CN113060126A

CN113060126A - Parking assist apparatus, parking assist method, and program

Info

Publication number: CN113060126A
Application number: CN202011444538.3A
Authority: CN
Inventors: 原悠记; 山中浩; 照田八洲志; 小林祥一
Original assignee: Honda Motor Co Ltd
Current assignee: Honda Motor Co Ltd
Priority date: 2019-12-13
Filing date: 2020-12-08
Publication date: 2021-07-02
Anticipated expiration: 2040-12-08
Also published as: US11801828B2; CN113060126B; JP6975766B2; JP2021094929A; US20210179089A1

Abstract

The invention provides a parking assist apparatus, a parking assist method, and a program. The parking assistance device is provided with an identification part (11), a behavior control part (12), a parking maintenance control part (13), a judgment part (14) and a determination part (15), wherein the identification part identifies the outside to obtain identification information; the behavior control part controls the behavior of the vehicle parking in the parking area according to the identification information; a parking hold control unit for stopping the vehicle by the behavior control performed by the behavior control unit and holding the vehicle in a parking state until a predetermined operation by the driver is accepted; the determination unit determines the type of a parking area in which the behavior control unit intends to park the host vehicle; the specifying unit specifies a parking reference position when the host vehicle is parked within the parking area, based on the type of the parking area determined by the determining unit. Accordingly, the vehicle can be automatically parked at an appropriate parking position corresponding to the type of parking area to be automatically parked.

Description

Parking assist apparatus, parking assist method, and program

Technical Field

The invention relates to a parking assist apparatus, a parking assist method, and a program.

Background

Patent document 1 discloses the following technique: a parking frame line is detected from an image captured by an imaging unit of a vehicle.

Patent document 2 discloses the following technique: when the frame line defining the parking lot is inclined, the center position is obtained from the corner of the other vehicle, and the parking position of the host vehicle is set (see paragraph 0042 and fig. 5).

Patent document 3 discloses the following technique: the front ends of white lines W1 and W2 on both sides of the parking lot are detected, and the virtual line L is aligned with the vehicle reference position (see fig. 13A).

Patent document 4 discloses an automatic parking system when a frame line defining a parking lot is inclined.

Documents of the prior art

Patent document

Patent document 1: japanese patent laid-open publication No. 2016-016681 patent document 2: japanese patent laid-open publication No. 2014-019305

Patent document 3: international publication No. 2019/008757

Patent document 4: international publication No. 2019/064907

Disclosure of Invention

[ problem to be solved by the invention ]

However, in the techniques of patent documents 1 to 4, although a parking area which is a target area for parking is set, the following techniques are not disclosed: as in the parking lot in which the parking areas are divided by the frame lines or the parking lot which is not divided by the frame lines, the vehicle is automatically parked at an appropriate parking position in the parking area in accordance with the parking area of different categories.

The parking assistance device according to the present invention is configured to automatically park a vehicle at an appropriate parking position corresponding to a type of a parking area to be automatically parked.

[ solution for solving problems ]

A parking assistance device of the present invention is characterized by having an identification section that acquires identification information by identifying an outside world, a behavior control section, a parking hold control section, a determination section, and a determination section; the behavior control unit controls a behavior of the vehicle parking in the parking area based on the identification information; the parking hold control unit is configured to stop the host vehicle by the behavior control performed by the behavior control unit, and to hold a parking state of the host vehicle until a predetermined operation by a driver is accepted; the determination unit determines a type of the parking area in which the behavior control unit intends to park the host vehicle; the specifying unit specifies a parking reference position when the host vehicle is parked in the parking area, based on the type of the parking area determined by the determining unit, and the specifying unit is configured to: when the parking area is a frame line parking area in which left and right frame lines are present, setting a position separated by a predetermined distance from a virtual line connecting front ends of the left and right frame lines as the parking reference position; when the type of the parking area is a parking area where the left and right frame lines do not exist, a position based on a virtual line connecting front end portions of left and right other vehicles in the parking area is set as the parking reference position.

[ Effect of the invention ]

According to the present invention, it is possible to provide a parking assist apparatus that is capable of automatically parking a vehicle at an appropriate parking position corresponding to the type of parking area in which automatic parking is to be performed.

Drawings

Fig. 1 is a block diagram showing a system configuration of the present embodiment, which is centered on an automatic parking control unit according to the embodiment of the present invention.

Fig. 2 is a plan view showing mounting positions of a camera and a sonar (sonar) of a vehicle on which an automatic parking control unit according to an embodiment of the present invention is mounted.

Fig. 3A is a plan view of a parking lot for explaining a situation in which a vehicle mounted with the automatic parking control unit according to the embodiment of the present invention seeks a space for parking.

Fig. 3B is a plan view of a parking lot for explaining a situation in which a vehicle mounted with the automatic parking control unit according to the embodiment of the present invention seeks a space for parking.

Fig. 3C is a plan view of a parking lot for explaining a situation in which a vehicle mounted with the automatic parking control unit according to the embodiment of the present invention seeks a space for parking.

Fig. 4 is a flowchart for explaining processing executed by the automatic parking control unit according to the embodiment of the present invention.

Fig. 5 is a flowchart for explaining processing executed by the automatic parking control unit according to the embodiment of the present invention.

Fig. 6 is a plan view of a parking lot for explaining processing executed by the automatic parking control unit according to the embodiment of the present invention.

Fig. 7 is a plan view of a parking lot for explaining processing executed by the automatic parking control unit according to the embodiment of the present invention.

Fig. 8 is a plan view of a parking lot for explaining processing executed by the automatic parking control unit according to the embodiment of the present invention.

Fig. 9 is a plan view of a parking lot for explaining processing executed by the automatic parking control unit according to the embodiment of the present invention.

Fig. 10 is a plan view of a selection screen displayed on the touch panel by the processing executed by the automatic parking control unit according to the embodiment of the present invention.

