JP2012056428A - Driving support device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To satisfactorily cope with a peripheral situation of one's own vehicle when retracted and started, and to reduce a driving burden of a driver, in particular, taking an outer wheel difference of the own vehicle into consideration.SOLUTION: This driving support device acquires, as directional information, a turning direction of the own vehicle 90 at the time when the own vehicle 90 accompanying a turn is retracted or started, sets an objective area for computing boundary information E expressing a boundary between a movable area of the vehicle 90 and an area where an obstacle 100 exists in each of both sides of the vehicle 90, based on the directional information, detects the obstacle 100 existing in the both sides of the vehicle 90, and computes the boundary information E in the objective area.

Description

  The present invention relates to a driving support device that supports driving operation when starting from garage parking.

  In order to reduce the burden on the driver when the vehicle is parked, a driving support device that supports the driving operation of the driver is known. In the case of parking in the garage, there are reverse parking in which the vehicle is parked by retreating to the parking section, and forward parking in which the vehicle is parked by moving forward with respect to the parking section. In general, the assistance by the driving assistance device is performed for the backward parking with respect to the parking section, and the forward parking is often not covered by the assistance. However, in the case of forward parking, it is necessary to reverse the vehicle when starting from the parking area. At this time, the driver needs to retreat while steering so that the left and right front ends of the vehicle that are difficult to see do not come into contact with the parked vehicle parked in the adjacent parking section due to the outer wheel difference. Japanese Patent Laying-Open No. 2008-290669 (Patent Document 1) discloses a start support device that reduces the burden of driving operation by a driver when starting to reverse from such a parking section. When the vehicle is parked, the starting support device stores the obstacle position information of the obstacle detected by the obstacle detection means in the storage device. Then, the start support device calculates a start route at the time of start of the vehicle so as to avoid the obstacle based on the obstacle position information stored in the storage device (paragraphs 4-8, FIG. 1, FIG. 7, etc.). ).

  This start support device can support a driving operation when starting to move backward from a state where the vehicle is parked in the garage by forward parking. However, information on obstacles adjacent to the host vehicle, for example, other parked vehicles, is not based on the reverse start but based on the past situation when the host vehicle parked forward. In other words, the parked vehicle that existed at the time of forward parking has already been issued when the vehicle is issued, has been replaced with another vehicle, or a new vehicle has been parked in an unoccupied area and has not been detected. May exist. Further, when the vehicle starts to move backward from a state where it is parked in the garage, a turn is generally involved. In this case, as described above, the route at the left and right front ends of the vehicle due to the outer wheel difference becomes the most problematic. This outer wheel difference appears at the front end on the side opposite to the turning direction, such as a right front end for left turn and a left front end for right turn. Therefore, the turning direction (shipping direction) is also important in driving support during reverse start.

JP 2008-290669 A

  In view of the above-described background, it is desired to realize driving assistance that can cope with the surrounding situation of the host vehicle at the time of starting backward and reduce the driving burden on the driver particularly considering the outer wheel difference of the host vehicle.

The characteristic configuration of the driving support device according to the present invention in view of the above problems is as follows.
A direction information acquisition unit for acquiring, as direction information, the turning direction of the vehicle at the time of backward start of the vehicle with turning;
A target area setting unit that sets a target area for calculating boundary information representing a boundary between an area where the vehicle is movable and an area where an obstacle exists on both sides of the vehicle, based on the direction information;
And a boundary information calculation unit that detects the obstacle present on both sides of the vehicle and calculates the boundary information in the target region.

  According to this characteristic configuration, the target area for calculating the boundary information between the area where the obstacle exists on both sides of the vehicle and the area where the vehicle can move is the direction information indicating the turning direction when the vehicle starts moving backward. Is set based on The places where contact with obstacles should be considered in the vehicle when starting backward are the rear end on the turn direction side and the front end on the opposite side to the turn direction. In particular, the front end is a point that passes most outside the turning radius due to a difference in the outer wheel of the vehicle, and in a general vehicle, it is a point that is difficult for a driver to visually confirm directly. In order to detect an obstacle over the entire periphery of the vehicle and calculate boundary information, a relatively high calculation load is required. However, according to this feature configuration, it is determined which side the rear end and the front end of the vehicle to consider is based on the direction in which the vehicle turns at the time of reverse start, and the target region is located on that side. Is set. Therefore, the target area for detecting the obstacle and calculating the boundary information is limited, and the calculation load is reduced. The obtained boundary information can be used by notifying means for notifying the driver of the presence of an obstacle, the distance between the vehicle and the obstacle, and the like. Further, it is possible to use a guide means for informing the driver of the steering operation amount and the like to guide the driving. Therefore, according to the present feature configuration, it is possible to satisfactorily cope with the surrounding conditions of the host vehicle at the time of starting backward, and particularly to support driving that reduces the driving burden on the driver in consideration of the outer wheel difference of the host vehicle.

