JP6500435B2 - Parking assistance device - Google Patents

Description

  Embodiments of the present invention relate to a parking assistance device.

  BACKGROUND Conventionally, there is known a parking assistance apparatus configured to set a range for detecting a parking frame in the vicinity of a parking section regardless of the position or movement of the vehicle.

Patent No. 4604703

  In this type of technology, it would be useful if a new configuration with less inconvenience would be obtained in setting the range for detecting the parking frame.

  Therefore, one of the problems of the present invention is, for example, to obtain a parking assistance device of a new configuration with less inconvenience capable of detecting a boundary marking of a parking lot.

A parking assistance device according to an embodiment of the present invention includes a boundary marking detection unit that detects a boundary marking corresponding to a parking lot boundary in a set detection range, and a target that determines a target position based on the detected boundary marking. a position determination unit, in the settable range of relative positions is fixed relative to the vehicle, to allow changing the size of the detection range so that less area of the setting range, and sets the detection range, A detection range setting unit is provided , and the detection range setting unit causes the detection range to increase from the front side in the traveling direction of the vehicle within the settable range as the vehicle approaches the end position of the parking assistance. Change the above detection range .

According to such a configuration, it is possible to suppress the detection range from becoming larger (necessary) than necessary, so that, for example, it is suppressed that the calculation processing accompanying the detection of the boundary marking is performed unnecessarily. An effect such as reduction of false detection of boundary marking can be obtained. Also, for example, the detection range of the boundary marking can be set more appropriately.

Further, in the parking assistance device, for example, the settable range extends in the longitudinal direction of the vehicle along an end portion of the vehicle in the vehicle width direction. According to such a configuration, for example, the detection range of the boundary marking can be set more appropriately.

Further, in the parking assistance device, for example, the detection range setting unit changes the length of the detection range in the front and rear direction of the vehicle within the settable range . Thus, for example, the detection range of the boundary marking can be more easily changed.

FIG. 1 is an exemplary perspective view in which a part of a cabin of a vehicle of the embodiment is seen through. FIG. 2 is an exemplary plan view (over view) of the vehicle of the embodiment. FIG. 3 is an exemplary block diagram of the configuration of the parking assistance system of the embodiment. FIG. 4 is an exemplary block diagram of a partial configuration of an ECU (parking support device) of the parking support system of the embodiment. FIG. 5 is a flowchart showing an example of a procedure of processing by the parking assistance device of the embodiment. FIG. 6 is a plan view showing an example of a settable range of the detection range set corresponding to the position of the vehicle in the parking assistance device of the embodiment. FIG. 7 is a plan view showing an example of a settable range of a detection range, a parking section, a target position, and a movement path in a state where a vehicle guided and controlled by the parking assistance device of the embodiment is at an initial position. is there. FIG. 8 is a plan view showing an example of a settable range of a detection range, a parking lot, and a target position in a state where a vehicle guided and controlled by the parking assistance device of the embodiment is at a return position of the movement path. is there. FIG. 9 is a plan view showing an example of a settable range of detection range, a detection range, a parking zone, and a target position in a state where a vehicle guided and controlled by the parking assistance device of the embodiment is approaching a parking zone. It is. FIG. 10 shows a settable range of detection range, a detection range, a parking zone, and a target position in a state where a vehicle guided and controlled by the parking assistance device of the embodiment is at a position where the vehicle enters into the parking zone than FIG. It is the top view in which an example was shown. FIG. 11 shows an example of the settable range of the detection range, the detection range, the parking area, and the target position in a state where the vehicle guided and controlled by the parking assistance device of the embodiment is at the target position (end position). It is a plan view.

  In the following, exemplary embodiments of the present invention are disclosed. The configurations of the embodiments shown below, and the operations, results, and effects provided by the configurations are examples. The present invention can be realized by configurations other than the configurations 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 1 of the present embodiment may be, for example, an automobile having an internal combustion engine (not shown) as a drive source, that is, an internal combustion engine automobile, or an automobile having an electric motor not shown (ie, an electric automobile or a fuel cell). It may be a car or the like, may be a hybrid car using both of them as a driving source, or may be a car equipped with another driving source. In addition, the vehicle 1 can be mounted with various transmissions, and can be mounted with various devices necessary for driving an internal combustion engine or a motor, such as a system or components. In addition, the method, number, layout, and the like of devices related to the driving of the wheels 3 in the vehicle 1 can be set variously.

  As illustrated in FIG. 1, the vehicle body 2 constitutes a passenger compartment 2 a in which a passenger (not shown) rides. A steering unit 4, an acceleration operation unit 5, a braking operation unit 6, a gear change operation unit 7 and the like are provided in the passenger compartment 2a in a state of facing the driver's seat 2b as a passenger. The steering unit 4 is, for example, a steering wheel protruding from the dashboard 24, the acceleration operation unit 5 is, for example, an accelerator pedal positioned under the driver's foot, and the braking operation unit 6 is, for example, the driver's It is a brake pedal located under the foot, and the shift operating unit 7 is, for example, a shift lever that protrudes from the center console. The steering unit 4, the acceleration operation unit 5, the braking operation unit 6, the shift operation unit 7, and the like are not limited to these.