Fig. 11 is a flowchart of a subroutine of the parking reference position determination process at S6 executed by the automatic parking control unit according to the embodiment of the present invention.

Fig. 12 is a plan view of a parking area for explaining a process of determining a parking reference position executed by the automatic parking control unit according to the embodiment of the present invention.

Fig. 13 is a plan view of a parking area for explaining a process of determining a parking reference position executed by the automatic parking control unit according to the embodiment of the present invention.

Fig. 14 is a plan view of a parking area for explaining a process of determining a parking reference position executed by the automatic parking control unit according to the embodiment of the present invention.

Fig. 15 is a plan view of a parking area for explaining a process of determining a parking reference position executed by the automatic parking control unit according to the embodiment of the present invention.

Fig. 16 is a plan view of a parking area for explaining a process of determining a parking reference position executed by the automatic parking control unit according to the embodiment of the present invention.

[ description of reference numerals ]

1: an automatic parking control unit (parking assist apparatus); 11: an identification unit; 12: a behavior control section; 13: a parking maintaining control unit; 14: a determination unit; 15: a determination section; 100: a host vehicle; 200: parking lot; 201: white lines (frame lines); 201 a: a front end portion; 202 a: a parking space (parking area); 203: other vehicles; 203 a: a front end portion; 221: solid line; 222: a parking reference position; 223: a parking reference position; 231: a virtual line; 232: a vertical line (parking reference position); 233: a virtual line; 234: a parking reference position; 241: a virtual line; l1: a specified distance; l2: a specified distance; l3: the distance is specified.

Detailed Description

An embodiment of the present invention will be described below with reference to the drawings. Next, the front, rear, left, and right directions will be described with reference to arrows in the drawings.

Fig. 1 is a block diagram showing a system configuration of the present embodiment, which is centered on an automatic parking control unit 1. Fig. 2 is a plan view of the vehicle 100 mounted with the system of fig. 1.

The automatic parking Control unit 1 is an automatic parking ecu (electronic Control unit) mounted on the host vehicle 100 and implements (controls) the parking assist apparatus according to the present invention. The automatic parking control unit 1 is configured mainly with a microcomputer, and functions of the following various control sections are realized by processing executed according to the control program. The automatic parking control unit 1 operates according to a characteristic program of the present invention, and implements the parking assistance method of the present invention through processing performed by the automatic parking control unit. The recognition unit 11 recognizes the outside world by a camera group 21 and a sonar group 22 described later, and acquires recognition information including image data and sonar data. The behavior control unit 12 performs behavior control for automatically parking the vehicle 100 in the parking area by each system described later based on the identification information. At this time, the behavior control is performed based on the detection results of the inertia sensor 23, the wheel speed sensor 24, the riding determination unit 65, the operation result of the brake hold switch 45, and the like by controlling the brake system 41, the drive system 51, the transmission system 61, and the EPS system 71, which will be described later. Here, the "parking area" refers to an area in which the host vehicle 100 is intended to be parked. For example, if the parking space is surrounded by a frame line, the parking space corresponds to a vehicle surrounded by the frame line. The behavior control section 12 includes a parking hold control section 13. The parking hold control unit 13 performs the following control: the behavior control unit 12 controls the behavior of the vehicle 100 to stop the vehicle 100, and keeps the vehicle 100 in a stopped state until a predetermined operation by the driver is accepted. The determination unit 14 determines the type of parking area in which the behavior control unit 12 intends to park the vehicle 100. The "parking area category" is, for example: the parking area is a category of a parking area (spatial parking area) in which left and right frame lines exist side by side or in which left and right frame lines do not exist (a division of the parking area does not exist between adjacent parked vehicles). The specifying unit 15 specifies the parking reference position when the host vehicle 100 is automatically parked within the parking area, based on the type of the parking area determined by the determination unit 14. The "parking reference position" is a position that serves as a reference for positioning the front end or the rear end of the host vehicle 100 when the host vehicle 100 is parked in the parking area. The details of the processing performed by these units will be described later.

The automatic parking control unit 1 is connected to a camera group 21 and a sonar group 22. Note that each unit (the case of connection is indicated by a line diagram) connected to the automatic parking control unit 1 may be directly connected to the automatic parking control unit 1, or may be connected to the automatic parking control unit 1 via a can (controller Area network).

The camera group 21 is a plurality of cameras mounted on the host vehicle 100 shown in fig. 2. That is, the host vehicle 100 has a front camera 21F, and the front camera 21F is provided in front of the host vehicle 100 and captures an image of the front side of the host vehicle 100. The host vehicle 100 further includes a rear camera 21R, and the rear camera 21R is provided behind the host vehicle 100 and captures an image of the rear side of the host vehicle 100. The host vehicle 100 further includes a side camera 21RF, and the side camera 21RF is provided in front of the right side portion of the host vehicle 100 and captures an image of the right side portion of the host vehicle 100. The host vehicle 100 includes a side camera 21LF, and the side camera 21LF is provided in front of a left side portion of the host vehicle 100 and images the left side portion of the host vehicle 100. It is preferable that the side camera 21RF and the side camera 21LF are provided at the distal end portion of the door mirror or that the side camera 21RF and the side camera 21LF are provided apart from the door mirror, because the door mirror does not largely capture the camera image. Of course, the side camera 21RF and the side camera 21LF may be provided at other positions apart from the door mirror to some extent.

Sonar group 22 is a plurality of sonars mounted on host vehicle 100 shown in fig. 2. That is, the host vehicle 100 has four front sonars 22F arranged at substantially equal intervals in front of the host vehicle 100. The four front sonars 22F detect an obstacle in front of the vehicle 100. The host vehicle 100 has four rear sonars 22R arranged at substantially equal intervals behind the host vehicle 100. The four rear sonars 22R detect an obstacle behind the vehicle 100. The front sonar 22F and the rear sonar 22R detect an obstacle in the front-rear traveling direction, respectively.

