JP2019137364A - Parking support device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve the parking accuracy of a vehicle with respect to the parking position when the vehicle is driven to the parking position in a state where no occupant is present in the vehicle. SOLUTION: A parking support device has a detection unit 401 for detecting the presence or absence of an occupant in a vehicle, an actual measurement value calculation unit 403 for calculating an actual measurement value of a parameter related to the running of the vehicle, and a target route to a parking position. It is detected that there is a target value calculation unit 402 that calculates the target value of the corresponding parameter, a control unit 404 that controls the running of the vehicle so that the deviation of the measured value from the target value is equal to or less than a predetermined value, and the presence of an occupant. If so, change the parameter type to a parameter that contributes to improving the ride comfort of the occupant, and if it is detected that there is no occupant, change the parameter type to contribute to improving the position accuracy of the vehicle with respect to the target route. A change unit 405 for changing the parameters to be used is provided. [Selection diagram] FIG. 4

Description

  Embodiments described herein relate generally to a parking assistance device.

  A technique has been developed in which a target route of a vehicle to a parking position is set, the vehicle is controlled according to the target route, and the vehicle is parked at the parking position. Also, in parking assistance that controls the parking of the vehicle, comfortable parking assistance is provided to the occupant by changing the parking position of the vehicle according to the driving situation of the vehicle, the situation inside the vehicle, and the situation outside the vehicle. Technology has also been developed.

JP 2017-30568 A JP 2009-214768 A

  However, the above technique is based on the premise that there is an occupant in the vehicle, and controls the traveling of the vehicle to the parking position. Therefore, the ride comfort of the occupant has priority over the parking accuracy of the vehicle relative to the parking position. The travel of the vehicle is controlled. Therefore, when the parking position is changed while the vehicle is traveling to the parking position, the vehicle may not be parked with high accuracy with respect to the parking position.

  The parking assist device of the embodiment includes, as an example, a detection unit that detects the presence or absence of an occupant who has boarded a vehicle, an actual value calculation unit that calculates actual values of parameters related to vehicle travel, and a target route to a parking position. It was detected that a target value calculation unit for calculating the target value of the parameter according to the present invention, a control unit for controlling the running of the vehicle so that the deviation of the actual measurement value from the target value is equal to or less than a predetermined value, and an occupant are present. In this case, the parameter type is changed to a parameter that contributes to improving the ride comfort of the occupant, and if it is detected that no occupant is present, the parameter type is changed to a parameter that contributes to improving the position accuracy of the vehicle with respect to the target route. And a changing unit to change to. Therefore, as an example, when the vehicle is driven to the parking position in a state where no occupant is present in the vehicle, the parking accuracy of the vehicle with respect to the parking position can be improved.

  In the parking assist device of the embodiment, as an example, the parameter is a parameter related to the moving distance of the vehicle on the target route. Therefore, as an example, depending on whether or not an occupant is present in the vehicle, it is possible to improve the occupant's riding comfort in the longitudinal direction of the vehicle or the parking accuracy in the longitudinal direction of the vehicle with respect to the parking position.

  In the parking assist device of the embodiment, as an example, the parameter is a parameter related to the direction of the vehicle on the target route. Therefore, as an example, depending on whether or not there is an occupant in the vehicle, the ride accuracy of the occupant in the left-right direction of the vehicle or the parking accuracy in the left-right direction of the vehicle with respect to the parking position can be improved.

  In addition, as an example, in the parking assist device of the embodiment, when the change unit detects that an occupant exists, the change type of the parameter is changed to the vehicle speed, and it is detected that no occupant exists. Change the parameter type to the vehicle position. Therefore, as an example, when the vehicle is driven to the parking position in a state where no occupant is present in the vehicle, the parking accuracy in the front-rear direction of the vehicle with respect to the parking position can be improved.

  In addition, as an example, in the parking assist device of the embodiment, when it is detected that an occupant is present, the change unit changes the parameter type to the steering angle of the steering unit of the vehicle, and no occupant exists. Is detected, the parameter type is changed to the direction of the vehicle. Therefore, as an example, when the vehicle is driven to the parking position in a state where no occupant is present in the vehicle, the parking accuracy in the left-right direction of the vehicle with respect to the parking position can be improved.

