JP5983276B2 - Parking assistance device - Google Patents

Description

  The present invention relates to a parking assistance device for reversing a host vehicle and performing parallel parking.

  2. Description of the Related Art Conventionally, as a technique for assisting an operation of reversing a host vehicle and parking in parallel in a parking space, for example, Patent Document 1 below discloses a parking assistance device that performs the following assistance.

  In this parking assist device, the vehicle advances while detecting the parked vehicle on the side of the host vehicle sequentially by the ultrasonic sensor provided on the side of the host vehicle, and detects a parking space in which the host vehicle can park. When the ultrasonic sensor detects a wheel stop in the parking space while moving forward, the target parking position is set so that the rear wheel of the vehicle contacts the wheel stop, and the vehicle reaches the target parking position. The vehicle trajectory is calculated and guidance is performed.

  Moreover, in the parking assistance apparatus marketed, there exist some which set the target parking position on the basis of the end surface by the side of the aisle of the parked vehicle (henceforth adjacent vehicle) adjacent to parking space.

Republished Patent 02009/063710

  However, if the target parking position is set with reference to the end face of the adjacent vehicle on the aisle side, the vehicle length of the adjacent vehicle is shorter than the vehicle length of the own vehicle and is closer to the back side of the parking space than the passage. When the vehicle is parked, the rear end of the vehicle may protrude from the parking frame when the vehicle is moved backward and parked in parallel in the parking space.

  In addition, since the rear end of the own vehicle may protrude from the parking frame in this way, in the parking assistance device, the parking assistance is terminated about 0.8 m before the target parking position, and then the final Some devices allow the driver to determine where to park automatically.

  In addition, although it is conceivable to determine the parking end position by the wheel stopper, the parking end position cannot be determined when the parking space is not provided with the wheel stopper. Furthermore, even if there is a wheel stop in the parking space, there is a possibility that the wheel lock mechanism provided in the pay parking lot is erroneously detected as a wheel stop.

  The present invention has been made in view of this situation, and the problem to be solved by the present application is that when the host vehicle is moved backward and is parked in parallel in a parking space adjacent to the parked vehicle, the host vehicle has a parking frame. It is to provide a parking assistance device that is difficult to stick out.

In order to achieve the object, the present invention is mounted on a vehicle and includes the side of the rear wheel of the own vehicle or the side of the rear of the rear wheel of the own vehicle in the transmission range, and sequentially transmits the exploration wave to the transmission range. And a rear sensor acquisition means (1a) for acquiring a detection result of the rear distance measuring sensor (3) that sequentially receives the reflected wave;
Based on the intensity of the reflected wave sequentially acquired by the rear sensor acquisition means while the host vehicle is moving backward, the position of the front wheel and the rear wheel of the parking space adjacent to the host vehicle is detected. Wheel detection means (1, S110, S130);
Parking position determining means (1, S135) for determining the parking position of the host vehicle based on the position of the wheel on the far side of the parking space detected by the wheel detecting means;
Parking assistance means (1, S100) for providing assistance for parking the host vehicle at the determined parking position.

  According to this, the parking position of the own vehicle is determined on the basis of the position of the wheel on the far side of the parking space of the parked vehicle parked adjacent to the host vehicle that is moving backward. For this reason, it is possible to determine the target parking position without detecting the wheel stopper, and it is possible to avoid erroneously detecting the wheel lock mechanism as the wheel stopper and determining the parking position.

  Further, as in the prior art, when determining the parking position of the own vehicle with reference to the end surface on the aisle of the adjacent vehicle, the length from the end surface on the aisle side to the opposite end surface (that is, The parking position of the own vehicle is determined in consideration of the difference between the vehicle length) and the length of the own vehicle. On the other hand, when determining the parking position of the own vehicle (that is, the position on the far side of the parking space of the parking position) with reference to the wheel on the far side of the parking space of the adjacent parked vehicle as in the present invention. The parking position of the host vehicle is determined in consideration of the difference between the length from the wheel on the far side of the parking space of the parked vehicle to the end of the vehicle near the wheel and the length from the rear wheel to the rear end of the host vehicle. Become.

  Since the length from the wheel to the end of the vehicle near the wheel is a part of the vehicle length, the difference in the length from the wheel to the end of the vehicle near the wheel depends on the type of vehicle. Not as big as it is. Therefore, in this invention, since the influence of the vehicle length difference by a vehicle type can be reduced, the parking position which is hard to protrude from a parking frame can be determined.