  The driving support device according to the present invention may further include a route calculation unit that calculates a backward route that causes the vehicle to move backward with a turn without contacting the obstacle based on the direction information and the boundary information. Is preferred. For this reverse path, a guide means for informing the driver of the steering operation amount and the like to guide the driving can be used. By calculating a specific backward path, the guide means can perform a highly accurate guide. As a result, it is possible to cope with the surrounding conditions of the host vehicle when the vehicle starts to move backward, and in particular, driving assistance that reduces the driving burden on the driver in consideration of the outer wheel difference of the host vehicle.

  The driving support device according to the present invention further includes a self-position estimating unit that estimates a self-position based on a detection result of a sensor that detects a moving state of the vehicle, and when the vehicle starts to move backward from garage parking. In addition, it is preferable that an automatic steering control unit that controls the steering device of the vehicle based on the self-position and the backward traveling path until the vehicle assumes a predetermined leaving posture is preferable. By providing the automatic steering control unit, it is possible to greatly reduce the driving burden on the driver until the vehicle is released from the state where the vehicle is parked in the parking section.

  Further, the predetermined leaving posture of the driving support device according to the present invention is such that the direction in which the vehicle recedes straight from the parked posture is a leaving direction, and the region where the obstacle exists on the side opposite to the turning direction It is preferable that the posture is after the front end of the vehicle on the side opposite to the turning direction has passed through the boundary with the region where the vehicle can move in the exit direction. As described above, the front end of the vehicle on the side opposite to the turning direction is the point that passes the outermost side of the turning radius due to the difference between the outer wheels of the vehicle. In addition, this point is difficult for a general vehicle to be directly visually confirmed by a driver. If the front end has passed through the boundary between the area where the obstacle exists in this direction of the point and the area where the vehicle can move, that is, the movement range where the front end may contact the obstacle due to the difference in the outer ring, The driving operation with a high degree of difficulty is almost completed. Therefore, if automatic steering is performed until the vehicle is in this posture, the driving burden on the driver is greatly reduced.

  Alternatively, it is preferable that the predetermined leaving posture of the driving support device according to the present invention is a posture orthogonal to the posture in which the vehicle is parked. In a general garage parking, the vehicle is in a posture substantially perpendicular to the posture when passing through the passage. Therefore, when the automatic steering is performed until the vehicle is left from the garage parking until the vehicle is almost perpendicular to the parking state, the vehicle is positioned along the passage when the automatic steering is completed. As a result, after the completion of the automatic steering, the driver can move forward on the path as it is, and the driving burden on the driver is greatly reduced.

  In addition, the driving support device according to the present invention includes a captured image receiving unit that receives a captured image by an in-vehicle camera, and a self-position estimating unit that estimates a self-position based on a detection result of a sensor that detects a moving state of the vehicle. The boundary information calculation unit detects the obstacle based on at least two captured images captured at each of at least two points where the vehicle is separated by a predetermined distance and the self position of the point, It is preferable to calculate the boundary information. When obstacles are detected using the images captured by in-vehicle cameras, which are increasingly installed in vehicles, and boundary information is calculated, it is not necessary to install other sensors, etc., and the driving support device is configured at low cost. be able to. In general, in order to recognize a three-dimensional object using a captured image provided as a two-dimensional projected image, it is necessary to install cameras at at least two different places. However, it is not preferable in terms of cost to install many on-vehicle cameras. On the other hand, since the vehicle on which the vehicle-mounted camera is mounted is a moving body, the vehicle-mounted camera can provide captured images at at least two different places as the vehicle moves. Since the position of the in-vehicle camera when each captured image is captured can be specified by the self-position estimation unit, the boundary information calculation unit recognizes the three-dimensional object using the captured images captured at these different positions. Then, boundary information can be calculated.

A perspective view of a vehicle showing a partially cut-out vehicle Top view showing the shooting range of the camera Block diagram schematically showing an example of a system configuration of a vehicle The figure which shows an example of the relationship between the position of a shift lever, and the display screen of a monitor apparatus Block diagram schematically showing an example of the functional configuration of the driving support device The figure which shows an example of the display screen of the monitor apparatus at the time of driving assistance start The figure which shows an example of the display screen of the monitor apparatus at the time of parking in a garage The figure which shows an example of the display screen of the monitor apparatus at the time of leaving assistance Diagram showing the relationship between the turning direction and the target area Diagram explaining the principle of obstacle detection and boundary information calculation Diagram showing the relationship between the boundary information and the vehicle's reverse path

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the present embodiment, a driving support device (parking support device / periphery) that generates a bird's-eye view image in which the vehicle is looked down from above is displayed on a monitor device based on images taken by a plurality of cameras provided in the vehicle. (Monitoring device) will be described as an example. By using the bird's-eye view image, it is possible to provide driving assistance to the driver and monitoring assistance for obstacles around the vehicle. Therefore, the driving support device also functions as a parking support device and a surroundings monitoring device including support at the time of delivery. Hereinafter, embodiments of the driving support device of the present invention will be described using an example of performing driving support at the time of leaving in garage parking using an overhead image.

