direction of the parking spaces. On a congested multi-lane road, the positions of multiple parked vehicles are the same as a state where many parked vehicles PV are consecutive in the front-to-back direction. Therefore, by setting an upper limit on the number of parking spaces lined up in the front-to-back direction, the possibility of a vehicle 500 being mistakenly determined to be in a parking space when the vehicle 500 is traveling at a speed below a predetermined speed on a congested multi-lane road, or when the vehicle 500 is parked on a congested multi-lane road, can be reduced.

[0057] (C-2) In the above embodiment, the parking space determination condition is that all of conditions A, B, C, and D are satisfied. Alternatively, the parking space determination condition may also be that all of conditions A, B, C, D, and condition N, which will be described later, are satisfied. The predetermined number in condition N is an integer of 3 or more. Condition N: There are more consecutive parking spaces than a predetermined number in the left-right direction of a parking space.

[0058] In condition N, the left-right direction of a parking space is the direction perpendicular to the front-to-back direction of the parking space in the horizontal plane. Figure 4 shows an example where four parking spaces are consecutive in the second direction, which is the left-right direction of the parking space.

[0059] In this configuration, the parking space determination unit 20 determines a rectangular area enclosed by the parking spaces in a top view as a parking space PS when there are more than a predetermined number of consecutive parking spaces in the left-right direction. On a multi-lane road, the positions of multiple vehicles stopped at traffic lights are equivalent to a situation where many parked vehicles PV are consecutive in the left-right direction. However, in an actual parking lot, it is highly likely that there are more parked vehicles PV or parking spaces PF consecutive in the left-right direction than the number of lanes on a multi-lane road. Therefore, by setting a lower limit on the number of consecutive parking spaces in the left-right direction, the possibility of a vehicle 500 being mistakenly determined to be in the parking lot when the vehicle 500 is traveling at a speed below a predetermined speed on a multi-lane road, or when the vehicle 500 is stopped on a multi-lane road, can be reduced.

[0060] (C-3) In the above embodiment, the parking space determination condition is that all of conditions A, B, C, and D are satisfied. Alternatively, the parking space determination condition may be that all of conditions A, B, C, D, and condition O described later are satisfied. Note that the angle in condition O is the angle formed by the straight lines along the front-rear direction of each possible parking space. Condition O: Multiple parking spaces are adjacent to each other at an angle less than or equal to a predetermined angle.

[0061] (C-4) In the above embodiment, the parking space determination condition is that all of conditions A, B, C, and D are satisfied. In contrast, the parking space determination condition may be that at least conditions A and B are satisfied from among conditions A, B, C, and D.

[0062] (C-5) In the above embodiment, the parking space determination unit 20 determines that the area of ​​a parallelogram having sides parallel to the first direction and sides parallel to the second direction, which encloses the parking spaces continuous in the first direction from the starting point and the parking spaces continuous in the second direction from the starting point, is a parking space PS. Alternatively, the parking space determination unit 20 may determine that the area including the quadrilateral enclosing the parking spaces continuous in the first direction from the starting point and the parking spaces continuous in the second direction from the starting point is a parking space PS. For example, as shown in Figure 12, the parking space determination unit 20 may determine that the area of ​​an ellipse including a quadrilateral T enclosing two parking spaces continuous in the first direction and two parking spaces continuous in the second direction is a parking space PS. In addition, the parking space determination unit 20 may determine that the area of ​​a polygon including quadrilateral T, or an area enclosed by a curve surrounding quadrilateral T, is a parking space PS, instead of an ellipse.

[0063] (C-6) In the above embodiment, in step S130 of the driving force suppression process shown in Figure 11, the control device 100b determines that the driver has operated the acceleration control device incorrectly if all of conditions H to L are met. Alternatively, the control device 100b may determine that the driver has operated the acceleration control device incorrectly if at least condition I is met.