FIG. 1 is a perspective view illustrating an example of a state in which a part of a passenger compartment of a vehicle on which the periphery monitoring device according to the present embodiment is mounted is seen through. FIG. 2 is a plan view of an example of a vehicle according to the present embodiment. FIG. 3 is a block diagram illustrating an example of a functional configuration of the vehicle according to the present embodiment. FIG. 4 is a block diagram illustrating an example of a functional configuration of the ECU included in the vehicle according to the present embodiment. FIG. 5 is a flowchart illustrating an example of the flow of parking support processing in the vehicle according to the present embodiment. FIG. 6 is a diagram for explaining an example of feedback control in the ride priority mode of the vehicle according to the present embodiment. FIG. 7 is a diagram illustrating an example of a change in actual speed in the ride comfort priority mode of the vehicle according to the present embodiment. FIG. 8 is a diagram illustrating an example of a change in actual position in the ride priority mode of the vehicle according to the present embodiment. FIG. 9 is a diagram illustrating an example of a change in force applied in the front-rear direction of the vehicle in the ride comfort priority mode of the vehicle according to the present embodiment. FIG. 10 is a diagram for explaining an example of feedback control in the parking accuracy priority mode of the vehicle according to the present embodiment. FIG. 11 is a diagram illustrating an example of a change in the actual speed in the parking accuracy priority mode of the vehicle according to the present embodiment. FIG. 12 is a diagram illustrating an example of a change in the actual position in the parking accuracy priority mode of the vehicle according to the present embodiment. FIG. 13 is a diagram illustrating an example of a change in force applied in the front-rear direction of the vehicle in the parking accuracy priority mode of the vehicle according to the present embodiment.

  Hereinafter, exemplary embodiments of the present invention are disclosed. The configuration of the embodiment shown below and the operations, results, and effects brought about by the configuration are examples. The present invention can be realized by configurations other than those disclosed in the following embodiments, and at least one of various effects based on the basic configuration and derivative effects can be obtained.

  The vehicle equipped with the parking assist device according to the present embodiment may be an automobile (internal combustion engine automobile) using an internal combustion engine (engine) as a drive source, or an automobile (electric automobile) using an electric motor (motor) as a drive source. Or a fuel cell vehicle), or a vehicle (hybrid vehicle) using both of them as drive sources. The vehicle can be mounted with various devices (systems, components, etc.) necessary for driving various transmissions, internal combustion engines, and electric motors. In addition, the method, number, layout, and the like of devices related to driving of wheels in a vehicle can be variously set.

  FIG. 1 is a perspective view illustrating an example of a state in which a part of a passenger compartment of a vehicle on which the periphery monitoring device according to the present embodiment is mounted is seen through. As shown in FIG. 1, the vehicle 1 includes a vehicle body 2, a steering unit 4, an acceleration operation unit 5, a braking operation unit 6, a speed change operation unit 7, and a monitor device 11. The vehicle body 2 has a passenger compartment 2a in which an occupant rides. In the passenger compartment 2a, a steering section 4, an acceleration operation section 5, a braking operation section 6, a transmission operation section 7 and the like are provided in a state where a driver as an occupant faces the seat 2b. The steering unit 4 is, for example, a steering wheel that protrudes from the dashboard 24. The acceleration operation unit 5 is, for example, an accelerator pedal positioned under the driver's foot. The braking operation unit 6 is, for example, a brake pedal that is positioned under the driver's feet. The shift operation unit 7 is, for example, a shift lever that protrudes from the center console.

  The monitor device 11 is provided, for example, at the center of the dashboard 24 in the vehicle width direction (that is, the left-right direction). The monitor device 11 may have a function such as a navigation system or an audio system, for example. The monitor device 11 includes a display device 8, an audio output device 9, and an operation input unit 10. The monitor device 11 may also include various operation input units such as switches, dials, joysticks, and push buttons.

  The display device 8 includes an LCD (Liquid Crystal Display), an OELD (Organic Electroluminescent Display), and the like, and can display various images based on image data. The audio output device 9 is configured by a speaker or the like, and outputs various sounds based on audio data. The sound output device 9 may be provided in a different position other than the monitor device 11 in the passenger compartment 2a.

  The operation input unit 10 is configured with a touch panel or the like, and allows various information to be input by an occupant. The operation input unit 10 is provided on the display screen of the display device 8 and can transmit an image displayed on the display device 8. Thereby, the operation input unit 10 enables an occupant to visually recognize an image displayed on the display screen of the display device 8. The operation input unit 10 receives an input of various information by the occupant by detecting the occupant's touch operation on the display screen of the display device 8.

  FIG. 2 is a plan view of an example of a vehicle according to the present embodiment. As shown in FIGS. 1 and 2, the vehicle 1 is a four-wheeled vehicle or the like, and has two left and right front wheels 3 </ b> F and two right and left rear wheels 3 </ b> R. All or some of the four wheels 3 can be steered.

