JP5835566B2 - Parking assistance device - Google Patents

Description

  The present invention relates to a parking assistance device that supports movement to a target parking position set by automatic steering or steering assistance.

  As a device that supports a driver's parking operation, a parking support device that sets a target parking position, sets a route to the set parking position, and performs automatic steering and steering support so that movement along this route can be performed is known. It has been.

  When parking, there are many cases of approaching obstacles such as nearby parked vehicles, pedestrians, utility poles, guardrails, garages, parking poles, etc., especially in reverse parking, the driver knows the situation. The power range is wider than that during normal driving. This range changes depending on the amount of steering, vehicle speed, and surrounding conditions, but if the vehicle speed at which the driver can properly grasp the situation under severe conditions is set as the upper limit vehicle speed, the time required for parking operation becomes longer. End up. On the other hand, if the upper limit vehicle speed is set high, a driver who is not accustomed cannot reliably grasp the surrounding situation.

  Therefore, the above-mentioned upper limit vehicle speed is made variable according to the condition of obstacles around the vehicle and the driver's brake operation, and the upper limit vehicle speed is increased as the distance to the obstacle is increased, thereby moving to the target parking position. A parking assist device has been devised that secures safety by suppressing the vehicle from inadvertently approaching an obstacle while shortening the time (see Patent Document 1).

Japanese Patent No. 4506568

  In the configuration of Patent Document 1, since the relationship between the detected distance to the object and the upper limit vehicle speed is stored in advance and the upper limit vehicle speed is changed by combining these, the driver who feels that the upper limit speed is fast must be braked each time. There is a problem that some drivers feel annoyance.

  Against the background of the above problems, an object of the present invention is to provide a parking assistance device that can further reduce the driver's uncomfortable feeling with respect to the vehicle speed during parking assistance and the burden of brake operation for resolving the uncomfortable feeling. It is in.

Means for Solving the Problems and Effects of the Invention

A parking support apparatus for solving the above-described problem is a parking support apparatus that is mounted on a vehicle and performs parking support for guiding and controlling the vehicle to a predetermined target parking position. An object existing around the vehicle and the vehicle A speed profile that stores, as a speed profile, a distance measurement unit that measures the distance between the vehicle and a vehicle and an object, and a relationship between the distance between the vehicle and an object and the speed at the time of parking assistance of the vehicle corresponding to the distance. A storage unit, a driver identification unit for identifying a driver, a parking profile control unit for controlling a parking assistance by reading a speed profile corresponding to the identified driver stored in the speed profile storage unit, and driving contributed by the vehicle speed change intent detecting section for detecting a vehicle speed change intent that reflects the wish to change the speed of the vehicle during the parking assist intention, upon detecting a vehicle speed change intent, the distance measuring A speed profile update setting unit configured to update and set the speed of the vehicle corresponding to the distance between the vehicle and the object in the speed profile based on the distance between the vehicle and the object measured by the vehicle and the intention to change the vehicle speed. It is characterized by.

  In the present invention, the relationship between the detected distance from the vehicle to the object and the speed of the vehicle (corresponding to the above-mentioned “upper limit speed”) is learned based on the driver's brake operation or accelerator operation. The above problem is solved by setting an optimal speed profile (that is, the relationship between the distance to the object and the speed of the vehicle). At the start of parking assistance, the driver notifies the parking assistance device of information for identifying the driver. For each selected driver, the parking assistance device stores the driving behavior (for example, accelerator or brake operation) of the driver at the time of parking assistance, that is, the relationship between the vehicle speed and the distance to the object (that is, the speed profile). Learn and update and remember as needed. And at the time of parking assistance after the next time, the speed profile memorize | stored for every driver | operator is read and parking assistance is performed. Thus, even if the upper limit speed is changed from the set value by performing parking assistance based on the speed profile for each driver, accurate parking assistance is possible. Further, by providing parking assistance according to the speed sensation or vehicle sensation of each driver, the driver's uncomfortable feeling and burden on automatic parking can be further reduced.

  Moreover, the parking assistance control part in the parking assistance apparatus of this invention performs parking assistance based on a predetermined default speed profile, when the speed profile corresponding to the specified driver | operator is not memorize | stored.