[0064] (C-7) In the above embodiment, the parking space PF is a parking space demarcated by a rectangle drawn on the road surface. In contrast, the parking space PF may be a parking space demarcated by two parallel straight lines drawn on the road surface. Furthermore, the parking space PF is not limited to a parking space demarcated by lines drawn on the road surface, but may also be a parking space demarcated by objects such as road cones or blocks placed on the road surface.

[0065] (C-8) The control devices 100 and their methods described herein may be implemented by a dedicated computer provided by configuring a processor and memory programmed to perform one or more functions embodied by a computer program. Alternatively, the control devices 100 and their methods described herein may be implemented by a dedicated computer provided by configuring a processor by one or more dedicated hardware logic circuits. Alternatively, the control devices 100 and their methods described herein may be implemented by one or more dedicated computers configured by a combination of a processor and memory programmed to perform one or more functions and a processor configured by one or more hardware logic circuits. The computer program may also be stored as instructions executed by the computer on a computer-readable non-transitional tangible recording medium.

[0066] This disclosure is not limited to the embodiments described above, and can be implemented in various configurations without departing from its spirit. For example, the technical features in the embodiments corresponding to the technical features in each form described in the summary of the invention can be replaced or combined as appropriate in order to solve some or all of the above-described problems, or to achieve some or all of the above-described effects. Furthermore, if a technical feature is not described as essential in this specification, it can be deleted as appropriate.

Claims

1. A control device (100, 100b), A parking location acquisition unit (10) acquires a parked vehicle (PV) or parking space (PF) included in an image taken of the front of the vehicle (500) as a parking location, A parking space determination unit (20) determines that a range including a rectangle surrounding a single parking position as the starting point, a plurality of parking positions continuous in a first direction from the starting point, and a plurality of parking positions continuous in a second direction intersecting the first direction from the starting point, is a parking space (PS), A control device equipped with the following features.

2. A control device according to claim 1, The quadrilateral is a parallelogram having sides parallel to the first direction and sides parallel to the second direction. The parking space determination unit determines that the area of ​​the rectangle is the parking space. Control device.

3. A control device according to claim 1, The parking space determination unit determines that the area including the rectangle is a parking space when a plurality of parking positions continuous in the first direction are adjacent to each other at a distance of less than or equal to a predetermined distance, and a plurality of parking positions continuous in the second direction are adjacent to each other at a distance of less than or equal to a predetermined distance. Control device.

4. A control device according to claim 1, The first direction is the front-to-back direction of the parking position. The parking space determination unit determines that the area including the rectangle is a parking space when there are fewer than a predetermined number of consecutive parking positions in the first direction. Control device.

5. A control device according to claim 1, The system includes a parking lot determination unit (40) that determines whether or not the vehicle is located within the parking lot based on the relative positional relationship between the vehicle and the parking space. The parking lot determination unit determines that the vehicle is not in the parking lot if the distance between the parking spaces on either side of the vehicle is greater than a predetermined distance. Control device.

6. A control device according to claim 1, The system includes a parking lot determination unit (40) that determines whether or not the vehicle is located within the parking lot based on the relative positional relationship between the vehicle and the parking space. The parking lot determination unit determines that the vehicle is present in the parking lot if the predicted arrival time of the vehicle to the parking space is shorter than a predetermined time. Control device.

7. A control device according to claim 1, An operation amount acquisition unit (50) that acquires the operation amount of the acceleration control device, A parking lot determination unit (40) determines whether or not the vehicle is located within the parking lot based on the relative positional relationship between the vehicle and the parking space, The system includes a driving force suppression unit (60) that suppresses the driving force of the vehicle when it is determined that the vehicle is located within the parking lot and the amount of operation of the acceleration control device is greater than or equal to a predetermined threshold, Control device.

8. A method for determining parking spaces, A parking location acquisition step in which a computer acquires a parked vehicle (PV) or parking space (PF) included in an image taken of the area in front of the vehicle (500) as a parking location, The computer determines that a parking space (PS) is a range including a rectangle that encloses a plurality of parking positions that are continuous in a first direction from a single parking position, and a plurality of parking positions that are continuous in a second direction that intersects the first direction from the starting point. A method for determining parking spaces, comprising the following features.

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