It is a block diagram which shows an example of a schematic structure of a parking assistance apparatus. It is a schematic diagram for demonstrating the outline of the parking assistance in a parking assistance apparatus. It is a flowchart which shows an example of the parking assistance relevant process in parking assistance ECU. It is a flowchart which shows an example of the flow of the parking assistance process in parking assistance ECU. It is a conceptual diagram for demonstrating the parking position detection process in parking assistance ECU.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. 1 includes a parking assistance ECU 1, a front distance measuring sensor 2, a rear distance measuring sensor 3, a steering angle sensor 4, a vehicle speed sensor 5, a brake SW 6, a display device 7, a sound output device 8, and a torque control. An ECU 9 and a braking control ECU 10 are included. The parking assist ECU 1, the front distance measuring sensor 2, the rear distance measuring sensor 3, the rudder angle sensor 4, the vehicle speed sensor 5, the brake SW 6, the display device 7, the sound output device 8, the torque control ECU 9 and the braking control ECU 10 are: For example, each of them is connected by an in-vehicle LAN conforming to a communication protocol such as CAN (Controller Area Network). Moreover, parking assistance ECU1 is provided with the rear sensor acquisition means 1a as an internal function. The rear sensor acquisition unit 1a acquires the detection result of the rear distance measuring sensor 3, and sequentially detects the distance to the obstacle based on the detection result. In addition to the process performed by the rear sensor acquisition unit 1a, the parking assist ECU 1 executes various processes for executing various processes described later. Hereinafter, a vehicle equipped with the parking assist device 100 is referred to as a host vehicle.

  The front distance measuring sensor 2 and the rear distance measuring sensor 3 transmit a search wave and receive a reflected wave of the search wave reflected by the obstacle so as to detect a distance to the obstacle. It is a distance sensor. In the present embodiment, a distance measuring sensor that transmits ultrasonic waves as an exploration wave, that is, an ultrasonic sensor is used. Examples of other distance measuring sensors include laser radar and millimeter wave radar.

  The front distance measuring sensor 2 is disposed one by one on the left and right side surfaces of the front bumper of the own vehicle, for example, so that the directivity center line is parallel to the axle direction of the own vehicle. Note that the directivity center line of the front distance measuring sensor 2 may be arranged to be inclined forward of the host vehicle, for example, about 20 ° from the axle direction of the host vehicle. In that case, the exploration wave is transmitted from the front distance measuring sensor 2 toward the side slightly closer to the front of the vehicle. Hereinafter, the front ranging sensor 2 on the left side of the host vehicle is referred to as a front ranging sensor 2L, and the front ranging sensor 2 on the right side of the host vehicle is referred to as a front ranging sensor 2R.

  Here, an explanation will be given of an example of a detection mode of a parking space and an obstacle such as a parked vehicle and a wall adjacent to the parking space using the front distance measuring sensor 2. Here, for the sake of convenience, the case where a parking space sandwiched between obstacles exists on the right side of the vehicle will be described as an example. Hereinafter, the description will be continued based on the example of FIG.

  A in FIG. 2 indicates the host vehicle, black arrows indicate the traveling direction when the host vehicle A is moving forward, and B1 is an obstacle in front of the traveling direction when the host vehicle A is moving forward, B2 indicates an obstacle in the back. The own vehicle A sequentially transmits the exploration wave from the front distance measuring sensor 2R arranged on the right side of the own vehicle A toward the left side slightly forward of the own vehicle A while the obstacle B1 and the obstacle B2 side. The reflected waves from the obstacle B1 and the obstacle B2 are sequentially received while passing the road. Then, based on the reflected wave sequentially received by the front distance measuring sensor 2R while the host vehicle A is traveling, the obstacle that exists on the right side of the route that the host vehicle A has passed and the route that the host vehicle A will pass from now on. The parking assistance ECU 1 detects a parking space adjacent to the object B1 and the obstacle B2.

  The rear distance measuring sensors 3 are arranged one by one on the left and right side surfaces of the rear bumper of the own vehicle, for example, so that the directivity center line is parallel to the axle direction of the own vehicle. At this time, since the rear distance measuring sensor 3 is attached to the rear side of the own vehicle with respect to the rear wheel of the own vehicle, the rear distance measuring sensor 3 is located on the side closer to the rear side than the side of the rear wheel of the own vehicle. Can be detected. In addition, the detection result of the rear distance measuring sensor 3 is sequentially output to the rear sensor acquisition unit 1a provided in the parking assist ECU 1.

  Further, the directivity center line of the rear distance measuring sensor 3 may be inclined about 20 ° from the direction of the axis of the host vehicle A toward the rear of the host vehicle. As a result, a search wave is transmitted from the rear distance measuring sensor 3 toward the side closer to the rear than the side of the rear wheel of the host vehicle A. That is, the rear distance measuring sensor 3 may transmit the exploration wave to the side of the rear wheel of the host vehicle or the side of the rear side of the rear wheel of the host vehicle regardless of the mounting position. For example, even if the mounting position of the rear distance measuring sensor 3 is mounted slightly forward of the rear wheel of the host vehicle, the transmission range of the exploration wave is behind the rear wheel of the host vehicle or the rear wheel of the host vehicle. What is necessary is just to be formed so that it may be on the side of. Hereinafter, the rear ranging sensor 3 on the left side of the host vehicle is referred to as a rear ranging sensor 3L, and the rear ranging sensor 3 on the right side of the host vehicle is referred to as a rear ranging sensor 3R.

