JP2019014381A - Parking support method and parking control device - Google Patents

Abstract

To suppress a sense of discomfort, which is imparted to an occupant of a driver's own vehicle, by real time correction.SOLUTION: A parking support method for a parking control device includes the steps of: exploring a vacant parking space around a driver's own vehicle (S1); setting a parking target in the vacant parking space around the driver's own vehicle (S3); determining whether or not a certainty factor of the vacant parking space, in which the parking target is set on the basis of the result of the search for the vacant parking space, meets a predetermined first parking condition (S14); and restricting correction of the parking target when it is determined that the certainty factor does not meet the first parking condition (S14: NO).SELECTED DRAWING: Figure 4

Description

  The present invention relates to a parking assistance method and a parking control device.

  Conventionally, a travel control device that generates a travel route of a vehicle from a reference position to a target position is known (Patent Document 1). In Patent Document 1, a cumulative value of the steering amount when traveling on a travel route is calculated, and if the cumulative value of the steering amount exceeds a predetermined value, another travel route is generated. By generating a travel route with a small cumulative value of the steering amount, there is no fear of the vehicle meandering and the discomfort given to the passenger of the vehicle is reduced.

JP 2012-81905 A

  By the way, in the parking assistance technology, there is a case where correction (referred to as “real time correction”) for changing the parking target (corresponding to the target position) after the vehicle starts to travel along the travel route may be performed. If real-time correction is performed in a state where the parking target is not correctly specified, the parking target is repeatedly corrected with a large correction amount. For this reason, the behavior of the vehicle is not stable, and the vehicle occupant is uncomfortable.

  The present invention has been made in view of the above problems, and an object thereof is to suppress a sense of discomfort given to the occupant by real-time correction.

  The parking support method of the parking control device according to one aspect of the present invention is a result of searching for an empty parking space around the host vehicle, setting a parking target in the empty parking space around the host vehicle, and searching for an empty parking space. If the confidence level of the empty parking space for which the parking target is set is determined to satisfy the first parking condition set in advance, and it is determined that the certainty level does not satisfy the first parking condition, Limit correction.

  According to the present invention, it is possible to suppress a sense of discomfort given to the occupant by real-time correction.

FIG. 1 is a block diagram illustrating a partial configuration of a host vehicle equipped with a parking control device according to an embodiment of the present invention. FIG. 2 is a block diagram illustrating the detailed configuration of the image information processing unit 20 and the parking support calculation unit 30. FIG. 3 is a schematic diagram showing travel routes x0 and x1 when the host vehicle V1 is parked in an empty parking space R2 defined by the first frame line W1 and the second frame line W2. FIG. 4 is a flowchart showing a parking support method of the parking control device 100 according to the first embodiment. FIG. 5 is a flowchart showing details of step S10 in FIG. FIG. 6 is a schematic diagram illustrating an example of the surrounding image generated by the surrounding image generation circuit 101 and displayed on the screen of the display unit 9, and illustrates an example in which the first support images (63 to 65) are displayed. . FIG. 7 is a schematic diagram illustrating an example of the surrounding image generated by the surrounding image generation circuit 101 and displayed on the screen of the display unit 9, and illustrates an example in which the second support images (69 a to 69 c) are displayed. . FIG. 8A is a graph showing the relationship between the position along the target route and the vehicle speed when the host vehicle is parked in an empty parking space, and shows changes in the target speed and the actual speed. FIG. 8B is a graph showing the relationship between the position along the target route and the vehicle speed when the host vehicle is parked in an empty parking space, and shows changes in the corrected target speed and the actual speed. FIG. 9 is an explanatory diagram showing a target route when the host vehicle is moved from the initial position p1 to the target parking position p3, and a travel route when a deviation occurs due to an idle travel distance. FIG. 10A is a graph showing the relationship between the position along the target route and the rudder angle when the host vehicle is parked in the parking area, and shows changes in the target rudder angle and the actual rudder angle. FIG. 10B is a graph showing the relationship between the position along the target route and the steering angle when the host vehicle is parked in the parking area, and shows changes in the target steering angle and the corrected target steering angle. FIG. 11 is an explanatory diagram showing a target route when the host vehicle is moved from the initial position p1 to the target parking position p3, and a travel route when a deviation due to the steering angle follow-up delay occurs. FIG. 12A is a graph showing the relationship between the position along the target route and the steering angle when the host vehicle is parked in the parking space, and shows the change in the actual steering angle when the target steering angle and the steady deviation occur. . FIG. 12B is a graph showing the relationship between the position along the target route and the rudder angle when the host vehicle is parked in the parking space, and changes in the actual rudder angle when the corrected target rudder angle and the corrected target rudder angle are used. Indicates. FIG. 13 is a flowchart showing a parking support method of the parking control device 100 according to the second embodiment.

  Embodiments will be described with reference to the drawings. In the description of the drawings, the same portions are denoted by the same reference numerals, and description thereof is omitted. In the embodiment, a case where the moving body is a vehicle will be described.

(First embodiment)
<Configuration of parking control device>
As shown in FIG. 1, the parking control device 100 generates a steering angle control signal and a speed control signal that are output to the vehicle control ECU 40. In addition, the parking in this embodiment means moving the own vehicle toward an empty parking space, and stopping in an empty parking space. In a vehicle, in order to stop a vehicle in the parking space in a parking lot, it means moving to an empty parking space and stopping in an empty parking space.

  The parking control device 100 includes a host vehicle surrounding sensor 10, an image information processing unit 20 (parking target setting circuit), a parking assist calculation unit 30 (confidence level determination circuit, correction limit circuit), and a surrounding image generation circuit 101.

  The image information processing unit 20, the parking support calculation unit 30, and the surrounding image generation circuit 101 can be realized by using a microcomputer including a CPU (Central Processing Unit), a memory, and an input / output unit. A computer program for causing the microcomputer to function as an ECU is installed in the microcomputer and executed. As a result, the microcomputer functions as the image information processing unit 20, the parking support calculation unit 30, and the surrounding image generation circuit 101. Each function of the image information processing unit 20, the parking support calculation unit 30, and the surrounding image generation circuit 101 can be implemented by one or a plurality of processing circuits. The processing circuit includes a programmed processing device such as, for example, a processing device including an electrical circuit, and an application specific integrated circuit (ASIC) or conventional circuit arranged to perform the functions described in the embodiments. It also includes devices such as parts.

  In addition, although the example which implement | achieves the image information processing part 20, the parking assistance calculating part 30, and the surrounding image generation circuit 101 by software is shown here, of course, the dedicated hardware for performing each information processing shown below It is also possible to prepare the image information processing unit 20, the parking support calculation unit 30, and the surrounding image generation circuit 101.

  The own vehicle surrounding sensor 10 is composed of, for example, a plurality of cameras that capture the surroundings of the own vehicle. The camera 10a is mounted in front of the host vehicle and images the front of the host vehicle. The camera 10b is mounted behind the host vehicle and images the rear of the host vehicle. The camera 10c is mounted on the left side of the host vehicle and images the left side of the host vehicle. The camera 10d is mounted on the right side of the host vehicle and images the right side of the host vehicle. Since each camera is installed below the roof of the host vehicle, it is difficult to image the actual host vehicle. Moreover, since the tire of the own vehicle is stored in the tire house, it is difficult to image the outer circular surface (the side surface when the tire is a cylinder) of the tire of the own vehicle. That is, since it is difficult to image the host vehicle and the tires of the host vehicle, it is difficult to obtain images of the actual host vehicle and tires. Therefore, a host vehicle icon (an image imitating the host vehicle) described later is used instead of the actual host vehicle image.