The host vehicle 100 has one side sonar 22RF on the right front side of the host vehicle 100. The side sonar 22RF detects an obstacle on the right side of the host vehicle 100 from the right front portion of the host vehicle 100. The host vehicle 100 has one side sonar 22LF on the front left side of the host vehicle 100. The side sonar 22LF detects an obstacle on the left side of the host vehicle 100 from the left front portion of the host vehicle 100. The vehicle 100 has one side sonar 22RR on the side of the right rear portion of the vehicle 100. Side sonar 22RR detects an obstacle on the right side of host vehicle 100 from the right rear portion of host vehicle 100. The vehicle 100 has one side sonar 22LR on the left rear side of the vehicle 100. The side sonar 22LR detects an obstacle on the left side of the host vehicle 100 from the left rear portion of the host vehicle 100. These side sonars 22RF, 22LF, 22RR, and 22LR detect an obstacle that the vehicle 100 may be involved in, respectively. In fig. 1, a broken line S indicates a spatial range in which each sonar can detect an obstacle. In addition, a dotted line V indicates the field of view of each camera.

The number and arrangement position of the cameras and sonars are not limited to those described above, and the number may be increased or decreased or the arrangement position may be changed. However, it is desirable that the number and arrangement position of the cameras and sonar be selected so as to detect the situation of the vehicle 100 over the entire circumference as much as possible.

In addition, the external situation of the vehicle 100 may be detected by a sensor other than a camera or sonar. For example, the own vehicle 100 may be provided with a radar. The radar has the following functions: the distribution information of the target object including the distance to the target object and the direction of the target object is acquired by radiating a radar wave to the target object including a preceding vehicle as a following target traveling ahead of the host vehicle 100 and receiving a radar wave reflected by the target object. As the radar wave, laser light, microwave, millimeter wave, ultrasonic wave, or the like can be suitably used.

In addition, a laser radar (LIDAR: Light Detection and Ranging) may be provided in the host vehicle 100. The laser radar has the following functions: for example, the presence or absence of the target and the distance to the target are detected by measuring the time required for detection of scattered light with respect to the irradiation light.

However, an example in which the camera group 21 and sonar group 22 are used in combination to detect the outside world around the host vehicle 100 will be described below.

Returning to fig. 1, the automatic parking control unit 1 is connected to an inertia sensor 23 and a wheel speed sensor 24. The inertial sensor 23 is a sensor that detects the acceleration of the vehicle 100. The wheel speed sensor 24 is a sensor that detects the wheel speed of each wheel of the host vehicle 100.

Further, an information input/output device 31 is connected to the automatic parking control unit 1. The information output/input device 31 has a touch panel 32 and a speaker 33. The main body of the information input/output device 31 is disposed near the driver's seat so that the driver can operate the touch panel 32 and the like. The information input/output device 31 can display various information on the touch panel 32, output various sounds from the speaker 33, and receive various operations through the touch panel 32.

That is, the information input/output device 31 can display the car navigation information created by the satellite positioning system or the like on the touch panel 32, and can output the created car navigation information from the speaker 33. The Information may include Information received from a road traffic Information Communication System (VICS (registered trademark): Vehicle Information and Communication System).

The information input/output device 31 can receive TV broadcast and radio broadcast, display images on the touch panel 32, and output audio from the speaker 33. The information input/output device 31 includes an optical Disk device (not shown) and can reproduce a cd (compact Disc), a DVD (Digital Video Disc), a BD (Blu-ray Disc), and the like. The information input/output device 31 includes an hdd (hard Disk drive) (not shown), and can also reproduce stored music or the like.

The information output/input device 31 can notify various messages from the host vehicle 100 or devices (such as an automatic Toll Collection system (ETC)) mounted on the host vehicle 100, and can receive various operations of the host vehicle 100 or the devices mounted thereon via the touch panel 32.

The automatic parking control unit 1 is connected to a brake system 41. The brake system 41 is a system for braking the vehicle 100. The brake system 41 includes a brake device 42 that brakes the vehicle 100 and a brake control unit 43 that controls the brake device 42. The brake control unit 43 has a function of the automatic brake hold control unit 44. The automatic brake hold control unit 44 is a unit that realizes an automatic brake hold control section. The brake device 42 generates hydraulic pressure (oil pressure) and supplies the hydraulic pressure to a wheel cylinder of each wheel (not shown), thereby generating friction braking. In addition, when the host vehicle 100 is a hybrid vehicle or the like, the brake system 41 may be used in combination with regenerative braking (regenerative braking). The brake device 42 is, for example, a device that applies a brake-by-wire (brake by wire) system. Therefore, the braking force can be generated regardless of whether or not the brake pedal (not shown) is operated. In addition, the brake device 42 may be equipped with an electric brake booster (electric brake booster) system. In this case, the braking force is generated by the electric brake booster regardless of whether or not the brake pedal (not shown) is operated. The brake control unit 43 is a control device that controls the brake device 42.

The automatic brake hold control unit 44 is a functional unit included in the brake control unit 43, and controls an automatic brake hold function that can hold a brake state even if a driver removes his foot from a brake pedal (not shown) after the driver steps on the brake pedal. In the automatic brake hold function, the automatic brake hold state is released when a predetermined condition is satisfied, such as when an accelerator pedal (not shown) is operated. The automatic brake hold state can be activated or deactivated by operating a brake hold switch 45 provided near the driver's seat in the host vehicle 100.

The automatic parking control unit 1 is connected to a drive system 51. The drive system 51 is a system for running the host vehicle 100. In this example, the vehicle 100 is a hybrid vehicle, and includes an engine 52 and a motor generator (motor generator)53 as drive sources. The hybrid control unit 54 controls the engine 52 and the motor generator 53 to cause the host vehicle 100 to travel. Further, the host vehicle 100 is not limited to a hybrid vehicle. For example, in the case of a gasoline car, only the engine 52 is used as a drive source. In the case of an electric vehicle including a fuel cell vehicle, only the motor is used as a drive source.