  With the above configuration, it is possible to avoid a situation in which parking assistance cannot be performed at all for a driver who uses the parking assistance device for the first time. At this time, a speed profile corresponding to the driving operation of the driver is created / updated. And in subsequent driving assistance, since parking assistance is performed based on the speed profile corresponding to the driver, a burden on the driver can be reduced.

In addition, the parking assist device of the present invention includes a vehicle speed detection unit that detects the speed of the vehicle, and the vehicle speed change intention detection unit determines that the vehicle speed detected by the vehicle speed detection unit is the distance between the vehicle and the object at that time. Correspondingly, it is detected that there is an intention to change the vehicle speed when it differs from the vehicle speed obtained from the speed profile.

  With the above configuration, the intention to change the vehicle speed can be detected when the driver decelerates or accelerates during parking assistance.

The parking assist device of the present invention includes a brake operation detection unit that detects a driver's brake operation, and the vehicle speed change intention detection unit detects the driver's brake operation from the state of the brake operation when the driver's brake operation is detected . The speed is estimated, and when the estimated speed of the vehicle is different from the speed of the vehicle obtained from the speed profile corresponding to the distance between the vehicle and the object at that time, it is detected that there is an intention to change the vehicle speed.

  There are many situations where the driver wants to change the speed at the time of parking assistance, and the speed of the vehicle is often felt. In this case, naturally, a deceleration operation (that is, a brake operation) is performed. On the other hand, when the speed of the vehicle feels slow, it often means that the speed is maintained without being accelerated because it is parked. With the above configuration, the driver's intention to change the vehicle speed can be detected without adding a new sensor or component.

In addition, the speed profile update setting unit in the parking assistance device of the present invention updates and sets the speed profile based on at least the vehicle speed history from when the intention to change the vehicle speed is detected until the parking assistance is terminated .

  With the above-described configuration, it is possible to update to a speed profile that accurately reflects the driver's intention to change the vehicle speed.

Further, the speed profile update setting unit in the parking assistance apparatus of the present invention may update and set the speed profile so that the rate of change of the vehicle speed does not exceed a predetermined value .

The figure which shows the structure of the parking assistance apparatus of this invention. The flowchart explaining a parking assistance control process. The flowchart explaining a parking assistance process. The figure which shows the outline | summary of parking assistance. The flowchart explaining a vehicle speed change intention detection process. The figure explaining the update of a speed profile. The figure explaining the calculation method of a speed change maximum point. The figure explaining the update of a speed profile following FIG. The figure explaining the update of a speed profile following FIG. The figure explaining the update of a speed profile following FIG. The figure explaining the memory | storage example of a speed profile memory | storage part. The flowchart explaining a speed profile update process.

  Hereinafter, the parking assistance apparatus of this invention is demonstrated using drawing. In FIG. 1, the structure of the parking assistance apparatus 100 is shown. The parking assistance device 100 includes a travel control device 110 and an automatic steering device 120, and is controlled by a parking assistance ECU 1 that is a control device.

  The parking assist ECU 1 includes a CPU 2, a ROM 3 for storing a parking assist program executed by the CPU 2, a RAM 4 for temporarily storing data during execution of the parking assist program, a memory 5, an input signal circuit, an output signal circuit, and a power circuit ( (None of which are shown). Furthermore, it has the traveling control part 10 which controls the traveling control apparatus 110, and the steering control part 11 which controls an automatic steering apparatus. The travel control unit 10 and the steering control unit 11 are described as hardware having a configuration different from that of the parking support ECU 1 in the parking support ECU 1, but the hardware is shared with the parking support ECU 1 and software. You may make it classify | categorize as a function module. The CPU 2 corresponds to a parking assistance control unit, a speed profile update setting unit, and a vehicle speed change intention detection unit of the present invention.

  The memory 5 is configured by a non-volatile storage medium such as a flash memory, and stores information necessary for the operation of the parking assistance device 100. Further, a speed profile corresponding to a driver specifying switch described later is also stored. FIG. 11 shows an example of the storage. In the example of FIG. 11, there are four driver specific switches (abbreviated as “switch”) 1 to 4, and a speed profile is associated with each of them and stored. “Undefined” indicates that the speed profile is not stored, that is, the driver specific switch is not used. The memory 5 corresponds to the speed profile storage unit of the present invention. In addition, when the configuration includes only the parking support start switch, the memory 5 has only one speed profile storage area, and a default speed profile is stored in this storage area in advance, and this speed profile is updated every time parking support is performed. Is done.