  The vehicle 1 is equipped with a plurality of imaging units 15. In the present embodiment, the vehicle 1 includes, for example, four imaging units 15a to 15d. The imaging unit 15 is a digital camera having an imaging element such as a charge coupled device (CCD) or a CMOS image sensor (CIS). The imaging unit 15 can capture the surroundings of the vehicle 1 at a predetermined frame rate. Then, the imaging unit 15 outputs a captured image obtained by imaging the periphery of the vehicle 1. The imaging unit 15 has a wide-angle lens or a fisheye lens, respectively, and can image a range of, for example, 140 ° to 220 ° in the horizontal direction. Further, the optical axis of the imaging unit 15 may be set obliquely downward.

  Specifically, the imaging unit 15a is located at, for example, the rear end 2e of the vehicle body 2, and is provided on a wall portion below the rear window of the rear hatch door 2h. And the imaging part 15a can image the area | region of the back of the said vehicle 1 among the circumference | surroundings of the vehicle 1. FIG. The imaging unit 15b is located, for example, at the right end 2f of the vehicle body 2 and is provided on the right door mirror 2g. And the imaging part 15b can image the area | region of the side of the said vehicle among the circumference | surroundings of the vehicle 1. FIG. The imaging unit 15c is located, for example, on the front side of the vehicle body 2, that is, on the front end 2c in the front-rear direction of the vehicle 1, and is provided on a front bumper, a front grill, or the like. And the imaging part 15c can image the area | region ahead of the said vehicle 1 among the circumference | surroundings of the vehicle 1. FIG. The imaging unit 15d is located, for example, on the left side of the vehicle body 2, that is, on the left end 2d in the vehicle width direction, and is provided on the left door mirror 2g. Then, the imaging unit 15 d can capture an area on the side of the vehicle 1 in the periphery of the vehicle 1.

  FIG. 3 is a block diagram illustrating an example of a functional configuration of the vehicle according to the present embodiment. As shown in FIG. 3, the vehicle 1 includes a steering system 13, a brake system 18, a steering angle sensor 19, an accelerator sensor 20, a shift sensor 21, a wheel speed sensor 22, an in-vehicle network 23, an ECU ( Electronic Control Unit) 14. The monitor device 11, the steering system 13, the brake system 18, the steering angle sensor 19, the accelerator sensor 20, the shift sensor 21, the wheel speed sensor 22, and the ECU 14 are electrically connected via an in-vehicle network 23 that is an electric communication line. ing. The in-vehicle network 23 is configured by a CAN (Controller Area Network) or the like.

  The steering system 13 is an electric power steering system, an SBW (Steer By Wire) system, or the like. The steering system 13 includes an actuator 13a and a torque sensor 13b. And the steering system 13 is electrically controlled by ECU14 grade | etc., Operates the actuator 13a, adds the torque with respect to the steering part 4, and steers the wheel 3 by supplementing a steering force. The torque sensor 13 b detects the torque that the driver gives to the steering unit 4 and transmits the detection result to the ECU 14.

  The brake system 18 includes an ABS (Anti-lock Brake System) that controls the locking of the brake of the vehicle 1, a skid prevention device (ESC: Electronic Stability Control) that suppresses the skidding of the vehicle 1 during cornering, and increases the braking force. Includes an electric brake system that assists brakes and BBW (Brake By Wire). The brake system 18 includes an actuator 18a and a brake sensor 18b. The brake system 18 is electrically controlled by the ECU 14 or the like, and applies a braking force to the wheel 3 via the actuator 18a. The brake system 18 detects the lock of the brake, the idle rotation of the wheel 3, and the sign of the skid from the rotation difference of the left and right wheels 3, and performs control for suppressing the brake lock, the idling of the wheel 3, and the skid. Run. The brake sensor 18b is a displacement sensor that detects a position of a brake pedal as a movable part of the braking operation unit 6, and transmits a detection result of the position of the brake pedal to the ECU 14.

  The steering angle sensor 19 is a sensor that detects a steering amount of the steering unit 4 such as a steering wheel. In the present embodiment, the rudder angle sensor 19 is configured by a hall element or the like, detects the rotation angle of the rotating portion of the steering unit 4 as a steering amount, and transmits the detection result to the ECU 14. The accelerator sensor 20 is a displacement sensor that detects the position of an accelerator pedal as a movable part of the acceleration operation unit 5, and transmits the detection result to the ECU 14.

  The shift sensor 21 is a sensor that detects the position of the movable part (bar, arm, button, etc.) of the speed change operation part 7 and transmits the detection result to the ECU 14. The wheel speed sensor 22 has a Hall element and the like, and is a sensor that detects the amount of rotation of the wheel 3 and the number of rotations of the wheel 3 per unit time, and transmits the detection result to the ECU 14.