A transmission system (transmission system)61 is a system for shifting the speed of the vehicle 100. The transmission system 61 includes a transmission (transmission)62 that shifts the vehicle 100, a transmission control unit 63 that controls the transmission 62, and a shift lever 64 connected to the transmission 62. The transmission 62 may be an automatic transmission or a manual transmission. In the present system, the transmission 62 can perform a gear shift under the control of the transmission control unit 63 regardless of the operation of the driver. In this case, the transmission control unit 63 changes the position of the shift lever 64 according to the shift.

The riding determination unit 65 is connected to the automatic parking control unit 1. The riding determination unit 65 determines whether or not the driver is riding in the driver seat.

An EPS (Electric Power-Steering) system 71 is connected to the automatic parking control unit 1. The EPS system 71 is a system that assists steering of the driver. The EPS system 71 includes a steering shaft 73 provided with a steering wheel 72, a drive motor 74 that rotationally drives the steering shaft 73, and an EPS control unit 75 that controls the drive motor 74. The EPS system 71 uses the drive motor 74 as a drive source to rotate the steering shaft 73, and assists the steering operation of the driver by rotating the steering wheel 72.

Next, the operation and effects of the system centering on the automatic parking control unit 1 will be described.

Hereinafter, when the "operation of automatic parking" is referred to, the "operation of automatic parking" indicates a series of operations in which the automatic parking control unit 1 controls each system to perform automatic driving and drives the host vehicle 100 to perform automatic parking in the flowcharts of fig. 4 and 5 to be described later. When referring to the "automatic parking function", the "automatic parking function" indicates all the processes shown in the flowcharts of fig. 4 and 5 relating to automatic parking including the "action of automatic parking" performed centering on the automatic parking control unit 1.

The automatic parking control unit 1 performs control of automatic parking. For this reason, a space for parking in a parking lot or the like is detected using the camera group 21 and the sonar group 22. Fig. 3A to 3C are plan views of the host vehicle 100 illustrating a situation in which the host vehicle 100 searches for a space for parking.

First, fig. 3A is a plan view showing a situation where a space for parking is searched in the parking lot 200 mainly using the front camera 21F in the camera group 21. When the host vehicle 100 enters the parking lot 200, a plurality of parking spaces (parking areas) 202 partitioned by white lines (frame lines) 201 are arranged on the left and right as viewed from the host vehicle 100 side, and among them, there are parking spaces 202 in which other vehicles 203 have already parked and parking spaces 202 in which there are vacant spaces. The driver drives the host vehicle 100 to slowly travel along the entry path 210 in the parking lot 200 in the traveling direction 208, and enter the parking lot 200. In the figure, the parking spaces 202 are present on both the right and left sides of the entry route 210, but may be present on one side.

The region 211 can be recognized as a space that can be used for parking the vehicle 100, by the captured image of the front camera 21F (fig. 2). The luminance difference can be recognized by performing predetermined image processing on the captured image of the front camera 21F. Accordingly, the host vehicle 100 recognizes the region 211 that can be used for parking. The area where camera recognition excels is the recognition of the white line 201. The camera recognition also has a space recognition function. Camera recognition is not good in snow, white walls, other vehicles in the near front, and the like. Therefore, it is difficult to perform the obstacle-facing brake control required for automatic parking only by the captured image of the front camera 21F.

Therefore, sonar group 22 is also used in combination. Fig. 3B is a plan view showing a situation where a space for parking is searched in the parking lot 200 using all the sonars in the sonar group 22. Sonar can detect an obstacle by transmitting and receiving sound waves, and is good at detecting an obstacle in the near vicinity that a camera is not good at. Therefore, sonar is required to accurately control braking for an obstacle. Further, since the sonar has a higher space recognition function than the camera, the sonar group 22 contributes to guiding various parking types. Fig. 3B shows an area 261 that can be used for parking recognized by sonar group 22.

Fig. 3C is a plan view showing both the region 211 and the region 261. By using the front camera 21F and the sonar group 22 in combination, a large space can be recognized as a space that can be used for parking. In addition, it is easy to cope with brake control when facing an obstacle. In the example of fig. 3C, the parking space 202a is determined as a parking area for automatic parking. Further, a vacant space is provided at the right side depth side as viewed from the vehicle 100 (side), and the position is determined as a position for switching the forward/backward movement (turning) of the vehicle 100. Thus, it is shown that the vehicle 100 can be advanced by the automatic parking control and then the steering wheel is steered to the right, the vehicle is temporarily stopped at the turnaround position 262 (arrow 263), and then the turnaround brings the vehicle 100 into the garage in a reverse direction (arrow 264) to the parking space 202a (parking area).

The above is an outline of automatic parking using the front camera 21F and the sonar group 22 in combination, and the details of the automatic parking processing will be described below.

Fig. 4 and 5 are flowcharts for explaining the processing executed by the automatic parking control unit 1. Fig. 6 to 9 are plan views of the parking lot for explaining the processing executed by the automatic parking control unit 1. Further, the flowchart illustrates an outline of a series of processes described below, and is not illustrated to the extent of detailed processes executed by the automatic parking control unit 1. The processing not shown in the flowchart is appropriately described in the following description.

First, as shown in fig. 6, the driver himself drives the own vehicle 100 into the parking lot 200 as indicated by the traveling direction 208 indicated by an arrow. At this time, the touch panel 32 or the like is operated to instruct the automatic parking function (yes at S1). The behavior control unit 12 receives an operation instruction of the automatic parking function. Then, the behavior control unit 12 displays a predetermined auto parking function screen image on the touch panel 32 (S2). In addition, in a series of processes, various automatic parking function screens are appropriately displayed.

Then, the recognition unit 11 uses the front camera 21F and the sonar group 22 in combination by the method described with reference to fig. 3A to 3C. Then, the behavior control unit 12 searches for a parking space that can be used for parking using the identification information of the identification unit 11 (S3).