  In addition, the directivity of the front distance measuring sensor 2 and the rear distance measuring sensor 3 is narrower as long as it is wide enough to perform good transmission / reception in use in the assumed vehicle speed range. Is preferred.

  The rudder angle sensor 4 is a sensor that detects the steering angle of the steering of the host vehicle A. The steering angle when the host vehicle A travels in a straight traveling state is set to the neutral position (0 degree), and the rotation angle from the neutral position. Is output as the steering angle. The steering angle is output with a positive (+) sign when rotating right from the neutral position, and is output with a negative (-) sign when rotating left from the neutral position. The The vehicle speed sensor 5 is a wheel speed sensor that is a sensor that detects the speed of the host vehicle A from the rotational speed of each wheel.

  The brake SW 6 detects an operation of a brake pedal (not shown) by the driver, and outputs an on signal when the brake pedal is depressed, and outputs an off signal when the depression is released.

  The display device 7 displays text and images in accordance with instructions from the parking assist ECU 1. For example, the display device 7 is capable of full-color display and can be configured using a liquid crystal display, an organic EL display, a plasma display, or the like. Further, as the display device 7, for example, a configuration using a display provided in the in-vehicle navigation device may be used, or a configuration using a display provided in an instrument panel or the like separately from the display of the in-vehicle navigation device. Good.

The audio output device 8 is constituted by a speaker or the like, and outputs audio in accordance with an instruction from the parking assistance ECU 1. In addition, as the audio | voice output apparatus 8, it is good also as a structure which utilizes the audio | voice output apparatus 8 provided in the vehicle-mounted navigation apparatus, for example.

  The torque control ECU 9 controls the operation of an injector and an igniter (not shown), and operates the fuel injection amount to the engine (not shown) and the ignition interval of the engine to control the engine speed. The braking control ECU 10 drives a brake actuator (not shown) for generating a braking force on the vehicle.

  The parking assistance ECU 1 executes various processes such as a process related to parking assistance (hereinafter referred to as a parking assistance process) for reversing the host vehicle A and parking in parallel in the parking space. The parking assist ECU 1 is mainly configured as a microcomputer, and each includes a known CPU, a memory such as a ROM, a RAM, and an EEPROM, an I / O, and a bus connecting them. The memory stores data such as the average vehicle width and vehicle length of commercially available vehicles, and the vehicle width and vehicle length of the own vehicle A.

  The parking assist ECU 1 is stored in the ROM based on various information input from the front distance measuring sensor 2, the rear distance measuring sensor 3, the steering angle sensor 4, the vehicle speed sensor 5, the brake SW 6, the torque control ECU 9, and the braking control ECU 10. Run various control programs. When it is determined that the torque needs to be increased as a result of executing the control program, a torque control command for requesting the torque control ECU 9 to perform the control for increasing the torque is output. On the other hand, when it is determined that the vehicle speed needs to be reduced or the vehicle needs to be stopped, a brake control command for requesting deceleration or stop of traveling is output to the braking control ECU 10.

  Here, the parking assistance-related processing in the parking assistance ECU 1 will be described with reference to FIGS. 3 and 4. The flowchart of the parking assistance related process shown in FIG. 3 is started when the parking assistance ECU 1 detects a predetermined start trigger. Examples of the start trigger include an input operation for turning on a parking assistance start switch (not shown).

  In step S10, a parking space detection process is performed and the process proceeds to step S20. In the parking space detection process, the vehicle A transmits obstacles (that is, parked vehicles B1 and B2) while sequentially transmitting exploration waves from the front ranging sensor 2 toward the side of the vehicle A (for example, every 100 msec). Pass by the side. The parking assist ECU 1 measures the distance to the obstacle from the time it takes for the front ranging sensor 2 to transmit the exploration wave and receive the reflected wave. Further, since the front distance measuring sensor 2 also moves with the movement of the own vehicle A, the position of the obstacle can be detected by a known triangulation technique using this movement distance.

  Then, by sequentially receiving the reflected wave from each parked vehicle, the contour shape of the obstacle is specified from the distance data series (point sequence) in which the distance to the obstacle is stored in time series, and the space where no obstacle exists That is, the parking space is detected.

  In step S20, it is determined whether or not the vehicle A is a parking space where parking is possible. Whether or not the host vehicle A is a parking space that can be parked is determined based on the length of the parking space in the forward traveling direction and the vehicle width of the host vehicle A. When it determines with parking possible in step S20 (step S20 YES), it moves to step S30. When it is determined that parking is not possible (NO in step S20), the process returns to step S10, moves forward while detecting an obstacle present on the side of the host vehicle A, and repeats the flow of steps S10 to S20.

  In step S30, a temporary parking position setting process is performed, and the process proceeds to step S40. In the temporary parking position setting process, a temporary target parking position (hereinafter referred to as temporary parking position C) for parking the vehicle A in the parking space detected by the parking space detection process is set.