  ECU14 calculates the target path | route to the parking position of the vehicle 1, and performs the parking assistance process which controls driving | running | working of the vehicle 1 according to the calculated target path | route. The ECU 14 is configured by a computer or the like, and governs overall control of the vehicle 1 by cooperation of hardware and software. Specifically, the ECU 14 includes a CPU (Central Processing Unit) 14a, a ROM (Read Only Memory) 14b, a RAM (Random Access Memory) 14c, a display control unit 14d, an audio control unit 14e, and an SSD (Solid State Drive) 14f. Is provided. The CPU 14a, ROM 14b, and RAM 14c may be provided on the same circuit board.

  The CPU 14a reads a program stored in a nonvolatile storage device such as the ROM 14b, and executes various arithmetic processes according to the program. For example, the CPU 14a performs image processing on image data to be displayed on the display device 8, control of traveling of the vehicle 1 according to the target route to the parking position, and the like.

  The ROM 14b stores various programs and parameters necessary for executing the programs. The RAM 14c temporarily stores various data used in the calculation by the CPU 14a. The display control unit 14d mainly performs image processing on image data acquired from the imaging unit 15 and output to the CPU 14a, and an image for display that causes the display device 8 to display the image data acquired from the CPU 14a. Perform conversion to data. The voice control unit 14e mainly executes a voice process acquired from the CPU 14a and output to the voice output device 9 among the calculation processes in the ECU 14. The SSD 14f is a rewritable nonvolatile storage unit and continues to store data acquired from the CPU 14a even when the ECU 14 is powered off.

  FIG. 4 is a block diagram illustrating an example of a functional configuration of the ECU included in the vehicle according to the present embodiment. As shown in FIG. 4, the ECU 14 includes a detection unit 401, a target value calculation unit 402, an actual measurement value calculation unit 403, a travel control unit 404, and a change unit 405. For example, when a processor such as a CPU 14a mounted on a circuit board executes a parking assistance program stored in a storage medium such as a ROM 14b or an SSD 14f, the ECU 14 detects a detection unit 401, a target value calculation unit 402, The functions of the actual measurement value calculation unit 403, the travel control unit 404, and the change unit 405 are realized. A part or all of the detection unit 401, the target value calculation unit 402, the actual measurement value calculation unit 403, the travel control unit 404, and the change unit 405 may be configured by hardware such as a circuit.

  The detection unit 401 detects the presence or absence of an occupant who has boarded the vehicle 1. In the present embodiment, the detection unit 401 includes a driver monitor system having an imaging unit such as a digital camera provided in the passenger compartment 2a and capable of imaging the interior of the passenger compartment 2a, and a seat belt that restrains an occupant seated in the seat 2b. The presence / absence of an occupant in the vehicle 1 is detected using a seat belt wearing sensor for detecting that the vehicle is worn by a passenger, a weight detection sensor for detecting a load applied to the seat 2b, and the like.

  When the operation input unit 10 is operated by the user and a target parking position of the vehicle 1 (hereinafter referred to as a target parking position) is instructed, the target value calculation unit 402 is a route of the vehicle 1 to the target parking position. (Hereinafter referred to as the target route). Then, the target value calculation unit 402 calculates a target value of a parameter related to travel of the vehicle 1 according to the calculated target route.

  The actual measurement value calculation unit 403 calculates actual measurement values of parameters related to travel of the vehicle 1. In the present embodiment, the parameters are parameters related to the moving distance of the vehicle 1 on the target route (for example, the position of the vehicle 1, the speed of the vehicle 1), and parameters related to the direction of the vehicle 1 on the target route (for example, the vehicle 1 and the steering angle of the steering unit 4 of the vehicle 1).

  The travel control unit 404 controls the travel of the vehicle 1 so that the deviation of the actual measurement value calculated by the actual measurement value calculation unit 403 from the target value calculated by the target value calculation unit 402 is equal to or less than a predetermined value. (For example, PID control) is executed. Here, the predetermined value is a deviation set in advance. For example, the predetermined value is a deviation in which the error of the parking position of the vehicle 1 with respect to the target parking position is within the allowable error range.

  When the detecting unit 401 detects an occupant, the changing unit 405 uses parameters that are used for feedback control by the traveling control unit 404 as parameters that contribute to improving the occupant's riding comfort (hereinafter referred to as riding comfort priority parameters). Change to On the other hand, when the occupant is not detected by the detection unit 401, the change unit 405 uses a parameter that contributes to improving the parking accuracy of the vehicle 1 relative to the target parking position (hereinafter, the parameter type used for feedback control by the travel control unit 404). , Called parking accuracy priority parameter).

