JP2002120742A - Parking assist device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a parking assist device allowing a driver to manipulate a vehicle from a position capable of easily judging the presence of an obstacle, a clearance between the obstacle and the vehicle, and possibility of collision, and requiring no skillfulness of operation. SOLUTION: The parking assist device is equipped with a target steering amount calculating means for determining the target steering amount to represent the steering angle or steering position necessary for parking the vehicle in the given space, an automatic steering means to operate the actual steering amount which represents the actual steering angle or steering position of the vehicle so that it becomes identical to the target steering amount, a remote controller for instructing retreat and stop of the vehicle, and an operation control means to retreat and stop the vehicle in conformity to the instruction of the remote controller.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a parking assist device that facilitates a parking operation by a driver performing a parking operation using a remote controller from outside the vehicle compartment when the vehicle is parked.

[0002]

2. Description of the Related Art Conventionally, several parking assist devices of this kind have been proposed. For example, in Japanese Unexamined Patent Publication No. Hei 5-199617, a remote device for slow retreat and a steering fixing mechanism are provided near the rear part of a large electric vehicle for freight, and when the vehicle retreats, the driver performs a retreat operation from a position other than the driver's seat. And a remote control retraction device for an electric vehicle that ensures driver's safety has been proposed.

In Japanese Patent Application Laid-Open No. Hei 7-87623,
2. Description of the Related Art There has been proposed an electric vehicle control device in which an electric vehicle is provided with an outside driving operation function for safely moving the electric vehicle at a low speed so that the garage can be easily and accurately entered.

Further, in Japanese Patent Application Laid-Open No. 9-136660, means for controlling the start / stop of an engine, an accelerator, a brake, a steering device and a forward / reverse switching device, turning off / on a lamp, and recognizing the position of the vehicle are disclosed in Japanese Patent Application Laid-Open No. 9-136660. There has been proposed a garage remote control in which means for transmitting position information is provided, and the above-described position information is displayed on a remote control outside the vehicle and remote control is enabled.

In Japanese Patent Application Laid-Open No. 3-208742, a remote control capable of remotely controlling a steering wheel, an accelerator and a brake is arranged near a driver's seat so that a driver can perform a driving operation while looking backward when driving backward. 2. Description of the Related Art A backward driving device for an automobile has been proposed.

[0006]

Any of the above-mentioned conventional devices is provided with a remote control so that the driver can operate the vehicle from a position where the driver can easily confirm the vehicle backward or from a position where the driver can easily confirm the vehicle backward. According to these devices, the presence or absence of a nearby obstacle, the distance between the obstacle and the vehicle, the possibility of a collision, and the like can be determined more easily than when the driver performs a normal reverse driving operation. it can.

However, since all of the devices are configured to perform steering in a posture different from a normal driving posture, it is difficult for the driver to grasp the relationship between the amount of steering and the movement of the vehicle. There is a problem that a certain degree of familiarization is required.

Accordingly, the present invention is intended to solve the above-described problems, and it is intended that a driver can more easily determine the presence or absence of a nearby obstacle, the distance between the obstacle and the vehicle, the possibility of collision, and the like. It is an object of the present invention to obtain a parking assist device that can operate a vehicle and does not require the user to get used to the operation.

[0009]

SUMMARY OF THE INVENTION A parking assist system according to the present invention comprises: a target steering amount calculating means for obtaining a steering amount required for parking a vehicle in a parking space or a target steering amount representing a steering position; Automatic steering means for operating an actual steering amount or an actual steering amount representing a steering position of the vehicle so as to match the steering amount, a remote controller for instructing retreat and stop of the vehicle, and the vehicle according to an instruction of the remote controller Operation control means for retreating and stopping the vehicle.

[0010] Preferably, the remote controller has a function of instructing the vehicle to move forward in addition to the backward and stop of the vehicle.

Preferably, the parking assist device includes a parking availability determination unit that determines availability of parking based on a positional relationship between the vehicle, the parking space, and the vehicle and peripheral obstacles around the vehicle, and the parking availability determination device. Status notifying means for notifying the driver that parking is impossible when the means determines that parking is not possible.

Preferably, the status notifying means for notifying the driver that parking is impossible notifies the driver by blinking a blinker of the vehicle.

Preferably, the status notifying means for notifying the driver of parking impossibility includes a status transmitting means for transmitting data indicating whether parking is possible to the remote controller, a voice when receiving data indicating that parking is impossible, A remote controller having a function of notifying the driver by screen display, vibration, or the like.

[0014] Preferably, the parking assist device includes a turning necessity determining means for judging whether a turning operation of a steering device is necessary based on a positional relationship between the vehicle, the parking space, and the vehicle and peripheral obstacles around the vehicle. And status notifying means for notifying the driver that turning of the steering device is necessary when the turning necessity determining means determines that the turning operation of the steering device is necessary.

Preferably, the status notifying means for notifying the driver of the necessity of the turning operation of the steering device notifies the driver by blinking a blinker of the vehicle.

Preferably, the status notifying means for notifying the driver that the steering device needs to be turned back is transmitted by the status transmitting means for transmitting to the remote controller data indicating the necessity of the turning operation of the steering device; When the driver receives data indicating that it is necessary to switch back,
A remote controller having a function of notifying the driver by screen display, vibration, or the like.

[0017] Preferably, the parking assist device includes a parking availability determination unit that determines availability of parking based on a positional relationship between the vehicle and the parking space and a positional relationship between the vehicle and peripheral obstacles around the vehicle. The switchover necessity determining means for determining whether the turning operation of the steering device is necessary or not from the parking space and the positional relationship between the vehicle and the surrounding obstacle, and the determination results of the parking feasibility determination means and the return necessity determination means, A situation notifying means for notifying the driver by blinking a blinker of the vehicle, and a blinker blink pattern for notifying that parking is not possible and a blinker blink pattern for notifying that turnback is required Are set to different patterns.

Preferably, the remote controller for instructing the vehicle to retreat and stop includes a reverse push button switch for instructing the vehicle to retreat, and the driving control means includes: Each time the driver depresses the vehicle, the vehicle has a function of retreating the vehicle by a predetermined distance and then stopping the vehicle.

Preferably, the remote controller for instructing the vehicle to move forward, backward, and stop includes a pushbutton switch for instructing reverse and a pushbutton switch for instructing forward, and the driving control means includes: Each time the forward or backward push button switch of the remote controller is pressed by the driver, the vehicle has a function of moving forward or backward by a predetermined distance and then stopping.

Preferably, the parking assist device includes means for determining a collision risk between the vehicle and an obstacle around the vehicle, and
Means for shortening a predetermined distance for moving forward or backward when a forward or backward push button switch of the remote controller is pressed by a driver.

Preferably, the remote controller has a function of inputting an instruction for correcting the target steering amount, and the parking assist device corrects the target steering amount in accordance with the correction instruction input to the remote controller. It further comprises means for performing.

[0022]

Embodiments of the present invention will be described below with reference to the accompanying drawings. Embodiment 1 FIG. FIG. 1 shows an example in which a parking assist device according to Embodiment 1 of the present invention is mounted on a vehicle equipped with an automatic transmission, and is a block diagram showing a schematic configuration thereof. FIG. 2 shows a functional diagram of the parking assist device. It is a functional block diagram showing a configuration.