  In the passenger compartment 2a, a display device 8 as a display output unit and an audio output device 9 as an audio output unit are provided. The display device 8 is, for example, a liquid crystal display (LCD), an organic electroluminescent display (OELD), or the like. The audio output device 9 is, for example, a speaker. Further, the display device 8 is covered with a transparent operation input unit 10 such as a touch panel, for example. The occupant can visually recognize the image displayed on the display screen of the display device 8 through the operation input unit 10. In addition, the occupant can execute the operation input by operating the touch panel 10 by touching, pushing or moving the operation input unit 10 with a finger or the like at a position corresponding to the image displayed on the display screen of the display device 8. . The display device 8, the audio output device 9, the operation input unit 10, and the like are provided, for example, in the monitor device 11 located at the center of the dashboard 24 in the vehicle width direction, that is, in the lateral direction. The monitor device 11 can have an operation input unit (not shown) such as a switch, a dial, a joystick, or a push button. Further, an audio output device (not shown) can be provided at another position in the vehicle compartment 2a different from the monitor device 11, and audio is output from the audio output device 9 of the monitor device 11 and another audio output device. be able to. The monitor device 11 can also be used as, for example, a navigation system or an audio system.

  Further, as illustrated in FIGS. 1 and 2, the vehicle 1 is, for example, a four-wheeled vehicle, and has two left and right front wheels 3F and two left and right rear wheels 3R. All of these four wheels 3 can be configured to be steerable. As illustrated in FIG. 3, the vehicle 1 has a steering system 13 that steers at least two wheels 3. The steering system 13 has an actuator 13a and a torque sensor 13b. The steering system 13 is electrically controlled by an ECU 14 (electronic control unit) or the like to operate the actuator 13a. The steering system 13 is, for example, an electric power steering system, an SBW (steer by wire) system, or the like. The steering system 13 adds torque, that is, assist torque to the steering unit 4 by the actuator 13a to compensate for the steering force, or steers the wheel 3 by the actuator 13a. In this case, the actuator 13a may steer one wheel 3 or may steer a plurality of wheels 3. Further, the torque sensor 13 b detects, for example, a torque that the driver gives to the steering unit 4.

  Further, as illustrated in FIG. 2, for example, four imaging units 15 a to 15 d are provided in the vehicle body 2 as the plurality of imaging units 15. The imaging unit 15 is, for example, a digital camera that incorporates an imaging element such as a charge coupled device (CCD) or a CMOS image sensor (CIS). The imaging unit 15 can output moving image data at a predetermined frame rate. The imaging units 15 each have a wide-angle lens or a fish-eye lens, and can image a range of, for example, 140 ° to 190 ° in the horizontal direction. In addition, the optical axis of the imaging unit 15 is set obliquely downward. Therefore, the imaging unit 15 sequentially captures the external environment around the vehicle body 2 including the road surface on which the vehicle 1 can move and the area in which the vehicle 1 can park, and outputs it as captured image data.

  The imaging unit 15a is, for example, located at the rear end 2e of the vehicle body 2 and provided on the lower wall of the rear trunk door 2h. The imaging unit 15 b is, for example, located at the right end 2 f of the vehicle body 2 and provided on the right side door mirror 2 g. The imaging unit 15c is, for example, located on the front side of the vehicle body 2, that is, on the front end 2c in the front-rear direction of the vehicle, and is provided on a front bumper or the like. The imaging unit 15d is, for example, located on the left side of the vehicle body 2, that is, on the end 2d on the left side in the vehicle width direction, and is provided on the door mirror 2g as a left projecting portion. The ECU 14 executes arithmetic processing and image processing based on the image data obtained by the plurality of imaging units 15 to generate an image with a wider viewing angle, or a virtual overhead image when the vehicle 1 is viewed from above Can be generated. The overhead image may also be referred to as a planar image.

  Further, the ECU 14 identifies a parting line or the like indicated on the road surface around the vehicle 1 from the image of the imaging unit 15, and detects (extracts) a parking lot indicated for the parting line or the like.