  When executing the parking support process for controlling the travel of the vehicle 1 to the target parking position, the occupant operates the operation input unit 10 in the vehicle 1 to instruct the execution of the parking support process, and the occupant gets on the vehicle 1. Generally, the vehicle 1 is allowed to travel to the target parking position. Therefore, the vehicle 1 traveling to the target parking position does not perform sudden braking, continuous movement and stop, etc., and performs parking support processing with priority on the ride comfort of the occupant. The parking accuracy of 1 may be low.

  However, an operator outside the vehicle 1 remotely operates the vehicle 1 with a key having a smart entry function, etc., and parks the vehicle 1 to the target parking position in the state where no occupant is present in the vehicle 1. Support processing may be executed. In this case, since there is no occupant in the vehicle 1, there is a need to improve the parking accuracy of the vehicle 1 with respect to the target parking position without performing a parking support process that prioritizes the ride comfort of the occupant.

  Therefore, when the detecting unit 401 detects an occupant, the changing unit 405 changes the parameter type used for feedback control by the travel control unit 404 to a riding comfort priority parameter. On the other hand, when the occupant is not detected by the detection unit 401, the change unit 405 changes the parameter type used for feedback control by the travel control unit 404 to a parking accuracy priority parameter.

  As a result, when the vehicle 1 travels to the target parking position in a state where there is an occupant in the vehicle 1, the control giving priority to the ride comfort is executed to improve the ride comfort of the occupant and When the vehicle 1 is driven to the target parking position in the state where no occupant is present, control that does not give priority to the ride comfort (for example, sudden braking, continuous movement and stop), in other words, the position of the vehicle 1 with respect to the target route Since it is possible to execute control giving priority to accuracy, the parking accuracy of the vehicle 1 with respect to the target parking position can be improved. In addition, even when the target parking position is changed and the target route is recalculated while the vehicle 1 is moving according to the target route, the recalculated target route is obtained by performing control that does not give priority to the ride comfort. Since the vehicle 1 can be brought closer, the parking accuracy of the vehicle 1 with respect to the target parking position can be improved.

  In the present embodiment, the changing unit 405 uses the parameters used for feedback control by the travel control unit 404 as parameters relating to the travel distance of the vehicle 1 on the target route (for example, the speed of the vehicle 1 and the position of the vehicle 1). To do. As a result, depending on whether or not there is an occupant in the vehicle 1, the ride comfort of the occupant in the front-rear direction of the vehicle 1 or the parking accuracy in the front-rear direction of the vehicle 1 relative to the target parking position can be improved.

  FIG. 5 is a flowchart illustrating an example of the flow of parking support processing in the vehicle according to the present embodiment. In the present embodiment, when the execution of the parking support process and the target parking position are instructed by the operation input unit 10 or the key of the vehicle 1, the ECU 14 starts executing the parking support process (step S501). When execution of the parking support process is instructed, the target value calculation unit 402 calculates the target route of the vehicle 1 to the target parking position (step S502). Next, the detection unit 401 detects the presence or absence of an occupant who has boarded the vehicle 1 using a driver monitor system, a seat belt wearing sensor, a weight detection sensor, or the like (step S503).

  When it is detected that an occupant is present in the vehicle 1 (step S503: Yes), the change unit 405 changes the parameter type used for feedback control by the travel control unit 404 to a ride comfort priority parameter. Thereby, the change part 405 switches the mode of a parking assistance process to the riding comfort priority mode which gives priority to a passenger | crew's riding comfort (step S504).

  When the parking support processing mode is switched to the ride comfort priority mode, the target value calculation unit 402 calculates the target value of the ride comfort priority parameter (step S505). Further, the actual measurement value calculation unit 403 calculates the actual measurement value of the riding comfort priority parameter (step S506). Then, the traveling control unit 404 executes feedback control for controlling the traveling of the vehicle 1 so that the deviation of the measured value of the ride priority parameter from the target value of the ride priority parameter is equal to or less than a predetermined value (step S507). ).

  On the other hand, when it is detected that no occupant is present in the vehicle 1 (step S503: No), the changing unit 405 changes the parameter type used for feedback control by the travel control unit 404 to a parking accuracy priority parameter. Thereby, the change part 405 switches the mode of a parking assistance process to the parking accuracy priority mode which gives priority to the improvement of the parking accuracy of the vehicle 1 with respect to a target parking position (step S508).