In FIG. 1, first and second peripheral obstacle detection sensors 1 and 3 detect the position of a peripheral obstacle within the sensor detection range shown in the figure, and determine the distance and direction to the peripheral obstacle. Data (hereinafter referred to as peripheral obstacle detection data)
Is output. The parking assist controller 5 controls the operation of the parking assist device, and is provided in the output signals of the first and second peripheral obstacle detection sensors 1, 3 and the steering system,
An output of a steering angle sensor 7 for detecting a steering angle (a rotation angle from a neutral position) of a steering wheel as a steering amount of the steering device;
Brake lamp on / off signal, shift position (shift range) of automatic transmission (not shown)
, And a signal indicating an instruction to reverse or stop the vehicle from the remote control communication unit 9 described later is input to drive the steering actuator 13 for driving the steering system and the braking system to generate a braking force on the wheels. The brake actuator 15 is controlled. Remote control communication unit 9
Is operated by the driver, receives a signal for instructing the vehicle to move backward or stop from the remote controller 11 as an input device used to instruct the vehicle to move backward or stop, and sends the signal to the parking assist controller 5. input.

As shown in FIG. 2, the parking assist controller 5 receives a shift range signal from an automatic transmission, an on / off signal of a brake lamp, and a parking start signal from a parking start switch to switch between automatic steering and manual steering. Steering / manual steering switching unit 5 that performs
0 and the output signals of the first and second peripheral obstacle detection sensors 1 and 3 are inputted, and as shown in FIG. 21, the center line C of the parking space, the parking position P of the opening of the parking space, and the vehicle O as a target steering amount calculating means for obtaining a positional relationship with O, obtaining a steering amount such as a steering angle necessary for guiding the vehicle into the pace from the obtained positional relationship, and outputting it as a target steering amount such as a target steering angle. And a so-called target steering angle calculator 51 that outputs a target torque based on a deviation between the target steering angle calculated by the target steering angle calculator 51 and the steering angle of the steering wheel detected by the steering angle sensor 7. A steering angle controller 52 for performing feedback control, and a steering actuator driver 5 for driving and controlling the steering actuator 13 so as to generate a target torque calculated by the steering angle controller 52
And a brake actuator drive driver 54 that receives an output of the automatic steering / manual steering switching unit 50 and a reverse / stop instruction signal of the vehicle from the remote control communication unit 9 and outputs a signal for driving and controlling the brake actuator 15. Note that the steering angle control unit 52, the steering actuator drive driver 53, and the steering actuator 13 constitute an automatic steering unit of the present invention.

Next, the control operation of the parking assist controller 5 will be described. First, the automatic steering / manual steering switching unit 5
0 determines the driver's intention to start the parking operation by turning on / off the brake lamp, the shift range, and the on / off of the parking start switch, and turns on / off the automatic steering according to the detected driver's intention. And output. Specifically, as shown in the flowchart of FIG.
It is determined whether the shift range of the automatic transmission is the "reverse position". If the determination is "no", in step S2, the steering system is set to the manual steering mode, and the process ends. If the determination result of step S1 is "yes" (the shift range is the retreat position), it is determined in step S3 whether the brake lamp is "on". If "no", the process is terminated, and " If "yes" (the brake lamp is on), it is determined in step S4 whether the parking start switch is "on". If "no", the process ends, and "yes" (the parking start switch is on). ), The automatic steering mode is set in step S5, and the process ends.

Next, the processing of the target steering angle calculation section 51 will be described. First, based on the peripheral obstacle detection data from the first and second peripheral obstacle detection sensors 1 and 3, as shown in FIG. 21, the center line C of the parking space, the parking position P of the opening of the parking space, and the host vehicle Obtain the positional relationship of O. From the obtained positional relationship, the steering angle required to guide the vehicle into the parking space is obtained according to the procedure shown in the flowchart of FIG. 22, and is output as the target steering angle.

Hereinafter, the calculation processing of the target steering angle calculation unit 51 will be described with reference to the flowchart of FIG.
This will be described with reference to FIG. First, in step S11,
Intersection I of the center line y of the vehicle and the center line C of the parking space
(See FIG. 23). Next, in step S12, the length of the line segment PI (see FIG. 23) is determined. Step S13
Then, the length of the line segment PI is compared with the length of the line segment OI, and OI>
If PI (yes), the process proceeds to step S14, where OI ≦
In the case of PI, the process proceeds to step S15. If the coordinate system as shown in FIG. 23 is used, the length of the line segment OI can be easily obtained because the value of the y coordinate becomes the desired length as it is. In step S14, the target steering angle is set to a value corresponding to straight ahead, and the process ends. Therefore, the straight traveling state is maintained until the vehicle moves to the position Q where PI <OI (see FIG. 24). In step S15, as shown in FIG. 25, the radius R of a circle that is in contact with the vehicle center line y at the own vehicle position O and that is in contact with the center line C is calculated and set as a target turning radius. Next, in step S16, a target steering angle is set such that the target turning radius R obtained in step S15 is obtained, and the process ends.

Next, when the automatic steering mode is set by the automatic steering / manual steering switching section 50, the steering angle control section 52 detects the target steering angle calculated as described above and the steering angle sensor 7. A so-called feedback control for calculating and outputting the target torque based on the deviation from the steering angle thus performed is performed. When the manual steering mode (automatic steering off) is set, the target torque is set to zero.

The driver 53 for driving the steering actuator is
By supplying a current corresponding to the target torque calculated by the steering angle control unit 52 to the steering actuator 13, the target torque is output to the steering mechanism.

The brake actuator drive driver 54
Turns on the brake actuator 15 to stop the vehicle when a stop instruction is input from the remote control communication unit 9. Also, when a reverse instruction is input, the brake actuator 15 is turned off. In the automatic parking mode, the shift range is always set to “reverse”, so when the brake actuator 15 is turned off, the vehicle moves backward due to the creep phenomenon of the automatic transmission. When the automatic parking mode is started, that is, when the automatic steering is turned on, the brake actuator 15 is set to the on state, and the vehicle stops and waits until the driver starts operating the remote controller 11. Further, when the automatic steering is turned off, the brake is always set to be off regardless of the operation described above.

Embodiment 2 FIG. 3 shows an example in which the parking assist device according to the second embodiment of the present invention is mounted on a vehicle equipped with an automatic transmission, and is a block diagram showing a schematic configuration thereof. FIG. 4 is a functional diagram of the parking assist device. It is a functional block diagram showing a configuration.

In the second embodiment, the remote controller 11A transmits forward / reverse / stop instructions to the parking assist controller 5A via the remote control communication unit 9A in accordance with the driver's operation, and the shift range of the automatic transmission is adjusted. The present embodiment differs from the first embodiment in that a shift range setting actuator 17 to be set is provided, and the parking assist controller 5A mainly controls the operation of the shift range setting actuator 17; Is almost the same as in the first embodiment.

As shown in FIG. 4, the parking assist controller 5A of the second embodiment differs from the parking assist controller 5 of the first embodiment of FIG. 2 in accordance with an instruction input from the remote control communication unit 9A. The forward / stop / reverse operation control processing unit 55 for controlling the brake ON / OFF and the shift range, and the shift range setting actuator 17 is driven in accordance with the shift range output from the forward / stop / reverse operation control processing unit 55. Although the present embodiment is different from the first embodiment in that a shift range setting actuator driving driver 56 is provided and the calculation processing operation of the target steering angle calculation unit 51A, other configurations and operations are substantially the same as those in the first embodiment.

Next, the processing operation of the target steering angle calculating section 51A of the second embodiment will be described with reference to the flowchart of FIG. The flowchart of FIG. 26 differs from the flowchart of FIG. 22 of the first embodiment only in steps S17 to S19. Therefore, these steps will be described in detail below.