  For example, when an obstacle is adjacent to both sides of the parking space, the position of the temporary parking position C in the forward traveling direction is set at the center of the opposing side surfaces of these obstacles. Further, when an obstacle is adjacent to only one side of the parking space, the position is set at a position separated from the obstacle on one side by a preset value (for example, 1 m). The position of the temporary parking position C in the direction of entering the parking space from the passage may be set so that the front end of the host vehicle A coincides with the passage-side end face of the adjacent obstacle when parked.

  The temporary parking position C set in step S30 is used to calculate a parking route until the own vehicle A enters the parking space, and finally the own vehicle A stops to complete the parking. The position (parking completion position) is calculated in step S135 described later. Further, the parking completion position calculated in step S135 corresponds to the parking position described in claim 1.

  In step S40, a parking route calculation process is performed, and the process proceeds to step S50. In the parking route calculation process, a reverse start position P0 is set based on the current position of the host vehicle A, and a parking route for reaching the temporary parking position C is determined. Since the method for determining the parking route is known as disclosed in Japanese Patent Application Laid-Open No. 2003-34206 and Japanese Patent Application Laid-Open No. 2009-83806, details are omitted.

  In step S50, it is determined whether the obstacle adjacent to the parking space is a parked vehicle. The determination of whether the obstacle adjacent to the parking space is a parked vehicle is based on the average value of the vehicle width of the vehicles on the market. What is necessary is to perform based on whether or not the reference is within a predetermined range. If it is determined that the obstacle adjacent to the parking space is a parked vehicle (YES in step S50), the process proceeds to step S100, and parking assistance (first parking assistance processing) in the present invention is started. When it is determined that the obstacle adjacent to the parking space is not a parked vehicle (NO in step S50), the process proceeds to step S200, and parking assistance (second parking assistance processing) according to the conventional technique is performed. Hereinafter, a parked vehicle adjacent to the parking space is referred to as an adjacent vehicle. Further, this step S50 corresponds to the adjacent obstacle determining means described in claim 4. Furthermore, the process of acquiring the length of the advancing direction of the advancing side end surface of the obstacle adjacent to the parking space (hereinafter referred to as an adjacent obstacle) based on the detection result of the front distance measuring sensor 2 according to claim 4 This corresponds to first obstacle information acquisition means as described determination information acquisition means. Instead of determining whether the adjacent obstacle is a vehicle by the above method, it may be determined whether the adjacent obstacle is a vehicle as in Modifications 1 and 2 described later.

  In step S100, a first parking assistance process is performed. Here, the first parking assistance process will be described separately using a flowchart shown in FIG. The flowchart of FIG. 4 is started when the process moves to step 100 of FIG. During the first parking assistance process, the steering angle is automatically controlled so that the vehicle A travels along the parking path calculated in the parking path calculation process. Therefore, the process of step S100 corresponds to the parking support means described in claim 1. In addition, although torque control ECU9, braking control ECU10, and parking assistance ECU1 carry out mutual communication here, and it is set as the structure which performs speed control automatically, it is good also as a structure in which a driver | operator performs speed control.

  In step S105, it is determined whether or not the vehicle A has started to reverse. It may be configured to detect that the own vehicle A has started to reverse based on a signal indicating that the shift position has become the reverse position from the shift position sensor (not shown) to the parking assist ECU 1. If it is not detected that the own vehicle A has started to move backward (NO in step S105), the flow of step S105 is repeated. And when the start of retreat is detected (Step S105 YES), it moves to Step S110.

  Also, transmission of the exploration wave from the rear distance measuring sensor 3 is started with the start of retreat. The rear distance measuring sensor 3 sequentially transmits the exploration wave (for example, every 100 msec), sequentially receives the reflected wave of the exploration wave, and outputs the detection result to the rear sensor acquisition unit 1a. Further, the rear sensor acquisition unit 1 a measures the distance and position with the obstacle based on the detection result from the rear distance measuring sensor 3.

  In step S110, it is determined whether or not the wheel (first wheel) on the passage side of the adjacent vehicle has been detected. The determination as to whether or not the first wheel of the adjacent vehicle has been detected is made based on the variation in the detection signal acquired by the rear sensor acquisition means 1a.

  This determination will be described in detail below. In general, the signal output (that is, the intensity of the reflected wave) of the distance measuring sensor (in this embodiment, the rear distance measuring sensor 3) constantly fluctuates during detection. However, compared to the case where the exploration wave of the rear distance measuring sensor 3 is reflected by a relatively flat portion on the side surface of the vehicle body, the dispersion of the reflected wave is more likely to be reflected by irregular reflection at the uneven portion of the tire house portion. The degree increases. For this reason, when the reflected wave signal output is received from the tire house part, the reflected wave signal output tends to fluctuate more than the fluctuation width within a certain time when it constantly fluctuates. The conceptual diagram is shown in FIG. Although FIG. 5 is simplified, the signal output and the detection distance actually vary. By utilizing this variation in signal output, the signal output of the rear ranging sensor 3 exceeds a predetermined threshold in the vicinity of a predetermined distance (for example, the average value of the distance from the front end of the vehicle to the front wheels) from the end surface on the side of the adjacent vehicle. The first wheel is detected when convergence to the state before observing the fluctuation above the threshold is observed until the movement of a predetermined distance from the position where the fluctuation over the threshold is observed. To do. The predetermined distance allowed from the occurrence of fluctuations greater than or equal to the threshold to the convergence may be the average diameter of the tire house portion. The threshold used to determine whether or not a tire house has been detected may be set to a value larger than the fluctuation range when a planar portion is detected.