Then, in S3, the following processing is performed based on the result of the search. First, the behavior control unit 12 detects a parking area (parking space 202) in which the host vehicle 100 can park. In the example of fig. 7, the parking spaces 202a, 202b become candidates for a parking area of a parking target. The behavior control unit 12 calculates a path for avoiding an obstacle when the vehicle 100 parks in the parking spaces 202a and 202b, based on the detection results of the front camera 21F and the sonar group 22.

Next, the behavior control unit 12 estimates the current position of the own vehicle 100 from the detection results of the inertial sensor 23 and the wheel rotation speed sensor 24. Then, the behavior control unit 12 calculates a target movement path of the host vehicle 100 for parking in each of the parking spaces 202a and 202b based on the position. Then, the behavior control section 12 displays the positional relationship between the host vehicle 100 and the parking spaces 202a, 202b on the touch panel 32 as shown in fig. 7. In order to facilitate the understanding of the driver, the parking spaces 202a and 202b are indicated by displaying a mark or the like surrounded by the frame 205 on the image.

After yes at S1, the driver drives the own vehicle 100 to move in the parking lot 200, and the process at S3 is performed during this period (no at S4). When the driver operates a brake pedal (not shown) (yes at S4) to stop the vehicle 100, the behavior control unit 12 performs the following processing. That is, when the driver operates the touch panel 32 to select the parking area as the parking target (yes at S5), the behavior control unit 12 determines the parking area as the parking target as the position. This selection can be made by touching the area or the like represented by the box 205. If this selection is not made (no at S5), the process proceeds to S3. In addition, the processing order of S4 and S5 may be reversed.

In this manner, when the parking area that is the parking target is specified (yes in S5), the behavior control unit 12 displays the marker 271 shown in fig. 8 on the image on the touch panel 32 of the parking area (the parking space 202a in this example).

Then, the parking hold control section 13 instructs the automatic brake hold control unit 44 to turn on the automatic brake hold function (S6). Accordingly, the braking state of the vehicle 100 is automatically maintained even if the driver removes his foot from the brake pedal (not shown).

The determination unit 14 and the determination unit 15 determine the travel routes indicated by

arrows

263 and 264 and the return positions indicated by reference numeral 262 shown in fig. 3C. At this time, the parking reference position of the parking area that is the parking target selected in S5 is determined (S6). This process will be described in detail later.

After that, the behavior control unit 12 starts counting the elapsed time (1 st time) by the timer (S7). Then, the behavior control unit 12 displays the information of automatic parking on the touch panel 32 and notifies it as voice information through the speaker 33 (S8). In this case, only the message of the automatic parking may be displayed on the touch screen 32. Here, the message informing the driver is to say that the message is "the automatic brake hold function is turned on. To initiate automatic parking, the brake hold switch is depressed and the hand is removed from the steering wheel and the foot is removed from the brake pedal. "is used herein.

When the driver has executed all of the messages, (automatic brake hold of) the brake hold switch 45 is released by pressing the brake hold switch 45 (yes at S9). When (automatic brake hold of) the brake hold switch 45 is not released (no at S9), the message continues to be displayed on the touch screen 32.

When a predetermined operation is performed during the series of processes (S2 to S8) described so far, the series of processes for automatic parking is terminated. The predetermined operation is performed, for example, when the driver performs an operation to stop the automatic parking function on the automatic parking function screen displayed on the touch panel 32, when the driver intentionally performs an operation of the shift lever 64, or the like.

When (automatic brake hold of) the brake hold switch 45 is released (yes at S9), the process at S10 is executed. That is, the parking hold control unit 13 instructs the automatic brake hold control unit 44 to turn off the automatic brake hold function (S10). This releases the braking of the host vehicle 100. Further, the parking hold control unit 13 stores the history of the automatic brake hold operation in S6 in a nonvolatile memory or the like (S10). Then, the behavior control unit 12 starts an operation of automatic parking (the operation will be described later) (S10). Then, the behavior control unit 12 starts counting the elapsed time (2 nd time) by the timer (S10). When the brake pedal (not shown) is not operated, the behavior control unit 12 performs the following control. That is, even if (the automatic brake hold of) the brake hold switch 45 is released (S9), the behavior control unit 12 does not shift to the automatic parking operation (S10). However, even in this case, the automatic brake hold function (S6) itself remains in the on state.

The contents of the automatic parking operation started by the behavior control unit 12 are as follows. That is, as shown in fig. 9, the behavior control unit 12 controls the vehicle to travel along the target travel route determined at S3. That is, the behavior control portion 12 controls the brake system 41, the drive system 51, the shift system 61, and the EPS system 71. Accordingly, the host vehicle 100 is parked in the parking space 202a of the parking area that is the parking target by backing up.

That is, the behavior control unit 12 controls these systems to travel forward in the D range as indicated by an arrow 263 and stop at the return (reverse) position 262. Next, the behavior control unit 12 performs reverse driving in the R range, stores the host vehicle 100 in the parking space 202a, which is a parking area to be a parking target, and then stops the host vehicle 100.

After the automatic parking operation is started (S10), it is determined whether or not an interrupt condition for interrupting the automatic parking function is present during the automatic parking operation (S11).

That is, in S11, the steering wheel 72 is operated, the shift lever 64 enters the N-range, and the like, and the interrupt condition is set.

In S11, the behavior controller 12 determines whether or not the 1 st time counted in S7 is equal to or longer than a predetermined time. The 1 st time is a time from the determination of the parking area to be the parking target (S5, S7) to the reception of the release operation of the automatic brake hold by the brake hold switch 45 (yes at S9). The 1 st time is also an interruption condition when it is equal to or longer than a predetermined time. In S11, the behavior control unit 12 determines whether or not the 2 nd time counted in S10 is equal to or longer than a predetermined time. The 2 nd time is a time from when the brake hold switch 45 is operated (yes at S9) until the operation of releasing the brake pedal (not shown) is detected. The interruption condition is also that time 2 is equal to or longer than a predetermined time.