After step S15, in step S17, it is determined at which position the shift range is currently set, ie, whether the shift range is set to "reverse".
In the case of "reverse", the process proceeds to step S16, and a target steering angle is set such that the target turning radius R obtained in step S15 is obtained. In cases other than “retreat” in step S17, the process proceeds to step S18, and if the target turning radius R obtained in step S15 is larger than the minimum turning radius Rmin of the vehicle equipped with the present device, the process proceeds to step S14. Otherwise, the process proceeds to step S19, in which the maximum steerable range steering angle is set as the target steering angle in a direction in which the angle formed by the center axis y of the vehicle and the center axis C of the parking space becomes smaller when the vehicle advances, and the process ends. I do.

A forward / stop / reverse operation control processing unit 5
Numeral 5 controls on / off of the brake and the shift range in accordance with an instruction input from the remote control communication unit 9A. Hereinafter, the control processing operation will be described with reference to the flowchart of FIG.

First, in step S21, it is determined from the shift range signal whether the shift range is "reverse".
If not (No), the process proceeds to step S22, where it is determined whether the shift range is “drive”. If not (No), the process proceeds to step S23 where the forward / stop / reverse operation control processing unit 55 A brake-on command signal is output to the brake actuator driver 54.

On the other hand, if the shift range is "reverse" in step S21 (Yes), the process proceeds to step S24, and the driver performs "reverse instruction" on the remote control 11A by a signal from the remote control communication unit 9A. It is determined whether or not there is a “backward instruction” (Yes), step S
25, a brake-on command signal is output from the forward / stop / reverse operation control processing section 55 to the brake actuator drive driver 54, the shift range is set to "drive" in step S26, and forward / stop is performed in step S27. -Output the brake-off command signal from the reverse operation control processing unit 55 to the brake actuator drive driver 54, and end the processing.

If there is no "reverse instruction" in step S24 (No), the process proceeds to step S28, and it is determined whether or not the driver is operating "stop instruction" on the remote controller 11A. If there is no "stop instruction" (No), the processing is terminated as it is, and if there is "Stop instruction" (Yes), a brake-on command signal is output to the brake actuator drive driver 54 in step S29 and the processing is performed. Finish.

If the shift range is "drive" in step S22 (Yes), step S3
0 and the remote control communication unit 9
It is determined whether a "reverse command" has been issued via A, and if there is a "reverse command", the process proceeds to step S31, and the brake-on command signal is transmitted to the brake actuator driving driver 54.
And the shift range is set to "reverse" in step S32.
Is set in step S33, and a brake-off command signal is output to the brake actuator drive driver 54 in step S33, and the process ends.

In step S30, if there is no "reverse instruction" (No), the process proceeds to step S34, and it is determined whether or not the driver is operating "stop instruction" on the remote controller 11A. If there is no "stop instruction" (No), the process is terminated as it is. If there is "stop instruction" (Yes), a brake-on command signal is output to the brake actuator driver 54 in step S35 and the process is performed. Finish.

The brake actuator driving driver 54
Drives the brake actuator 15 in accordance with the brake on / off command signal output from the forward / stop / reverse operation control processing unit 55. Further, when "manual steering" (automatic steering off) is set by the automatic steering / manual steering switching section 50, the brake off command signal is always set to be output irrespective of the aforementioned control.

The shift range setting actuator driving driver 56 drives the shift range setting actuator 17 in accordance with the shift range command signal output from the forward / stop / reverse operation control processing unit 55.

Embodiment 3 FIG. FIG. 5 shows an example in which the parking assist device according to Embodiment 3 of the present invention is mounted on a vehicle equipped with an automatic transmission, and is a block diagram showing a schematic configuration thereof. FIG. 6 shows a functional diagram of the parking assist device. It is a functional block diagram showing a configuration.

In the third embodiment, as shown in FIG.
The present embodiment is different from the first embodiment in that a turn signal circuit 19 for blinking a turn signal lamp in accordance with a driver's operation of a turn signal lever is provided, and the turn signal circuit 19 is connected to a turn signal lamp drive output of a parking assist controller 5B.

As shown in FIG. 6, the parking assist controller 5B of the third embodiment is different from the parking assist controller 5 of the first embodiment in that the target steering angle calculating section 51B is configured to detect the first and second peripheral obstacles. In addition to calculating the target steering angle based on the outputs from the sensors 1 and 3, it is determined whether the vehicle is parked or not, and the winker lamp drive driver 57 is driven to control the winker circuit 19 according to the determination result. But
Other configurations and operations are almost the same as those of the first embodiment. Specifically, the target steering angle calculation unit 51B
If the target turning radius R obtained by the target steering angle calculation process is smaller than the minimum turning radius Rmin of the vehicle equipped with the present device, it is determined that parking is not possible, and otherwise, parking is possible. In the third embodiment, the target steering angle calculation unit 51B constitutes a target steering amount calculation unit and a parking possibility determination unit of the present invention,
The turn signal lamp driving driver 57 and the turn signal circuit 19 constitute a status notifying means of the present invention.

As shown in FIG. 28, in the turn signal circuit 19, a left turn signal lamp 31, a left front turn signal lamp 32, and a left rear turn signal lamp 33 in the instrument panel are connected in parallel with each other, and one end of each is connected to a power supply 34. At the same time, the other end is connected to a collector of a transistor 36 with a grounded emitter, which constitutes a turn signal lamp driving driver 57 of the parking assist controller 5B via a common diode 35, and switches between three points (left, neutral, and right). Turn signal lever switch 37 and flasher circuit 38
The right turn signal lamp 39, the right front turn signal lamp 40, and the right rear turn signal lamp 41 in the instrument panel are also parallel to each other, and the left turn signal lamp 31, the left front turn signal lamp 32, the left rear turn signal lamp 33 in the instrument panel. Are connected in parallel, one end of each is connected to the power supply 34, the other end is connected to the collector of the transistor 36 of the parking assist controller 5B via the common diode 42, and the turn signal lever switch 37 and the flasher circuit 38, and is grounded.

With such a circuit configuration, when the target steering angle calculation section 51B of the parking assist controller 5B determines that the vehicle cannot be parked, it outputs a parking load determination signal (a blinker lamp drive signal). The transistor 36 of the turn signal lamp driving driver 57 is turned on to turn on all the turn signal lamps 31 to 33 and 39 to 41. In other cases, the turn signal lamps 31 to 33 are turned on.
3, 39 to 41 blink in accordance with the turn signal lever operation of the driver. Thus, all the turn signal lamps 31
The driver can confirm that the vehicle cannot be parked from the driver's seat or the outside of the vehicle by setting the light-emitting devices to 33 and 39 to 41 in the lighting state.

Embodiment 4 FIG. 7 shows an example in which a parking assist device according to Embodiment 4 of the present invention is mounted on a vehicle equipped with an automatic transmission, and is a block diagram showing a schematic configuration thereof, and FIG. 8 is a functional diagram of the parking assist device. It is a functional block diagram showing a configuration.

In the fourth embodiment, as shown in FIG.
The first embodiment differs from the first embodiment in that the parking assist controller 5C determines whether or not parking is possible, transmits this determination result to the remote controller 11B via the remote control communication unit 9B, and notifies the driver whether or not parking is possible. Different.