  Moreover, not only the fluctuation of the signal output but also the temporary fluctuation of the detection result of the distance between the own vehicle A and the adjacent vehicle (that is, the detection distance), the fluctuation of the survey point when the triangulation is performed, You may determine with having detected the 1st wheel. Even when using a temporary change in the detection distance, if a threshold is set for the width of the change in the detection distance, and if it returns to the vicinity of the original detection distance between the occurrence of the change exceeding the threshold and the movement of the predetermined distance, Suppose that a wheel is detected. In addition, when a flat place such as a side body of an adjacent vehicle is triangulated, the point sequence of survey points is approximated by a part of a parabola or an ellipse as disclosed in, for example, JP-A-2008-21039. The continuity that can be observed. If a survey point that is discrete from the continuity by a predetermined threshold or more is detected, the wheel may be detected. Note that step 110 and step 130 described later correspond to the wheel detection means described in claim 1.

  If the first wheel of the adjacent vehicle is detected (YES in step S110), the vehicle continues to move backward while maintaining that the first wheel has been detected as an internal state, and proceeds to step S115. If the first wheel of the adjacent vehicle is not detected, step S110 is NO, and step S110 is repeated while moving backward.

  In step S115, it is determined whether or not a factor that inhibits the retreat (hereinafter referred to as an inhibitor) has been detected. The presence or absence of an obstacle is determined from the vehicle speed calculated from the vehicle speed sensor 5 and the state of the brake SW6. That is, when the output from the brake SW 6 is off and the speed from the vehicle speed sensor 5 is 0, it is determined that there is an obstacle because the vehicle cannot reverse when the brake pedal is not depressed. (Step S115 YES), the process proceeds to Step S120. On the other hand, in other cases, it is not determined that an inhibitor has been detected (NO in step S115), and the process proceeds to step S130. Note that this step S115 is sequentially performed after the first wheel is detected in step S110 until the second wheel is detected in step S130 described later.

  Further, the method for detecting an inhibitor is not limited to the above. For example, a configuration for detecting an obstacle on the road surface by providing a distance measuring sensor such as an ultrasonic sensor arranged so that the center of directivity is directed downward toward the rear of the vehicle, separately from the rear distance measuring sensor 3. It is also good. In addition, this step S115 and step S140 mentioned later correspond to the inhibition determination means of Claim 2.

  In step S120, it is determined that the obstacle detected in step S115 is something other than a wheel stopper such as a wheel lock mechanism provided in the pay parking lot, and the process proceeds to step S125. Step S120 and step S150, which will be described later, correspond to the wheel stop determination means described in claim 2.

  In step S125, a torque-up request signal for requesting the torque control ECU 9 to perform control to increase torque is output. When the torque control ECU 9 receives the torque-up request signal, the torque control ECU 9 controls operations of an injector, an igniter and the like (not shown) to increase the torque of the engine. At this time, the parking assist ECU 1 and the torque control ECU 9 communicate with each other and raise the output stepwise while monitoring the output from the vehicle speed sensor 5. When it is detected that the host vehicle A has moved backward by a predetermined amount (about 0.3 m) from the position where the obstacle is detected, it is determined that the obstacle has been overcome, and the process proceeds to step S130. At this time, if it is determined that the speed exceeds the assumed speed (for example, 4 km / h) at the time of parking assistance due to the momentum over the obstacle, the braking control ECU 10 performs control to decelerate to the assumed speed. Output a signal requesting to do.

  In step S130, it is determined whether the second wheel of the adjacent vehicle has been detected. Whether or not the second wheel has been detected is determined based on a detection signal from the rear ranging sensor 3 in the vicinity of a predetermined distance (for example, an average distance from the front wheel to the rear wheel) from the position where the first wheel is detected. This may be performed based on whether or not the above-described fluctuation is observed in step S110. When the second wheel of the adjacent vehicle is detected (YES in step S130), the process proceeds to step S135. Moreover, when it determines with not detecting the 2nd wheel of an adjacent vehicle, step S130 becomes NO and repeats the flow of step S115-S130.

  In step S135, the parking completion position is calculated, and the process proceeds to step S140. The parking completion position is, for example, a position where the position of the second wheel of the adjacent vehicle and the position of the rear wheel of the own vehicle A coincide with each other in the backward direction as the parking completion position. By calculating the parking completion position, the amount of movement from the position where the second wheel of the adjacent vehicle is detected to the parking completion position is obtained.