Further, it is determined by the riding determination unit 65 that the driver is not in the driver's seat and is also the suspension condition. The riding determination means 65 can be realized by a seating sensor for detecting whether or not the driver is seated, an in-vehicle camera for imaging the inside of the vehicle compartment (whether or not the driver is seated can be determined by image processing), a door opening sensor for detecting whether or not the door of the driver seat is open, and the like. Further, various conditions under which the automatic parking function is supposed to be interrupted can be taken as the interruption conditions.

When the automatic parking operation is ended without the interrupt condition (yes at S12), the touch panel 32, the speaker 33, or the like notifies that the automatic parking operation is ended. Then, the process proceeds to S13. If an interrupt condition exists during the automatic parking operation (no at S12), the process proceeds to S16. The end of the automatic parking operation (yes in S12) is that the vehicle is parked in the parking area (parking space 202a) that is the target of parking of the vehicle 100, but in this case, which position in the parking area the vehicle 100 is parked at is based on the parking reference position determined in S6.

At S13, the behavior control unit 12 determines whether or not a history of the operation of the autobrake hold is stored at S10. If the history is stored (yes in S13), the brake system 41 is controlled again to turn on the automatic brake hold function, and the process proceeds to S15. Therefore, the vehicle 100 is braked and stopped even if the driver does not step on a brake pedal (not shown). When the history is not stored (no at S13), the process proceeds to S15. In this case, the automatic brake hold function maintains the off state. The case where the history of the operation of the automatic brake hold is not stored in S10 is the following example. That is, even if the automatic brake hold function is turned on in S6, the driver may operate the brake hold switch 45 to intentionally turn off the function. In S15, the behavior control unit 12 controls the shift lever 64 to enter the P range, thereby ending the automatic parking.

On the other hand, in S16, since there is an automatic parking interruption condition (yes in S11), the behavior control unit 12 interrupts the automatic parking function. Then, the behavior control section 12 determines whether or not there is a restart condition of the automatic parking function (S17). The restart condition may be a condition satisfying a predetermined condition. The predetermined condition may be a case where a predetermined operation is performed on a selection screen 81, which is one of the automatic parking function screens shown in fig. 10 displayed on the touch panel 32. In the selection screen 81, a restart button 82 and a stop button 83 are displayed. Here, the case where the driver operates the restart button 82 becomes a restart condition. When the stop button 83 is operated, the automatic parking function is selected to be stopped.

When the restart condition is present (yes at S17), the process returns to S2, and the automatic parking function is restarted. When a certain time has elapsed without the restart condition (no in S17 and yes in S18), the behavior control unit 12 determines that the automatic parking function is suspended (S19), and ends the series of processing. When a certain time has not elapsed in a state where the restart condition does not exist (no at S17 and no at S18), behavior control unit 12 returns to S16. When the stop button 83 is operated, the behavior control unit 12 may stop the automatic parking function without waiting for a lapse of a certain time (yes at S18).

Further, when the interrupt condition is satisfied (yes at S11), the behavior control unit 12 can restart the automatic parking function from S2 because the restart condition is satisfied (yes at S17). On the other hand, when the interrupt condition is satisfied during a series of operations of the automatic parking function, the behavior control section 12 suspends the processing itself shown in fig. 4 and 5, and does not perform the restart of the processing. When the restart is performed, the behavior control unit 12 starts the restart process from S1. On the other hand, the "interrupt condition" may be set to a case where the shift lever 64 is placed in the P-range during a series of operations of the automatic parking function; a situation where the electric parking brake has been actuated; a case where the touch panel 32 or the like is operated to instruct the automatic parking function. Further, when the stop condition is satisfied during the series of operations of the automatic parking function, the series of operations of the automatic parking function is stopped, but in this case, if the stop condition is released, the series of operations of the automatic parking function is restarted from the point of time when the stop condition is stopped. The "stop condition" includes, for example, a brake pedal (not shown) being operated.

Fig. 11 is a flowchart of a subroutine of the parking reference position determination process at S6. In the following description, the expressions of the directions such as "front" and "depth" are directions as viewed from the host vehicle 100 side when the return wheel position 262 (fig. 9) is temporarily stopped. The processing of fig. 11 is also performed based on the external situation of the own vehicle 100 recognized by the recognition unit 11. First, as shown in fig. 12, the determination unit 14 determines whether or not a solid line (or a broken line (the same applies hereinafter)) 221 connecting rear end portions of the left and right frame lines 201 exists at a depth of a parking space 202a (parking area) in which the host vehicle 100 is to be parked (S21). Here, the "solid line" may be a white line that partitions the depth side of the parking space 202 a. Instead of the solid line 221, an edge portion of an obstacle such as a fence, a building, or another vehicle may be used. That is, the solid line indicates a mark or an object indicating the parking limit position on the depth side of the parking space 202 a. When the solid line 221 exists at the depth of the parking area (yes in S21), as shown in fig. 12, the specifying unit 15 sets a position (for example, a position on the near side) apart from the solid line 221 at the depth by a predetermined distance L1 as the parking reference position 222 (S22). The parking reference position 222 is a position at which the host vehicle 100 is parked such that the position is the rear end of the host vehicle 100 when the host vehicle 100 is parked in the parking space 202a (parking area).

Next, if the parking reference position 222 determined in S22 is still present, the determination unit 14 determines whether or not the own vehicle 100 is moving forward beyond the virtual line 231 as shown in fig. 13, where the virtual line 231 is a line connecting the front end portions 201a of the left and right white lines (frame lines) 201 of the parking space 202a (parking area) (S23). Whether or not the host vehicle 100 is going beyond the virtual line 231 can be determined from the depth of the parking space 202a, the length of the predetermined distance L1, and the length of the host vehicle 100. When the host vehicle 100 moves forward beyond the virtual line 231 (yes at S23), the parking reference position 222 in fig. 12 is changed (in the direction not to move forward) to the parking reference position 223 on the rear side of the parking reference position 222 as shown in fig. 13. The parking reference position 223 is a position located a predetermined distance L2 (< L1) forward from the solid line 221 at the depth position. Also, the parking reference position 223 is the lower position: even if the host vehicle 100 is put into the parking space 202a (parking area) and the rear end portion of the host vehicle 100 is aligned with the parking reference position 223 at this time, the host vehicle 100 does not move forward beyond the position of the virtual line 231.