  A plurality of in-vehicle cameras 1 are installed in the vehicle 90. As shown in FIGS. 1 and 2, the rear portion of the vehicle 90, that is, the back door 91 is provided with a rear camera 1 a. A left side camera 1b is provided below the left side mirror 94 provided in the left front door 92, and a right side camera 1c is provided below the right side mirror 95 provided in the right front door 93. A front camera 1d is provided at the front of the vehicle 90. In the following description, these cameras 1a to 1d will be collectively referred to as a camera 1 (vehicle camera) as appropriate.

  The camera 1 uses a CCD (charge coupled device), CIS (CMOS image sensor), or other imaging device to capture a 15-30 frame per second two-dimensional image in time series, and digitally converts it into moving image data (captured image). Is a digital camera that outputs in real time. The camera 1 includes a wide angle lens. In particular, in the present embodiment, a viewing angle of 140 to 190 ° is ensured in the horizontal direction. The rear camera 1a and the front camera 1d have a depression angle of about 30 degrees on the optical axis and are installed in the vehicle 90, and can capture an area from the vehicle 90 to about 8 m. The left side camera 1b and the right side camera 1c are installed at the bottom of the side mirrors 94 and 95 with the optical axis facing downward, and a part of the side surface of the vehicle 90 and the road surface (ground) can be photographed.

  As shown in FIG. 3, an image photographed by the camera 1 can be displayed on the monitor device 4 via an image processing module 2 having a superimposing unit 2a, a graphic drawing unit 2b, a frame memory 2c, and the like. The two-dimensional image of each frame is stored in the frame memory 2c, and image processing or graphic superimposition can be performed for each frame. Further, the image processing module 2 combines the captured images captured by the plurality of cameras 1 to generate a combined image with a wider field of view, or generates a bird's-eye view image by converting the viewpoints of the captured image and the combined image. It is also possible to do.

  An overlapping area W (see FIG. 2) in the captured images of the two cameras is formed at the outer position of the front and rear corners of the vehicle 90, and image processing for making the boundary portion inconspicuous in the overlapping area W is performed. Thus, a composite image is generated. In addition, the viewpoint of the composite image is converted, and the appearance image (graphic image) of the roof of the vehicle 90 is superimposed on the image after the viewpoint conversion to generate an overhead image. The graphic image may be an illustration image that schematically or realistically represents the appearance of the roof of the vehicle 90, or may be a photographic image or a video image that actually captures the appearance of the roof of the vehicle 90. Needless to say, the viewpoints of the captured images of the single camera 1 may be converted, and the captured images of the plurality of cameras 1 whose viewpoints have been converted may be combined. Since image processing techniques related to the synthesis of a plurality of captured images and image viewpoint conversion are well known, detailed description thereof will be omitted. A drawing instruction to the graphic drawing unit 2b and a graphic superimposing instruction to the superimposing unit 2a are issued from a CPU (central processing unit) 5 described later.

  As the monitor device 4, for example, a monitor device of a navigation system is also used. As shown in FIG. 3, the monitor device 4 includes a display unit 4a, a touch panel 4b formed on the display unit 4a, and a speaker 4c. The display unit 4a displays a captured image of the camera 1 provided from the image processing module 2, a graphic image, a combined image obtained by combining them, and the like. As an example, the display unit 4a is configured by a liquid crystal display. The touch panel 4b is a pressure-sensitive or electrostatic instruction input device that is formed together with the display unit 4a and can output a contact position by a finger or the like as location data. FIG. 3 illustrates the case where the speaker 4c is provided in the monitor device 4, but the speaker 4c may be provided in another place such as the inside of the door. The speaker 4c outputs sound provided from the sound processing module 3 in accordance with an instruction from the CPU 5. Note that the CPU 5 may simply sound a notification sound via the buzzer 8. Although the touch panel 4b is used here as the instruction input device, the present invention is not limited to this. For example, a joystick or a push button may be used. Further, as long as it is a joystick, a resistance force as disclosed in JP 2010-128619 A may be applied.