  Further, as illustrated in FIGS. 1 and 2, the vehicle body 2 is provided with, for example, four distance measuring units 16 a to 16 d and eight distance measuring units 17 a to 17 h as a plurality of distance measuring units 16 and 17. It is done. The distance measuring units 16 and 17 are, for example, sonars that emit ultrasonic waves and catch the reflected waves. The sonar may also be referred to as a sonar sensor or an ultrasonic detector. The ECU 14 can measure the presence or absence of an object such as an obstacle located around the vehicle 1 and the distance to the object based on the detection results of the distance measurement units 16 and 17. That is, the distance measuring units 16 and 17 are an example of a detection unit that detects an object. The distance measuring unit 17 can be used, for example, to detect an object at a relatively short distance, and the distance measuring unit 16 can be used, for example, to detect an object at a relatively long distance farther than the distance measuring unit 17. Further, the distance measuring unit 17 can be used, for example, for detecting an object in front of and behind the vehicle 1, and the distance measuring unit 16 can be used for detecting an object on the side of the vehicle 1. The distance measuring units 16 and 17 may be radar devices or the like.

  Further, as illustrated in FIG. 3, in the parking assistance system 100, the brake system 18, the steering angle sensor 19, the accelerator sensor 20, in addition to the ECU 14, the monitor device 11, the steering system 13, the distance measuring units 16 and 17, etc. , Shift sensor 21 and wheel speed sensor 22 are electrically connected via an in-vehicle network 23 as a telecommunication line. The in-vehicle network 23 is configured, for example, as a controller area network (CAN). The ECU 14 can control the steering system 13, the brake system 18 and the like by transmitting control signals through the in-vehicle network 23. Further, the ECU 14 detects the torque sensor 13b, the brake sensor 18b, the steering angle sensor 19, the distance measuring unit 16, the distance measuring unit 17, the accelerator sensor 20, the shift sensor 21, the wheel speed sensor 22 and the like via the in-vehicle network 23. A result, an operation signal of the operation input unit 10 and the like can be received.

  The ECU 14 has, for example, a CPU 14a (central processing unit), a ROM 14b (read only memory), a RAM 14c (random access memory), a display control unit 14d, an audio control unit 14e, an SSD 14f (solid state drive, flash memory) and the like. ing. The CPU 14a performs, for example, image processing related to an image displayed on the display device 8, determination of a target position of the vehicle 1, calculation of a movement route of the vehicle 1, determination of presence or absence of interference with an object, automatic control of the vehicle 1. It is possible to execute various arithmetic processing and control such as cancellation of automatic control. The CPU 14a can read a program installed and stored in a non-volatile storage device such as the ROM 14b and execute arithmetic processing according to the program. The RAM 14c temporarily stores various data used in the calculation in the CPU 14a. Further, the display control unit 14 d mainly performs image processing using image data obtained by the imaging unit 15, synthesis of image data displayed by the display device 8, and the like among the calculation processing in the ECU 14. Further, the voice control unit 14 e mainly performs processing of voice data output from the voice output device 9 among the calculation processing in the ECU 14. The SSD 14 f is a rewritable non-volatile storage unit, and can store data even when the power supply of the ECU 14 is turned off. The CPU 14a, the ROM 14b, the RAM 14c, and the like can be integrated in the same package. Further, the ECU 14 may be configured to use another logical operation processor such as a DSP (digital signal processor) or a logic circuit instead of the CPU 14a. In addition, a hard disk drive (HDD) may be provided instead of the SSD 14f, and the SSD 14f and the HDD may be provided separately from the ECU 14. The ECU 14 is an example of a parking assistance device.

  The brake system 18 enhances, for example, an anti-lock brake system (ABS) that suppresses the lock of the brake, an anti-slip device (ESC: electronic stability control) that suppresses the side-slip of the vehicle 1 at cornering, They are an electric brake system which performs a brake assist, BBW (brake by wire), etc. The brake system 18 applies a braking force to the wheel 3 and thus to the vehicle 1 via the actuator 18a. In addition, the brake system 18 can execute various controls by detecting the lock of the brake, the idle rotation of the wheel 3, the sign of a side slip, and the like from the difference in rotation of the left and right wheels 3. The brake sensor 18 b is, for example, a sensor that detects the position of the movable portion of the braking operation unit 6. The brake sensor 18b can detect the position of the brake pedal as the movable portion. The brake sensor 18b includes a displacement sensor.

  The steering angle sensor 19 is a sensor that detects the steering amount of the steering unit 4 such as a steering wheel, for example. The steering angle sensor 19 is configured using, for example, a hall element or the like. The ECU 14 acquires the steering amount of the steering unit 4 by the driver, the steering amount of each wheel 3 at the time of automatic steering, and the like from the steering angle sensor 19 and executes various controls. The steering angle sensor 19 detects the rotation angle of the rotating portion included in the steering unit 4. The steering angle sensor 19 is an example of an angle sensor.

  The accelerator sensor 20 is, for example, a sensor that detects the position of the movable portion of the acceleration operation unit 5. The accelerator sensor 20 can detect the position of the accelerator pedal as the movable part. The accelerator sensor 20 includes a displacement sensor.

  The shift sensor 21 is, for example, a sensor that detects the position of the movable portion of the shift operation unit 7. The shift sensor 21 can detect the position of a lever, an arm, a button or the like as a movable portion. The shift sensor 21 may include a displacement sensor or may be configured as a switch.