On the other hand, when the solid line 221 does not exist at the depth of the parking space 202a (parking area) in which the host vehicle 100 is to be parked (no in S21), the determination unit 14 determines whether or not the parking space 202a (parking area) is a box-line parking area (fig. 14, 15) in which the left and right white lines (box lines) 201 exist (S25). As shown in fig. 6 to 9, the "frame line parking area" refers to an area partitioned by left and right white lines (frame lines) 201, that is, a parking area of a parking lot 200 where a plurality of vehicles are parked side by side.

When the parking space 202a (parking area) is a frame-line parking area in which the left and right white lines (frame lines) 201 are present (yes in S25), the determination unit 14 determines whether the left and right frame lines 201 are inclined by a predetermined angle (S26). Whether the left and right wires 201 are inclined at a predetermined angle is determined based on whether the left and right wires 201 are inclined at, for example, approximately 45 ° to 60 ° (the left and right wires 201 are at an angle close to approximately 90 ° with respect to the traveling direction 208) with respect to the traveling direction 208 of the entrance path 210 (the longitudinal direction of the entrance path 210) in the parking lot 200. Fig. 14 shows an example in which the left and right wires 201 are inclined at a predetermined angle, and fig. 15 shows an example in which the wires are not inclined.

When the left and right frame wires 201 are inclined at the predetermined angle (yes in S26), the determination unit 15 sets, as shown in fig. 14, a perpendicular line 232 extending from one of the front end portions 201a of the left and right white wires 201 to the other as a parking reference position (S27). The perpendicular line 232, that is, the parking reference position, is a reference position at which the front end portion of the host vehicle 100 is located when the host vehicle 100 is parked in the parking space 202a (parking area).

On the other hand, when the left and right wires 201 are not inclined at the predetermined angle (no at S26), that is, when the left and right wires 201 form an angle close to substantially 90 ° with respect to the traveling direction 208, the routine proceeds to S28. At S28, as shown in fig. 15, the specifying unit 15 sets, as the parking reference position 234, a position separated by a predetermined distance L3 from a virtual line 233, which is a line connecting the front end portions 201a of the left and right white lines (frame lines) 201 (S28). Specifically, a position that is set back from the virtual line 233 toward the depth side of the parking space 202a (parking area) by a predetermined distance L3 is the parking reference position 234. The parking reference position 234 is a reference position for aligning the front end portion of the host vehicle 100 that has entered the parking space 202a (parking area) with the position.

When the parking space 202a (parking area) is not a frame-line parking area in which the left and right white lines (frame lines) 201 are present (no in S25), the parking space 202a (parking area) is a parking lot (space parking) in which the left and right white lines (frame lines) 201 are not present, and the left and right white lines (frame lines) 201 are lines that separate the parking areas of the respective vehicles between the adjacently parked vehicles for parallel parking.

In this case, as shown in fig. 16, the determination unit 15 sets, as the parking reference position, a virtual line 241 connecting the front end portions 203a of the left and right other vehicles 203 in the parking space 202a (parking area) (S29). The parking reference position of the virtual line 241 is a straight line extending from the front end portions 203a of the left and right other vehicles 203 in parallel to the traveling direction 208 of the entry road 210. The parking reference position of the virtual line 241 is a reference for aligning the tip end portion of the host vehicle 100 that has entered the parking space 202a (parking area) with the virtual line 241. In the example of fig. 16, other vehicles 203 are present on the left and right of the parking space 202a (parking area), and a virtual line 241 connecting the front end portions 203a of the two other vehicles 203 is parallel to the traveling direction 208. If the front end portion 203a of one of the other vehicles 203 projects forward, a line extending from the front end portion 203a of the other vehicle 203 in parallel with the traveling direction 208 becomes a virtual line 241. When another vehicle 203 is present only on one of the right and left sides of the parking space 202a (parking area), a line extending from the front end 203a of the other vehicle 203 in parallel with the traveling direction 208 becomes a virtual line 241. The same applies to the case where another vehicle 203 is parked away from the parking space 202a (parking area) in which the vehicle 100 is to be parked.

According to the automatic parking control unit 1 (parking assist apparatus) described above, the parking reference position at the time of parking the vehicle 100 in the parking area is determined in accordance with the type of the parking area (parking space 202a) in which the vehicle 100 is to be parked (S25, S26) (S27 to S29). Therefore, according to the automatic parking control unit 1, the host vehicle 100 can be automatically parked to an appropriate parking position corresponding to the type of parking area (parking space 202a) in which automatic parking is to be performed.

First, when the parking area (parking space 202a) is a frame parking area in which the left and right frame lines 201 are present (yes in S25 and no in S26), a position that is set back by a predetermined distance L3 from the virtual line 233 connecting the front end portions 201a of the left and right frame lines 201 is set as the parking reference position 234(S27, fig. 15). This is to prevent the following from occurring: when parking is performed with the front end portion of the host vehicle 100 close to the virtual line 233 or parking is performed with the front end portion of the host vehicle 100 protruding from the virtual line 233, the possibility of contact with the host vehicle 100 when the left and right other vehicles enter and exit the garage becomes high.