  Since each camera is installed below the roof of the host vehicle, it is difficult to display an image actually captured from above the host vehicle. That is, since the camera cannot capture the own vehicle, an actual image of the own vehicle cannot be obtained. Therefore, a host vehicle icon (an image imitating the host vehicle) described later is used instead of the actual host vehicle image.

  The own vehicle surrounding sensor 10 is not limited to the camera (10a to 10d), and may be composed of other sensors. For example, you may comprise with the laser range finder (LFR) etc. which irradiate an infrared laser toward an object and measure the distance to an object with the intensity | strength of the reflected light. It is also possible to detect the length of a white line or the like representing the parking frame based on the intensity of the reflected light. Moreover, you may use the clearance sonar using an ultrasonic wave. In addition, this embodiment demonstrates by the example which comprised the own vehicle surrounding sensor 10 using the camera (10a-10d).

  The image information processing unit 20 recognizes image information around the host vehicle captured by the host vehicle surrounding sensor 10 and generates information necessary for parking assistance. Specifically, the image information processing unit 20 sets a parking target for an empty parking space around the host vehicle. Information necessary for parking assistance (parking target) is output to the parking assistance computing unit 30.

  In addition to the image information processing unit 20, an input interface 51, a wheel speed sensor 52, and a rudder angle sensor 53 are connected to the parking support calculation unit 30. The vehicle control circuit 30 executes parking control so that the position of the host vehicle matches the parking target. The parking support calculation unit 30 includes information necessary for parking support, wheel speed information of the host vehicle detected by the wheel speed sensor 52, rudder angle information detected by the rudder angle sensor 53, and a parking target input to the input interface 51. A rudder angle control signal and a speed control signal are generated based on various types of information. The output of the parking assist calculation unit 30 is connected to the vehicle control ECU 40.

  The surrounding image generation circuit 101 sets a predetermined virtual viewpoint and projection plane based on images of the surroundings of the host vehicle captured by the four cameras 2a to 2d, and moves downward from the top of the host vehicle (the direction of the host vehicle). Generate an image as you see. As described above, since each camera cannot capture the own vehicle, the generated image does not include the own vehicle. Hereinafter, this image is referred to as an “overhead image”. That is, the bird's-eye view image is an image when the periphery of the host vehicle is viewed from above the host vehicle. Since the overhead image generation method is a known technique, a detailed description thereof is omitted. In the present embodiment, the image is not necessarily a bird's-eye view image, and may be an image that displays the surroundings of the host vehicle (a surrounding image) such as a bird's-eye view image. Moreover, the surrounding image in this embodiment does not necessarily need to be imaged by the cameras 2a to 2d provided in the host vehicle, and an image captured by a camera provided around the parking space may be used.

  According to the parking control device 100 including the own vehicle surrounding sensor 10, the target position setting circuit 20, the vehicle control circuit 30, and the surrounding image generation circuit 101, the own vehicle can be parked at an appropriate position in an empty parking space.

  The input interface 51 is a terminal through which a passenger (operator) of the own vehicle inputs various information related to parking (including a parking target). Assuming that the operator is on board, various input devices such as a joystick, an operation switch, and a touch panel provided on the display unit 9 may be provided in the host vehicle. Moreover, you may make it perform the voice guidance which prompts a passenger | crew for various operation input using the speaker installed in the own vehicle. In the present embodiment, a case where the input interface 51 is a touch panel provided in the display unit 9 will be described as an example.

  The wheel speed sensor 52 is a sensor that detects the wheel speed of the host vehicle.

  The rudder angle sensor 53 is a sensor that detects the rudder angle of the host vehicle, and an encoder that is attached to the rotating shaft of the steering is generally used.

  The display unit 9 displays the surrounding image generated by the surrounding image generation circuit 101. The display unit 9 can use, for example, a liquid crystal display for navigation installed in the passenger compartment or an existing monitor attached to a remote control terminal.

  A wheel speed sensor 52 and a steering angle sensor 53 are connected to the vehicle control ECU 40. The output of the vehicle control ECU 40 is connected to an actuator 50 that controls the steering angle, vehicle speed, and the like. The vehicle control ECU 40 controls the actuator 50 that drives the brake pedal (braking), the accelerator pedal (drive), and the steering wheel (steering) of the host vehicle V1 based on the steering angle control signal and the speed control signal. If the steering rudder angle and speed are controlled so that the host vehicle V1 moves along the parking route set by the parking support calculation unit 30, the host vehicle V1 can be parked according to the parking target p3.

  The automatic driving in the present embodiment is, for example, controlling at least one actuator among the actuators 50 that drive a brake (braking), an accelerator (driving), and a steering (steering) without a driver's operation. It refers to the state. Therefore, as long as at least one actuator is controlled, other actuators may be operated by the driver's operation. In addition, the manual driving in the present embodiment refers to a state where the driver is operating an operation necessary for traveling such as a brake, an accelerator, and a steering.

  If vehicle control ECU40 performs an automatic driving | operation so that the own vehicle may move along the parking path | route set by the parking assistance calculating part 30, it can reduce the driver | operator's operation burden at the time of parking operation.

  As shown in FIG. 2, the image information processing unit 20 includes a target parking frame setting unit 21, a target parking position setting unit 22, a parking start position setting unit 23, a current position estimation unit 24, and a target parking frame detection unit 25. .

  The target parking frame setting unit 21 sets the target parking frame at the position and orientation on the display screen of the display unit 9 specified by the occupant using the touch panel as the input interface 51. The target parking frame setting unit 21 outputs the set position and orientation of the target parking frame to the target parking position setting unit 22 and the parking route generation unit 31.

  The target parking position setting unit 22 sets a parking target in the empty parking space R2 based on the position and orientation of the target parking frame. FIG. 3 shows an example in which the position of the center of the rear wheel axle of the host vehicle V1 is aligned with the parking target (target parking position p3). Note that the position on the host vehicle V1 that matches the parking target (target parking position p3) differs depending on the parking method (reverse or forward). The “parking target” is a concept including the position of the parking target (target parking position p3) in the parking space X1 and the posture (traveling direction) of the host vehicle V1 at the target parking position p3. That is, the target parking position setting unit 22 sets at least one of the posture of the host vehicle V1 at the target parking position p3 and the target parking position p3 based on the position and orientation of the target parking frame. Hereinafter, the target parking position p3 will be described as an example of “parking target”. In the present embodiment, the position of the host vehicle V1 to be exercised by the parking target is the center of the rear wheel axle. However, the position is not limited to this, and the reference position may be set in advance.

  The target parking position p3 can be changed by an operation input from the input interface 51. For example, it is possible to stop the parking at the target parking frame position p3 or to change from a plurality of empty parking spaces to other empty parking spaces.

  The details of setting the target parking frame and setting the target parking position p3 will be described later with reference to FIG.