As shown in FIG. 8, the parking assist controller 5C of the fourth embodiment is different from the parking assist controller 5 of the first embodiment in that the target steering angle calculating section 51C is capable of detecting the first and second peripheral obstacles. In addition to calculating the target steering angle based on the outputs from the sensors 1 and 3, it is determined whether the vehicle can be parked, and this determination result is transmitted to the remote controller 11B via the remote controller communication unit 9B.
To the remote control 11B
Is different in that it has a function of notifying the driver that the vehicle is no longer parkable using means such as voice, vibration and display, but other configurations and operations are the same as those of the first embodiment. It is almost the same as Also in the fourth embodiment, similarly to the third embodiment, the target steering angle calculation unit 51C
If the target turning radius R obtained by the target steering angle calculation process is smaller than the minimum turning radius Rmin of the vehicle equipped with the present device, it is determined that parking is not possible, and otherwise, parking is possible.

Embodiment 5 FIG. FIG. 9 shows an example in which a parking assist device according to Embodiment 5 of the present invention is mounted on a vehicle equipped with an automatic transmission, and is a block diagram showing a schematic configuration thereof. FIG. 10 shows a functional diagram of the parking assist device. It is a functional block diagram showing a configuration.

In the fifth embodiment, as shown in FIG.
Basically, it is a combination of the second embodiment and the third embodiment, and is obtained by adding a turn signal circuit 19 to the configuration of the second embodiment of FIG.

More specifically, as shown in FIG. 10, the parking assist controller 5D of the fifth embodiment is different from the parking assist controller 5 of the second embodiment in that the target steering angle calculation section 51D has a first steering angle calculating section 51D.
In addition to calculating the target steering angle based on the outputs from the second peripheral obstacle detection sensors 1 and 3, it is determined whether the vehicle can be parked and whether a steering device such as a steering wheel needs to be turned back, and the turn signal is determined according to the determination result. The difference is that the lamp drive driver 57A is driven to control the turn signal circuit 19, but the other configuration and operation are almost the same as those of the second embodiment.

The target steering angle calculation section 51D constitutes the target steering amount calculation means, the parking permission / non-permission judgment means and the turning-back necessity judgment means of the present invention.
7A and the turn signal circuit 19 constitute the status notifying means of the present invention.

The target steering angle calculation section 51D specifically includes:
According to the flowchart of FIG. 29, it is determined whether parking is possible and whether the steering wheel needs to be turned back, and the determination operation will be described below with reference to FIG.

First, in step S41, it is determined whether the target turning radius R obtained by the target steering angle calculation processing is smaller than the minimum turning radius Rmin of the vehicle equipped with the present device, and R ≧ Rmi.
If n (No), it is determined that parking is possible in step S42, and then it is determined in step S43 that switching back is not necessary, and the process ends.

If R <Rmin in step S41 (Yes), the flow advances to step S44 to calculate the width L of the area in front of the parking space (see FIG. 30). Then, in step S45, the width L becomes smaller than the predetermined width Lr. Determine if it is smaller. If the result of this determination is L <Lr, step S4
In step S47, it is determined that parking is not possible. In step S47, it is determined that steering wheel turning is not necessary, and the process is terminated. When the determination result of step S45 is L ≧ Lr, step S45
Proceeding to 48, it is determined that parking is possible, and then step S49
Determines that it is necessary to switch back the handle and ends the processing.

The turn signal lamp driving driver 57A is
In response to the parking permission / non-permission judgment signal and the turning-back necessity judgment signal from the target steering angle calculation section 51D, when parking is not possible, the turn signal lamp drive output is turned on and the turn signal lamp 3 is turned on.
1 to 33 and 39 to 41 are all turned on. When switching is required, the turn signal lamp drive output is periodically turned on / off to turn the turn signal lamps 31 to 33,
39 to 41 are all turned on and off. In this way, the driver can confirm that the vehicle cannot be parked from the driver's seat or outside the vehicle, or that the steering wheel needs to be turned back. In addition, turn signal lamps 31 to 3
3, 39 to 41, the difference between the lighting states (lighting and blinking) makes it possible to confirm which state.

Embodiment 6 FIG. FIG. 11 shows an example in which a parking assist device according to Embodiment 6 of the present invention is mounted on a vehicle equipped with an automatic transmission. FIG. 11 is a block diagram showing a schematic configuration thereof, and FIG. It is a functional block diagram showing a configuration.

In the sixth embodiment, as shown in FIG. 11, the parking assist controller 5E determines whether parking is possible and whether turning of the steering wheel is necessary, and sends the determination result to the remote controller 11C via the remote controller communication unit 9C. Submit,
The second embodiment is different from the second embodiment in that the driver is notified from the remote controller 11C that parking is not possible and that the steering wheel needs to be turned back.
Is different from

As shown in FIG. 12, the parking assist controller 5 according to the sixth embodiment is different from the parking assist controller 5 according to the second embodiment in that the target steering angle calculation section 51E detects the first and second peripheral obstacles. In addition to calculating the target steering angle based on the outputs from the sensors 1 and 3, it is different in that it determines whether the vehicle can be parked and whether the steering wheel needs to be turned back, and transmits the determination result to the remote control communication unit 9C. However, other configurations and operations are almost the same as those of the second embodiment.

The target steering angle calculating section 51E constitutes the target steering amount calculating means, the parking possibility judging means and the turning necessity judging means of the present invention, and the remote control communication unit 9C transmits the data indicating the parking possibility to the remote controller. Of the present invention.

The target steering angle calculation unit 51 performs the same operation as in the fifth embodiment, as shown in the flowchart of FIG.
It determines whether the vehicle can be parked and whether the steering wheel needs to be turned back.

Further, the remote controller 11C receives a parking enable / disable and turn-over necessity determination signal from the parking assist controller 5E via the remote-control communication unit 9C, and indicates that parking has been disabled or that the steering wheel needs to be turned back. Is notified to the driver using means such as voice, vibration, display, and the like.

Embodiment 7 FIG. 13 shows an example in which a parking assist device according to Embodiment 7 of the present invention is mounted on a vehicle equipped with an automatic transmission, and is a block diagram showing a schematic configuration thereof, and FIG. 14 is a functional diagram of the parking assist device. It is a functional block diagram showing a configuration.

As shown in FIG. 13, the seventh embodiment includes a wheel rotation sensor 21 for detecting the rotation of a wheel.
The fifth embodiment is different from the first embodiment in that the parking assist controller 5F receives an output signal from the wheel rotation sensor 21 and controls the operation of the brake actuator 15. The wheel rotation sensor 21 outputs a pulse signal having a pulse number corresponding to the number of rotations of the wheel.

As shown in FIG. 14, the parking assist controller 5F of the seventh embodiment is different from the parking assist controller 5 of the first embodiment in that the target steering angle calculating section 51F is configured to detect the first and second peripheral obstacles. In addition to calculating the target steering angle based on the outputs from the sensors 1 and 3, it is determined whether or not the vehicle is parked, and the determination result is transmitted to the remote controller 11 via the remote controller communication unit 9D.
D, an output signal (pulse signal) from the wheel rotation sensor 21 and a driver retreat / stop instruction received from the remote control 11D via the remote control communication unit 9D, and a brake on / off command signal is generated. The present embodiment differs from the first embodiment in that a stop / reverse operation control processing unit 55A for outputting an operation to the brake actuator drive driver 54 to control the operation of the brake actuator 15 is provided. It is almost the same as

The target steering angle calculation section 51F constitutes the target steering amount calculation means and the parking possibility determination means of the present invention.
If the target turning radius R obtained in the target steering angle calculation processing in step S15 in FIG. 22 is smaller than the minimum turning radius Rmin of the vehicle equipped with the present device, it is determined that parking is not possible, and otherwise, parking is possible.