  When the parking support processing mode is switched to the parking accuracy priority mode, the target value calculation unit 402 calculates the target value of the parking accuracy priority parameter (step S509). Further, the actual value calculation unit 403 calculates the actual value of the parking accuracy priority parameter (step S510). Then, the traveling control unit 404 executes feedback control for controlling the traveling of the vehicle 1 such that the deviation of the measured value of the parking accuracy priority parameter from the target value of the parking accuracy priority parameter is equal to or less than a predetermined value (step S507). ).

  FIG. 6 is a diagram for explaining an example of feedback control in the ride priority mode of the vehicle according to the present embodiment. In this embodiment, when an occupant is detected by the detection unit 401, the change unit 405 changes the type of parameter used for feedback control by the travel control unit 404 to the speed of the vehicle 1 that is an example of a ride comfort priority parameter. Switch the parking support processing mode to the ride priority mode. In other words, the changing unit 405 uses the feedback control by the traveling control unit 404 as logic that reduces the deviation of the actual speed of the vehicle 1 from the target speed of the vehicle 1. Thereby, when the vehicle 1 is driven to the target parking position in a state where the occupant is present in the vehicle 1, a change in force applied in the front-rear direction of the vehicle 1 can be suppressed. Comfort can be improved.

  In this case, the target value calculation unit 402 calculates a target speed of the vehicle 1 (hereinafter referred to as a target speed) when the vehicle 1 travels according to the target route as a target value (step S601). Further, the actual measurement value calculation unit 403 is based on the number of rotations of the wheel 3 detected by the wheel speed sensor 22 (hereinafter referred to as an actual position. In the present embodiment, the parking assist process is started). The actual speed of the vehicle 1 (hereinafter referred to as an actual speed) is calculated as an actual measurement value using the calculated change in the actual position (step S602). . In the present embodiment, the actual measurement value calculation unit 403 calculates the actual speed of the vehicle 1 using the number of rotations of the wheels 3, but obtains the actual position of the vehicle 1 using a GPS (Global Positioning System) receiver. The actual speed of the vehicle 1 may be calculated using the change in the actual position.

  Next, the traveling control unit 404 executes PID control so that the deviation of the actual speed calculated by the actual value calculation unit 403 with respect to the target speed calculated by the target value calculation unit 402 is equal to or less than a predetermined value (step). S603). Specifically, the travel control unit 404 obtains a control amount at which the deviation of the actual speed with respect to the target speed is a predetermined value or less, and adjusts the operation amounts of the acceleration operation unit 5 and the braking operation unit 6 according to the control amount. . Thereby, the travel control unit 404 indirectly controls the travel route of the vehicle 1 to the target parking position so that the vehicle 1 travels according to the target route.

  FIG. 7 is a diagram illustrating an example of a change in actual speed in the ride comfort priority mode of the vehicle according to the present embodiment. In FIG. 7, the vertical axis represents the actual speed of the vehicle 1, and the horizontal axis represents the elapsed time since the parking support process was started. FIG. 8 is a diagram illustrating an example of a change in actual position in the ride priority mode of the vehicle according to the present embodiment. In FIG. 8, the vertical axis represents the travel distance (position of the vehicle 1) of the vehicle 1 since the parking support process was started, and the horizontal axis represents the elapsed time since the parking support process was started. FIG. 9 is a diagram illustrating an example of a change in force applied in the front-rear direction of the vehicle in the ride comfort priority mode of the vehicle according to the present embodiment. In FIG. 9, the vertical axis represents the magnitude of the force applied in the front-rear direction of the vehicle 1 by the operation of the acceleration operation unit 5 or the braking operation unit 6, and the horizontal axis represents the elapsed time since the parking support process was started. Represent.

  As shown in FIG. 7, when the parking support processing mode is switched to the ride comfort priority mode, the travel control unit 404 drives the vehicle 1 so that the deviation of the actual speed with respect to the target speed is a predetermined value or less. Control. Therefore, as shown in FIG. 8, it is difficult to finely correct the actual position of the vehicle 1 with respect to the target position, which is the movement distance of the vehicle 1 along the target route, and the actual position of the vehicle 1 is shifted with respect to the target route. May occur, and the parking accuracy of the vehicle 1 with respect to the parking position may decrease. However, by setting the target speed of the vehicle 1 to a speed that does not require sudden braking or continuous movement and stop, etc., as shown in FIG. It is possible to improve the ride comfort of the occupant.