  Further, when the length from the rear wheel of the own vehicle A to the rear end of the vehicle is different from the average length from the rear wheel of the general vehicle to the rear end of the vehicle, only a predetermined distance in consideration of the difference. The parking completion position may be calculated so that the position of the rear wheel of the host vehicle A deviates from the second wheel. For example, if the length from the rear wheel of the own vehicle A to the rear end of the vehicle is L1, and the average length from the rear wheel of a general vehicle to the rear end of the vehicle is L2, parking is performed by ΔL = L1-L2. What is necessary is just to set beforehand so that the position of the rear wheel of the own vehicle A may shift | deviate from the 2nd wheel of a vehicle. It should be noted that the positions of the rear wheel, the rear end, the rear distance measuring sensor 3 and the like in the host vehicle A may be stored in a nonvolatile memory such as an EEPROM provided in the parking assist ECU 1. This step S135 corresponds to the parking position determining means described in claim 1.

  In step S140, it is determined whether an inhibitor that inhibits receding is detected. The presence or absence of an inhibitor may be determined as described above in step S115. If an inhibitor is detected (YES in step S140), the process proceeds to step S150. On the other hand, if it is determined that no inhibitor is detected (NO in step S140), the process proceeds to step S145. This step S140 is repeated until the parking completion position is reached after the second wheel is detected.

  In step S145, it is determined whether or not the vehicle A has reached the parking completion position. Whether or not the vehicle A has reached the parking completion position may be determined based on whether or not the vehicle has moved by the movement amount calculated in step S135 from the position where the second wheel of the adjacent vehicle is detected. The amount of movement of the host vehicle A is calculated from the vehicle speed detected by the vehicle speed sensor 5. And when it determines with the own vehicle A having reached the parking completion position, step S145 will become YES and it will progress to step S155. On the other hand, when it is determined that the vehicle A has not yet reached the parking completion position (NO in step S145), the process returns to step S140, and the retreat is continued while repeating the flow of steps S140 to S145. Note that the vehicle position may be compared with the parking completion position, and a signal may be output requesting the braking control ECU 10 to perform control to reduce the traveling speed as the vehicle position approaches the parking completion position.

  In step S150, it is determined that the inhibitor detected in step S140 is a ring stop, and the process proceeds to step S155.

  In step S155, a stop request signal for requesting the brake control ECU 10 to perform control for stopping the host vehicle A is output. Then, the braking control ECU 10 that has received the stop request signal drives the brake actuator to stop the vehicle A. When the vehicle speed sensor 5 confirms that the vehicle is stopped, the vehicle is shifted to a parking state (shift position is parking position, side brake not shown is turned on, etc.). And a 1st parking assistance process is complete | finished.

  Moreover, in step S200 of FIG. 3, the 2nd parking assistance process which is the conventional parking assistance process is implemented. That is, automatic steering or the like is performed so that the vehicle A travels along the parking route calculated in the parking route calculation process. Then, when the own vehicle A reaches about 0.8 m before the temporary parking position C, the voice output device 8 notifies the end of the parking support, and the second parking support process is ended.

  The above series of processing will be described with reference to FIGS. The own vehicle A sequentially detects the distance to the obstacle based on the reflected wave of the exploration wave sequentially transmitted from the front ranging sensor 2R toward the right side of the own vehicle A, so that the path side of the obstacle B1 The contour shape of the end surface and the contour shape of a part of the obstacle B2 are specified, and a parking space in which the vehicle A can be parked is detected (YES in S10 and S20). A dotted line S in FIG. 2 represents a portion that can be detected by the front distance measuring sensor 2R on the end surface of the obstacle on the passage side.

  A temporary parking position C is set in the detected parking space (S30), and a parking route from the current position to the temporary parking position C is calculated (S40). And it determines with this obstruction being a parked vehicle from the length of the path | pass side end surface of the obstruction (namely, parked vehicle B1) adjacent to parking space (S50 YES).

  Thereafter, the first parking support process (S100) is started to perform automatic traveling along the parking route, and when the vehicle reaches the reverse start position P0, the reverse is started (YES in S105). In addition, the backward ranging sensor 3 sequentially transmits and receives exploration waves with this retreat.

  Then, the rear ranging sensor 3 receives the reflected wave reflected by the adjacent vehicle B1, and based on the detection result, the rear sensor acquisition means 1a detects the position in the backward direction of the path-side front end of the adjacent vehicle B1 (FIG. 5 P1). Thereafter, the vehicle continues to reverse, and when a detection signal or fluctuation (P2) in the detection distance is detected in the vicinity of a predetermined distance from P1, that position is set as the first wheel position of the adjacent vehicle B1 (YES in S110). Further, the vehicle continues to move backward, and when a change (P3) is detected in the detection signal or the detection distance again in the vicinity of a predetermined distance from P2, that position is set as the second wheel position (YES in S130). Then, the parking completion position is calculated so that the depth positions of the second wheel of the adjacent vehicle B1 and the rear wheel of the own vehicle A coincide with each other (S135), and the vehicle keeps moving backward while reducing the speed. Thereafter, when the parking completion position is reached (YES in S145), the parking assistance ECU 1 outputs a stop request signal to the braking control ECU 10 to stop it (S155), and parks the host vehicle A.