The remote controller 11D includes a reverse push button switch (not shown) for instructing the vehicle to move backward. Each time the reverse push button switch is pressed by the driver, the vehicle is moved backward by a predetermined distance. Later, it has a function to stop. Also, the remote controller 11D receives the parking possibility determination signal from the target steering angle calculation unit 51F via the remote controller communication unit 9D, and when parking is not possible,
Notify the driver using voice, vibration, display, or other means.

Next, the operation of the stop / reverse operation control processing section 55A will be described with reference to the flowchart of FIG. First, in step S51, based on an output signal from the automatic steering / manual steering switching unit 50, the stop / reverse operation control processing unit 55A determines whether automatic steering is being performed or manual steering is being performed. ), The process proceeds to step S52 to reset the retreat distance of the vehicle (set to zero), and then outputs a brake-on command signal to the brake actuator drive driver 54 in step S53 to end the process.

If automatic steering is being performed in step S51 (Yes), the flow advances to step S54 to determine whether a "stop instruction" has been received based on an output signal from the remote control communication unit 9D. If the result of this determination is “Yes”, the process proceeds to step S52 and step S53 sequentially,
The reverse distance of the vehicle is reset, a brake-on command signal is output to the brake actuator drive driver 54, and the process is terminated. On the other hand, if the decision result in the step S54 is "No", the process proceeds to a step S55 to "reverse instruction".
Is determined, the result of this determination is "No"
If so, the process proceeds to step S56, and it is determined whether or not a brake-on command signal has been output to the brake actuator driver 54. If the determination result is "yes", the process proceeds to step S52 and step S53 in order to end the process.

If the "reverse command" has not been received in step S55 (Yes), or if the brake-off command signal has been output in step S56 (No), the process proceeds to step S57, and the process proceeds to step S57. It is determined whether the retreat distance is greater than a specified value. If the determination result is “Yes”, the process proceeds to step S53 to end the process. If “No”, the process proceeds to step S58 to output a brake-off command signal to the brake actuator drive driver 54 and perform the process. Finish.

That is, the stop / reverse operation control processing unit 55
A receives the “reverse command” from the remote control communication unit 9D, outputs a brake-off command signal, and controls the brake actuator driving driver 54 to turn off the brake actuator 15. Then, when the vehicle retreats by a predetermined distance due to the creep phenomenon of the automatic transmission, a brake-on command signal is output, and the brake actuator driving driver 54 controls the brake actuator 15 to be turned on. The fact that the vehicle has retreated a predetermined distance is determined by counting the pulses input from the wheel rotation sensor 21.

Embodiment 8 FIG. FIG. 15 shows an example in which the parking assist device according to the eighth embodiment of the present invention is mounted on a vehicle equipped with an automatic transmission, and is a block diagram showing a schematic configuration thereof, and FIG. 16 is a functional diagram of the parking assist device. It is a functional block diagram showing a configuration. The eighth embodiment is basically a combination of the second embodiment and the seventh embodiment, as shown in FIG.

As shown in FIG. 16, the parking assist controller 5G of the eighth embodiment is different from the parking assist controller 5G of the second embodiment in that the target steering angle calculating section 51G has a first and second peripheral obstacle detection. In addition to calculating the target steering angle based on the outputs from the sensors 1 and 3, it is determined whether the vehicle can be parked and whether the steering wheel needs to be turned back, and the determination result is transmitted to the remote controller 11E via the remote controller communication unit 9E. , And an output signal (pulse signal) from the wheel rotation sensor 21 and a driver's forward / reverse / stop instruction received from the remote controller 11E via the remote controller communication unit 9E, and the brake on / off command signal is transmitted to the brake actuator. A difference is that a forward / stop / reverse operation control processing unit 55B for outputting to the driver 54 and controlling the operation of the brake actuator 15 is provided. It is, but other structures and functions are substantially the same as that of the second embodiment. The target steering angle calculation unit 51G constitutes a target steering amount calculation unit, a parking possibility determination unit, and a switchback necessity determination unit of the present invention.
The stop / reverse operation control processing unit 55B constitutes operation control means of the present invention, and the remote control communication unit 9E constitutes status notification means of the present invention. In addition, the determination of parking impossible / parking possible by the target steering angle calculation unit 51G is performed in the same manner as in the seventh embodiment.

The remote controller 11E receives the parking permission / non-permission judgment signal and the turning back necessity judgment signal from the target steering angle calculating unit 51G via the remote control communication unit 9E, and performs the operation when the parking is impossible or the turning back of the steering wheel is necessary. Informs the driver using voice, vibration, display, or other means.

Further, the remote controller 11E is provided with a backward push button switch for instructing backward movement and a forward push button switch for instructing forward movement. The forward / stop / reverse operation control processing unit 55B controls the forward movement of the remote controller 11E. After moving the vehicle forward or backward by a predetermined distance each time the use or reverse push button switch is pressed by the driver,
Has a function to stop.

Next, the forward / stop / reverse operation control processing section 5
The operation of 5B will be described with reference to the flowchart of FIG. In FIG. 32, the processes from step S51 to step S55, and steps S57 and S5
The processing of No. 8 is the same as the processing of the corresponding steps of the seventh embodiment, and a description thereof will be omitted.

If it is determined in step S54 that a "stop instruction" has been received (YES), the flow advances to steps S52 and S53 to reset the retreat distance and output a brake-on command signal. To finish the process.

On the other hand, if it is determined in step S54 that the "stop instruction" has not been received (No), the flow advances to step S60 to determine whether a brake-on command signal has been output to the brake actuator driver 54. Determine whether or not. If the result of this determination is "No", the flow proceeds to step S55, and it is determined whether a "reverse instruction" has been received. If the result of this determination is "No", the flow proceeds to step S56.

On the other hand, if the decision result in the step S55 is "Yes", the process proceeds to a step S61 to determine from the shift range signal whether the shift range is in the "reverse" position,
If "yes", the process proceeds to step S57, and if "no", the process proceeds to step S62. In step S62, it is determined whether a brake-on command signal is output. If "No", the process proceeds to step S52. If "Yes", the shift range is set to the "reverse" position in step S63. The process proceeds to step S57.

If it is determined in step S60 that the "forward command" has been received (Yes), step S64 is executed.
Then, it is determined from the shift range signal whether the shift range is the "forward" position. If the result of this determination is "Yes", the operation proceeds to step S57, and if "No", the operation proceeds to step S65 to determine whether a brake-on command signal has been output. If this determination is "No", the flow proceeds to step S52, and if "Yes", the flow proceeds to step S6.
The program proceeds to step S6, where the shift range is set to the "forward" position, and the procedure proceeds to step S57.

That is, when the forward / stop / reverse operation control processing unit 55B receives the “forward instruction” from the remote control communication unit 9E, it sets the shift range to the “forward” position and outputs a brake-off command signal. The brake actuator drive driver 54 controls the brake actuator 15 to be turned off. Further, upon receiving a "reverse instruction" from the remote control communication unit 9E, the shift range is set to the "reverse" position, a brake off command signal is output, and the brake actuator drive driver 54 controls the brake actuator 15 to turn off. I do. When the vehicle moves a specified distance due to the creep phenomenon of the automatic transmission, a brake-on command signal is output, and the brake actuator driver 54 controls the brake actuator 15 to be turned on. Further, the fact that the vehicle has moved the prescribed distance is determined by counting the pulses input from the wheel rotation sensor 21.