  The parking start position setting unit 23 determines a suitable parking method for parking at the target parking position p3, and sets a parking start position p2 suitable for the determined parking method. The parking system is, for example, a type of parallel parking or parallel parking, a type of forward parking, or a reverse parking. The parking start position setting unit 23 outputs the set parking method and the parking start position p2 to the parking route generation unit 31.

  The current position estimation unit 24 estimates the current position of the host vehicle V1 based on detection data of the wheel speed sensor 52 and the steering angle sensor 53 and the like. In front-wheel steered vehicles, it is common to use a dead reckoning method that estimates the position and orientation of the host vehicle based on the relationship between the travel distance of the center of the rear-wheel axle and the front-wheel steering angle. The dead reckoning method is useful when considering traveling in a limited section such as a parking operation. As another example, it is also possible to recognize a white line on the road and surrounding objects from the images of the cameras (10a to 10d), and to estimate the own position from the relative positional relationship between the own vehicle V1 and the white line and surrounding objects. The current position estimation unit 24 may estimate the absolute position of the host vehicle, that is, the position of the host vehicle with respect to a predetermined reference point, using a position detection sensor. The position detection sensor is a device that is mounted on the host vehicle and measures the absolute position of the host vehicle, such as GPS (Global Positioning System) and odometry. In the present embodiment, the current position estimation unit 24 estimates the current position and the current traveling direction (direction) of the host vehicle V1 in the parking space X1, as shown in FIG.

  The target parking frame detection unit 25 searches for an empty parking space R2 from images captured by the cameras (10a to 10d). Specifically, the target parking frame detection unit 25 detects a frame line that divides an empty parking space, and outputs an empty parking space R2. When a plurality of empty parking spaces are detected at the same time, all the empty parking spaces R2 are output. Further, the target parking frame detection unit 25 outputs the search result of the empty parking space R2 to the certainty calculation unit 36. The search result of the empty parking space R2 will be described later together with the certainty factor calculation unit 36.

  FIG. 3 shows travel routes x0 and x1 when the host vehicle V1 is parked in an empty parking space R2 partitioned by the first frame line W1 and the second frame line W2. The image information processing unit 20 sets a movable parking space X1 when the host vehicle V1 is parked from images captured by the cameras (10a to 10d), and the first frame line W1 and the second frame line. An empty parking space R2 partitioned by W2 is detected. There is a road boundary around the parking space X1. A range delimited by the runway boundary is set as a parking space X1. The midpoint between the two rear wheels of the host vehicle V1 is defined as the position of the host vehicle V1. In the example illustrated in FIG. 3, when the host vehicle V1 exists at the position p1 of the parking space X1 (this is referred to as “initial position p1”) and the host vehicle is parked in the empty parking space R2 in the parking space X1. The state of is shown. The “running road boundary” is a boundary between the area where the host vehicle V1 cannot exist due to an obstacle or the like.

  The target parking position setting unit 22 sets the target parking position p3 in the empty parking space R2. FIG. 3 shows an example in which the position of the center of the rear axle of the host vehicle V1 is aligned with the target parking position p3. Note that the position on the host vehicle V1 that matches the target parking position p3 differs depending on the parking method (reverse or forward).

  The parking start position setting unit 23 sets an initial position p1, a parking start position p2, and a target parking position p3 from the image captured by the vehicle surrounding sensor 10. The parking start position p2 is a turning position for guiding the host vehicle V1 to the parking target p3, and is hereinafter referred to as a turning position p2.

  As shown in FIG. 2, the parking assistance calculation unit 30 includes a parking route generation unit 31, a parking route follow-up control unit 32, a steering angle control unit 33, a target speed generation unit 34, a speed control unit 35, and a certainty factor calculation unit 36. Is provided.

  The parking route generation unit 31 generates a parking route (x0, x1) for moving the host vehicle V1 from the initial position p1 to the parking target p3 via the return position p2. The parking route (x0, x1) is a route that is generated in the parking space X1 and that the host vehicle V1 can move to the parking target p3 without interfering with an obstacle. For example, the parking route generation unit 31 generates a parking route (x0, x1) that minimizes the number of turn-backs and the steering amount so as not to give the passenger an uncomfortable feeling. The parking route generation unit 31 outputs the generated parking route (x0, x1) to the parking route tracking control unit 32 and the target speed generation unit 34.

  The parking route follow-up control unit 32 sets the host vehicle V1 as a parking route from the parking route generated by the parking route generation unit 31 and the current position and current posture of the host vehicle V1 estimated by the current position estimation unit 24. A control signal for performing automatic parking control up to the parking target p3 is generated. For example, the parking route follow-up control unit 32 generates a control signal related to the target steering angle and shift position necessary for movement. The parking route tracking control unit 32 outputs a control signal to the steering angle control unit 33.

  Moreover, the parking path follow-up control unit 32 corrects the target parking position p3 (parking target) when executing parking control of the host vehicle. This correction is called “real-time correction”. By performing real-time correction, the error of the target parking position p3 (parking target) is corrected during execution of parking control, and the target steering angle and target speed are also corrected accordingly. Thereby, the own vehicle V1 can be parked in the correct position of an empty parking space. Real-time correction includes drive control, steering control, speed control, and position control. Details of the real-time correction will be described later.

  The steering angle control unit 33 generates a steering angle control signal for controlling the steering angle according to the target steering angle.

  The target speed generation unit 34 generates a target speed for moving the host vehicle V1 from the parking route (x0, x1) and the current position of the host vehicle V1.

  The speed control unit 35 generates a speed control signal for controlling the vehicle speed of the host vehicle V1 to be the target speed.

  The parking path follow-up control unit 32, the steering angle control unit 33, the target speed generation unit 34, and the speed control unit 35 described above generate a steering angle control signal and a speed control signal based on, for example, a dead reckoning method. Also good.

  The certainty factor calculation unit 36 calculates the certainty factor of the empty parking space detected by the target parking frame detection unit 25. Specifically, the certainty factor calculation unit 36 is the certainty factor of the empty parking space R2 in which the target parking position p3 is set by at least the target parking position setting unit 22 among the empty parking spaces detected by the target parking frame detection unit 25. Is calculated. The certainty factor calculation unit 36 may calculate the certainty factors of all the empty parking spaces detected by the target parking frame detection unit 25.

  “Parking space certainty” is a numerical value representing the “accuracy” of the position and orientation of an empty parking space detected on the overhead image. Therefore, the higher the detection accuracy of a frame line such as a white line detected on the overhead image, the higher the certainty level, and the lower the detection accuracy of the frame line, the lower the reliability level. For example, if the border line that divides the parking space is detected intermittently, or if a part of the border line is blocked by an obstacle such as another vehicle and cannot be detected, the entire border line is caused by whiteout or blackout of the image. Or when a part cannot be recognized, a certainty factor becomes low. The certainty calculation unit 36 obtains the results of these searches from the target parking frame detection unit 25, and calculates the certainty of the empty parking space detected by the target parking frame detection unit 25 based on the results of these searches. To do.