  FIG. 10 is a diagram for explaining an example of feedback control in the parking accuracy priority mode of the vehicle according to the present embodiment. In the present embodiment, when no occupant is detected by the detection unit 401, the change unit 405 changes the type of parameter used for feedback control by the travel control unit 404 to the position of the vehicle 1 that is an example of a parking accuracy priority parameter. Then, the parking assistance processing mode is switched to the parking accuracy priority mode. In other words, the changing unit 405 uses the feedback control by the traveling control unit 404 as logic for reducing the deviation of the actual position of the vehicle 1 from the target position of the vehicle 1. As a result, when the vehicle 1 is driven to the target parking position in a state where no occupant is present in the vehicle 1, the positional accuracy of the vehicle 1 in the front-rear direction with respect to the target route can be improved. The parking accuracy in the front-rear direction can be improved.

  In this case, the target value calculation unit 402 calculates a target position, which is a movement distance of the vehicle 1 when the vehicle 1 is driven according to the target route, as a target value (step S1001). In addition, the actual measurement value calculation unit 403 calculates the actual position, which is the actual travel distance of the vehicle 1, as the actual measurement value based on the rotation speed of the wheel 3 detected by the wheel speed sensor 22. In the present embodiment, the actual measurement value calculation unit 403 calculates the actual position of the vehicle 1 using the rotation speed of the wheel 3, but the actual position of the vehicle 1 may be obtained using a GPS receiver.

  Next, the traveling control unit 404 executes PID control so that the deviation of the actual position calculated by the actual measurement value calculation unit 403 from the target position calculated by the target value calculation unit 402 is less than or equal to a predetermined value (step). S1002). Specifically, the travel control unit 404 obtains a control amount at which the deviation of the actual measurement value with respect to the target position is a predetermined value or less, and adjusts the operation amounts of the acceleration operation unit 5 and the braking operation unit 6 according to the control amount. . Thereby, the travel control unit 404 directly controls the travel route of the vehicle 1 to the target parking position so that the vehicle 1 travels according to the target route.

  FIG. 11 is a diagram illustrating an example of a change in the actual speed in the parking accuracy priority mode of the vehicle according to the present embodiment. In FIG. 11, the vertical axis represents the actual speed of the vehicle 1, and the horizontal axis represents the elapsed time since the parking support process was started. FIG. 12 is a diagram illustrating an example of a change in the actual position in the parking accuracy priority mode of the vehicle according to the present embodiment. In FIG. 12, the vertical axis represents the actual position of the vehicle 1, and the horizontal axis represents the elapsed time since the parking support process was started. FIG. 13 is a diagram illustrating an example of a change in force applied in the front-rear direction of the vehicle in the parking accuracy priority mode of the vehicle according to the present embodiment. In FIG. 13, the vertical axis represents the magnitude of the force applied in the front-rear direction of the vehicle 1 by the operation of the acceleration operation unit 5 or the braking operation unit 6, and the horizontal axis represents the elapsed time since the parking support process was started. Represent.

  As shown in FIG. 12, when the parking support processing mode is switched to the parking accuracy priority mode, the travel control unit 404 drives the vehicle 1 so that the deviation of the actual position with respect to the target position is less than or equal to a predetermined value. Control. In this case, since it is necessary to perform sudden braking, continuous movement and stop, and the like, the change in the magnitude of the force applied in the front-rear direction of the vehicle 1 increases as shown in FIG. Moreover, as shown in FIG. 11, the actual speed of the vehicle 1 also changes finely. However, as shown in FIG. 12, since the vehicle 1 can be driven to the target parking position with the actual position of the vehicle 1 being close to the target position, the parking accuracy of the vehicle 1 with respect to the target parking position can be improved. it can.

  In the present embodiment, the changing unit 405 uses the parameter type used for feedback control by the travel control unit 404 as a parameter related to the moving distance of the vehicle 1 on the target route, but is related to the direction of the vehicle 1 on the target route. It may be a parameter. Thereby, depending on whether or not an occupant is present in the vehicle 1, the ride comfort of the occupant in the left-right direction of the vehicle 1 or the parking accuracy in the left-right direction of the vehicle 1 with respect to the target parking position can be improved.

  Specifically, when the parking support processing mode is switched to the ride comfort priority mode, the changing unit 405 relates the type of parameter used for feedback control by the travel control unit 404 to the direction of the vehicle 1 on the target route. The parameter is changed to the steering angle of the steering unit 4. In this case, the traveling control unit 404 has a predetermined value that is a deviation of an actual measurement value that is an actual steering angle of the steering unit 4 from a target value that is a target steering angle of the steering unit 4 when the vehicle 1 is traveling along the target route. Feedback control for running the vehicle 1 is executed so as to be as follows.