  The wheel speed sensor 22 is a sensor that detects the amount of rotation of the wheel 3 and the number of rotations per unit time. The wheel speed sensor 22 outputs a wheel speed pulse number indicating the detected rotation speed as a sensor value. The wheel speed sensor 22 can be configured using, for example, a Hall element or the like. The ECU 14 calculates the amount of movement of the vehicle 1 and the like based on the sensor value acquired from the wheel speed sensor 22 and executes various controls. The wheel speed sensor 22 may be provided in the brake system 18 in some cases. In that case, the ECU 14 obtains the detection result of the wheel speed sensor 22 via the brake system 18.

  The configuration, arrangement, electrical connection form and the like of the various sensors and actuators described above are merely examples, and can be set (changed) in various ways.

  Further, as shown in FIG. 4, the ECU 14 obtains an acquisition unit 141, an obstacle detection unit 142, a parking section detection unit 143, a display position determination unit 144, a target position determination unit 145, a detection range setting unit 146, and output information. A control unit 147, a route setting unit 148, a guidance control unit 149, a storage unit 150, and the like are provided. The CPU 14a executes processing according to a program to obtain an acquisition unit 141, an obstacle detection unit 142, a parking lot detection unit 143, a display position determination unit 144, a target position determination unit 145, a detection range setting unit 146, and output information. The control unit 147 functions as a route setting unit 148, a guidance control unit 149, and the like. The storage unit 150 also stores data used in the arithmetic processing of each unit, data of the result of the arithmetic processing, and the like. Note that at least a part of the functions of the above-described units may be realized by hardware.

  The acquisition unit 141 acquires various data, signals, and the like. The acquisition unit 141 acquires, for example, data, signals, and the like of detection results of the respective sensors, an operation input, an instruction input, image data, and the like. The acquisition unit 141 can acquire a signal by an operation input of the operation unit 14g. The operation unit 14g is, for example, a push button or a switch.

  The obstacle detection unit 142 detects an obstacle that interferes with the traveling of the vehicle 1. The obstacle is, for example, another vehicle, a wall, a pillar, a fence, a protrusion, a step, a ring, an object, or the like. The obstacle detection unit 142 can detect the presence, the height, the size, and the like of an obstacle by various methods. The obstacle detection unit 142 can detect an obstacle based on the detection results of the distance measurement units 16 and 17, for example. Further, the distance measuring units 16 and 17 can detect an object corresponding to the height of the beam, and can not detect an object lower than the height of the beam. Therefore, the obstacle detection unit 142 can detect the height of the obstacle based on the detection results of the distance measurement units 16 and 17 and the heights of the respective beams. In addition, the obstacle detection unit 142 detects the presence or absence or height of an obstacle based on the detection results of the wheel speed sensor 22 or an acceleration sensor (not shown) and the detection results of the distance measuring units 16 and 17. Good. In addition, the obstacle detection unit 142 may detect the height of the obstacle, for example, by image processing based on the image captured by the imaging unit 15.

  The parking lot detection unit 143 detects a parking lot. The parking section is a section serving as a standard or reference set so that the vehicle 1 is parked at the location, and is an area partitioned by the parking boundary. The parking boundary is a boundary or an outer edge of the parking area, and is, for example, a dividing line, a frame, a straight line, a band, a step, an edge thereof, or the like. That is, the parking boundary is a sign, an object or the like. In the following, the marking of the boundary of the parking lot is marked as boundary marking. The parking lot detection unit 143 can detect a parking lot and a parking boundary, for example, by image processing based on an image captured by the imaging unit 15. The parking lot detection unit 143 is an example of a boundary marking detection unit.

  The display position determination unit 144 displays, for example, the display position of a guide or target display element that guides the vehicle 1 based on at least one of the detection result of the obstacle detection unit 142 and the detection result of the parking lot detection unit 143. Decide. The display position may correspond to the end point of the movement path or may correspond to the middle of the movement path. The display element can be set as, for example, a point displayed on the display device 8, a line, a frame, an area, or the like.

  The target position determination unit 145 is, for example, a target position as a guide or target position for guiding the vehicle 1 based on at least one of the detection result of the obstacle detection unit 142 and the detection result of the parking lot detection unit 143. Decide. The target position may be the end point of the moving path or may be halfway through the moving path. The target position may be set as, for example, a point, a line, a frame, an area, or the like. The target position may be the same as the display position.

  The detection range setting unit 146 sets a detection range of the parking lot (boundary marking) by the parking lot detection unit 143. The parking lot detection unit 143 detects a parking lot (boundary marking) in the set detection range. Further, in the present embodiment, the detection range setting unit 146 can change the size of the detection range. By changing the size of the detection range, for example, noise that is not a boundary marking can be suppressed. The processing of the detection range setting unit 146 will be described later.