  FIG. 6 is a schematic diagram illustrating an example of a surrounding image generated by the surrounding image generation circuit 101. As shown in FIG. 6, an image imitating the host vehicle V <b> 1 (host vehicle icon 62) is displayed at the center of the screen, and images captured by the four cameras 2 a to 2 d are displayed around the host vehicle icon 62. The viewpoint is changed to be displayed. The target parking frame detection unit 25 searches for the frame lines (61a to 61h) that divide the empty parking space from the image of FIG. And the target parking frame detection part 25 can acquire the result of the search that the whole frame line was clearly detected regarding the frame lines (61a, 61b, 61f, 61g, 61h). “Clearly detect” means that the contrast ratio of the edge portion of the frame line is sufficiently large and the variation in the feature points of the edge portion is small.

  On the other hand, a part of the frame (61e) is blocked by the other vehicle 70a and cannot be detected. A part of the frame line (61d) cannot be recognized from the image due to the blackening of the image due to the shadow of the other vehicle 70b. In the frame line (61c), since the whiteout 67 of the image due to the reflection of illumination occurs, the contrast ratio of the entire frame line becomes small, and the variation of the feature points of the frame line is large. The target parking frame detection unit 25 can acquire a search result indicating the inaccuracy of such a parking space. The target parking frame detection unit 25 outputs the results of these searches to the certainty factor calculation unit 36. The certainty factor calculation unit 36 can calculate the certainty factor of the empty parking space detected by the target parking frame detection unit 25 based on the search result indicating the accuracy and inaccuracy of the detection of the parking space.

  The parking route tracking control unit 32 determines whether or not the certainty factor of the empty parking space R2 in which the target parking position p3 (parking target) is set satisfies a predetermined first parking condition. The first parking condition is, for example, a reference for determining whether the position and direction of the parking space R2 can accurately park the host vehicle V1. If the position and orientation of the parking space R2 cannot be accurately detected, it is difficult to accurately park the host vehicle V1 in the parking space R2. Therefore, in this case, since parking of the own vehicle V1 in the empty parking space R2 should not be recommended for the occupant, the parking control device 100 determines that the certainty factor does not satisfy the predetermined first parking condition. .

  When it is determined that the certainty factor does not satisfy the first parking condition, the parking route tracking control unit 32 limits the real-time correction. That is, while the parking control device 100 is executing the parking control (an example of automatic driving) of the host vehicle V1 from the initial position p1 to the target parking position p3 (parking target), the target parking position p3 and the target parking position p3. The correction of the posture (parking target) of the own vehicle V1 or the parking route (x0, x1) is limited. The “restriction of correction” is a concept including both prohibition of correction and reduction of the correction amount.

  The vehicle control ECU 40 shown in FIG. 1 controls the driving and braking of the host vehicle V1 and the driving of the actuator 50 that controls the steering based on the steering angle control signal and the speed control signal. If the steering rudder angle and speed are controlled so that the host vehicle V1 moves along the parking path generated by the parking path generation unit 31, the host vehicle V1 is parked in accordance with the target parking position p3 (parking target). Can do.

<Parking support method of parking control device 100>
Next, an operation of the parking control apparatus 100 according to the present embodiment configured as described above, that is, an example of a parking support method of the parking control apparatus 100 will be described with reference to a flowchart shown in FIG.

  The target parking frame detection unit 25 searches for an empty parking space in the parking available space X1 from images captured by the cameras (10a to 10d) (step S1). Specifically, the target parking frame detection unit 25 detects a frame line that divides the empty parking space, and outputs the empty parking space. Further, the target parking frame detection unit 25 outputs the search result to the certainty factor calculation unit 36. The certainty factor calculation unit 36 calculates certainty factors for all empty parking spaces. When the own vehicle surrounding sensor 10 detects an empty parking space in the parking space X1 (YES in step S2), the process proceeds to step S3. On the other hand, if the vehicle surrounding sensor 10 of the host vehicle V1 does not detect an empty parking space (NO in step S2), a candidate frame (default parking frame) is displayed at a predetermined position (default position) of the display unit 9. Let

  In step S3, the target parking frame setting unit 21 determines a parking method and a target parking frame position (step S3). For example, when an empty parking space whose certainty satisfies the first parking condition can be detected, the target parking frame setting unit 21 has an empty parking space at the position of the empty parking space in the surrounding image as shown in FIG. A first support image (63 to 65) indicating a parking recommended space is displayed. Among the first support images (63 to 65), the first support image 65 is marked with “P”. The “P” display is a mark indicating that the first support image 65 is currently selected.

  In the example of FIG. 6, since the frame lines (61a, 61b, 61f, 61g, 61h) are clearly detected, the positions on the screen partitioned by the frame lines (61a, 61b, 61f, 61g, 61h) The first support image (63 to 65) is displayed at the same time. The occupant can set the target parking frame position by touching the desired first support image (63 to 65).

  Alternatively, when the vacant parking space that satisfies the first parking condition cannot be detected, the target parking frame setting unit 21 has a certainty factor at the position of the vacant parking space in the surrounding image as shown in FIG. The second support images (69a to 69c) indicating that the empty parking space does not satisfy the first parking condition are displayed. That is, when the certainty level of all detected empty parking spaces does not satisfy the first parking condition, the second support images (69a to 69c) are displayed as shown in FIG. The occupant can set the target parking frame position by touching the desired second support image (69a to 69c).

  Since the frame lines (61c, 61d, 61e) cannot be clearly detected as described above, the certainty of the empty parking spaces defined by the frame lines (61c, 61d, 61e) does not satisfy the first parking condition. Therefore, the second support images (69a to 69c) are displayed in the empty parking space.

  In addition, the example which displays the 2nd assistance image (69a-69c) shown in FIG. 7 on the assumption that the vacancy parking space which satisfy | fills 1st parking conditions cannot be detected was shown. However, the present embodiment is not limited to this. Even when an empty parking space whose certainty satisfies the first parking condition is detected, an empty parking space whose certainty does not satisfy the first parking condition may be preferentially displayed. That is, the screen of FIG. 7 may be displayed preferentially before the screen of FIG. 6, and the occupant may select an empty parking space whose certainty does not satisfy the first parking condition.

  Alternatively, the occupant may switch between the fine adjustment mode (FIG. 7) and the normal mode (FIG. 6) by touching a switch 66 for switching between the fine adjustment mode and the normal mode. Thereby, according to a passenger | crew's hope, the empty parking space from which a certainty degree differs can be displayed selectively, and a target parking frame position can be set.

  On the other hand, since no empty parking space was detected, when the default parking frame is displayed at the default position of the display unit 9, the target parking frame setting unit 21 sets the target parking frame position at the default position.

  Then, as shown in FIG. 3, the target parking position setting unit 22 positions the target vehicle at the target parking position p3 and the target parking position p3 (parking target) in the empty parking space R2 in which the target parking frame position is set. Set.

  In step S4, the parking support calculation unit 30 generates a parking route for moving the host vehicle V1 to the target parking position p3 from the initial position p1, the turn-back position p2, and the target parking position p3 generated by the image information processing unit 20. To do. First, the parking start position setting unit 23 sets an initial position p1 and a parking start position p2. And it progresses to step S5 and the parking assistance calculating part 30 starts the parking control of the own vehicle V1.

  The parking assistance calculation unit 30 changes the steering angle control signal and the speed control signal so that the current position of the host vehicle V1 reaches the turning-back position p2 (NO in step S6).

  When the current position of the host vehicle V1 reaches the return position p2 (YES in step S6), the process proceeds to step S7, and the vehicle control ECU 40 switches the shift position from the D range to the R range.

  When the shift position is switched to the R range, the process proceeds to step S8, and the parking assist calculation unit 30 resumes parking control. The steering angle control signal and the speed control signal are changed so that the current position of the host vehicle V1 reaches the target parking position p3.

  It progresses to step S9 and the target parking frame detection part 25 searches the empty parking space R2 from the image imaged with each camera (10a-10d). Specifically, the target parking frame detection unit 25 detects a frame line that divides an empty parking space. That is, the target parking frame detection unit 25 searches for an empty parking space R2 when performing parking control from the turn-back position p2 to the target parking position p3. In particular, the frame lines (W1, W2) that divide the empty parking space R2 in which the parking target is set in step S3 are searched.

  Proceeding to step S13, the certainty factor calculation unit 36 calculates the certainty factor of the empty parking space detected by the target parking frame detection unit 25 in step S9.

  Proceeding to step S14, the parking route tracking control unit 32 determines whether or not the certainty factor of the empty parking space R2 in which the target parking position p3 (parking target) is set satisfies a predetermined first parking condition. Specifically, it is determined whether the certainty factor is greater than a predetermined threshold value. When the certainty factor is larger than the predetermined threshold, it is determined that the certainty factor satisfies the first parking condition set in advance (YES in S14), and the process proceeds to step S10. On the other hand, when the certainty factor is equal to or less than the predetermined threshold, it is determined that the certainty factor does not satisfy the predetermined first parking condition (NO in S14), and the process proceeds to step S11.

  In step S10, the parking path follow-up control unit 32 corrects the direction (parking target) of the host vehicle at the target parking position p3 and the target parking position p3 when the parking control of the host vehicle is being executed. The detection accuracy of the frame lines (W1, W2) viewed from the host vehicle V1 traveling on the parking route x1 is the detection accuracy of the frame lines (W1, W2) viewed from the initial position p1 when setting the parking target (S3). The accuracy may have changed. Since the position of the host vehicle V1 in step S9 is closer to the target parking position p3 than the initial position p1, the frame lines (W1, W2) may be detected more accurately than at the initial position p1. . In other words, the certainty factor of the empty parking space R2 may be higher than that at the initial position p1. Therefore, by performing real-time correction, the error of the target parking position p3 (parking target) is corrected during execution of parking control, and the target steering angle and target speed are also corrected accordingly. Thereby, the own vehicle V1 can be parked in the correct position of an empty parking space.

  On the other hand, when it is determined that the certainty of the empty parking space R2 in which the parking target is set does not satisfy the first parking condition, there is a possibility that a further incorrect correction is added to the inaccurate parking target. For example, when the length of the detected frame line is short, the detection accuracy of the direction of the frame line, that is, the angle of the empty parking space R2 is lowered. By performing real-time correction on a parking target with an ambiguous angle, the parking target (angle) may be further deviated.

  In addition, if the target parking position p3 in FIG. 3 changes during parking control, the parking route x1 also changes, giving the passenger a sense of discomfort. If the target parking position p3 changes greatly at the stage where the target parking position p3 is approaching, a great discomfort will be given to the occupant. Until the parking target is reached (YES in S11), step S10 is repeatedly executed in a cycle of 5 to 10 seconds, so that the target parking position p3 is repeatedly changed by real-time correction, which gives the passenger an uncomfortable feeling.

  Therefore, when it is determined that the certainty factor does not satisfy the first parking condition, it is determined that the parking target may be largely changed by the real-time correction, and the correction in step S10 is not performed. That is, the parking route tracking control unit 32 prohibits real-time correction. As a result, it is possible to prevent an incorrect correction from being applied to an incorrect parking target. Moreover, the discomfort given to the occupant by real-time correction can be suppressed.

  The processes in steps S9, S13, S14, and S10 are repeated until the current position of the host vehicle V1 reaches the target parking position p3 (NO in step S11).

  The steering angle control signal and the speed control signal for guiding the host vehicle V1 to the parking target p3 are repeatedly updated in units of a frame rate at which the host vehicle surrounding sensor 10 captures one image, for example. When the current position of the host vehicle V1 reaches the target parking position p3 (YES in step S11) by the repeatedly updated steering angle control signal and speed control signal, the shift position is switched to the P range, and the parking control ends ( Step S12).

  Details of step S10 in FIG. 4 will be described with reference to FIG. In step S24, the current position estimation unit 24 estimates the current position of the host vehicle V1 from surrounding images captured by the cameras (10a to 10d). Note that the vehicle speed information and the steering angle information detected by the wheel speed sensor 52 and the steering angle sensor 53 may be used for the estimation of the current position of the host vehicle V1.

  In step S <b> 25, the parking route follow-up control unit 32 compares the parking route x <b> 1 with the current position estimated by the current position estimation unit 24 to calculate a deviation amount. For example, the host vehicle V1 does not necessarily stop at the turn-back position p2, and the host vehicle V1 may run idle and move to a position beyond the turn-back position p2. Further, there may be a position shift amount due to a follow-up delay of the steering angle control. The parking path follow-up control unit 32 calculates the amount of deviation between the parking path x1 and the current position. For example, the free running distance L1 shown in FIG. 9 and the distance L2 in FIG. 11 are calculated.

  In step S26, the parking route follow-up control unit 32 and the target speed generation unit 34 determine whether correction is necessary. For example, when the amount of deviation is smaller than a preset reference value, it is determined that there is no need to correct the amount of deviation, and the process of step S10 is terminated. If the amount of deviation is larger than the reference value, it is determined that correction is necessary, and the process proceeds to step S27.

  In step S27, the parking route follow-up control unit 32 and the target speed generation unit 34 calculate a correction amount. In this process, the correction amount of the steering angle set in the process of step S22 and the free running distance L1 or the distance L2 (deviation amount) calculated in the process of step S25 are used as the correction amount. The correction amount of the steering angle and the correction amount based on the idle running distance L1 or the distance L2 may be set in real time.

  In step S28, the steering angle control unit 33 and the speed control unit 35 generate a vehicle speed control signal in which the operation of the host vehicle V1 is corrected based on the calculated correction amount, and output the vehicle speed control signal to the vehicle control ECU 40. For example, as shown in FIG. 9, when the host vehicle V1 stops at a position p21 deviated by the free running distance L1, the own vehicle is moved so as to move the same distance as the free running distance L1 in the opposite direction. The control signal of V1 is corrected. Accordingly, the original reverse control is performed after the host vehicle V1 moves from the position p21 to the turn-back position p2. Further, the target steering angle is corrected based on the steering angle correction amount.

<Causes of deviations in parking targets and real-time correction>
Next, the details of “real time correction” will be described. There are the following three causes for the parking target (the target parking position p3 and the posture of the host vehicle at the target parking position p3) set when the parking control is started to change after the parking control is started. That is, “A: idling distance generated when the host vehicle is stopped”, “B: steering angle follow-up delay”, and “C: steady deviation of steering angle”. “Real time correction” for correcting each of these deviations during parking control will be described in detail.

“A: Empty running distance when the vehicle is stopped”
FIG. 8A and FIG. 8B show changes in the speed control signal with respect to the travel position for traveling the host vehicle V1 along the parking route. The horizontal axis of FIG. 8A is the position of the host vehicle V1, and the vertical axis is the target speed q1 (solid line) and the actual speed q2 (broken line) of the host vehicle V1. P1 shown on the horizontal axis corresponds to the initial position p1 shown in FIG. 3, p2 corresponds to the turn-back position p2, and p3 corresponds to the parking target p3.

  The target speed q1 is set to the target speed in the forward direction on the path (x0 in FIG. 3) from the initial position p1 to the turn-back position p2. In addition, a target speed in the reverse direction is set on the route (x1 in FIG. 3) from the switching position p2 toward the parking target p3. The target speed q1 is a pattern in which the target speed changes in a ramp shape according to the position of the host vehicle V1. At this time, the acceleration which is the inclination of the vehicle speed is set to a numerical value smaller than the operation limit of the host vehicle V1.

  As shown in FIG. 8A, when moving from the initial position p1 to the turn-back position p2, the actual speed q2 changes following the target speed q1. However, when the vehicle stops at the turn-back position p2, the target speed q1 may not be followed, and the host vehicle V1 runs idle. That is, when the host vehicle V1 reaches the turn-back position p2, the actual speed q2 does not become zero but runs idle, so the actual speed q2 becomes zero at the position p21 that has passed by the idle running distance (“L1”). . FIG. 9 is an explanatory diagram showing the idle running distance L1 that occurs when the host vehicle V1 is stopped at the turn-back position p2. The idle running distance L1 can be calculated based on detection data of the wheel speed sensor 52 and the steering angle sensor 53.

  When the host vehicle V1 runs idle, the host vehicle V1 stops at a position p21 that has passed the turn-back position p2. Therefore, if the host vehicle V1 is moved backward without correcting the idle travel distance L1, the place where the host vehicle V1 should move backward along the parking route x1 and reach the parking target p3 becomes a route x2 different from the parking route x1. Retreats along and reaches a position p31 different from the parking target p3.

  Therefore, the parking target is corrected from the position p31 to the position p3 based on the free running distance L1. For example, the target speed q1 (FIG. 8A) when the host vehicle V1 moves backward is corrected, and the corrected target speed q1a is set as shown in FIG. 8B. The corrected target speed q1a is set so that the distance at the time of reverse movement is increased by the idle running distance L1. By setting the corrected target speed q1a, it is possible to correct a deviation between the parking route and the traveling route that has occurred at the idle travel distance L1, and to make the host vehicle V1 reach the parking target p3. The sign q2a in FIG. 8B indicates the actual speed q2a with respect to the corrected target speed q1a.

  As shown in FIG. 9, even when the free running distance L1 occurs when the own vehicle V1 stops, after the own vehicle V1 is moved backward by the same distance as the free running distance L1, that is, from the position p21 to the return position p2. After that, since the backward movement of the host vehicle V1 is controlled by the original control signal, the host vehicle V1 can be parked at the position of the parking target p3. The steering angle when the host vehicle V1 returns from the position p21 to the return position p2 is the same as the steering angle during idling.

“B: Delay in tracking angle”
Next, the steering angle control of the host vehicle V1 will be described. FIG. 10A is a graph showing a change in the steering angle with respect to the position of the host vehicle V1, and a curve q11 (solid line) indicates a target steering angle when the host vehicle travels along the parking route, and a curve q12 (broken line). Indicates the actual rudder angle. A curve q11 is a steering pattern based on clothoid, and the inclination of the steering angle change amount is set so as to take into account the operation limit of the steering actuator. And if the target rudder angle q11 is set when controlling the rudder angle of the own vehicle V1, it will follow with a certain amount of delay by the dynamics of the rudder angle system. That is, the actual steering angle q12 is set at a position slightly deviated from the target steering angle q11.

  As a result, as shown in FIG. 11, when heading from the initial position p1 to the turning-back position p2, the steering angle control is delayed, and the curvature radius of the travel route is increased. Specifically, the vehicle travels along the route x3 and stops at the position p22, and the position is shifted by the distance L2 from the turn-back position p2. Then, when the host vehicle V1 is moved backward from the position p22, the vehicle is moved back along the route x4 and stopped at the position p32. That is, the host vehicle V1 cannot be stopped at the parking target p3.

  In the present embodiment, as shown in FIG. 8B, the parking target is corrected from the position p31 to the position p3 in consideration of the steering angle follow-up delay. For example, the rudder angle control timing is set to be slightly earlier in advance. That is, the corrected target steering angle q13 is set so that the steering angle is changed at a position closer to the target steering angle q11. Then, by controlling the traveling of the host vehicle V1 using the corrected target steering angle q13, an actual steering angle that substantially matches the target steering angle q11 can be obtained. Therefore, the host vehicle V1 can be made to reach the turn-back position p2 along the target route x0 shown in FIG. 11, and the host vehicle V1 can be moved to the parking target p3 along the parking route x1.

“C: Steady angle deviation”
In the steering angle control of the host vehicle V1, in addition to the tracking delay described above, a deviation may occur between the target steering angle and the actual steering angle due to the steady deviation of the steering angle. Hereinafter, a description will be given with reference to FIGS. 12A and 12B. FIG. 12A is a graph showing a change in the target steering angle q21 with respect to the position of the host vehicle V1 and a change in the actual steering angle q22 when a steady deviation occurs. In FIGS. 12A and 12B, the follow-up delay of the steering angle is not considered.

  As indicated by reference sign y1, the actual steering angle q22 increases with respect to the target steering angle q21 due to the occurrence of a steady deviation. Therefore, the host vehicle V1 cannot be moved backward along the parking route x1 when moving backward from the turn-back position p2.

  In the present embodiment, at the position where the steady deviation occurs, the target steering angle q21 is corrected in consideration of the steady deviation, and the corrected target steering angle q32 shown in FIG. 12B is set. With such a setting, even when a steady deviation occurs, the target rudder angle is corrected in anticipation of the amount of deviation of the rudder angle caused by this, so an actual rudder angle that substantially matches the target steering angle can be obtained. . Accordingly, the host vehicle V1 can be moved along the parking paths x0 and x1 with high accuracy and parked on the parking target p3.

“D: Detection error of the vehicle surrounding sensor 10”
The own vehicle surrounding sensor 10 detects an empty parking space, sets a parking target by the target parking position setting unit 22, and generates a route to the set parking target by the parking route generation unit 31. At the time when the parking target is set, if there is a distance between the parking target and the vehicle V1, if the parking environment (for example, rain or night) is bad, an empty parking space becomes a parking vehicle or obstacle (for example, If it is surrounded by pillars or walls, the position of the parking target may be detected incorrectly. Therefore, a new parking target may be detected in the process of parking toward the parking target. In this case, by setting a target parking route for the detected new parking target and adjusting the control content in real time, the vehicle can be parked close to the true parking target.

  According to the first embodiment, the following operational effects can be obtained.

  By searching for free parking spaces around the host vehicle, the “confidence level” of free parking spaces such as shielding of border lines by obstacles, overexposure of images due to lighting reflections, and blackout of images due to shadows of obstacles, etc. Can be obtained. Based on the results of these searches, the certainty factor of the empty parking space is calculated, and it is determined whether or not the certainty factor satisfies a predetermined first parking condition. When the certainty factor does not satisfy the first parking condition, the correction of the parking target or the parking route is limited while the parking control to the parking target is being executed. Thereby, during execution of parking control, it is suppressed that a parking target and a course are enlarged or amended repeatedly, and the behavior of the own vehicle is also stabilized. A sense of incongruity can be reduced for the passenger of the host vehicle. In other words, real-time correction can be limited in a parking scene that does not require correction of a parking target or a path to the parking target ("real-time correction") that is executed in parallel with parking control. It is possible to prevent the wrong correction from being applied.

  In Step S1, when an empty parking space whose certainty satisfies the first criterion cannot be detected, the parking target is set to an empty parking space whose certainty does not satisfy the first criterion in Step S3. Therefore, when the empty parking space where the certainty factor satisfies the first standard cannot be detected, the parking path tracking control unit 32 limits the correction of the parking target or the path while executing the parking control to the parking target. Real-time correction can be limited in parking scenes that do not require real-time correction. Therefore, the uncomfortable feeling given to the occupant by the real-time correction can be suppressed.

  Moreover, in the parking assistance method, you may actively search for an empty parking space whose certainty does not satisfy the first standard among the empty parking spaces around the host vehicle. Specifically, the screen of FIG. 7 may be preferentially displayed before the screen of FIG. When an empty parking space whose certainty does not satisfy the first parking condition is detected and a parking target is set in the detected empty parking space, the parking route tracking control unit 32 limits the correction of the parking target. Real-time correction can be limited in parking scenes that do not require real-time correction. Therefore, the uncomfortable feeling given to the occupant by the real-time correction can be suppressed.

(Second Embodiment)
In the first embodiment, the case where “correction is prohibited” is shown as the “method of limiting correction”. In the second embodiment, a case of “reducing the correction amount” will be described as another example of the “method of limiting correction”.

  The configuration of the parking control device 100 according to the second embodiment is the same as that of the first embodiment (FIGS. 1 and 2), and a description thereof is omitted. An example of the parking support method of the parking control apparatus 100 according to the second embodiment is shown in the flowchart of FIG. The flowchart of FIG. 13 is different from FIG. 4 in that step S15 is performed instead of step S14. Further, the contents of step S13 and step S10 are partially different. Since other steps are the same, description thereof will be omitted, and steps S13, S15, and S10 will be described.

  In step S13, the certainty factor calculation unit 36 determines whether or not an occupant of the own vehicle has set a parking target when the empty parking space whose certainty factor satisfies the first parking condition cannot be detected. Based on the result of the determination, the certainty factor of the empty parking area is calculated. When an empty parking space whose certainty satisfies the first parking condition cannot be detected, the target parking frame setting unit 21 cannot display the first support images (63 to 65) shown in FIG. And when the empty parking space whose reliability does not satisfy the first parking condition can be detected, the target parking frame setting unit 21 displays the second support images (69a to 69c) shown in FIG. The target parking frame position can be set by touching the second support images (69a to 69c). That is, the passenger of the own vehicle sets a parking target.

  On the other hand, when no empty parking space can be detected, both the first support image (63 to 65) and the second support image (69a to 69c) cannot be displayed. In this case, the default parking frame is displayed at the default position of the display unit 9, and the target parking frame setting unit 21 sets the target parking frame position at the default position. In this case, the vehicle occupant does not set a parking target.

  The certainty factor calculation unit 36 calculates the certainty factor when the occupant sets the parking target lower than the certainty factor when the occupant does not set the parking target.

  In step S15, the parking route follow-up control unit 32 adjusts the limit of real-time correction based on the certainty factor of the empty parking space R2 in which the target parking position p3 (parking target) is set. Specifically, the parking route follow-up control unit 32 sets the limit of real-time correction when the occupant sets the parking target higher than the limit of real-time correction when the occupant does not set the parking target. Thus, the parking route follow-up control unit 32 can adjust the limit of real-time correction based on the determination result of whether or not the occupant of the own vehicle has set the parking target.

  The limit of real-time correction indicates, for example, a distance correction allowable value (for example, 10 cm) of the target parking position p3 and a correction value (for example, 2 °) of the posture of the host vehicle at the target parking position p3. The parking route tracking control unit 32 makes the correction allowable value for real time correction when the occupant sets the parking target smaller than the correction allowable value for real time correction when the occupant does not set the parking target.

  In step S10, the parking route follow-up control unit 32 corrects the target parking position p3 and the direction of the host vehicle (parking target) at the target parking position p3 based on the restriction degree of the real-time correction adjusted in step S15. Specifically, the direction of the host vehicle at the target parking position p3 and the target parking position p3 may be corrected within the range of the correction allowable value for real-time correction determined in step S15.

In the following cases (1) to (4), a new empty parking space may be detected during execution of parking control, and real-time correction may not be necessary.
(1) When an empty parking space whose certainty satisfies the first parking condition cannot be detected and the target parking frame position is set as the default position,
(2) When an empty parking space whose certainty satisfies the first parking condition cannot be detected and the occupant sets a parking target,
(3) When an empty parking space whose certainty satisfies the first parking condition is detected, but the target parking frame position is set as the default position,
(4) An empty parking space whose certainty satisfies the first parking condition has been detected, but the occupant has set a parking target.

Furthermore, the magnitude of the degree of restriction of correction in the cases (1) to (4) described above may be set, for example, in the following relationship.
(2) = (4)>(3)> (1)
Thereby, since the restriction | limiting degree of correction | amendment can be adjusted according to the presence or absence of the passenger | crew's intention in the setting of a parking target, the convenience of a user (occupant) improves.

  According to 2nd Embodiment, the following effects are obtained.

  The certainty factor calculation unit 36 determines whether or not an occupant of the own vehicle has set a parking target when an empty parking space whose certainty factor satisfies the first parking condition cannot be detected. The parking route follow-up control unit 32 adjusts the correction limit based on the determination result of whether or not the occupant of the host vehicle has set the parking target. Thereby, since the restriction | limiting degree of correction | amendment can be adjusted according to the presence or absence of the passenger | crew's intention in the setting of a parking target, the convenience of a user (occupant) improves.

  The correction limit when the occupant sets the parking target is set higher than the correction limit when the occupant does not set the parking target. By increasing the limit of correction, the occupant's intention in setting the parking target can be respected. Therefore, the convenience of the user (occupant) is improved.

(Other embodiments)
Although the embodiments of the present invention have been described as described above, it should not be understood that the descriptions and drawings constituting a part of this disclosure limit the present invention. From this disclosure, various alternative embodiments, examples and operational techniques will be apparent to those skilled in the art.

  The restriction on real-time correction may be determined according to the correction amount (change amount) of real-time correction. For example, in the same manner as in the first embodiment, an upper limit value may be set for the correction amount of the parking target during the execution of the parking control. If the correction amount does not exceed the upper limit value, real-time correction is not limited. If the correction amount exceeds the upper limit, real-time correction is limited. That is, after the change amount (correction amount) of the parking target due to the correction becomes larger than a predetermined threshold, the correction of the parking target is limited.