  As a result, when the vehicle 1 travels to the target parking position in the state where the occupant is present in the vehicle 1, a change in the force applied in the left-right direction of the vehicle 1 can be suppressed. Comfort can be improved. In the present embodiment, the traveling control unit 404 acquires the steering angle detected by the steering angle sensor 19 as an actual measurement value.

  On the other hand, when the parking support processing mode is switched to the parking accuracy priority mode, the changing unit 405 sets the parameter type used for feedback control by the travel control unit 404 as the parameter related to the direction of the vehicle 1 on the target route, The direction of the vehicle 1 is changed. In this case, the travel control unit 404 is configured such that the deviation of the actual measurement value that is the actual direction of the vehicle 1 with respect to the target value that is the target direction of the vehicle 1 when the vehicle 1 is traveling according to the target route is equal to or less than a predetermined value. Next, feedback control for causing the vehicle 1 to travel is executed.

  As a result, when the vehicle 1 is driven to the target parking position in a state where no occupant is present in the vehicle 1, the position accuracy in the left-right direction of the vehicle 1 with respect to the target route can be improved. The parking accuracy in the left-right direction can be improved. In the present embodiment, the traveling control unit 404 obtains the orientation of the vehicle 1 using the rotation angle of the wheel 3 by odometry calculation, and uses the obtained orientation as an actual measurement value. Alternatively, the traveling control unit 404 generates a peripheral image including the vehicle 1 and its surroundings based on the captured image obtained by the imaging of the imaging unit 15, determines the orientation of the vehicle 1 based on the generated peripheral image, The obtained direction is taken as an actual measurement value.

  Further, in the present embodiment, the changing unit 405 sets the parameter type used for feedback control by the travel control unit 404 as a parameter related to the moving distance of the vehicle 1 on the target route and a parameter related to the direction of the vehicle 1 on the target route. Both are good. In this case, the change unit 405 uses the speed of the vehicle 1 and the steering angle of the steering unit 4 as parameters used for feedback control by the travel control unit 404 when the parking support processing mode is switched to the ride comfort priority mode. On the other hand, when the parking support processing mode is switched to the parking accuracy priority mode, the changing unit 405 uses the position and orientation of the vehicle 1 as parameters used for feedback control by the travel control unit 404. Thereby, depending on whether or not an occupant is present in the vehicle 1, the ride comfort of the occupant in the front-rear direction and the left-right direction of the vehicle 1, or the parking accuracy in the front-rear direction and the left-right direction of the vehicle 1 with respect to the target parking position. Can be improved.

  As described above, according to the vehicle 1 according to the present embodiment, priority is given to the positional accuracy of the vehicle 1 with respect to the target route when controlling the traveling of the vehicle 1 to the parking position in a state where no occupant is present in the vehicle 1. Since control can be performed, the parking accuracy of the vehicle 1 with respect to the parking position can be improved.

  DESCRIPTION OF SYMBOLS 1 ... Vehicle, 14 ... ECU, 14a ... CPU, 14b ... ROM, 14c ... RAM, 14f ... SSD, 401 ... Detection part, 402 ... Target value calculation part, 403 ... Actual measurement value calculation part, 404 ... Traveling control part, 405 ... change part.

Claims (5)

A detection unit for detecting the presence or absence of a passenger in the vehicle;
An actual value calculation unit for calculating an actual value of a parameter related to the traveling of the vehicle;
A target value calculation unit for calculating a target value of the parameter according to the target route to the parking position;
A control unit for controlling the traveling of the vehicle such that a deviation of the measured value with respect to the target value is a predetermined value or less;
When the presence of the occupant is detected, the parameter type is changed to a parameter that contributes to improving the ride comfort of the occupant, and when the absence of the occupant is detected, the parameter type is changed. A change unit for changing to a parameter that contributes to an improvement in position accuracy of the vehicle with respect to the target route
A parking assistance device comprising:   The parking assist device according to claim 1, wherein the parameter is a parameter related to a moving distance of the vehicle on the target route.   The parking assist device according to claim 1, wherein the parameter is a parameter related to a direction of the vehicle on the target route.   The change unit changes the parameter type to the speed of the vehicle when it is detected that the occupant is present, and changes the parameter type when the occupant is not detected. The parking assistance device according to claim 2, wherein the parking assistance device is changed to a position of the vehicle.   When it is detected that the occupant is present, the changing unit changes the parameter type to a steering angle of a steering unit included in the vehicle, and when it is detected that the occupant is not present, the parameter The parking assistance device according to claim 3, wherein the type of the vehicle is changed to the direction of the vehicle.

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