  The driver who has already set the speed profile operates the corresponding driver specifying switch (driver specifying switch 1 or 2 in the example of FIG. 11) to read out his own speed profile and perform parking assistance. Let In addition, a driver who has not set a speed profile operates a driver specifying switch that is not used (in the example of FIG. 11, the driver specifying switch 3 or 4). At this time, the default speed profile is read and parking assistance is executed (details will be described later).

  Note that the default speed profile is not uniformly determined, and may be determined according to the type of vehicle and the destination of the vehicle (for example, country or region). Further, the parking assistance ECU 1 may have a known calendar function so that a default speed profile is determined according to the season. For example, if the destination is a cold region, the vehicle speed (that is, the upper limit speed) is made smaller in winter than in other seasons. At this time, the deceleration rate of the vehicle speed may be reduced.

  Returning to FIG. 1, the travel control device 110 includes a travel control unit 10, a braking system, and a drive system. The braking system is an electronic control brake (ECB) system in which the braking force applied to each wheel is electronically controlled by the brake ECU 31, and a wheel cylinder 38 of a hydraulic brake disposed on each wheel (the wheel cylinder of each wheel). The brake hydraulic pressure applied to each wheel is adjusted by an actuator 34 (general name for the actuator of each wheel) to independently adjust the braking force applied to each wheel.

  The brake ECU 31 includes a wheel speed sensor 32 (a generic term for wheel speed sensors of each wheel) that is disposed on each wheel and detects a wheel speed that is the rotational speed of each wheel, and an acceleration sensor 33 that detects vehicle acceleration. A hydraulic sensor group (not shown) that is disposed in the actuator 34 and detects the hydraulic pressure applied to the inside and the wheel cylinder 38, and a master cylinder (M / M) connected between the brake pedal 37 and the actuator 34. C) Each output signal of the hydraulic sensor 36 for detecting the hydraulic pressure of 35 is inputted. The wheel speed sensor 32 corresponds to the vehicle speed detection unit of the present invention. Further, the hydraulic sensor 36 corresponds to a brake operation detection unit of the present invention.

  The engine 22 constituting the drive system is controlled by the engine ECU 21, and the engine ECU 21 and the brake ECU 31 communicate with each other and perform cooperative control with the travel control unit 10. Here, the output of the shift sensor 12 that detects the shift state of the transmission is input to the engine ECU 21. Further, the engine ECU 21 receives an output of an accelerator sensor 23 that detects an operation state of a driver's accelerator pedal (not shown).

  The automatic steering device 120 includes a drive motor 42 that also serves as a power steering device disposed between the steering wheel 40 and the steering gear 41, and a displacement sensor 43 that detects a displacement amount of the steering, and the steering control unit 11 is driven. While controlling the drive of the motor 42, the output signal of the displacement sensor 43 is input.

  The parking support ECU 1 including the travel control unit 10 and the steering control unit 11 includes an operation input unit that receives an image signal acquired by the rear camera 15 for acquiring an image behind the vehicle and a driver's operation input for parking support. 16 output signals are input, and a monitor 13 for displaying information by an image to a driver and a speaker 14 for presenting information by voice are connected.

  The operation input unit 16 is configured as a known mechanical switch or a touch panel formed on the screen of the monitor 13. The operation input unit 16 includes a driver identification switch for identifying a driver who performs parking assistance, or a parking assistance start switch for determining whether or not to perform parking assistance. The driver specifying switch may also serve as a parking assistance start switch. The operation input unit 16 corresponds to the driver specifying unit of the present invention.

  The driver specific switch may change the display form (display color, lighting pattern, shading, etc.) depending on whether or not a speed profile is set.

  Further, sonars 17 for detecting objects around the vehicle are arranged at the front, rear and four corners (for example, corners of the bumper) of the vehicle, and the output of the sonar 17 (distance to the object) is sent to the parking assist ECU 1. Have been entered. For example, the sonar 17 periodically determines whether or not an object is present or measures the distance to the object based on the time until an ultrasonic wave is transmitted and a reflected wave is received. A radar may be used in place of the sonar 17, and the presence / absence of the object and the distance to the object may be measured by performing image processing on an image acquired by the camera. The sonar 17 corresponds to the distance measuring unit of the present invention.

  The parking assistance control process will be described with reference to FIG. This process is included in the parking assistance program stored in the ROM 3, and is repeatedly executed by the CPU 2 together with other processes included in the program.