  In the present embodiment, the parking completion position is set based on the position of the wheel on the far side of the parking space and the position of the rear wheel of the host vehicle A of the parked vehicle adjacent to the parking space. Thereby, even when the difference of the vehicle length of a parked vehicle and the own vehicle A is large, the influence of the vehicle length difference can be reduced and it can suppress that the own vehicle A protrudes from a parking frame.

  Furthermore, since the parking position of the vehicle A is determined based on the position of the rear wheel of the parked vehicle, the parking completion position can be determined without detecting the wheel stopper, and the wheel lock mechanism is erroneously detected as wheel stopper. Thus, it is possible to avoid erroneously setting the parking completion position.

  In addition, by providing a configuration for detecting an obstacle on the road surface and determining whether the obstacle is a wheel stop, if the obstacle is a wheel stop, the vehicle is parked in accordance with the position of the wheel stop. It becomes possible. Furthermore, when the obstacle on the road surface is a wheel lock mechanism or the like, it is possible to prevent the vehicle from stopping before the parking position.

(Modification 1)
In the present embodiment, as described in S50, whether the adjacent obstacle is a parked vehicle is determined based on the length of the end surface on the side of the adjacent obstacle, but is not limited thereto. Second obstacle information acquisition means for acquiring a distance from the position of the front end of the obstacle side adjacent to the parking space to a position where a signal output of a reflected wave within a certain time is detected to detect a fluctuation greater than a predetermined threshold value; You may provide as determination information acquisition means. In this case, the adjacent obstacle determination means uses the average distance from the front end to the front wheels of the commercially available vehicle as the reference for the distance acquired by the second obstacle information acquisition means. What is necessary is just to judge by whether it is settled in the range.

  Further, based on the detection result acquired by the rear sensor acquisition unit 1a, the signal output of the reflected wave from the side surface of the adjacent obstacle on the parking space side for a certain time from the position at which the fluctuation of the predetermined threshold or more is first detected. The third obstacle information acquisition unit that acquires the distance to the position where the variation in the signal output becomes smaller than the threshold value and again detects the variation of the predetermined threshold value or more may be provided as the determination information acquisition unit. In this case, the adjacent obstacle determination means determines the distance acquired by the third obstacle information acquisition means based on the average distance from the front wheels to the rear wheels of a commercially available vehicle. It may be determined whether it is within the range of.

(Modification 2)
Further, as the determination information acquisition means, two or more of these three obstacle information acquisition means are provided, and in determining whether the adjacent obstacle is a parked vehicle, the two or more obstacle information Information acquired by the acquisition unit may be used in combination.

  As an example of determination when the first obstacle information acquisition unit and the second obstacle information acquisition unit are combined, when the length of the passage side end surface of the adjacent obstacle is about the vehicle width, the adjacent obstacle is It is temporarily determined that the vehicle is a parked vehicle. After that, at the time when a fluctuation of the reflected wave signal output over a predetermined threshold is observed in the vicinity of a predetermined position from the front end (P1 in FIG. 5) of the adjacent obstacle, this adjacent position is detected. What is necessary is just to set it as the structure made into a parked vehicle and this determination as an obstruction. Furthermore, when all three obstacle information acquisition means are combined, each obstacle information acquisition means acquires the condition for determining the adjacent obstacle as a parked vehicle when each obstacle information acquisition means is used individually. If the received information is satisfied, the adjacent obstacle is determined as a parked vehicle.

  In this way, by determining whether an adjacent obstacle is a parked vehicle using a plurality of obstacle information acquisition means, the obstacle adjacent to the parking space is not a vehicle, but is a parked vehicle. The possibility of erroneous determination can be reduced.

  Moreover, you may change the conditions which determine with having detected the wheel by reducing the possibility of misjudging an adjacent obstacle. In the above-described embodiment, the signal output from the rear distance measuring sensor 3 is observed to have a fluctuation exceeding a predetermined threshold, and before moving to a predetermined distance from the position where the fluctuation exceeding the threshold is observed, It was determined that the wheel was detected when it converged to the state before the change was observed. Instead, when the possibility of erroneously determining that an adjacent obstacle that is not a vehicle is a parked vehicle can be reduced, a fluctuation exceeding a predetermined threshold was observed in the signal output of the rear ranging sensor 3. It may be determined that the wheel is detected at the time.