Embodiment 9 FIG. 17 is a functional block diagram showing an example in which the parking assist device according to Embodiment 9 of the present invention is mounted on a vehicle equipped with an automatic transmission, and is a functional configuration of the parking assist device. The schematic configuration of the ninth embodiment is similar to that of the eighth embodiment.
15 is the same as that of FIG.

In the ninth embodiment, as shown in FIG. 17, a target steering angle calculating section 51 of a parking assist controller 5H is used.
H determines the risk of collision with another object of the vehicle, and the forward / stop / reverse operation control processing unit 55C controls the brake actuator 15 and the shift range setting actuator 17 based on the result of the determination of the risk of collision. (Ie, the greater the risk of vehicle collision, the more remote control 1
(1) setting a predetermined distance for moving forward or backward when the forward or backward push button switch is pressed by the driver to be short) so as to prevent collision with another object; Except for this point, the configuration and operation of the ninth embodiment are the same as those of the eighth embodiment. The target steering angle calculating section 51H constitutes the target steering amount calculating means, the parking possibility determining means, the turning necessity determining means and the collision risk determining means of the present invention, and the remote control communication unit 9E is the status notifying means of the present invention. Is configured.

The collision risk determining process of the target steering angle calculation section 51H will be described below.
H, a parameter representing the degree of danger of collision, from the peripheral obstacle detection data output from the first and second peripheral obstacle detection sensors 1 and 3, from the peripheral obstacles whose distance from the own vehicle is the shortest And determine this as the collision risk distance. Further, a value obtained by multiplying the collision risk distance obtained in this way by a predetermined coefficient (about 0.8) is used as a progressive distance instruction value L.
Output as f. In addition, the forward / stop / reverse operation control processing unit 55C is configured to forward / stop from the remote control communication unit 9E.
Based on the stop / reverse instruction, the brake actuator 15 and the shift range setting actuator 17 are controlled via the brake actuator driving driver 54 and the shift range setting actuator driving driver 56 in the same manner as in the eighth embodiment, so that the vehicle moves gradually. Distance indication value Lf
Stop the vehicle when it has just moved.

That is, when the forward / stop / reverse operation control processing unit 55C receives the “forward command” from the remote control communication unit 9E, it sets the shift range to the “forward” position and outputs a brake-off command signal. The brake actuator drive driver 54 controls the brake actuator 15 to be turned off. Further, upon receiving a "reverse instruction" from the remote control communication unit 9E, the shift range is set to the "reverse" position, a brake off command signal is output, and the brake actuator drive driver 54 controls the brake actuator 15 to turn off. I do. Then, when the vehicle moves by the progressive distance instruction value Lf due to the creep phenomenon of the automatic transmission, a brake-on command signal is output, and the brake actuator driving driver 54 controls the brake actuator 15 to be turned on.

The maximum value of the collision danger distance is determined by the first and second collision distances.
By adding a process of limiting the maximum detection distance of the peripheral obstacle detection sensors 1 and 3, it is possible to prevent the vehicle from colliding with an obstacle outside the sensor detection range.

Embodiment 10 FIG. FIG. 18 shows an example in which the parking assist device according to Embodiment 10 of the present invention is mounted on a vehicle equipped with an automatic transmission.
FIG. 19 is a functional block diagram showing the functional configuration of the parking assist device.

The tenth embodiment is different from the embodiment shown in FIGS.
As shown in FIG.
1F is used to instruct the forward / reverse / stop and parking position correction of the vehicle input by the driver, and the forward / reverse / stop / right correction / left correction instruction transmitted from the remote controller 11F is transmitted by remote control communication. It is inputted to the parking assist controller 5I via the unit 9F, and the target steering angle calculation unit 5
1I is that the first embodiment performs the target steering angle calculation processing in accordance with a target steering angle correction instruction from the remote controller 11F, in addition to the parking feasibility determination processing, the switching necessity determination processing, and the collision risk determination processing. 9 is different.

Hereinafter, the target steering angle calculation processing performed by the target steering angle calculation unit 51I of the tenth embodiment will be described.
This will be described with reference to FIGS. First, as already described in the first embodiment, based on the peripheral obstacle detection data output from the first and second peripheral obstacle detection sensors 1 and 3, the center line C of the parking space shown in FIG. The positional relationship between the parking position P at the opening of the space and the host vehicle O is determined.

Next, the steering angle required to guide the host vehicle into the parking space is obtained from the positional relationship thus obtained in accordance with the procedure shown in the flowchart of FIG. 33, and is output as the target steering angle. .

Hereinafter, the target steering angle calculation processing will be described with reference to the flowchart of FIG. First, step S7
In FIG. 34, as shown in FIG. 34, every time a target steering angle correction instruction is input from the remote control communication unit 9F, the driver instructs the center line C of the parking space calculated by the driver in accordance with the instruction content. It has been to increase or decrease the correction value L _C. At this time, the driver calculates the center line C of the parking space and the center line C ′ of the actual parking space, which are calculated from the movement of the own vehicle actually seen by the driver and the positional relationship between the own vehicle and the parking space. It predicts the deviation between inputs to the remote controller 11F the deviation amount as a correction value L _C. Then, in step S72, the determining the center line C of the parking space 'obtained by correcting the parking position P of the opening of the parking space the parking position P' corrected centerline C in accordance with the correction value L _C. In step S73, the intersection I '(see FIG. 35) of the center line y of the host vehicle and the corrected center line C' of the parking space is obtained, and in step S74, the length of the line segment P'I '(see FIG. 36). Ask for. Next, in step S75, the length of the line segment P'I 'is compared with the length of the line segment OI'. If OI '>P'I' (Yes), the process proceeds to step S76, where OI'≤P If "I" (No), the process proceeds to step S77. If the coordinate system as shown in FIG. 36 is used, the length of the line segment OI ′ can be easily obtained because the value of the y-coordinate becomes the desired length as it is. In step S76, the target steering angle is set so that the vehicle goes straight ahead, and the straight running state is maintained until the vehicle moves to the position Q (see FIG. 36) where P′I ′ <OI ′.
On the other hand, in step S77, as shown in FIG. 37, the radius R of a circle that is in contact with the vehicle center line y at the own vehicle position O and that is in contact with the corrected parking space center line C ′ is calculated, and the target turning radius is calculated. I do. Next, in step S78, the target steering angle at which the target turning radius obtained in step S77 is obtained is set, and the process ends.

[0095]

As described above, the parking assist device according to the present invention comprises a target steering amount calculating means for obtaining a steering amount necessary for parking a vehicle in a parking space or a target steering amount representing a steering position. Automatic steering means for operating the actual steering amount or the actual steering amount representing the steering position of the vehicle so as to match the target steering amount, a remote controller for instructing retreat and stop of the vehicle, and Since the vehicle is provided with driving control means for reversing and stopping the vehicle, by automatically performing the steering of the vehicle by the automatic steering means, the steering operation by the remote control is not required, and the driver does not need to be used to the remote control operation. The vehicle can be guided to the parking space and parked by a simple operation of only retreating and stopping.

Further, if the remote control has a function of instructing the vehicle to move forward in addition to the backward and stop of the vehicle, the remote control can instruct the vehicle to move forward, backward, and stop, thereby performing the switching operation. Including parking operation becomes possible.