  The output information control unit 147 determines that the display device 8 and the voice output device 9 have expected information at each stage of, for example, the start and end of parking assistance, determination of a target position, route calculation, and guidance control. The display control unit 14d and the voice control unit 14e, and further the display device 8 and the voice output device 9 are controlled so as to output in the mode of

  The route setting unit 148 uses, for example, the current position of the vehicle 1, ie, the current position of the vehicle, the determined target position, the detection result of the obstacle, etc. Set the travel route to

  The guidance control unit 149 controls each unit so that movement of the vehicle 1 along the calculated movement path is realized. The guidance control unit 149 moves the vehicle 1 along the movement path by controlling the steering system 13 according to the position of the vehicle 1 in the vehicle 1 moving due to creep or the like without operating the accelerator pedal, for example. It can be done. Further, the guidance control unit 149 may control not only the steering system 13 but also a drive mechanism such as an engine and a motor, and a brake system 18 as a braking mechanism. Further, the guidance control unit 149 controls, for example, the output information control unit 147, the display control unit 14d, the voice control unit 14e, and eventually the display device 8 and the voice output device 9 to display and output according to the position of the vehicle 1. The driver may be guided by the voice output to the movement of the vehicle 1 along the movement path.

  The storage unit 150 stores data which is used in the calculation of the ECU 14 or calculated by the calculation of the ECU 14.

  Further, in the parking assistance system 100, the process is executed according to the procedure illustrated in FIG. First, the acquisition unit 141 acquires data indicating the state of the vehicle 1 (own vehicle) at that time (S1). The data indicating the state of the vehicle 1 at S1 is data of physical quantities (parameters) related to the movement of the vehicle 1, and more specifically, for example, the position of the vehicle 1, the vehicle 1 and the target position, and the boundary marking The relative positional relationship with at least one of them, the speed of the vehicle 1, the acceleration of the vehicle 1, the steering angle of the wheel 3 (front wheel 3F), the operation signal to the operation unit, and the like. The relative positional relationship between the position of the vehicle 1 and the position of the target position or boundary marking may be, for example, the difference in position coordinates between them, the direction to the other, the distance between the two, etc. is there. Next, the detection range setting unit 146 sets a detection range based on the data acquired by the acquisition unit 141 (S2), the obstacle detection unit 142 detects an obstacle (S3), and the parking lot detection unit 143 detects a parking section (parking boundary, boundary marking) in the detection range set in S2 (S4). Next, the target position determination unit 145 determines the target position of the movement route of the vehicle 1 based on the detection results of S3 and S4 (S5). Next, the route setting unit 148 calculates a moving route from the current position of the vehicle 1 to the determined target position (S6). Next, the guidance control unit 149 controls each unit so that the movement of the vehicle 1 along the calculated movement route is realized (S7). The target position, the movement route, and the like can be appropriately corrected or updated while the vehicle 1 is moving on the movement route. The flow of FIG. 5 is executed at each time step set at predetermined time intervals during parking assistance control. Note that it is not necessary to execute all steps S1 to S7 in all time steps. For example, setting of the detection range (S2) may be performed for each of a plurality of time steps.

  Next, an example of the procedure for setting the detection range by the detection range setting unit 146 of the parking assistance system 100 of the present embodiment will be described with reference to FIGS.

  In FIG. 6, settable ranges AL and AR of the detection range in the vehicle 1 are illustrated. The settable ranges AL and AR are ranges in which the detection range can be set, and are the same as the detection range when the size is maximum. The settable ranges AL and AR are, for example, rectangular shapes (rectangular shapes) which are disposed relatively close to the end portions 2 d and 2 f respectively on the left and right sides of the vehicle 1 and elongated along the longitudinal direction Cv of the vehicle 1 ). The long sides of the settable ranges AL and AR, that is, the sides along the vertical direction in FIG. 6 are parallel to the longitudinal direction Cv of the vehicle 1 and are short sides of the settable ranges AL and AR, that is, in the left-right direction of FIG. The side along is parallel to the vehicle width direction of the vehicle 1, that is, the direction orthogonal to the front-rear direction Cv. The length of the settable ranges AL and AR along the front-rear direction is L, and the length along the vehicle width direction is W. The settable ranges AL and AR are fixed relative to the vehicle 1. Therefore, the settable ranges AL and AR are stationary regardless of the movement of the vehicle 1 in the coordinate system fixed to the vehicle 1, and move according to the movement of the vehicle 1 in the coordinate system fixed to the ground. The settable ranges AL and AR can be set to various shapes and positions, and may not be rectangular, for example. The detected positions of the parking section and the parking boundary are converted by the coordinate conversion based on the calibration and the like in the ECU 14 into a position in plan view from above the vehicle 1 as exemplified in FIG. 6.