A ... Own car, B1, B2 ... Parked vehicle,
C ... Temporary parking position,
DESCRIPTION OF SYMBOLS 1 ... Parking assistance ECU, 1a ... Rear sensor acquisition means 2, 2R ... Front distance sensor,
3 Rear sensor

Claims (7)

Mounted on the vehicle,
Rear distance sensor (3) that includes the side of the rear wheel of the own vehicle or the side of the rear of the rear wheel of the own vehicle in the transmission range, sequentially transmits the exploration wave to the transmission range, and sequentially receives the reflected wave. Rear sensor acquisition means (1a) for acquiring the detection result of
Based on the intensity of the reflected wave sequentially acquired by the rear sensor acquisition means while the host vehicle is moving backward, the position of the front wheel and the rear wheel of the parking space adjacent to the host vehicle is detected. Wheel detection means (1, S110, S130);
Parking position determining means (1, S135) for determining the parking position of the host vehicle based on the position of the wheel on the far side of the parking space detected by the wheel detecting means;
A parking support device, comprising: parking support means (1, S100) for performing support for parking the host vehicle at the determined parking position. In claim 1,
A parking assist device connected to a torque control means ( 9 ) for controlling the torque of an engine mounted on the vehicle so as to be capable of mutual communication,
Inhibition determination means (1, S115, S140) for determining whether or not the traveling of the vehicle is obstructed by an obstacle during reverse,
If the position of the host vehicle rear wheel when it is determined by the inhibition determination means that the vehicle travel is inhibited is a passage side from the wheel on the far side of the parking space detected by the wheel detection means, If it is determined that the obstruction is not a wheel stop and the wheel detection means detects the obstruction at a position on the far side of the parking space with respect to the wheel on the far side of the parking space, Provided with a wheel stopper determining means (1, S120, S150) for determining that there is,
If the wheel stop determination means determines that the obstacle is not a wheel stop, a torque up request signal is output to request that the torque control means perform control to increase torque,
When the wheel stop determining means determines that the obstacle is a wheel stop, the parking support means parks the vehicle at a position where the obstacle is detected, and ends the parking support. Support device. The parking assistance device according to claim 2 is:
Speed detecting means (5) for detecting the traveling speed of the vehicle, and braking operation detecting means (6) for detecting whether the driver of the vehicle is braking the vehicle,
The inhibition determination means reverses by an obstacle when the driver does not perform a braking operation and the vehicle speed is 0 based on the detection results of the speed detection means and the braking operation detection means. On the other hand, when the speed of the vehicle is greater than 0, or when the driver is performing a braking operation, it is determined that the reverse is not inhibited by the obstacle. Parking assistance device. The parking assistance device according to any one of claims 1 to 3,
The distance to the obstacle is sequentially measured based on the reflected wave of the exploration wave sequentially transmitted to the side of the vehicle when traveling forward, and the length of the path side end face of the obstacle adjacent to the parking space is determined based on the measurement result. First obstacle information acquisition means (1, S50) to detect;
Based on the detection results sequentially acquired by the rear sensor acquisition means while the vehicle is moving backward, the distance from the position of the obstacle side surface of the obstacle to the position where the reflected wave intensity is detected to be more than a predetermined threshold is detected. A second obstacle information acquisition means (1, S50) to acquire;
Based on the detection result acquired by the rear sensor acquisition means, a change greater than a predetermined threshold is detected again from a position where a change greater than the predetermined threshold is detected in the intensity of the reflected wave from the side of the obstacle on the parking space side. Determination information acquisition means (1, S50) for acquiring information for determining the obstacle, at least one of the third obstacle information acquisition means (1, S50) for acquiring the distance to the position to be Equipped with an adjacent obstacle determination means (1, S50) for determining whether the obstacle is a parked vehicle based on the information acquired by the determination information acquisition means,
When the adjacent obstacle determination means determines that the obstacle is a parked vehicle, the wheel detection means, the parking position determination means, and the parking support means are executed.
The parking assistance device, wherein when the adjacent obstacle judging means judges that the obstacle is not a parked vehicle, the wheel detecting means, the parking position determining means, and the parking assistance means are not executed. In the parking assistance device according to any one of claims 1 to 4,
The wheel detection means has a fluctuation range of the intensity of the reflected wave acquired by the rear sensor acquisition means equal to or greater than a predetermined threshold, and the reflected wave of the reflected wave is moved by a predetermined distance from a point where the fluctuation greater than the threshold is observed. A parking assist device, wherein when the fluctuation range of intensity converges to a state equal to or less than a predetermined threshold, it is determined that the position of the wheel on the parking space side of the parked vehicle has been detected . In the parking assistance device according to any one of claims 1 to 4,
The rear sensor acquisition means detects a distance from an obstacle based on a detection result of the rear distance sensor,
The wheel detection means has a range of variation in the detection distance until a predetermined distance from a point where the variation in the detection distance to the parked vehicle is equal to or greater than a predetermined threshold and the variation over the threshold is observed. A parking assist device that detects a position of a wheel on the parking space side of the parked vehicle when it converges within a threshold. In the parking assistance device according to any one of claims 1 to 4,
The rear sensor acquisition means performs triangulation for a plurality of survey points,
The said wheel detection means detects the position of the wheel by the side of the said parking space of the said parked vehicle based on the dispersion | variation in the survey point of triangulation survey, The parking assistance apparatus characterized by the above-mentioned.

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