  The CPU 5 performs advanced arithmetic processing such as image recognition and course prediction, and plays a central role in the driving support device 10. The CPU 5 executes various arithmetic processes using programs and parameters stored in the program memory 6. Further, the CPU 5 temporarily stores a captured image or the like in the work memory 7 as necessary, and executes the calculation. Here, an example in which the program memory 6 and the work memory 7 are memories different from the CPU 5 is shown, but they may be integrated in the same package as the CPU 5. The driving support device 10 is configured as a driving support ECU (electronic control unit) 9 together with a CPU 5, a memory, and other peripheral circuits. In this example, the CPU 5 is the core, but the driving support device 10 may be configured with another logical operation processor or logic circuit such as a DSP (digital signal processor) as the core.

The CPU 5 is communicably connected to various systems and sensors via an in-vehicle network denoted by reference numeral 50 in FIG. In the present embodiment, a CAN (controller area network) 50 is illustrated as an in-vehicle network. As shown in FIG. 1, the driving assistance device 10 (CPU 5) is connected to a power steering system 31 and a brake system 37 in the vehicle. Each of these systems is configured with an electronic circuit such as a CPU as a core, similar to the parking assist device 10, and is configured with an ECU configured with peripheral circuits as a core, similar to the driving support ECU 9.

  The power steering system 31 is an electric power steering (EPS) system or an SBW (steer-by-wire) system. In this system, assist torque can be applied to the steering wheel operated by the driver by the actuator 41. It is also possible to perform automatic steering by driving the steering wheel or steering wheel by the actuator 41. The brake system 37 has an anti lock braking system (ABS) that suppresses the locking of the brake, a skid prevention device (ESC: electronic stability control) that suppresses the skidding of the vehicle during cornering, and a brake assist that enhances the braking force. Electric brake system and BBW (brake-by-wire) system. This system can apply a braking force to the vehicle 90 via the actuator 47.

  In FIG. 3, as an example of various sensors, a steering sensor 21, a wheel speed sensor 23, a shift lever switch 25, and an accelerator sensor 29 are connected to the CAN 50. The steering sensor 21 is a sensor that detects the steering amount (rotation angle) of the steering wheel, and is configured using, for example, a Hall element. The driving support device 10 acquires the steering amount of the steering wheel by the driver and the steering amount during automatic steering from the steering sensor 21 and executes various controls.

  The wheel speed sensor 23 is a sensor that detects the amount of rotation of the wheel of the vehicle 90 and the number of rotations per unit time, and is configured using, for example, a Hall element. The driving support device 10 calculates the amount of movement of the vehicle 90 based on the information acquired from the wheel speed sensor 23 and executes various controls. The wheel speed sensor 23 may be provided in the brake system 37. The brake system 37 performs various controls by detecting a brake lock, an idle rotation of the wheel, a sign of skidding, and the like from the difference in rotation between the left and right wheels. When the wheel speed sensor 23 is provided in the brake system 37, the driving support device 10 acquires information via the brake system 37. The brake sensor 27 is a sensor that detects the amount of operation of the brake pedal, and the driving support device 10 acquires information via the brake system 37. For example, when the brake pedal is depressed during automatic steering, the driving support device 10 can perform control to interrupt or stop automatic steering because it is in an environment unfavorable for automatic steering.

  The shift lever switch 25 is a sensor or switch that detects the position of the shift lever, and is configured using a displacement sensor or the like. For example, when the shift is set to reverse, the driving support device 10 can start the support control, or can end the support control when the shift is changed from reverse to forward. Further, the torque sensor 22 that detects the operation torque to the steering wheel can detect whether or not the driver is holding the steering wheel. The driving support device 10 performs control for interrupting or canceling the automatic steering because the driver is strongly gripped to operate the steering wheel during the automatic steering because the driver is in an environment unfavorable for the automatic steering. Can do. Further, during automatic steering, creeping of the vehicle 90 by engine idling is generally used. Therefore, when the accelerator sensor 29 detects that the driver has operated the accelerator, the driving support device 10 can perform control to interrupt or stop the automatic steering because it is in an environment unfavorable for automatic steering. it can.

  The various systems and sensors shown in FIG. 3 and their connection forms are examples, and other configurations and connection forms may be employed. Further, as described above, the sensor may be directly connected to the CAN 50 or may be connected via various systems.

  In the present embodiment, as shown in FIG. 4, when the shift lever is at a position other than the reverse position, it is assumed that a navigation screen such as a map of the navigation system is constantly displayed on the monitor device 4. It is assumed that captured images of the front camera 1d, the left camera 1b, and the right camera 1c can be displayed by operating the touch button, the selection button, and the like. Of course, the photographed image of the rear camera 1a may be selectable here. On the other hand, when the shift lever is set to the reverse position, the navigation screen and the captured images of the cameras 1b, 1c, and 1d are automatically switched to the display of the captured image of the rear camera 1a. For example, at this time, the display image is switched to a captured image (referred to as a side view or a driver's view) of the rear camera 1a on which a guide line is superimposed. On this screen, a touch button capable of selecting another display image is displayed. When the driver operates the touch button, it is possible to change to the multi-view in which the top view and the top view and the side view are displayed together.

  FIG. 4 illustrates the case of reverse parking, which is general driving assistance, in which the vehicle 90 is moved backward with respect to the parking section and the garage is parked. Hereinafter, driving assistance when the vehicle 90 parked in the garage by the forward parking in which the vehicle is moved forward and parked with respect to the parking section will be taken out and the vehicle is left and taken out will be described using the top view screen as an example. In the following description, guide lines such as an expected trajectory line and a vehicle width extension line are not shown, but this does not prevent the guide lines from being displayed in driving assistance at the time of delivery.

  As shown in FIG. 5, the driving support device 10 that can execute the exit support includes a captured image receiving unit 11, a direction information acquisition unit 12, a target area setting unit 13, a boundary information calculation unit 14, and a course calculation unit. 15, a self-position estimating unit 16, and an automatic steering control unit 17. The captured image receiving unit 11 is a functional unit that receives an image captured by the camera 1. The direction information acquisition unit 12 is a functional unit that acquires, as direction information, the turning direction of the vehicle 90 when the vehicle 90 with a turn starts to move backward. The target area setting unit 13 is a functional unit that sets a target area for calculating boundary information between an area where the vehicle 90 can move and areas where obstacles exist on both the left and right sides of the vehicle 90 based on the direction information. is there. The boundary information calculation unit 14 is a functional unit that detects obstacles on both the left and right sides of the vehicle 90 and calculates boundary information in the target region. The course calculation unit 15 is a functional unit that calculates a backward path that causes the vehicle 90 to move backward with a turn without contacting an obstacle based on the direction information and the boundary information. The self-position estimating unit 16 is a functional unit that estimates the self-position of the vehicle 90 based on the detection result of the sensor that detects the moving state of the vehicle 90. The automatic steering control unit 17 controls the power steering system 31 (steering device) of the vehicle 90 based on the backward traveling path until the vehicle 90 assumes a predetermined leaving posture when the vehicle 90 starts moving backward from the garage parking. It is a functional part.

  Hereinafter, a specific example will be described. When the vehicle 90 is parked in the parking area by forward parking, when the driver sets the shift lever to reverse, the screen of the monitor device 4 is switched from the navigation screen to the screen based on the captured image as described above. . In the present embodiment, a touch button for starting parking assistance is displayed on this screen. Here, as shown in FIG. 6, “garage entry” and “column” can be selected. When “garage entry” is selected, touch buttons capable of selecting “parking assistance” and “cargo assistance” are displayed as shown in FIG. Here, when “shipping support” is selected, a touch button D for setting the turning direction is displayed as shown in FIG.

  In the present embodiment, an example will be described in which the vehicle is discharged with a turn in the right direction, that is, in the right direction in FIG. 8, and the turn direction is set so that the vehicle 90 faces the left direction in FIG. . Further, it is assumed that the parked vehicle 100 (101, 102) is parked on both the left and right sides of the vehicle 90 as an obstacle. The parked vehicles 100 on both sides of the vehicle 90 are displayed on the display image based on the images taken by the side cameras 1b and 1c. Of course, since it is not a photographed image from above the parked vehicle 100, it is often displayed on the display image in such a manner that part of the vehicle body, for example, the side surface is distorted. However, in this embodiment, in order to facilitate understanding of the gist of the invention of calculating boundary information, description will be made using an overhead image including the parked vehicle 100. Accordingly, the bird's-eye view images shown in FIGS. 6 to 11 may be virtual images that the parking support apparatus 10 uses only for the arithmetic processing, and the monitor device 4 displays a captured image of the rear camera 1a and other display images. May be.

  Here, the driver selects the support contents of “parking support” and “shipping support”, but the present invention is not limited to this. For example, the CPU 5 may automatically select “parking assistance” and “shipping assistance” based on the traveling state immediately before turning off the engine last time. Specifically, if the driving state immediately before turning off the previous engine is forward driving, it can be determined that the vehicle is forward-facing parking. Therefore, the driving state immediately before turning off the previous engine is forward driving, and driving after the engine is turned on this time. When the shift lever is set to reverse without doing so, the CPU 5 automatically selects “shipping support”. Whether or not the running state immediately before turning off the previous engine is forward running is determined by storing at least one of the position information of the shift lever and the detection information of the vehicle speed sensor immediately before turning off the previous engine. A method of determining based on information can be considered.

  As shown in FIG. 8, the touch button D for setting the turning direction displays D1 indicating turning in the right direction and D2 indicating turning in the left direction. In the present embodiment, the touch button D1 is selected by the driver in order to leave the store with turning in the right direction. As shown in FIG. 9, the display mode of the selected touch button D1 is changed, for example, the color changes or the brightness increases. The display mode of the touch button D2 on the side not selected at the same time may be changed such that the color becomes lighter or the luminance decreases. The driver's operation on the touch button D1 is transmitted to the driving support ECU 9 via the touch panel 4b. As described above, the driving support ECU 9 functioning as the direction information acquisition unit 12 acquires the turning direction of the vehicle 90 when the vehicle 90 accompanied by a turn starts moving backward as direction information.

  The driving assistance ECU 9 that has acquired the direction information then functions as the target region setting unit 13 and calculates boundary information between the region where the vehicle 90 can move and the region where obstacles exist on both the left and right sides of the vehicle 90. The target area is set based on the direction information. In the present embodiment, a case where boundary information is calculated using a captured image captured by the camera 1 will be described as an example. The driving support ECU 9 also functions as a photographed image receiving unit 11 that receives a photographed image by the camera 1. Although details will be described later, the boundary information calculation unit 14 detects an obstacle and calculates boundary information using a bird's-eye view image obtained by synthesizing the shot image and the shot image. Accordingly, the target area setting unit 13 sets a target area for the captured image or the overhead image.

  FIG. 9 illustrates the setting position of the target region T in the overhead view image. For convenience, the target area T is shown in FIG. 9, but the target area T need not be displayed on the display image of the monitor device 4. The target area T is information used in calculations by the boundary information calculation unit 14 such as image processing, and is not information that needs to be notified to the driver. In the vehicle 90 when starting backward, the places to be considered for contact with the parked vehicle 100 as an obstacle are the rear end (inner ring side rear end) 92 in the turning direction and the front end (outer ring side) opposite to the turning direction. Front end) 91. The front end 91 is a point that passes most outside the turning radius due to the difference in the outer wheel of the vehicle 90. In a general vehicle, it is a point where direct visual confirmation by a driver is difficult. The rear end 92 is a point that passes through the innermost side of the turning radius. Since the front end 91 and the rear end 92 corresponding to the turning direction are uniquely determined based on the direction information, the target region T for calculating the boundary information based on the direction information is set.

  For example, as shown in FIG. 9, the side opposite to the turning direction has a length substantially corresponding to the vehicle length of the vehicle 90 corresponding to the front end (outer ring side front end) 91 and parallel to the vehicle 90. Thus, the target area (outer ring side target area) T2 is set. Further, on the side in the turning direction side, corresponding to the rear end (inner ring side rear end) 92, the rear portion of the vehicle 90 has a length of about ½ to ¼ of the vehicle 90 and is parallel to the vehicle 90. The target area (inner ring side target area) T1 to be set is set.

  In the present embodiment, obstacles such as the parked vehicle 100 and boundary information with the obstacles are calculated using an image processing technique. Such an obstacle is a three-dimensional object, but the captured image is a two-dimensional image. For this reason, obstacles and boundary information are calculated using a known stereo technique based on at least two captured images captured at at least two points where the vehicle 90 is separated by a predetermined distance. In order to obtain captured images (or bird's-eye view images) at two points, the vehicle 90 moves a minute distance. In the present embodiment, since the vehicle 90 is to be released by retreating, the vehicle 90 is retreated by a minute distance. For example, after the delivery direction is set by the touch button D, it is preferable to prompt the driver to perform an operation by displaying a message such as “Please release the brakes and slightly reverse the vehicle” or by voice notification. The stop may be automatically stopped using the brake system 37, and the driver's operation may be urged by displaying a message such as “Please brake and stop the vehicle” or by voice notification.

  As described above, the vehicle 90 includes sensors that detect the behavior of the vehicle 90, such as the wheel speed sensor 23 and the steering sensor 21. The self-position estimation unit 16 configured in the driving support ECU 9 uses the known dead-reckoning technique or the like based on the detection results of these sensors that detect the movement state of the vehicle 90. Is estimated. Thereby, since the position where the captured image or the overhead image is obtained can be specified, obstacles and boundary information are calculated using images at two different known points. Since the target area T for calculating obstacles and boundary information is narrowed down by the target area setting unit 13, the calculation load on the boundary information calculation unit 14 is greatly reduced.

  The boundary information calculation unit 14 detects an obstacle existing on both sides of the vehicle 90 and calculates the boundary information E in the target region T. As shown in FIG. 10, the boundary information calculation part 14 detects the parked vehicle 100 (101,102) which exists in the both sides of the vehicle 90 as an obstruction, and calculates boundary information E (E1, E2). The boundary information E1 calculated in the inner ring side target area T1 is inner ring side boundary information, and the boundary information E2 calculated in the outer ring side target area T2 is outer ring side boundary information.

  The boundary information E is preferably defined on the world coordinates (reference coordinates) as representing a wall perpendicular to the road surface, for example. As one embodiment, when the boundary information E is calculated, the driver may be notified of the presence of an obstacle and the distance to the obstacle. The notification is performed by displaying a graphic or a message on the monitor device 4 and outputting sound or sound via the speaker 4 c or the buzzer 8. Hereinafter, although the embodiment for guiding the backward route will be described, the driving support device 10 does not necessarily have to calculate the backward route, and may have a function until the boundary information E is calculated.

  When the driving support device 10 guides the backward route, the route calculation unit 15 calculates a backward route that causes the vehicle 90 to move backward without making contact with an obstacle based on the direction information and the boundary information E. Since the steering direction is determined based on the direction information, the expected locus of the front end 91 of the vehicle 90 according to the steering angle can be calculated. As described above, the behavior of the vehicle 90 on the world coordinates can be calculated by the dead reckoning technique. Further, since the boundary information E is identified on the world coordinates, there is a reverse path in which the vehicle 90 can move backward with a turn without the front end 91 of the vehicle 90 coming into contact with the parked vehicle 102 as an obstacle due to an outer wheel difference. Calculated. At the same time, the backward traveling path is calculated as a path such that the rear end 92 of the vehicle 90 does not contact the parked vehicle 101 in the turning direction.

  As one aspect, the driving assistance device 10 guides the driving operation to the driver based on the calculated backward traveling path. For example, it is possible to guide the driving operation by voice such as “Release the brake and go back straight until there is a signal”, “Turn the steering wheel one turn to the right”. Further, along with such guidance, the predicted trajectory of the vehicle 90 may be displayed on the monitor device 4 to clearly indicate the relationship with the parked vehicle 100.

  Moreover, as another aspect, the driving assistance apparatus 10 can leave the vehicle 90 by automatic steering. As described above, the driving assistance device 10 includes the self-position estimating unit 16 that estimates the self-position based on the detection result of the sensor that detects the moving state of the vehicle 90. In the present embodiment, the driving support device 10 further includes an automatic steering control unit 17 that controls the steering device (power steering system 31) of the vehicle 90. The automatic steering control unit 17 controls the steering device of the vehicle 90 based on the calculated backward traveling path until the vehicle 90 assumes a predetermined leaving posture when the vehicle 90 starts moving backward from garage parking. At this time, the vehicle 90 moves backward by so-called creeping. When the vehicle 90 assumes a predetermined leaving posture, the driver may operate the brake to stop the vehicle 90 by a voice notification from the driving support device 10 or the like, or the driving support device 10 may stop the braking system. The vehicle 90 may be automatically stopped via 37.

  Here, as shown in the vehicle 90P and the vehicle 90R in FIG. 11, the predetermined leaving posture can be a posture in which the vehicle 90 is orthogonal to the parked posture. In general garage parking, the vehicle 90P parked in the parking section is in a substantially right angle with respect to the vehicle 90R when passing through the passage. Therefore, when the automatic steering is performed until the vehicle is left from the garage parking until the vehicle is almost perpendicular to the parking state, the vehicle 90R takes a posture along the passage when the automatic steering is completed. As a result, after completion of the automatic steering, the vehicle 90 can move forward in the path as it is, and the driving burden on the driver is greatly reduced.

  In addition, the predetermined leaving posture is such that the boundary between the area where the obstacle exists on the side opposite to the turning direction and the area where the vehicle 90 can move, and the front end of the vehicle 90 on the opposite side to the turning direction faces the leaving direction. It is also possible to assume a posture after the passage is completed. In FIG. 11, since the turning direction of the vehicle 90 is the right direction, the opposite side of the turning direction is the left direction of the vehicle 90, and the obstacle present in the left direction is the parked vehicle 102. The boundary between the area where the parked vehicle 102 exists and the area where the vehicle 90 exists is indicated by boundary information E2. In the example shown in FIG. 11, the front end of the vehicle 90 on the side opposite to the turning direction is a front end 91. The exit direction of the vehicle 90 indicates a direction in which the vehicle 90 recedes straight from the parked posture, and is downward in FIG. The boundary indicated by the boundary information E2 continues to the boundary end portion indicated by the symbol L in FIG. When the vehicle 90 moves in the exit direction beyond the boundary end portion L, there is almost no possibility that the front end 91 contacts the parked vehicle 102. Therefore, the posture after the front end 91 of the vehicle 90 reaches the boundary end portion L toward the exit direction and completes passing through the boundary end portion L can be set as a predetermined exit posture. For example, the vehicle 90Q in FIG. 11 indicates the vehicle 90 that has reached a predetermined delivery posture.