  Even if the certainty factor of the empty parking space in which the parking target is set satisfies the first standard, the parking target or the route may change greatly before and after the real-time correction by executing the real-time correction. In this case, the behavior of the host vehicle is not stabilized by the real-time correction, and the passenger feels uncomfortable. Therefore, the real-time correction is limited even when the parking target or the route greatly changes before and after the real-time correction. Thereby, real-time correction | amendment can be restrict | limited in the parking scene which does not require real-time correction | amendment. Therefore, the uncomfortable feeling given to the occupant by the real-time correction can be suppressed.

  Alternatively, as in the second embodiment, the limit of real-time correction may be increased as the correction amount (change amount) of real-time correction is larger. As the amount of change in the parking target or route before and after the real-time correction is larger, the discomfort given to the occupant by the real-time correction can be suppressed by increasing the restriction degree of the real-time correction. Compared with the case where the upper limit value is provided, more detailed real-time adjustment is possible.

  Moreover, in this embodiment, the parking control method of the parking control apparatus corrects the parking target when executing parking control of the host vehicle to the parking target set around the host vehicle and executing the parking control. The parking target was set based on the result of searching for an empty parking space around the own vehicle, setting the parking target in the empty parking space around the own vehicle, and searching for the empty parking space. It is determined whether or not the certainty factor of an empty parking space satisfies a predetermined second parking condition (for example, whether or not the certainty factor is an empty parking space lower than a predetermined value), and the certainty factor is When it is determined that the two parking conditions are satisfied (the vacant parking space has a certainty factor lower than a predetermined value), the correction of the parking target may be limited. That is, when the empty parking space that does not satisfy the first parking condition is set as an empty parking space that satisfies the second parking condition and the empty parking space that satisfies the second parking condition is set as the parking target, the correction of the parking target is limited. It may be. Thereby, during execution of parking control, it is suppressed that a parking target and a course are enlarged or amended repeatedly, and the behavior of the own vehicle is also stabilized. A sense of incongruity can be reduced for the passenger of the host vehicle. In other words, real-time correction can be limited in a parking scene that does not require correction of a parking target or a path to the parking target ("real-time correction") that is executed in parallel with parking control. It is possible to prevent the wrong correction from being applied.

  In the above-described embodiment, the example in which the vehicles are parked in parallel has been described, but the present invention can also be applied to parallel parking. Further, the present invention can be applied not only to automobiles (vehicles) but also to other moving objects. Specifically, the present invention can also be applied to industrial vehicles (for example, trucks), airplanes, flying objects, underwater vehicles (for example, submarine explorers, submarines), inverted pendulum machines, and cleaning robots. The airplane, the flying object, and the underwater vehicle are corrected according to the certainty of the parking target while the airplane, the flying object, and the underwater vehicle are moving to the empty space as parking in the above embodiment. The correction can be limited. Similarly, an inverted pendulum type machine and a cleaning robot can correct a parking target while moving to an empty space (including a charging space) and limit the correction according to the certainty of the parking target. it can.

  In the present embodiment, the display (display unit 9) for displaying a support image and a surrounding image to the occupant does not necessarily have to be installed in the vehicle (moving body), such as a mobile phone or a smart device. May be displayed.

  The parking assist method and the parking control device according to the embodiment are operated by operating the host vehicle from the outside of the host vehicle, for example, for parking in a parking space where it is difficult to open and close the door after parking. It can be applied to a “remote parking system” that executes parking control. Further, the present invention can also be applied to a “learning parking system” in the case where a vehicle is repeatedly parked in a specific parking space where there is no frame line that divides an empty parking space, such as a parking space at home. The parking space in the parking space X1 can be learned from the past parking operation, and can be used for specifying the parking space in the subsequent parking operation.

  In addition, each functional unit of the above-described embodiment can be implemented by one or a plurality of processing circuits. The processing circuit includes a programmed processing device such as a processing device including an electrical circuit. The processing device may also include devices such as application specific integrated circuits (ASICs) and conventional circuit components arranged to perform the functions described in the embodiments.

10 Self-vehicle surrounding sensor 22 Target parking position setting unit (parking target setting circuit)
32 Parking path tracking control unit (certainty determination circuit, correction limit circuit)
100 Parking support device (parking control device)
p3 Target parking position (parking target)
R1 empty parking space V1 own vehicle

Claims (9)

In the parking support method of the parking control device for correcting the parking target when executing the parking control of the host vehicle to the parking target set around the host vehicle and executing the parking control,
Search for an empty parking space around the vehicle,
Set the parking target in an empty parking space around the host vehicle,
Based on the search result of the empty parking space, it is determined whether or not the certainty factor of the empty parking space for which the parking target is set satisfies a predetermined first parking condition,
The parking assistance method which restrict | limits correction | amendment of the said parking target, when it determines with the said reliability not satisfy | filling said 1st parking conditions. When the empty parking space that satisfies the first parking condition cannot be detected and the parking target is set in the empty parking space that does not satisfy the first parking condition, the certainty level of the parking target The parking support method according to claim 1, wherein the correction is limited. 2. The correction of the parking target is limited when the empty parking space in which the certainty factor does not satisfy the first parking condition is detected and the parking target is set in the detected empty parking space. 2. The parking assistance method according to 2. If the vacant parking space that satisfies the first parking condition cannot be detected, the occupant of the vehicle determines whether the parking target has been set,
The parking assistance method according to any one of claims 1 to 3, wherein a degree of limitation of the correction is adjusted based on a determination result of whether an occupant of the host vehicle has set the parking target. The parking assistance method according to claim 4, wherein the degree of restriction when the occupant sets the parking target is higher than the degree of restriction when the occupant does not set the parking target. The parking assistance method according to any one of claims 1 to 5, wherein when the change amount of the parking target due to the correction becomes larger than a predetermined threshold, the correction of the parking target is limited. The parking support method according to claim 6, wherein the degree of restriction of the correction is increased as the amount of change is larger. In the parking support method of the parking control device for correcting the parking target when executing the parking control of the host vehicle to the parking target set around the host vehicle and executing the parking control,
Search for an empty parking space around the vehicle,
Set the parking target in an empty parking space around the host vehicle,
Based on the result of searching for the empty parking space, it is determined whether the certainty factor of the empty parking space where the parking target is set satisfies a predetermined second parking condition,
The parking assistance method which restrict | limits correction | amendment of the said parking target, when it determines with the said reliability satisfy | filling said 2nd parking condition. In the parking control device that corrects the parking target when executing the parking control of the host vehicle to the parking target set around the host vehicle and executing the parking control,
A vehicle surrounding sensor that searches for parking spaces around the vehicle;
A parking target setting circuit for setting the parking target in an empty parking space around the host vehicle;
A certainty factor determination circuit that determines whether or not the certainty factor of the parking space in which the parking target is set satisfies a predetermined first parking condition, based on a result of the vehicle surrounding sensor searching for the parking space; ,
When the certainty factor determination circuit determines that the certainty factor does not satisfy the first parking condition, a correction limiting circuit that restricts correction of the parking target while executing the parking control to the parking target; Having a parking control device.

Images