[0097] Further, parking permission / non-permission judging means for judging whether or not parking is possible from the positional relationship between the vehicle and the parking space, and the positional relationship between the vehicle and peripheral obstacles around the vehicle, and wherein the parking permission / non-permission judgment means determines that parking is impossible. By providing a status notification unit that notifies the driver that parking is impossible when
It is possible to prevent the driver from continuing the operation unnecessarily in a state where parking is impossible.

Further, the status notifying means for notifying the driver that parking is impossible can be performed by flashing a blinker of the vehicle to notify the driver, thereby providing the driver with no new display device. Since it is possible to notify the driver that the vehicle cannot be parked, the design of the vehicle can be kept intact and the configuration can be reduced.

The status notifying means for notifying the driver that parking is impossible is provided by a status transmitting means for transmitting data indicating whether parking is possible to the remote controller, and a voice or screen when receiving data indicating that parking is impossible. Display, a remote control having a function of notifying the driver by vibration, etc., by providing a remote control in hand of the driver as the notification means, compared with the case of using the notification means provided in the vehicle Thus, the driver can more easily recognize that the vehicle is in a situation where parking is impossible.

Further, a switching necessity judging means for judging the necessity of a turning operation of a steering device based on a positional relationship between the vehicle and the parking space and a positional relationship between the vehicle and a peripheral obstacle around the vehicle, When the means determines that the turning operation of the steering device is necessary, a situation notification unit that notifies the driver that the turning operation of the steering device is necessary,
Is provided, it is possible to prevent the driver from continuing to operate unnecessarily and falling into a situation where parking is impossible in a state where the steering device needs to be turned back.

Further, the status notifying means for notifying the driver of the necessity of the turning operation of the steering device is provided by blinking a blinker of the vehicle to notify the driver.
Since it is possible to notify the driver of the necessity of switching back without providing a new display device, the design of the vehicle can be reduced without affecting the design of the vehicle.

Further, the status notifying means for notifying the driver that the steering device needs to be turned back, the status notifying means for transmitting data indicating whether or not the turning operation of the steering device is necessary to the remote controller, Remote control having a function of notifying the driver by voice, screen display, vibration, and the like to the driver when receiving data indicating that switching is required, by providing a remote control at hand of the driver The notification means can be used as the notification means, so that the driver can more easily recognize that the steering device needs to be turned back as compared with the case where the notification means provided on the vehicle is used.

Further, parking availability determination means for determining availability of parking based on the positional relationship between the vehicle and the parking space, and the positional relationship between the vehicle and surrounding obstacles around the vehicle, and Turning on / off the turn signal of the vehicle based on the determination result of the switching necessity determining means for determining the necessity of the switching operation of the steering device from the positional relationship of the surrounding obstacles, and the determination results of the parking possibility determination means and the switching necessity determination means; And a situation notifying means for notifying the driver of the difference between the blinking pattern of the blinker when notifying that parking is not possible and the blinking pattern of the blinker when notifying that switching of the steering device is necessary are different. By using a pattern, you can be notified both when parking is impossible and when it is necessary to switch the steering system. Even when performed using winker lamps, since the driver can easily distinguish the situation, it is not necessary to provide a means of distinguishing the two, it can be made more inexpensive structure.

Also, the remote controller for instructing the vehicle to move backward and stop includes a reverse push button switch for instructing the vehicle to move backward. By having the function of stopping the vehicle after moving backward by a predetermined distance each time the driver presses it, the driver can inadvertently press the remote control backward push button switch,
The runaway of the vehicle can be prevented when the operation control means cannot shift from the retreat state to the stop state due to communication failure of the remote controller.

Further, the remote controller for instructing the vehicle to move forward, backward and stop includes a reverse push button switch for instructing reverse and a forward push button switch for instructing forward movement. When the forward or backward push button switch is pushed by the driver, the vehicle is moved forward or backward by a predetermined distance, and then the vehicle is stopped. When the forward push button switch or the reverse push button switch is pressed, or when the operation control means cannot shift from the forward state or the backward state to the stop state due to the inability to communicate with the remote controller, the vehicle may not run away. Can be prevented.

Furthermore, when the driver presses the forward or backward push button switch, the longer the distance traveled by one time, the higher the possibility that the vehicle will contact the surrounding obstacle, so the distance traveled by one time Must be limited to some length. However, when there is no obstacle around the vehicle or when there is a low possibility that the vehicle will make contact with the vehicle, there is no possibility that the vehicle will contact the surrounding obstacle even if the distance traveled at one time is long. Therefore, according to the present invention, there is provided a means for determining a danger of collision between the vehicle and an obstacle around the vehicle, and as the danger of collision of the vehicle increases, the remote control pushes forward or backward. Means for setting a short predetermined distance to advance or reverse when the button switch is pressed by the driver, so that when the collision danger is small by changing the distance traveled according to the collision danger. By making it possible to increase the distance to advance once, the number of driver operations required for parking the vehicle can be reduced.

Further, the remote controller has a function of inputting an instruction for correcting the target steering amount, and the parking assist device further includes means for correcting the target steering amount in accordance with the correction instruction. Can correct the traveling direction of the vehicle according to the driver's judgment.
It is possible to finely adjust the parking position according to the driver's preference.

[Brief description of the drawings]

FIG. 1 is a block diagram illustrating a schematic configuration of a vehicle including an automatic transmission to which a parking assist device according to a first embodiment of the present invention is applied.

FIG. 2 is a functional block diagram illustrating a functional configuration of the parking assist device according to the first embodiment.

FIG. 3 is a block diagram illustrating a schematic configuration of a vehicle equipped with an automatic transmission to which a parking assist device according to a second embodiment of the present invention is applied.

FIG. 4 is a functional block diagram illustrating a functional configuration of a parking assist device according to a second embodiment.

FIG. 5 is a block diagram illustrating a schematic configuration of a vehicle including an automatic transmission to which a parking assist device according to a third embodiment of the present invention is applied.

FIG. 6 is a functional block diagram illustrating a functional configuration of a parking assist device according to a third embodiment.

FIG. 7 is a block diagram illustrating a schematic configuration of a vehicle equipped with an automatic transmission to which a parking assist device according to a fourth embodiment of the present invention is applied.

FIG. 8 is a functional block diagram illustrating a functional configuration of a parking assist device according to a fourth embodiment.

FIG. 9 is a block diagram illustrating a schematic configuration of a vehicle including an automatic transmission to which a parking assist device according to a fifth embodiment of the present invention is applied.

FIG. 10 is a functional block diagram illustrating a functional configuration of a parking assist device according to a fifth embodiment.

FIG. 11 is a block diagram illustrating a schematic configuration of a vehicle including an automatic transmission to which a parking assist device according to a sixth embodiment of the present invention is applied.

FIG. 12 is a functional block diagram illustrating a functional configuration of a parking assist device according to a sixth embodiment.

FIG. 13 is a block diagram illustrating a schematic configuration of a vehicle equipped with an automatic transmission to which a parking assist device according to a seventh embodiment of the present invention is applied.

FIG. 14 is a functional block diagram illustrating a functional configuration of a parking assist device according to a seventh embodiment.

FIG. 15 is a block diagram illustrating a schematic configuration of a vehicle including an automatic transmission to which a parking assist device according to an eighth embodiment of the present invention is applied.

FIG. 16 is a functional block diagram illustrating a functional configuration of a parking assist device according to an eighth embodiment.

FIG. 17 is a block diagram illustrating a schematic configuration of a parking assist device according to Embodiment 9 of the present invention.

FIG. 18 is a block diagram illustrating a schematic configuration of a vehicle including an automatic transmission to which the parking assist device according to Embodiment 10 of the present invention is applied.