  Further, as illustrated in FIG. 7, the route setting unit 148 sets routes R1 and R2 in which the vehicle 1 moves from the position Ps to the target positions Paf and Pa via the turning point Pt. In this case, the target position Paf is set, for example, as a position corresponding to the entrance of the parking section, at a midpoint of equal distance from the end d1, d1 on the entrance side of the two detected boundary marks DL, DR. The position Pa is set, for example, corresponding to the end point of the route R2 of the vehicle 1. The target position Pa is set, for example, as the position of the vehicle 1 which is equidistant from the two boundary marks DL, DR detected at the front end as the target position Paf. The position Ps may also be referred to as an initial position or a start position, and the target positions Paf and Pa may also be referred to as a final position or an end position.

  The setting of the detection range in each position until the vehicle 1 reaches the target position Pa is illustrated by FIGS. 8-11.

  FIG. 8 shows that the vehicle 1 is at the turning point Pt of the routes R1 and R2. As shown in FIG. 8, in this state, no detection range is set in the settable ranges AL and AR. In the present embodiment, the detection range setting unit 146 does not set the detection range in a state where the vehicle 1 is separated from the target position Pa or the boundary markings DL and DR by a predetermined distance or more or a predetermined distance. The detection accuracy of the boundary markings DL and DR tends to be lower as the distance from the vehicle 1 to the boundary markings DL and DR increases. If the target positions Pa and Paf are set based on boundary markings DL and DR whose position detection accuracy is not high, the deviation between the actual parking section and the target positions Pa and Paf may be large. In this respect, according to the present embodiment, when the vehicle 1 and the target position Pa or the boundary markings DL, DR are separated by a predetermined distance or more, the detection of the boundary markings DL, DR and the target position Pa based on the detection result , Paf are not updated, so that it is possible to suppress an adverse event due to the detection accuracy of the boundary markings DL, DR not being very high.

  FIG. 9 shows the vehicle 1 approaching the entrance of the parking section. As shown in FIG. 9, in this state, the detection range SL1 (SL) is set within the settable range AL on the left side of the vehicle 1, but within the settable range AR on the right side of the vehicle 1 , Detection range is not set. As apparent from FIG. 9, the boundary marking DR does not enter the settable range AR on the right side of the vehicle 1. In such a state, even if the detection range is set within the settable range AR and the detection of the boundary marking DR is performed within the detection range, it becomes useless. Therefore, such setting can suppress, for example, unnecessary execution of arithmetic processing.

  The ECU 14 calculates the relative position of the position of the vehicle 1 and the positions of the boundary marks DL and DR detected at the target position Pa and the position Ps by the route calculation of the guidance control etc. (parking support) by the guidance control unit 149. The relationship can be obtained at each timing. Therefore, the detection range setting unit 146 predicts the timing or the position where the boundary markings DL and DR relatively enter the detection ranges SL and SR corresponding to the vehicle 1, and a predetermined time before the predicted timing The setting of the detection ranges SL and SR can be started from the timing, and the setting of the detection ranges SL and SR can be started from a position a predetermined distance before the predicted position. In this case, the length of the detection ranges SL and SR along the front-rear direction Cv of the vehicle 1 at the start of setting can be the length M of FIGS.

  Further, as shown in FIG. 9, the detection range setting unit 146 sets the detection range SL in the settable range AL. If the detection range SL is set independently of the predetermined range (settable range AL) at each timing, the load of the arithmetic processing may increase. In this respect, in the present embodiment, since the detection range setting unit 146 sets the detection range SL in the predetermined settable range AL, for example, the load of the arithmetic processing accompanying the setting or change of the detection range SL Can be suppressed. The setting of the detection range SR (see FIG. 10) in the settable range AR is the same as this.

  Further, as shown in FIG. 9, the detection range SL is set on the front side in the traveling direction of the vehicle 1 in the settable range AL. The forward side of the traveling direction of the vehicle 1 is the rear side of the longitudinal direction Cv of the vehicle 1 when the vehicle 1 moves backward as in the examples of FIGS. It is. Although not shown, when the vehicle 1 moves forward, it is the front side of the vehicle 1 in the front-rear direction Cv. When the vehicle 1 moves toward the target position Pa (end point position), the boundary marks DL and DR relatively approach the vehicle 1 from the front side in the traveling direction of the vehicle 1 when viewed from the vehicle 1 . Therefore, with such a setting, for example, the boundary markings DL and DR can be detected more efficiently, more quickly, or more reliably. The setting of the detection range SR (see FIG. 10) in the settable range AR is the same as this.

  Further, as shown in FIG. 9, in a state where the steering angle of the front wheel 3F is relatively large as in a state before entering a parking area, a part of the front wheel 3F falls within the settable ranges AL and AR. ing. In such a state, if all the settable ranges AL and AR are the detection ranges SL and SR, the front wheel 3F may be erroneously detected as a boundary marking. In this respect, according to the present embodiment, as shown in FIG. 9, the detection ranges SL and SR are located on the rear side in the front-rear direction Cv of the vehicle 1 and avoid the front wheel 3F and the ranges of the detection ranges SL and SR Such false detection does not occur. Therefore, when the turning angle of front wheel 3F (wheel 3) is equal to or larger than the predetermined angle (threshold), detection range setting unit 146 causes front wheel 3F (wheel 3) to fall within detection ranges SL and SR. In order not to do so, the sizes of the detection ranges SL and SR may be set.

  FIG. 10 shows a state in which the vehicle 1 has advanced further to the back of the parking area than the state of FIG. 9. As is clear from FIGS. 9 and 10, as the vehicle 1 approaches the target position Pa (end point position), the area of the overlapping portion of the settable ranges AL and AR and the boundary marks DL and DR increases. Therefore, in the present embodiment, the detection range setting unit 146 sets the detection ranges SL and SR such that the detection ranges SL and SR become larger as the vehicle 1 is closer to the target position Pa (end point position). Specifically, the area of the detection range SL2 of FIG. 10 is larger than the area of the detection range SL1 of FIG. With such a setting, for example, the boundary markings DL and DR can be detected more reliably. Further, as the detection ranges SL and SR are wider, the load of the arithmetic processing of the detection range setting unit 146 is increased, and erroneous detection of the boundary markings DL and DR is likely to be increased. In this respect, according to the present embodiment, the detection ranges SL and SR are set more appropriately according to the position of the vehicle 1, and the detection ranges SL and SR are suppressed from being unnecessarily large (wide), for example Inconvenient events such as increase in computational processing load and false detection of boundary marking can be suppressed.

  Specifically, for example, the detection range setting unit 146 proceeds with the end portions m1 and m2 on the rear side in the traveling direction of the vehicle 1 in the detection ranges SL and SR and the progress of the vehicle 1 in the boundary marks DL and DR detected in the previous time. The detection ranges SL and SR are set such that the ends d1 and d2 on the rear side in the direction are separated by the distance M in the front-rear direction Cv of the vehicle 1, that is, in the longitudinal direction of the settable ranges AL and AR. The distance M can be considered as a margin length corresponding to various errors and the like. Thus, with such a setting, the boundary markings DL and DR can be detected more reliably. Further, with such setting, the detection ranges SL and SR can be changed by relatively simple arithmetic processing of changing the lengths of the settable ranges AL and AR along the longitudinal direction Cv of the vehicle 1. The increase in the load of the arithmetic processing by the detection range setting unit 146 can be suppressed. In the present embodiment, in the calculation for setting the detection ranges SL and SR (S2 in FIG. 5), the detection results of the boundary markings DL and DR in the previous time step and the current time step (calculation processing are performed Although the detection result of the state of the vehicle 1 (own vehicle) at the present timing is used, it is not limited thereto, and the detection result of the boundary markings DL and DR at the previous time step and the previous time step The detection result of the state of the vehicle 1 in the above may be used. That is, the operation of setting the detection ranges SL and SR is performed after the detection of the boundary markings DL and DR (at step S4), the set detection ranges SL and SR are stored in the storage unit 150, and the next time step is performed. An operation of detecting the parking section (boundary markings DL, DR) may be performed on the detection ranges SL, SR stored in the storage unit 150. The ends m1 and m2 are an example of a first end, and the ends d1 and d2 are an example of a second end.

  Then, as shown in FIG. 11, the vehicle 1 reaches the target position Pa (end point position). At or immediately before this time, detection ranges SL and SR are the same as settable ranges AL and AR. The detection range SL3 of FIG. 11 is larger than the detection ranges SL1 and SL2 of FIGS. 9 and 10, and the detection range SR3 of FIG. 11 is larger than the detection range SR2 of FIG. In the state where the vehicle 1 approaches the target position Pa by a predetermined distance or more, the target position Pa (midpoint position) may be corrected to a position different from the initial target position Pa. In this case, for setting (calculation) of the target position Pa, the positions and the like of the front ends d3 and d3 of the boundary marks DL and DR in the traveling direction of the vehicle 1 may be used.

  As described above, in the present embodiment, the detection range setting unit 146 detects the detection ranges SL and SR in which the boundary marks DL and DR (parking sections, parking boundaries) are detected so as to be changeable. Set the ranges SL and SR. Therefore, it is possible to suppress the detection ranges SL and SR from becoming larger (necessary) than necessary, so that, for example, unnecessary execution of arithmetic processing accompanying detection of the boundary markings DL and DR is suppressed. The effect of reducing false detection of boundary markings DL and DR can be obtained.

  Further, in the present embodiment, the detection range setting unit 146 changes the detection ranges SL and SR according to the relative position of the vehicle 1 (the vehicle) to at least one of the target position Pa and the boundary markings DL and DR. It is possible. Depending on the position of the vehicle 1, the range in which the boundary markings DL and DR can be detected changes. That is, according to such a configuration, for example, the detection ranges SL and SR tend to be set more appropriately.

  Further, in the present embodiment, the detection range setting unit 146 can change the detection ranges SL and SR such that the detection ranges SL and SR become larger as the vehicle 1 is closer to the target position Pa (end point position). As the vehicle 1 approaches the target position Pa and the boundary markings DL and DR, the range in which the boundary markings DL and DR can be detected is expanded. That is, according to such a configuration, for example, the detection ranges SL and SR tend to be set more appropriately.

  Further, in the present embodiment, the detection range setting unit 146 sets the detection ranges SL and SR to a part of the settable ranges AL and AR in which the positions relative to the vehicle 1 (the vehicle) are fixed. . Therefore, for example, the detection ranges SL and SR can be easily changed.

  Further, in the present embodiment, the detection range setting unit 146 sets the detection ranges SL and SR to the front side in the traveling direction of the vehicle 1 (own vehicle) in the settable ranges AL and AR. As the vehicle 1 approaches the target position Pa (end point position), the boundary markings DL and DR approach the vehicle 1 relatively from the front side in the traveling direction of the vehicle 1. That is, according to such a configuration, for example, the detection ranges SL and SR tend to be set more appropriately.

  Further, in the present embodiment, the detection range setting unit 146 changes the lengths of the detection ranges SL and SR in the front-rear direction of the vehicle 1. Therefore, for example, the detection ranges SL and SR can be easily changed.

  As mentioned above, although the embodiment of the present invention was illustrated, the above-mentioned embodiment is an example, and limiting the scope of the invention is not intended. The embodiment can be implemented in various other forms, and various omissions, substitutions, combinations, and changes can be made without departing from the scope of the invention. In addition, the configuration and shape of each example can be partially replaced and implemented. Further, specifications (structure, type, direction, shape, size, length, width, height, number, arrangement, position, etc.) of each configuration and shape can be appropriately changed and implemented. The present invention is also applicable to parking assistance in various forms of parking lots and parking spaces. Furthermore, the present invention can be applied to setting of a plurality of target position candidates. Further, the present invention is not limited to the configuration in which the detection range is set out of the settable range, and the detection range satisfying the predetermined condition is set (calculated) regardless of the settable range. It is also good.

Moreover, the parking assistance apparatus of embodiment may be a structure as shown to following [7] and [8].
[7]
The parking assistance according to any one of claims 1 to 6, wherein the detection range setting unit can change the detection range so that the size of the detection range is different between the left side and the right side of the vehicle. apparatus.
When the vehicle 1 (self-vehicle) approaches the target position Pa (end point position) while turning, the distance to the boundary markings DL and DR and the boundary markings DL and DR are closer to the vehicle 1 on the left and right of the vehicle 1 Part length is different. Therefore, according to such a configuration, the detection ranges SL and SR tend to be set more appropriately.
[8]
In the detection range setting unit, the first end on the rear side in the traveling direction of the vehicle in the detection range is more than the second end on the rear side in the traveling direction in the detected boundary marking The parking assistance device according to any one of claims 1 to 6, [7], wherein the detection range is changeable to be located on the rear side of the traveling direction.
The boundary markings are made by positioning the rear ends m1 and m2 of the detection ranges SL and SR in the advancing direction to the rear side of the traveling directions of the boundary marks DL and DR with respect to the rear ends d1 and d2 on the rear side. The detection ranges SL and SR are reliably positioned behind the corresponding end portions d1 and d2 of DL and DR. Therefore, according to such a configuration, the detection ranges SL and SR tend to be set more appropriately.

  DESCRIPTION OF SYMBOLS 1 ... Vehicle (self-vehicle), 14 ... ECU (parking assistance device), 143 ... Parking section detection part (boundary mark detection part) 145 ... Target position determination part, 146 ... Detection range setting part, AL, AR ... setting possible Range, DL, DR ... boundary marking, Pa ... target position (end point position), SL, SR ... detection range.

Claims (3)

A boundary marking detection unit that detects a boundary marking corresponding to a parking lot boundary in the set detection range;
A target position determination unit that determines a target position based on the detected boundary marking;
Within the setting range of positions relative to the vehicle is stationary, so as to be change the size of the detection range becomes equal to or less than the area of the setting range, and sets the detection range, the detection range setting unit ,
Equipped with
The detection range setting unit changes the detection range so that the detection range becomes larger from the front side in the traveling direction of the vehicle within the settable range as the vehicle approaches the end position of the parking assistance. apparatus. The parking assistance device according to claim 1, wherein the settable range extends in the longitudinal direction of the vehicle along an end of the vehicle in the vehicle width direction. The detection range setting unit changes the length of the longitudinal direction of the vehicle of the detection range in the settable range, the parking assist apparatus according to claim 1 or 2.

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