  As described above, the front end (outer ring side front end) 91 of the vehicle 90 on the side opposite to the turning direction passes most outside the turning radius due to the outer wheel difference of the vehicle 90. Further, it is difficult for the outer wheel side front end 91 to be directly visually confirmed by a driver in a general vehicle 90. If the outer ring side front end 91 passes through the boundary end portion L in the direction of exiting, the highly difficult driving operation at the time of exiting is almost completed. Therefore, if automatic steering is performed until the outer wheel side front end 91 of the vehicle 90 assumes a posture after passing through the boundary terminal portion L, the driving burden on the driver is greatly reduced. In other words, the predetermined exit posture is such that the outer ring side front end 91 faces the exit direction in the exit direction of the boundary end portion L which is the end in the exit direction of the boundary indicated by the outer ring side boundary information E2 calculated in the outer ring side target area T2. The posture after passing through.

  As described above, according to the present invention, it is possible to satisfactorily cope with the surrounding conditions of the host vehicle at the time of starting backward, and particularly to provide driving support that reduces the driving burden on the driver in consideration of the outer wheel difference of the host vehicle.

  In the description of the above-described embodiment, an example in which an obstacle is detected and boundary information is calculated based on an image captured by the camera 1 has been described. That is, the peripheral information indicating the surrounding situation of the vehicle 90 is image information, and a target area is set for the image information as the peripheral information, and the boundary information is calculated in the target area. However, the peripheral information is not limited to visual image information, and obstacle detection and boundary information calculation are not limited to image processing. Of course, other information may be used as peripheral information, and obstacle detection and boundary information calculation may also be performed using other methods.

  As described above, the vehicle 90 includes the clearance sonar 33. For example, by arranging a plurality of clearance sonars 33 on both side surfaces of the vehicle 90, an obstacle on the side of the vehicle 90 can be detected. Further, since the clearance sonar 33 can also measure the distance to the obstacle, the boundary information E as described above can be calculated based on the detection result of the clearance sonar 33. Note that it is possible to generate a known distance image using such a clearance sonar 33, and the boundary information E may be calculated by performing image processing on the distance image. Although an example in which a plurality of clearance sonars 33 are arranged on the side surface of the vehicle 90 is shown here, at least one scan type clearance sonar 33 may be arranged at the center of each side surface of the vehicle 90. .

1: Camera (on-vehicle camera)
1a: Rear camera (vehicle camera)
1b: Left side camera (vehicle camera)
1c: Right side camera (vehicle camera)
1d: Front camera (vehicle camera)
11: Captured image receiving unit 12: Direction information acquisition unit 13: Target region setting unit 14: Boundary information calculation unit 15: Course calculation unit 16: Self-position estimation unit 17: Automatic steering control unit 31: Power steering steering (steering device)
90: Vehicle 91: Outer wheel side front end (front end of vehicle opposite to turning direction)
100, 101, 102: Parked vehicle (obstacle)
E: Boundary information E1: Inner ring side boundary information (boundary information)
E2: Outer ring side boundary information (boundary information)
T: Target area T1: Inner ring side target area (target area)
T2: Outer ring side target area (target area)

Claims (6)

A direction information acquisition unit for acquiring, as direction information, the turning direction of the vehicle at the time of backward start of the vehicle with turning;
A target area setting unit that sets a target area for calculating boundary information representing a boundary between an area where the vehicle is movable and an area where an obstacle exists on both sides of the vehicle, based on the direction information;
A boundary information calculation unit that detects the obstacle present on both sides of the vehicle and calculates the boundary information in the target region;
A driving support apparatus comprising:   The driving support device according to claim 1, further comprising: a course computation unit that computes a backward course that causes the vehicle to move backward with a turn without contacting the obstacle based on the direction information and the boundary information. A self-position estimating unit that estimates a self-position based on a detection result of a sensor that detects a moving state of the vehicle;
An automatic steering control unit that controls the steering device of the vehicle based on the self-position and the backward traveling path until the vehicle assumes a predetermined leaving posture when the vehicle starts to reverse from garage parking. The driving support device according to claim 2.   The predetermined leaving posture is a boundary between a region where an obstacle exists and a region where the vehicle can move on the opposite side to the turning direction, with the direction in which the vehicle recedes straight from the parked posture as the leaving direction. The driving support device according to claim 3, wherein the driving support device is in a posture after the front end of the vehicle on the side opposite to the turning direction has completed passing in the exit direction.   The driving support device according to claim 3, wherein the predetermined leaving posture is a posture orthogonal to a posture in which the vehicle is parked. A captured image receiving unit that receives a captured image by an in-vehicle camera, and a self-position estimating unit that estimates a self-position based on a detection result of a sensor that detects a moving state of the vehicle,
The boundary information calculation unit detects the obstacle based on at least two captured images captured at at least two points separated by a predetermined distance from the vehicle and the self-position of the point, and the boundary information The driving support device according to any one of claims 1 to 5, wherein

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