FIG. 19 is a functional block diagram showing a functional configuration of a parking assist device according to a tenth embodiment.

FIG. 20 is a flowchart illustrating an operation of the parking assist device according to the first embodiment.

FIG. 21 is a diagram illustrating a target steering angle calculation process performed by a target steering angle calculation unit according to the first embodiment.

FIG. 22 is a flowchart illustrating an operation of the parking assist device according to the first embodiment.

FIG. 23 is a diagram showing an intersection point I of a center line y of the vehicle and a center line C of the parking space, a length of a line segment PI, and a length of a line segment OI.

FIG. 24 is a diagram for describing target steering angle calculation processing performed by the target steering angle calculation unit according to the first embodiment.

FIG. 25 is a diagram illustrating a target steering angle calculation process performed by the target steering angle calculation unit according to the first embodiment.

FIG. 26 is a flowchart illustrating an operation of the parking assist device according to the second embodiment.

FIG. 27 is a flowchart illustrating an operation of a forward / stop / reverse operation control processing unit according to the second embodiment.

FIG. 28 is a circuit diagram of a turn signal circuit.

FIG. 29 is a flowchart illustrating an operation of the parking assist device according to the fifth embodiment.

FIG. 30 is a diagram for explaining the determination as to whether parking is possible and whether turning back of the steering wheel is necessary or not according to the flowchart of FIG. 29;

FIG. 31 is a flowchart illustrating an operation of a stop / retreat operation control processing unit according to the seventh embodiment.

FIG. 32 is a flowchart illustrating an operation of a forward / stop / reverse operation control processing unit according to the eighth embodiment.

FIG. 33 is a flowchart illustrating a target steering angle calculation process performed by a target steering angle calculation unit according to the tenth embodiment.

FIG. 34 is a diagram for describing target steering angle calculation processing according to the tenth embodiment.

FIG. 35 is a diagram for describing target steering angle calculation processing according to the tenth embodiment.

FIG. 36 is a diagram for describing target steering angle calculation processing according to the tenth embodiment.

FIG. 37 is a diagram illustrating a target steering angle calculation process according to the tenth embodiment.

[Explanation of symbols]

1, 3 First and second peripheral obstacle detection sensors, 5 to 5
I parking assist controller, 7 steering angle sensor, 9-9
F remote control communication unit, 11-11F remote control,
13 Steering actuator, 15 Brake actuator, 17 Shift range setting actuator, 19
Turn signal circuit, 21 wheel rotation sensor, 31 left turn signal lamp in instrument panel, 32 front left turn signal lamp, 33 left rear turn signal lamp, 34 power supply, 35 diode, 36 transistor, 37 turn signal lever switch, 38 flasher circuit, 39 right turn signal lamp in instrument panel , 40 Right front turn signal lamp,
41 Rear right turn signal lamp, 42 Diode, 50
Automatic steering / manual steering switching section, 51-51I target steering angle calculation section, 52 steering angle control section, 53 steering actuator drive driver, 54 brake actuator drive driver, 55, 55B, 55C forward / stop / reverse operation control processing section, 55A Stop / reverse operation control processing unit, 5
6 Shift range setting actuator drive driver, 5
7, 57A Turn signal lamp drive driver.

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Claims (13)

[Claims] 1. A target steering amount calculating means for obtaining a target steering amount representing a steering amount or a steering position necessary for parking a vehicle in a parking space, and an actual steering of the vehicle so as to coincide with the target steering amount. Automatic steering means for operating an actual steering amount representing a steering amount or a steering position; a remote controller for instructing the vehicle to retreat and stop; and a driving control means for retreating and stopping the vehicle in accordance with instructions from the remote controller. A parking assist device characterized by the above-mentioned. 2. The parking assist device according to claim 1, wherein the remote controller has a function of instructing the vehicle to move forward in addition to the backward and stop of the vehicle. 3. A parking availability determination unit that determines availability of parking based on a positional relationship between the vehicle and the parking space and a positional relationship between the vehicle and surrounding obstacles around the vehicle, and the parking availability determination unit determines that parking is not possible. The parking assist device according to claim 1 or 2, further comprising: a status notifying unit that notifies the driver that parking is impossible when the vehicle is turned off. 4. The parking assist device according to claim 3, wherein the status notifying means for notifying the driver that parking is impossible notifies a driver by blinking a blinker of the vehicle. 5. The status notification means for notifying a driver of parking impossibility, a status transmission means for transmitting data indicating whether parking is possible to the remote controller, and a voice and a screen when receiving data indicating parking impossibility. The parking assist device according to claim 3, further comprising: a remote controller having a function of notifying a driver by display, vibration, or the like. 6. A switching necessity determining means for determining whether switching operation of a steering device is necessary based on a positional relationship between the vehicle and the parking space and a positional relationship between the vehicle and surrounding obstacles around the vehicle, and the switching necessity determination. The parking assist device according to claim 2, further comprising: status notification means for notifying a driver that the steering device needs to be turned back when the means determines that the steering device needs to be turned back. 7. The parking assistance according to claim 6, wherein the status notifying means for notifying the driver of the necessity of the turning operation of the steering device notifies the driver by blinking a blinker of the vehicle. apparatus. 8. The status notification means for notifying the driver that the steering device needs to be turned back, the status notification means for transmitting data indicating whether or not the turning operation of the steering device is necessary to the remote controller, 7. The parking system according to claim 6, further comprising: a remote controller having a function of notifying the driver of the driver by voice, screen display, vibration, or the like when receiving data indicating that switching back is required. Auxiliary equipment. 9. A parking availability determination unit that determines availability of parking based on a positional relationship between the vehicle and the parking space and a positional relationship between the vehicle and surrounding obstacles around the vehicle, and the vehicle, the parking space, and the vehicle. A turn-over necessity determining unit that determines whether a turn-over operation of a steering device is necessary or not from the positional relationship of the surrounding obstacles, and a determination result of the parking feasibility determining unit and the turn-back necessity determining unit, and blinking the turn signal of the vehicle. And a situation notifying means for notifying the driver of the following: a blinking pattern of the turn signal when notifying that parking is not possible and a blinking pattern of the turn signal when notifying that switching back is required are different. The parking assist device according to claim 2, characterized in that: 10. The remote control for instructing the vehicle to retreat and stop includes a reverse push button switch for instructing the vehicle to retreat, and the driving control means operates the reverse push button switch of the remote controller to operate. 2. The parking assist device according to claim 1, wherein the parking assist device has a function of stopping the vehicle after retreating the vehicle by a predetermined distance each time the vehicle is pressed. 11. The remote controller for instructing the vehicle to move forward, backward and stop includes a pushbutton switch for instructing reverse and a pushbutton switch for instructing forward, and the driving control means includes: After moving the vehicle forward or backward a predetermined distance each time the forward or backward push button switch of the above is pressed by the driver,
The parking assist device according to claim 2, further comprising a function of stopping the vehicle. 12. A means for determining a danger of collision between the vehicle and a peripheral obstacle around the vehicle, and the push-button switch for forward or backward movement of the remote control increases as the danger of collision of the vehicle increases. The parking assist device according to claim 10 or 11, further comprising: means for setting a predetermined distance to advance or reverse when the driver is pressed down, short. 13. The remote controller has a function of inputting an instruction for correcting the target steering amount, and the parking assist device further includes means for correcting the target steering amount in accordance with the correction instruction. The parking assist device according to claim 1 or 2, wherein: