JP2018034541A - Parking support method and parking support apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a parking support method and a parking support apparatus, which are capable of presenting an efficient route when parking a vehicle within a parking zone.SOLUTION: A parking support method includes: obtaining present position information of a vehicle V1 and surrounding environment information, and setting, in a parking zone R2, a passage target position Q2 that is a passage target of a reference position Q1 set in the vehicle V1; setting switch-back positions q1-q5 for the reference position Q1 to pass through the passage target position Q2 on the basis of the present position information of the vehicle V1; setting an auxiliary passage target position Q2-1 that is set by moving the passage target position Q2 toward a rear direction of the parking zone R2 in a case where the vehicle V1 is unable to reach the switch-back positions; and supporting the vehicle V1 to park on the basis of the auxiliary passage target position Q2-1.SELECTED DRAWING: Figure 5

Description

  The present invention relates to a parking assistance method and a parking assistance device.

  2. Description of the Related Art Conventionally, as a parking assistance device that performs parallel parking including a turn-back operation, for example, one disclosed in Patent Document 1 is known. Cited Document 1 discloses that when a vehicle is parked in a target parking area, the guidance route to the parking area is calculated while avoiding interference with obstacles around the parking area.

  Also, if the vehicle cannot be put into the parking area from the initial position by one turning operation, a plurality of turning operations, that is, the vehicle is moved backward, moved forward once, moved backward again, and moved to the parking area. It is described that a guidance route for entering a vehicle is calculated.

JP 2010-202010 A

  However, the above-described conventional example disclosed in Patent Document 1 only considers a route when the vehicle is moved backward from the current stop position. Therefore, the optimum turn-back position cannot be set, and an efficient route for parking the vehicle in the parking area has not been presented.

  The present invention has been made in order to solve such a conventional problem, and an object of the present invention is to provide a parking capable of presenting an efficient route when a vehicle is parked in a parking area. To provide a support method and a parking support device.

  In order to achieve the above object, the present invention acquires the current position information of the vehicle and the surrounding environment information, sets a passing target position, and sets a turn-back position for the vehicle reference position to pass the passing target position. . Furthermore, when the vehicle cannot reach the turn-back position, an auxiliary passing target position is set by moving the passing target position in the depth direction of the parking area.

  In the parking assistance method and the parking assistance device according to the present invention, it is possible to present an efficient route when the vehicle is parked in the parking area.

FIG. 1 is a block diagram showing a configuration of a parking assistance apparatus according to an embodiment of the present invention. FIG. 2 is a block diagram showing a detailed configuration of the parking assist apparatus according to the embodiment of the present invention. FIG. 3 is an explanatory diagram showing a vehicle to be parked, its surrounding roads, and a parking area. FIG. 4 is an explanatory diagram showing a turn-back position and a passing target position when the road width and depth are wide. FIG. 5 is an explanatory diagram showing the auxiliary turn-back position and the auxiliary passing target position when the road width and depth are narrow. FIG. 6 is an explanatory diagram illustrating a state where the vehicle reaches the auxiliary turn-back position. FIG. 7 is an explanatory diagram showing how the left side of the vehicle interferes with an obstacle when the vehicle is moved backward toward the auxiliary passing target position. FIG. 8 is an explanatory diagram showing an auxiliary turn-back position and a state in which the vehicle moves backward when the auxiliary passing target position is moved in the lateral direction. FIG. 9 is an explanatory diagram showing a state in which the vehicle moves backward from the final turn-back position and enters the parking area. FIG. 10 is a first partial diagram of a block diagram showing a processing procedure of the parking assistance apparatus according to the embodiment of the present invention. FIG. 11 is a second partial diagram of the block diagram showing the processing procedure of the parking assistance apparatus according to the embodiment of the present invention.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a block diagram illustrating a configuration of a parking assistance device and peripheral devices thereof according to an embodiment of the present invention. As shown in FIG. 1, a parking assistance device 100 according to this embodiment includes a space recognition sensor 11 that recognizes a space around a vehicle, a sensor information processing unit 12 that processes detection data of the space recognition sensor 11, and a parking space. And a parking support calculation unit 13 that performs calculation for support.

  An input interface 14, a parking lot database 15, and a wheel speed sensor 16 are connected to the parking support calculation unit 13. The parking lot database 15 is provided, for example, in parking lot facilities, and stores data for specifying a parking lot such as position and size.

  Further, the output of the parking assist calculation unit 13 is connected to the vehicle control ECU 18 and the image processing unit 19. A wheel speed sensor 16 and a steering angle sensor 17 are connected to the vehicle control ECU 18. The vehicle control ECU 18 is connected to an actuator 20 that controls steering, vehicle speed, and the like. The image processing unit 19 is connected to the display monitor 23.

  The parking assistance calculation unit 13 can be configured as an integrated computer including a central calculation unit (CPU), storage means such as a RAM, a ROM, and a hard disk.

  The space recognition sensor 11 is a sensor for detecting an obstacle existing around the vehicle, and for example, a laser range finder (LRF) can be used. The LRF irradiates an object with an infrared laser and measures the distance to the object based on the intensity of the reflected light. By measuring the LRF, the distance to the object can be acquired as point cloud information, and the point cloud information is output to the sensor information processing unit 12. As another example of the space recognition sensor 11, a clearance sonar using ultrasonic waves or a stereo camera having a pair of cameras can be used.

  And the parking assistance calculating part 13 sets the target parking position and attitude | position, and sets the target travel route using the various information etc. which were input, and transmits target route information to vehicle control ECU18. The vehicle control ECU 18 drives each actuator 20 in driving / braking and turning of the vehicle.

  FIG. 2 is a block diagram illustrating detailed configurations of the sensor information processing unit 12 and the parking support calculation unit 13. As shown in FIG. 2, the sensor information processing unit 12 includes a road boundary estimation unit 21 and a travelable range estimation unit 22.

  The track boundary estimation unit 21 acquires ambient environment information based on the point cloud information output from the space recognition sensor 11. Specifically, a road boundary that is a boundary between a region where the vehicle can travel and a region where the vehicle cannot travel is specified. In addition, the travelable range estimation unit 22 identifies the travelable range. Furthermore, the space which can be parked around the vehicle is specified based on the point cloud information.

  For example, as shown in FIG. 3, when a passenger of a vehicle V1 parked on the road R1 parks the vehicle V1 in parallel in a parking area R2 facing the road R1, the runway boundary L1 of the vehicle V1, L2 is detected. The road boundary L1 in the road width direction can be acquired by measuring the road width H1. Further, the road boundary L2 in the depth direction of the road can be acquired by measuring the depth distance H2. It can be recognized that the vehicle V1 cannot move beyond the road boundary L1 in the width direction of the road and cannot move beyond the road boundary L2 in the direction of the depth of the road. Furthermore, it recognizes the space of the parking area R2 and the direction of the parking area (eg, orthogonal to the road R1).

  The road boundary L1 in the road width direction can be acquired from a line of parked vehicles detected by a distance measuring sensor, or can be acquired from white line information included in an image taken by an in-vehicle camera. Further, the detection result by the distance measuring sensor or the obstacle information by the camera can be used for the runway boundary L2 in the depth direction. When there is no object in the depth direction, the distance is infinite. In that case, a sufficiently large threshold is set, and the numerical value is set as the distance in the depth direction.

  Furthermore, the parking frame width H4 of the parking area R2, the depth direction distance H3, and the direction of the parking frame with respect to the road are recognized. The parking frame width H4 can be obtained from the interval of the parked vehicles obtained by the distance measuring sensor, or can be obtained based on the width of the white line of the parking section obtained by the in-vehicle camera. A measuring method using a distance measuring sensor is effective for the depth distance of the parking frame. The direction of the parking frame may be acquired from the arrangement of the parked vehicles, or the direction of the parking section may be used. Further, these travelable ranges may be acquired as prior information from a database such as a map.

  The parking assist calculation unit 13 illustrated in FIG. 2 includes a parking position specifying unit 32, an initial position detection unit 33, a switching determination unit 31, a switching guidance control unit 34, a multiple switching guidance control unit 35, and a control command calculation. A portion 42 is provided.

[Parking position specifying unit 32]
The parking position specifying unit 32 specifies the parking position and the parking posture where the vehicle V1 intends to park based on the information given from the sensor information processing unit 12 and the information inputted from the input interface 14 (FIG. 1). .

  For example, a space that can be parked is detected by integration of detection of a white line indicating the parking area R2, detection of another vehicle parked, or detection of a wall using information such as the space recognition sensor 11 and the parking lot database 15. Furthermore, a passing target position when a vehicle V1 described later enters the parking area R2 is set. As shown in FIG. 3, when there is a parking area R2 facing the road R1, and the vehicle V1 is parked in the parking area R2, the center line CL of the parking area R2, the center line CL, and the road R1 Is defined (in the case of FIG. 3, a right angle).

  It is also possible to acquire information from an infrastructure facility that provides information on a vacant parking space and specify a parking position and a parking posture. Further, an image captured by the in-vehicle camera may be displayed, and the parking position and the parking posture may be specified based on the position and direction designated by the vehicle driver in this image.

[Initial position detection unit 33]
The initial position detection unit 33 is based on wheel speed data output from the wheel speed sensor 16 and GPS information obtained from a navigation device (not shown), etc., the current position information of the vehicle, that is, the initial position and attitude of the vehicle. Is detected. In the present embodiment, as shown in FIG. 3, an intermediate point (so-called axle center) between the two rear wheels of the vehicle V1 is set as a reference position Q1. Hereinafter, “vehicle position” refers to the reference position Q1, and “vehicle attitude” refers to the angle between the longitudinal axis of the vehicle and the traveling direction of the road R1, or the center line of the parking area R2. Shall be shown.

  For example, as shown in FIG. 3, when the initial position of the vehicle V1 is p1 (denoted as V1 (p1) in the figure), the initial position detector 33 sets the initial position of the vehicle V1 to p1. And that the posture (arrow y1 in the figure) faces the traveling direction of the road R1. Further, when the position of the vehicle V1 is p2 (denoted as V1 (p2) in the figure), the position of the vehicle V1 is p2, and the posture is directed toward the center line CL of the parking area R2. Detect that

[Cutback determination unit 31]
The switching determination unit 31 determines the number of switching required when parking from the initial position p1 of the vehicle V1 to the parking position in the parking area R2. Note that “turning back” shown in the present embodiment means that the vehicle V1 is temporarily moved forward from the initial position p1 and stopped, and then moved backward toward the parking area R2. Therefore, as shown in FIG. 4, in the operation of moving the vehicle V1 at the initial position p1 forward and then turning backward at the position p2 to put the vehicle V1 into the parking area R2, the number of times of turn-back is one.

  Hereinafter, the process of the switching determination unit 31 will be described. For example, as shown in FIG. 4, when the vehicle V1 facing the traveling direction of the road R1 exists at the initial position p1, and the vehicle V1 enters the parking area R2, the reference position Q1 set for the vehicle V1, Based on the passing target position Q2 set in the center of the end of the parking area R2, the turning position and posture are set. Specifically, if the reference position Q1 can pass the passing target position Q2 in a desired posture, the vehicle V1 can be parked at a predetermined position in the parking area R2. Then, a position where the reference position Q1 can reach the passing target position Q2 in a desired posture is set as a “turning position”.

  In this embodiment, the attitude | position of the vehicle V1 in the some switching positions q1-q5 and each switching positions q1-q5 is set. That is, if the reference position Q1 of the vehicle V1 moves to any one of the turn-back positions q1 to q5 and the postures (represented by arrows in the drawing) at the turn-back positions q1 to q5 can be secured, the vehicle V1 is moved from this position. By moving backward, the vehicle V1 can be put in the parking position of the parking area R2 in a desired posture. In such a case, it is determined that the number of times of reversion is one. In the present embodiment, an example in which five turn-back positions q1 to q5 are set is shown as an example, but the turn-back positions are not limited to five.

  On the other hand, the reference position Q1 of the vehicle V1 cannot secure the above-mentioned turn-back positions q1 to q5 and the posture at the position because the road width H1 is narrow or the depth distance H2 is short (see FIG. 3). There is. For example, in the example shown in FIG. 5, the reference position Q1 of the vehicle V1 cannot be matched with any one of the turn-back positions q1 to q5. This is because the runway boundary L1 exists. In such a case, it is determined that a plurality of reversion operations are necessary. Then, the switching determination unit 31 outputs a determination signal that determines whether the switching operation is performed once or a plurality of times to the switching guidance control unit 34 and the switching guidance control unit 35 multiple times.

[Clip guidance control unit 34]
The switching guidance control unit 34 includes a switching position setting unit 36 and a switching path generation unit 37. The turn-back position setting unit 36 sets the turn-back position and posture that are the starting points when the turn-back determination unit 31 determines that the number of turn-backs is one and retracts the vehicle V1 into the parking area R2. That is, as shown in FIG. 4 described above, the turn-back positions q1 to q5 and the postures at the respective positions are set so that the reference position Q1 of the vehicle V1 can pass the passing target position Q2 set in the parking area R2.

  The switchback path generation unit 37 sets a path x1 when the vehicle V1 moves backward. For example, the vehicle V1 interferes (contacts or collides) with an obstacle by aligning the reference position Q1 of the vehicle V1 with the turn-back position q2 and setting the posture at this position and moving the vehicle V1 backward along the route x1. It is possible to park at the parking position in the parking area R2. The information on the return position and posture set by the return position setting unit 36 and the path x1 is output to the control command calculation unit 42.

[Multiple-turn back guidance control unit 35]
The multi-turn turning guidance control unit 35 includes an auxiliary passing target position setting unit 38, an auxiliary turning position setting unit 39, an auxiliary turning path generation unit 43, a final parking position setting unit 40, and a final turning position setting unit 41. ing.

  The auxiliary passing target position setting unit 38 sets the auxiliary passing target position when the switching determination unit 31 determines that the number of times of switching is plural.

  As shown in FIG. 5, when the road width H1 is narrow and the road depth distance H2 is short, the vehicle is set to one of the turn-back positions q1 to q5 shown in FIG. It cannot be adjusted to the posture at the position. For example, if the reference position Q1 of the vehicle V1 is set to the turning position q2 shown in FIG. 5, the front of the vehicle V1 exceeds L1. That is, the reference position Q1 cannot be matched with the turn-back position q2 due to interference with surrounding obstacles. In such a case, the passing target position Q2 is moved in the depth direction of the parking area R2 by a predetermined distance, and this is set as the auxiliary passing target position Q2-1. Although details will be described later, as shown in FIG. 8, the auxiliary passing target position Q2-1 is moved in the lateral direction to set a new auxiliary passing target position Q2-2.

  The auxiliary turn-back position setting unit 39 sets auxiliary turn-back positions corresponding to the above-described auxiliary passage target positions Q2-1 and Q2-2. In the case of the auxiliary passing target position Q2-1, auxiliary switching positions q1a to q5a are set. That is, as in the case of the turning positions q1 to q5 described above, the reference position Q1 of the vehicle V1 sets the turning positions q1a to q5a for passing through the auxiliary passing target position Q2-1 and the postures at the respective positions.

  The auxiliary return path generation unit 43 generates a path from the auxiliary return position to the auxiliary target position. For example, a route from the auxiliary switching positions q1a to q5a to the auxiliary passing target position Q2-1 is generated.

  The final parking position setting unit 40 sets a position where the vehicle V1 is finally parked in the parking area R2. The final return position setting unit 41 sets the final return position when a plurality of return positions are acquired.

  Then, the auxiliary passing target position set by the auxiliary passing target position setting unit 38, the auxiliary switching position set by the auxiliary switching position setting unit 39, the final parking position set by the final parking position setting unit 40, and the final switching position Each information of the final turning position set by the setting unit 41 is output to the control command calculation unit 42.

  The control command calculation unit 42 is based on vehicle speed information acquired from the wheel speed sensor 16, information output from the switching back guidance control unit 34, and information output from the multiple switching back guidance control unit 35. Is output to the vehicle control ECU 18.

[Explanation of flowchart]
Next, a processing procedure of the parking assistance apparatus 100 according to the present embodiment configured as described above will be described with reference to flowcharts shown in FIGS. First, in step S <b> 11 of FIG. 10, the sensor information processing unit 12 acquires space recognition information detected by the space recognition sensor 11. In this process, for example, distance measurement data detected by LRF or point cloud information is acquired.

  In step S12, the travelable range estimation unit 22 estimates the travel road boundary of the road R1 based on the space recognition information. As a result, for example, as shown in FIG. 3, the road boundary L1 in the road width direction and the road boundary L2 in the road depth direction can be recognized.

  In step S <b> 13, the travelable range estimation unit 22 identifies a parkable range. For example, when there are a plurality of parking areas on the side of the road R1 and there are vacant parking areas, the parking area is estimated as a parking area.

  In step S14, the parking position specifying unit 32 specifies the target parking position. This process specifies, for example, an input operation by an occupant from the input interface 14 or an empty parking area closest to the vehicle V1 as a target parking position in order to specify a space for parking the vehicle V1. To do.

  In step S <b> 15, the initial position detection unit 33 acquires wheel speed information detected by the wheel speed sensor 16. In step S16, the number N of times of switching is set to “1”. In step S17, the initial position detection unit 33 specifies the initial position of the vehicle V1 based on the wheel speed information. As described above, the initial position indicates the position of the reference position Q1 when the vehicle V1 performs an operation of putting the vehicle into a desired parking area. In the example shown in FIG. 3, it is the initial position p1.

  In step S18, the switching determination unit 31 sets a passing target position in the parking area R2. For example, as shown in FIG. 4, the passing target position Q2 is set at the center of the end of the entrance of the parking area R2.

  In step S <b> 19, the return determination unit 31 sets the return position and orientation. In this process, as shown in FIG. 4, in order for the reference position Q1 of the vehicle V1 to pass through the passage target position Q2, turn-back positions q1 to q5 where the vehicle V1 turns back are set. In the present embodiment, five turn-back positions are set, but the present invention is not limited to this.

  In step S20, the return determination unit 31 sets a route from the reference position Q1 when the vehicle V1 is present at the initial position p1 to each return position q1 to q5.

  In step S21, the return determination unit 31 determines whether or not the vehicle V1 can reach each of the return positions q1 to q5 set in step S32. In the example shown in FIG. 5, if the vehicle V1 parked at the initial position p1 is moved to the turn-back position q2, the right front of the vehicle V1 exceeds the runway boundary L1 and interferes with an obstacle, so that it cannot be reached. To do.

  If it is determined that one of the return positions is reachable (YES in step S21), the return determination unit 31 can put the vehicle V1 into the parking position in the parking area R2 with one return. Judgment is made and a return path is generated.

  In step S22, the return position setting unit 36 recognizes the return position (any one of q1 to q5) and the posture at this position. Furthermore, the return route generation unit 37 generates a route from when the vehicle V1 enters the parking position of the parking area R2 via the return position from the initial position p1. The switch position and route information are output to the control command calculation unit 42.

  In step S23, the control command calculation unit 42 calculates a vehicle control target value based on the information on the return position and the return path, and controls the vehicle V1 in step S24. As a result, the vehicle V1 can travel along the route generated in the process of step S22, and the vehicle V1 can be parked at the parking position in the parking area R2.

  On the other hand, if it is determined that it is not reachable (NO in step S21), in step S25 of FIG. 11, the auxiliary passing target position setting unit 38 moves the passing target position in the depth direction. In step S26, an auxiliary passing target position is set. Specifically, as shown in FIG. 5, the passing target position Q2 set in the parking area R2 is moved by a predetermined distance in the depth direction of the parking area R2, and this position is set as the auxiliary passing target position Q2-1. .

  In step S27, the auxiliary return position setting unit 39 searches for an auxiliary return position for the reference position Q1 of the vehicle V1 to pass the auxiliary passage target position Q2-1. For example, as shown in FIG. 5 described above, the auxiliary turn-back positions q1a to q5a and the postures at these positions are set with respect to the auxiliary passage target position Q2-1.

  In step S28, the auxiliary return path generation unit 43 generates an auxiliary return path. That is, a route is generated until the reference point Q1 of the vehicle V1 at the initial position p1 reaches the auxiliary turn-back positions q1a to q5a. By changing the target for reversing the vehicle V1 from the passing target position Q2 to the auxiliary passing target position Q2-1 (by moving in the depth direction), the auxiliary turn-back positions q1a to q5a are set in advance. It moves to the inner side of the road from the switching positions q1 to q5. Therefore, the possibility that the reference position Q1 of the vehicle V1 can reach any one of the auxiliary turn-back positions q1a to q5a is increased.

  In step S29, it is determined whether or not the vehicle V1 can reach at least one of the auxiliary turning positions q1a to q5a. If it cannot be reached (NO in step S29), the auxiliary passing target position is further moved by a predetermined distance in the depth direction in step S37. Specifically, the auxiliary passing target position Q2-1 shown in FIG. 5 is further moved in the depth direction, and the moved position is set as a new auxiliary passing target position.

  In step S38, the auxiliary passing target position setting unit 38 determines whether or not the auxiliary passing target position can be moved in the depth direction of the parking area R2. Specifically, when the auxiliary passing target position reaches the end of the parking area R2 on the depth side, it cannot be moved in the depth direction any more, so it is determined that it is not movable. In this case (NO in step S38), in step S39, the auxiliary switchback path generation unit 43 determines that parking is not possible, and ends this process.

  On the other hand, if it is determined that the movement is possible (YES in step S38), the process returns to step S26. That is, based on the auxiliary passing target position moved further in the depth direction, the auxiliary return position is searched, and the process of determining whether or not the vehicle V1 can reach the auxiliary return position is repeated.

  Further, as shown in FIG. 6, when the reference position Q1 reaches the turnover position q2a, that is, when the vehicle V1 moves to the position p4, the vehicle V1 does not exceed the track boundary L1 in the region Y1. In step S29, it is determined that it can be reached. If it is determined that the vehicle can be reached, in step S30, the auxiliary switchback path generation unit 43 determines whether the left side of the vehicle V1 interferes with an obstacle. That is, as shown in FIG. 6, when the vehicle V1 can reach at least one of the auxiliary turn-back positions q1a to q5a, the reference position Q1 is set by moving the vehicle V1 backward from this position. It becomes possible to adjust to the auxiliary passing target position Q2-1. However, as the auxiliary passing target position Q2-1 is moved in the depth direction of the parking area R2, as shown in FIG. 7, the left side of the vehicle V1 may interfere with an obstacle in the area a1 at the position p5. Occurs.

  If the vehicle V1 does not interfere with the obstacle (NO in step S30), the vehicle V1 can enter the parking area R2 without interfering with the obstacle, and thus the process proceeds to step S22 shown in FIG. On the other hand, when it interferes with an obstacle (YES in step S30), in step S31, the auxiliary passage target position setting unit 38 moves the auxiliary passage target position Q2-1 in the horizontal direction. That is, as shown in FIG. 8, a position moved by a predetermined distance to the right side (the direction of rotation of the vehicle V1) in the parking area R2 is set as a new auxiliary passing target position Q2-2.

  In step S32, the number N of times of turning back is incremented. That is, “N = N + 1”. In step S33, it is determined whether or not the number of repetitions N is the upper limit number “4”. Since “N = 4” is not initially set (NO in step S33), in step S34, the auxiliary return path generation unit 43 generates an auxiliary return path for the auxiliary passing target position Q2-2. Specifically, a return path for the auxiliary return positions q1b to q5b shown in FIG. 8 is newly set. Since the newly set auxiliary turn-back positions q1b to q5b are positions obtained by translating q1a to q5a to the right side in the drawing, the reference position Q1 of the vehicle V1 is any one of the auxiliary turn-back positions q1b to q5b, Can move to posture.

  In step S35, the auxiliary switchback path generation unit 43 searches for a position immediately before the right rear part of the vehicle interferes with the obstacle. That is, by moving the auxiliary passing target position to the right side, it is possible to avoid the left side portion of the vehicle V1 from interfering with the area a1 as shown in FIG. On the other hand, the right rear portion of the vehicle V1 interferes with the area a2. The vehicle position immediately before the interference position is searched as the forward start position (p7). In step S36, the forward start position (p7) is set as the initial position of the new vehicle. Thereafter, the process returns to step S17 in FIG. That is, a new initial position (current position) is set, and processing similar to the above is performed based on the positional relationship between the initial position and the passing target position Q1.

  Thereafter, when it is determined in the process of step S21 that the vehicle V1 can reach a new switching position (YES in step S21), and it is determined that the vehicle V1 can be parked at the parking position in the parking area R2. The final parking position setting unit 40 sets a parking position in the parking area R2. Further, the final turn-back position setting unit 41 sets the auxiliary turn-back position and posture at this time. Then, the final parking position information and the auxiliary turn-back position information are output to the control command calculation unit 42. For example, as shown in FIG. 9, the vehicle V1 can move forward from the position p7 to the position p8, further reverse, pass the position p3, and park at the parking position in the parking area R2.

On the other hand, if the auxiliary passing target position is moved in the horizontal direction, parking is not possible, and if the number N of turnovers becomes “N = 4”, it is determined in step S40 that parking is impossible and this processing is terminated. To do. That is, if the vehicle V1 cannot be put into the parking area R2 even if the turn-back is performed three times (when N = 4), it is determined that parking is impossible.
In this way, it is possible to search for a return route from the current position to the parking area R2 until the vehicle V1 enters the parking area R2, and to support parking.

  Further, in the above processing, it is desirable to determine whether or not it is reachable in the order of q1, q2, q3, q4, and q5. When there are a plurality of turning positions or a plurality of auxiliary turning positions with respect to one passing target position or one auxiliary passing target position, the traveling direction of the vehicle and the central axis direction of the parking area A turning position with a larger angle or an auxiliary turning position is selected. That is, the search is performed from the direction in which the angle formed by the depth direction of the parking area R2 and the traveling direction of the vehicle V1 is close to 90 degrees. Thereby, calculation load can be reduced.

  Thus, in the parking assistance apparatus 100 according to the present embodiment, the passing target position Q2 is set in the parking area R2, and the turnover positions q1 to q5 for the reference position Q1 of the vehicle V1 to pass the passing target position Q2, And the posture at each position is set. Then, it is determined whether or not the reference position Q1 of the vehicle V1 can reach any one of the turn-back positions q1 to q5. If it is reachable, the vehicle V1 can be put into the parking area R2 by one turn. If it cannot reach, the auxiliary passing target position Q2-1 is set by moving the passing target position Q2 by a predetermined distance in the depth direction of the parking area R2. Based on this auxiliary passing target position Q2-1, parking of the vehicle V1 is assisted. Accordingly, it is possible to easily set a return route for putting the vehicle V1 into the parking area R2, and it is possible to perform a parking operation without stress even when the width of the road leading to the parking area R2 is narrow. Further, when it is employed in an autonomous driving vehicle, autonomous parking can be easily performed.

  Further, auxiliary return positions q1a to q5a are set for the auxiliary passing target position Q2-1, and parking of the vehicle V1 is supported based on the auxiliary return positions q1a to q5a. Therefore, the vehicle V1 can be parked at the parking position in the parking area R2 with a small number of turnovers.

  Further, when the reference position Q1 of the vehicle V1 can reach any one of the auxiliary turn-back positions q1a to q5a and the posture at each position can be secured, the turning inside (for example, the left side) of the vehicle V1 is an obstacle. To determine whether or not to interfere. When the interference occurs, the auxiliary passing target position Q2-1 is moved in the width direction (lateral direction) of the parking area to set a new auxiliary passing target position Q2-2, and further, the auxiliary turning back positions q1b to q5b. Set. As a result, when the interference between the inside of the turn of the vehicle V1 and the obstacle is avoided, the position immediately before the area outside the turn of the vehicle V1 interferes with the obstacle is set as a new current position. By doing so, it is possible to set a route for parking the vehicle V1 at the parking position in the parking area R2 with the minimum number of turnovers, and to shorten the time required for parking.

  In addition, since the final auxiliary turn-back position and the turn-back route can be set and notified to the occupant of the vehicle V1, it is possible to make the occupant recognize the final turn-back position and route.

  Furthermore, if it is determined that the vehicle V1 cannot be parked at the parking position in the parking area R2 even if the threshold number is set as the number of times of turning back and the threshold number of times (for example, 3 times) is turned back, Since parking is impossible, it is possible to notify the occupant that the vehicle is heading to another parking area without performing an unnecessary turn-back operation.

  In addition, when a plurality of turn-back positions or auxiliary turn-back positions are set, the larger angle formed by the traveling direction of the vehicle V1 and the central axis of the parking area R2 is selected. Implementation can be avoided and calculation load can be reduced.

  The parking assistance apparatus 100 of the present invention performs parking assistance so that the vehicle reaches the target position along the route calculated by the parking assistance calculation unit 13. For example, with respect to the basic configuration described above, the vehicle V1 is operated such as a figure that clearly indicates the current position of the vehicle, a frame figure that indicates the target position and the turning position, and information that indicates the steering angle at the initial position and the turning position. If it is set as the structure which added the assistance information display part which displays various assistance information useful when a driver | operator performs the driving operation at the time of parking, the driving operation by a driver can be supported.

  As the display monitor 23 for displaying support information, a navigation liquid crystal display or the like generally provided in a vehicle can be used. Further, if the voice guidance that guides the steering direction or the like is performed by using the speaker mounted in the vehicle so that the vehicle moves along the route, more detailed parking assistance can be performed.

  As an input operation device for the input interface 14, a joystick, an operation switch, a touch panel, or the like can be used.

  As mentioned above, although the parking assistance method and the parking assistance apparatus of this invention were demonstrated based on embodiment of illustration, this invention is not limited to this, The structure of each part is arbitrary structures which have the same function. Can be replaced with something.

  For example, if the vehicle control ECU 18 is configured to have a function of automatically controlling the steering of the vehicle V1 so that the vehicle V1 moves along the route obtained by the parking assist calculation unit 13, this automatic steering control The operation burden on the driver during the parking operation can be reduced. Further, if a configuration in which a braking / driving control unit for controlling braking and driving of the vehicle is added, the vehicle V1 can be moved automatically along the route and parked at the target position, and the operation burden on the driver is reduced. Can be further reduced.

DESCRIPTION OF SYMBOLS 11 Space recognition sensor 12 Sensor information processing part 13 Parking assistance calculating part 14 Input interface 15 Parking lot database 16 Wheel speed sensor 17 Steering angle sensor 18 Vehicle control ECU
DESCRIPTION OF SYMBOLS 19 Image processing part 20 Actuator 21 Runway boundary estimation part 22 Travelable range estimation part 23 Display monitor 31 Switch back determination part 32 Parking position specific | specification part 33 Initial position detection part 34 Turn back guidance control part 35 Multi-turn back turn guidance control part 36 Switch back position setting Unit 37 return path generation unit 38 auxiliary passing target position setting unit 39 auxiliary return position setting unit 40 final parking position setting unit 41 final return position setting unit 42 control command calculation unit 43 auxiliary return path generation unit 100 parking assist device H1 road width H2 Depth distance H3 Depth direction distance H4 Parking frame width L1 Track boundary L2 Track boundary

Claims (7)

A parking assistance method for assisting an operation of reversing a vehicle and parking in a parking area,
Obtaining the current position information of the vehicle and the surrounding environment information, and setting a passing target position of the reference position set for the vehicle in the parking area,
Based on the current position information of the vehicle, set a return position for the reference position to pass the passing target position,
Based on the surrounding environment information, when the vehicle cannot reach the turn-back position, an auxiliary passing target position is set by moving the passing target position in the depth direction of the parking area,
A parking support method, wherein parking of the vehicle is supported based on the auxiliary passing target position. The parking support according to claim 1, wherein the reference position searches for an auxiliary turn-back position for passing through the auxiliary pass target position, and assists the vehicle in parking based on the searched auxiliary turn-back position. Method. When it is determined that the vehicle can reach the auxiliary turn-back position based on the ambient environment information,
When moving the reference position toward the auxiliary passing target position, a process for determining whether or not the inside of the turning of the vehicle interferes with an obstacle, and parking the auxiliary passing target position when it is determined to interfere. Repeat the process of moving in the width direction of the area,
When an auxiliary passing target position determined that the inside of the vehicle turns does not interfere with the obstacle is searched, the outside of the vehicle turns into an obstacle when the reference position reaches the auxiliary passing target position. The parking support method according to claim 2, wherein a position immediately before the interference is set as a new current position, and parking of the vehicle is supported based on a positional relationship between the current position and the passing target position. . When an auxiliary turn-back position at which a vehicle can be parked in the parking area is found, this turn-back position is set as the final turn-back position, and the turn-back path from the last turn-back position to the parking area is finally turned back. The parking support method according to claim 3, wherein the parking support method is set as a route. 4. After repeating the setting of the auxiliary turn-back position a predetermined threshold number of times, if further interference between the vehicle and an obstacle occurs, it is determined that parking in the parking area is impossible. 4. The parking assistance method according to 4. When there are a plurality of turning positions or a plurality of auxiliary turning positions with respect to one passing target position or one auxiliary passing target position, the traveling direction of the vehicle and the central axis direction of the parking area The parking assist method according to any one of claims 1 to 5, wherein a turn-back position or an auxiliary turn-back position with a larger angle is selected. A parking assistance device for assisting an operation of reversing a vehicle and parking in a parking area,
The current position information of the vehicle and the surrounding environment information are acquired, and the passing target position of the reference position set for the vehicle is set in the parking area, and the reference position is determined based on the initial position information of the vehicle. A return position setting unit for setting a return position for passing the passing target position;
Based on the surrounding environment information, when the vehicle cannot reach the turning position, an auxiliary passing target position setting unit that sets an auxiliary passing target position in which the passing target position is moved in the depth direction of the parking area; Have
A parking support device that supports parking of the vehicle based on the auxiliary passing target position.

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