First, the state (that is, operation input information) of the operation input unit 16 is acquired (S11). And the presence or absence of parking assistance start operation is determined by one of the following methods.
In the case of a configuration including only a parking support start switch, it is determined that there has been a parking support start operation when the parking support start switch is operated.
・ When the driver identification switch is provided regardless of the presence or absence of the parking assistance start switch, priority is given to the operation of the driver identification switch, and the parking assistance start operation is performed when the driver identification switch is operated. It is determined that

For example, when it is determined that the parking support start operation has been performed at the position A in the upper stage of FIG. 4 (S12: Yes), it is determined whether or not the driver has been specified by any of the following methods.
-When the configuration includes only the parking support start switch, it is determined that the driver has not been specified.
-It is determined that the driver has been specified when the configuration includes the driver specifying switch regardless of the presence or absence of the parking support start switch.

  When it is determined that the driver is specified (S13: Yes), it is determined whether or not the speed profile is stored in the driver specifying switch operated with reference to the memory 5 or the ROM 3 (S14). When the speed profile is stored, in the example of FIG. 11, when the driver specifying switch 1 or 2 is operated (S15: Yes), the speed profile corresponding to the operated driver specifying switch is read (S16). .

  On the other hand, when it is determined that the driver is not specified (S13: No), or when the speed profile is not stored, in the example of FIG. 11, when the driver specifying switch 3 or 4 is operated (S15: No) Since the speed profile is undefined, the default speed profile is read (S18). In the case of a configuration including only a parking assistance start switch, when a speed profile corresponding to the switch is already stored, the speed profile may be read.

  Then, parking support processing is executed based on the speed profile read in each of the above (S17, described later).

  The parking assistance process corresponding to step S17 in FIG. 2 will be described with reference to FIGS. Note that this processing is the same as the processing of FIGS. 3 and 4 of Patent Document 1, and therefore only the outline will be described.

First, the driver moves the host vehicle 51 from the position A to the position B as shown in the upper part of FIG. At this time, the sonar 17 (the camera may be used when the camera is mounted) is used to detect the situation around the own vehicle 51 (the presence or absence of an object such as another vehicle 52 or 53 or the presence or absence of a parking space). To do. When there is a parking space, this is set as the target parking position, and the center of gravity position is represented by Pt (x _t , y _t ) (for example, the center of gravity position of the position D indicated by the dotted frame in the lower part of FIG. Equivalent).

When the setting of the target parking position Pt is completed, the parking assist ECU 1 starts the process shown in FIG. First, in step S1, an initial value 0 (route setting incomplete) is set in the route setting completion flag Xset to the parking position. In step S2, determined from the current position P (x, y) target parking position Pt (x _t, y _t) the route to. When the route can be set, 1 is set to Xset, and when it cannot be set, 0 is set to Xset.

  In step S3, the value of Xset is checked. Only when it is 1 (S3: Yes), the process proceeds to the next step S4. When it is 0 (S3: No), the change is made when the steering angle is changed or the initial position is changed. After waiting for completion, the process returns to step S2. Thereby, the arrival route to the target parking position is set.

  In step S4, the driver is stepped on the brake pedal 37 to instruct to operate the shift lever to set the vehicle in reverse, and waits until the condition is satisfied. In step S5, the travel control unit 10 of the parking assist ECU 1 instructs the engine ECU 21 to torque up the engine 22, and starts automatic steering.

  Here, when the driver operates the brake pedal 37, the wheel cylinder hydraulic pressure (brake hydraulic pressure) applied to the wheel cylinder 38 is adjusted by the actuator 34 according to the pedal opening, and the braking force applied to each wheel is adjusted. By adjusting, the vehicle speed is adjusted by changing the balance between the braking force and the driving force.

  In step S6, based on the vehicle speed change obtained from the wheel speed obtained from the wheel speed sensor 32, the acceleration change obtained from the acceleration obtained from the acceleration sensor 33, and the steering angle change obtained from the displacement sensor 43, Calculate the position.

  In step S7, the steering control unit 11 controls the drive motor 42 and operates the steering gear 41 while monitoring the output of the displacement sensor 43, so that the steering angle corresponds to the position obtained by the parking assist ECU 1. Control the displacement.

  In step S8, it is determined whether or not the current position P has reached the target parking position Pt (corresponding to the position D in FIG. 4). In this determination, it may be determined whether or not the current position P has reached a predetermined area in the vicinity of the target parking position Pt. The size of this area should be set based on the accuracy of image recognition of the image acquired from the rear camera 15, the accuracy of determination of the current position obtained from the vehicle speed, acceleration, etc., the steering accuracy of the automatic steering device 120, etc. Good.

  When it determines with not having arrived at the target parking position Pt (S8: No), it returns to step S6 and repeats a process.

  On the other hand, when it is determined that the vehicle has reached the vicinity of the target parking position Pt (S8: Yes), the process proceeds to step S9, and the traveling control unit 10 instructs the engine ECU 21 to decrease the rotational speed of the engine 22 to reduce the torque. The steering control unit 11 ends the automatic steering control. In step S10, the driver is informed through the monitor 13 and the speaker 14 that the target parking position has been reached, and the shift lever is set to the parking position, prompting the engine to stop, and this processing is performed. finish.

  The vehicle speed change intention detection process at the time of adjusting the vehicle speed in the parking support process of FIG. 3 will be specifically described with reference to FIG. This process is repeatedly executed at a predetermined timing in parallel with the processes of steps S6 to S8 in FIG.

  First, the sonar 17 measures the distance between the front of the vehicle 51 in the traveling direction (may include the left and right front sides of the traveling direction) and the object (S31).

  Next, the vehicle speed at this time is determined based on the measured distance to the object and the previously read speed profile (S32).

  Next, it is determined whether or not a brake operation is detected by the driver. Here, when the output value of the hydraulic pressure sensor 36 is equal to or greater than a predetermined value, it is determined that the brake is being operated. When the brake operation is detected (S33: Yes), the vehicle speed is detected based on the detection state of the wheel speed sensor 32 (S34). Further, the vehicle speed may be estimated from the state of the brake operation (the output of the hydraulic pressure sensor 36).

  Then, the vehicle speed history is stored in the memory 5 or RAM 4 (S35), and this process is terminated. That is, the detected or estimated vehicle speed is stored in association with the distance from the previously measured object.

  On the other hand, when the brake operation is not detected (S33: No), the vehicle speed is detected based on the detection state of the wheel speed sensor 32 (S36), and it is determined whether or not the vehicle speed has changed since the previous processing execution. In addition to the brake operation, the driver can decelerate the vehicle 51 by changing the shift lever position (so-called “deceleration change” or the like). Conversely, it is possible to cope with the case where the driver accelerates the vehicle 51 by operating the accelerator pedal detected by the accelerator sensor 23.

  When the vehicle speed has changed (S37: Yes), the vehicle speed history is stored in the memory 5 or RAM 4 (S35), and this process is terminated.

  On the other hand, when the brake operation is not detected (S33: No) and the vehicle speed does not change (S37: No), this process is terminated.

  In the above-described processing, the change in the vehicle speed is detected using the operation state of the brake and the detection state of the wheel speed sensor 32. However, only one of these may be used.

  Details of parking assistance will be described with reference to FIG. The driver tries to park the host vehicle 51 between the other vehicles 52 and 53 that have already been parked, such as upper stage → middle stage → lower stage.

  First, as shown in the upper part of FIG. 4, the driver starts parking support at a position A near the front of the vehicle 53 on the front side of the vehicle 51. That is, the parking support start switch or the driver identification switch is operated. At this time, the vehicle may be running or stopped. At this time, in the parking support control process of FIG. 2, the corresponding speed profile is read, and the parking support process of FIG. 3 is executed.

  Next, the driver moves the host vehicle 51 to the position B as shown in the middle part of FIG. During this movement, the parking space formed between the other vehicles 52 and 53 is detected using the sonar 17 in the parking support process of FIG. 3, and the current position P (position B) and the target parking position Pt (position D) is set, and after the setting is completed, the driver is prompted to start parking (reverse in this case), and the speed / steering control is started.

  Thereafter, the host vehicle 51 is moved to the position D through the position C, and the parking support is finished (middle step → lower step in FIG. 4). At this time, as shown in the middle part of FIG. 4, although the vehicle does not contact or collide, the host vehicle 51 approaches the other vehicle 53. At this time, when the driver feels too close and operates the brake to decelerate, the vehicle decelerates. The speed profile is updated by associating the current vehicle speed with the distance between the own vehicle 51 and the other vehicle 53 (that is, an object around the vehicle) measured at this time. Of course, in parking assistance, when the own vehicle 51 approaches the other vehicle 53 below a predetermined distance, or when approaching is predicted, turn-back may be performed.

  Details of the update of the speed profile will be described with reference to FIGS. FIG. 6 shows changes in the default speed profile (noted as “default value”: broken line display) and the actual vehicle speed (hereinafter abbreviated as “vehicle speed”: solid line display). As described above, when the driver's speed profile is undefined, the default speed profile is used, and the vehicle speed is set based on the measured distance to the object (hereinafter simply referred to as “distance” in FIG. 6). Is done. In the default speed profile, when the distance to the object is 2 m or more, the vehicle speed is set to 4 km / h, and when the distance to the object is 2 m or less, the vehicle speed is set to a deceleration rate of 2 km / h. .

  In the example of FIG. 6, when parking assistance is performed based on the default speed profile, the vehicle speed is below the default value when the distance to the object is between about 5 m and 1.5 m. In other words, the driver wants to approach the parking position at a slightly slower speed during the distance. Further, when the distance to the object is between about 2 m and 1.5 m, the vehicle speed is slightly higher (about 0.1 km / h). This may be due to either the driver operating the accelerator pedal or the speed of the vehicle being increased because the traveling direction of the vehicle is a slightly downward slope. Since the brake pedal 37 is not operated even if the speed is increased, it can be estimated that the driver accepts the speed increase.

  When the vehicle speed is different from the default value, that is, when the driver's intention to change the vehicle speed is detected, first, the maximum speed change point between the two points is specified as shown in FIG. A section of a predetermined distance L (for example, 1.6 m) is appropriately set from a point that is a predetermined distance from the point where the distance to the object is zero (in the example of FIG. 6, four sections ), And specify the maximum speed change point in that section. More specifically, L is further divided by the distance l, and the average speed for each section of the distance l is calculated, compared with the average speed in the preceding and following sections, and the point where the change is greatest is determined for the section of the distance L. Set the maximum speed change point.

  FIG. 8 shows the result of specifying the maximum speed change point in FIG. 6 together with the actual vehicle speed (shown by a solid line). In the example of FIG. 8, four points P1, P2, P3, and P4 are specified as maximum speed change points. Then, a point where the distance between the maximum speed change point and the object is zero (distance 0 m, vehicle speed 0 km / h) is sequentially connected by a straight line is defined as a temporary speed profile (indicated by a broken line). That is, the speed profile update setting unit divides the distance between the vehicle and the object from a predetermined value to a point where the distance becomes zero into predetermined distance sections, and changes in the vehicle speed in each distance section. The maximum speed change point is specified as the maximum speed change point, and a new speed profile is formed by connecting these adjacent maximum speed change points and adjacent objects with a straight line.

  In the section from P4 to P3, the slope of the straight line of the temporary speed profile is steeper than the actual change in vehicle speed. In the section from P3 to P2, the slope of the straight line of the temporary speed profile is slightly gentler than the actual change in vehicle speed. In the section from P2 to P1, the slope of the straight line of the temporary speed profile is almost half of the actual speed change of the vehicle. In the section from P1 to the point where the distance from the object is zero, the actual change in vehicle speed (along with the default speed profile) is substantially the same.

  Of the straight lines of the temporary speed profile (shown by broken lines), such as the straight line connecting P3 and P4 or the straight line connecting P2 and P1 in FIG. 9, the absolute value of the slope is equal to or less than a predetermined value. Sometimes the slope is approximated to zero. And the intersection of the straight line approximated to zero and the thing extended toward the straight line from P3 is set as the approximate point P31. Similarly, a straight line connecting P2 and P1 is also approximated to obtain an approximate point P11. That is, the speed profile update setting unit is configured to make the slope zero when the absolute value of the slope of the straight line formed by the new speed profile falls below a predetermined value.

  Then, the points (origin points) where the distances from the objects P4 to P31 to P2 to P11 to the object are connected by straight lines are created speed profiles (that is, speed profiles corresponding to the driver: solid line display). And is stored in the memory 5 in association with the person. As described above, it is only necessary to memorize at least the point where the distance to the object is zero (origin), the maximum speed change point, and the parking support start position (for example, a point 10 m from the origin) when the straight line approximation is performed. Therefore, the storage capacity of the memory 5 can be reduced as compared with the above.

  FIG. 10 shows the created speed profile (thick solid line), the default value of the speed profile (broken line), and the actual vehicle speed (thin solid line). In the next parking assistance, when the driver is specified, the created speed profile is read and parking assistance is performed. When the created speed profile is different from the actual vehicle speed, the speed profile is created again.

12 corresponds to FIG. 6 to FIG. 10 described above and is included in the parking assistance program, and is executed by the CPU 2 together with other processes included in the program at any one of the following predetermined timings. The speed profile update process will be described.
-After step S35 in the vehicle speed change intention detection process of FIG.
After step S10 in the parking support process of FIG. 3 (that is, after the parking support ends).

  First, it is checked whether the vehicle speed history is stored in the memory 5 or the RAM 4. When the vehicle speed history is not stored (S51: No), this process ends. On the other hand, when the vehicle speed history such as the vehicle speed of FIG. 6 is stored (S51: Yes), the maximum speed change point is specified as shown in FIG. 7 (S52).

  Next, as shown in FIG. 8, a temporary speed profile is created that connects adjacent points with a straight line among the specified maximum speed change point and the point whose distance to the object is zero (S53). Next, as shown in FIG. 9, when there is a straight line of the temporary speed profile whose absolute value is equal to or smaller than a predetermined value, the inclination is approximated to zero (S54). Then, an approximation (a temporary speed profile when there is no need for approximation) is stored in the memory 5 as a created speed profile in association with the driver (that is, the driver specific switch number) (S55). Finally, the vehicle speed history is deleted (S56).

  Although the embodiments of the present invention have been described above, these are merely examples, and the present invention is not limited to these embodiments, and the knowledge of those skilled in the art can be used without departing from the spirit of the claims. Various modifications based on this are possible.

2 CPU (parking support control unit, speed profile update setting unit, vehicle speed change intention detection unit)
5 Memory (speed profile storage unit)
16 Operation input part (driver identification part)
17 Sonar (distance measuring unit)
32 Wheel speed sensor (vehicle speed detector)
36 Hydraulic sensor (brake operation detector)

Claims (5)

In a parking assistance device that is mounted on a vehicle and performs parking assistance for guiding and controlling the vehicle to a predetermined target parking position,
A distance measuring unit for measuring a distance between the vehicle and an object existing around the vehicle;
For each driver of the vehicle, a speed profile storage unit that stores a relationship between the distance between the vehicle and the object and the speed at the time of parking support of the vehicle corresponding to the distance, as a speed profile;
A driver identifying unit for identifying the driver;
A parking assistance control unit that reads the speed profile corresponding to the identified driver stored in the speed profile storage unit and controls the parking assistance;
A vehicle speed change intention detection unit that detects a vehicle speed change intention reflecting the intention of the driver to change the speed of the vehicle during parking assistance; and
When the vehicle speed change intention is detected, the distance between the vehicle and the object in the speed profile is determined based on the distance between the vehicle and the object measured by the distance measurement unit and the vehicle speed change intention. A speed profile update setting unit configured to update and set the corresponding vehicle speed;
A parking assistance device comprising:   The said parking assistance control part performs the said parking assistance based on a predetermined default speed profile, when the speed profile corresponding to the said specified driver | operator is not memorize | stored in the said speed profile memory | storage part. The parking assistance device described. A vehicle speed detector for detecting the speed of the vehicle;
The vehicle speed change intention detection unit, when the vehicle speed detected by the vehicle speed detection unit is different from the vehicle speed obtained from the speed profile corresponding to the distance between the vehicle and the object at the time, The parking assistance device according to claim 1, wherein the parking assistance device detects that there is an intention to change the vehicle speed. A brake operation detection unit for detecting the driver's brake operation;
The vehicle speed change intention detection unit estimates the speed of the vehicle from the state of the brake operation when the driver's brake operation is detected, and the estimated vehicle speed indicates the vehicle and the object at that time. The parking assistance device according to any one of claims 1 to 3, wherein when there is a vehicle speed obtained from the speed profile corresponding to a distance from the vehicle, the vehicle speed change intention is detected.   The speed profile update setting unit updates and sets the speed profile based on at least a history of the speed of the vehicle from when the intention to change the vehicle speed is detected until the parking assistance is terminated. 4. The parking assistance device according to 4.

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