When the type of the parking area (parking space 202a) is a parking area where the left and right frame lines 201 are not present (no at S25, fig. 16), a virtual line 241 connecting the front ends 203a of the left and right other vehicles 203 in the parking area (parking space 202a) is set as a parking reference position (S29). This is because the following is considered: the other vehicles 203 on the left and right slightly protrude forward to avoid an obstacle or the like located rearward, and parking is performed. That is, if the vehicle 100 is parked with its front end aligned with the other vehicle 203, the possibility of the vehicle 100 coming into contact with an obstacle behind can be reduced.

When it is recognized that the left and right frame lines 201 of the parking area (parking space 202a) are inclined at a predetermined angle with respect to the entrance path 210 of the host vehicle 100 to the parking lot 200 (yes at S26, fig. 14), the process of S27 is performed. That is, a perpendicular line 232 extending from one front end portion 201a of the left and right frame lines 201 of the parking area (parking space 202a) to the other is used as a parking reference position. This is to prevent the following from occurring: if the front end portion of the host vehicle 100 protrudes forward beyond the perpendicular line 232, the host vehicle 100 is likely to come into contact with another vehicle entering or exiting the garage from or to the left or right.

However, if it is determined that the solid line 221 exists at the depth of the parking area (parking space 202a) (yes in S21, fig. 12), the solid line 221 is preferentially set as a basis for determining the parking reference position. Specifically, a position separated from the solid line 221 by a predetermined distance L1 (protruding forward) is set as the parking reference position 222 (S22). This is to prevent the following from occurring: when the vehicle is parked too close to the white line or the obstacle shown as the solid line 221, the possibility of contact with the obstacle or another vehicle parked at the rear of the host vehicle 100 becomes high.

However, in this case, when the parking reference position 222 is adopted and the vehicle 100 protrudes forward beyond the virtual line 231 connecting the front end portions 201a of the left and right frame lines 201 of the parking area (parking space 202a), the predetermined distance L1 is changed and the predetermined distance L2 shorter than the predetermined distance L1 is adopted. Accordingly, the parking reference position 222 of the host vehicle 100 in the parking area (parking space 202a) is changed to the parking reference position 223 (for example, a position that is set back from the parking reference position 222) as compared with the case of S22 (S24). This is to prevent the following from occurring: when the host vehicle 100 is parked with the virtual line 231 protruding forward, the possibility of contact with another vehicle entering or exiting the garage on both the left and right sides of the host vehicle 100 increases.

In the above example, the vehicle 100 is put into the parking area (parking space 202a) from the rear side, but may be put into the parking area from the front side. In this case, in the above description, the parking reference position to which the front end portion of the host vehicle 100 is to be aligned may be set as the parking reference position to which the rear end portion is to be aligned, and the parking reference position to which the rear end portion is to be aligned may be set as the parking reference position to which the front end portion is to be aligned.

Claims

1. A parking assist apparatus is characterized in that,

comprising an identification unit, a behavior control unit, a parking hold control unit, a determination unit, and a determination unit,

the recognition part acquires recognition information by recognizing the outside;

the behavior control unit controls a behavior of the vehicle parking in the parking area based on the identification information;

the parking hold control unit is configured to stop the host vehicle by the behavior control performed by the behavior control unit, and to hold a parking state of the host vehicle until a predetermined operation by a driver is accepted;

the determination unit determines a type of the parking area in which the behavior control unit intends to park the host vehicle;

the determination unit determines a parking reference position when the host vehicle is parked within the parking area based on the type of the parking area determined by the determination unit,

the specifying unit is configured to: when the parking area is a frame line parking area in which left and right frame lines are present, setting a position separated by a predetermined distance from a virtual line connecting front ends of the left and right frame lines as the parking reference position; when the type of the parking area is a parking area where the left and right frame lines do not exist, a position based on a virtual line connecting front end portions of left and right other vehicles in the parking area is set as the parking reference position.

2. The vehicle parking assist apparatus according to claim 1,

when it is recognized that the parking area is of the type of the frame-line parking area and the left and right frame lines of the frame-line parking area are inclined at a predetermined angle with respect to an entry path of the vehicle into the parking lot for parking, the determination unit recognizes that the frame-line parking area is divided by an inclined parking frame.

3. The vehicle parking assist apparatus according to claim 2,

when it is recognized that the frame line parking area is divided by an inclined parking frame, the determination unit takes a perpendicular line extending from a front end portion of one of the left and right frame lines of the parking area to a front end portion of the other frame line as the parking reference position.

4. The vehicle parking assist apparatus according to any one of claims 1 to 3,

when the determination unit determines that there is a solid line or a broken line connecting rear end portions of the left and right frame lines, the determination unit determines a position separated by a predetermined distance from the solid line as the parking reference position.

5. The vehicle parking assist apparatus according to claim 4,

when the host vehicle is parked in the parking area using the parking reference position, the determination unit changes the predetermined distance when the host vehicle crosses a virtual line connecting front end portions of left and right frame lines of the parking area.

6. A parking assist method is characterized in that,

implementing a recognition step, a behavior control step, a parking hold control step, a determination step, and a determination step, wherein,

in the identifying step, identification information is acquired by identifying the outside;

performing behavior control of parking the host vehicle in the parking area based on the identification information in the behavior control step;

in the parking hold control step, the own vehicle is parked by the behavior control performed in the behavior control step, and the parked state of the own vehicle is held until a predetermined operation by a driver is accepted;

in the determining step, a type of the parking area in which the host vehicle is intended to be parked by the behavior control step is determined;

in the determining step, a parking reference position at which the host vehicle is parked within the parking area is determined in accordance with the category of the parking area determined in the determining step,

when the parking area is a frame line parking area in which left and right frame lines exist, setting a position separated by a predetermined distance from a virtual line connecting front end portions of the left and right frame lines as the parking reference position in the determining step;

in the determination step, when the type of the parking area is a parking area in which the left and right frame lines do not exist, a position based on a virtual line connecting front end portions of the left and right other vehicles in the parking area is set as the parking reference position.

7. A program, characterized in that,

the program is for causing a computer to function as the parking assist apparatus according to any one of claims 1 to 5.