CN105741605B

CN105741605B - Parking assist apparatus

Info

Publication number: CN105741605B
Application number: CN201510993519.9A
Authority: CN
Inventors: 稻垣博纪; 鸟居正宪; 下平裕也
Original assignee: Aisin Seiki Co Ltd
Current assignee: Aisin Corp
Priority date: 2014-12-26
Filing date: 2015-12-25
Publication date: 2020-01-24
Anticipated expiration: 2035-12-25
Also published as: JP2016124398A; JP6500435B2; CN105741605A

Abstract

A parking assistance device having a novel structure capable of detecting fewer defects in boundary marks of parking sections is provided. The parking assist apparatus of an embodiment includes: a boundary line mark detection unit that detects a boundary line mark corresponding to a boundary line of the parking section in the set detection range; a target position determination unit that determines a target position based on the detected boundary line mark; and a detection range setting unit that sets the detection range so that the size of the detection range can be changed.

Description

Parking assist apparatus

Technical Field

Embodiments of the present invention relate to a parking assist apparatus.

Background

Conventionally, there is known a parking assist apparatus that sets a range for detecting a parking space in the vicinity of a parking section regardless of the position or movement of a vehicle.

Documents of the prior art

Patent document

Patent document 1: japanese patent No. 4604703

In such a technique, it is significant if a new configuration in which there are fewer defects when setting a range for detecting a parking space can be obtained.

Disclosure of Invention

Therefore, for example, one of the objects of the present invention is to obtain a parking assistance device having a new configuration capable of detecting a boundary mark of a parking section with less defects.

A parking assistance device according to an embodiment of the present invention includes: a boundary line mark detection unit that detects a boundary line mark corresponding to a boundary line of the parking section within a set detection range; a target position determining unit configured to determine a target position based on the detected boundary line marker; and a detection range setting unit that sets the detection range so that the size of the detection range can be changed.

With such a configuration, since it is possible to suppress the detection range from becoming larger (wider) than necessary, it is possible to obtain effects such as suppressing useless execution of calculation processing involving detection of the boundary line marker and reducing erroneous detection of the boundary line marker.

In the parking assist apparatus, for example, the detection range setting unit may change the detection range in accordance with a relative position of the own vehicle with respect to at least one of a target position and the boundary line marker.

The range in which the boundary line marker can be detected with better accuracy changes as the position of the own vehicle changes. That is, for example, with such a configuration, it is easier to appropriately set the detection range.

In the parking assist apparatus, for example, the detection range setting unit may change the detection range so that the detection range is larger as the distance between the vehicle and the parking assist end point position is smaller.

The closer the host vehicle is to the target position and the boundary line marker, the wider the range in which the boundary line marker can be detected with better accuracy. That is, for example, with such a configuration, it is easier to appropriately set the detection range.

In the parking assist apparatus, for example, the detection range setting unit may set the detection range to a part of a settable range whose position is fixed with respect to the own vehicle. Therefore, for example, the detection range can be changed more easily.

In the parking assist apparatus, for example, the detection range setting unit may set the detection range to a front side in a traveling direction of the host vehicle in the settable range.

As the own vehicle approaches the target position, the boundary line marker relatively approaches the own vehicle from the front side in the traveling direction of the own vehicle. That is, for example, with such a configuration, it is easier to appropriately set the detection range.

Further, for example, in the parking support apparatus, the detection range setting unit may change a length of the detection range in a front-rear direction of the own vehicle. Therefore, for example, the detection range can be changed more easily.

Drawings

Fig. 1 is an illustrative perspective view showing a perspective state of a part of a vehicle cabin of a vehicle of an embodiment.

Fig. 2 is an exemplary top view (overhead view) of the vehicle of the embodiment.

Fig. 3 is an exemplary block diagram of the structure of the parking assist system of the embodiment.

Fig. 4 is an exemplary block diagram of a structure of a part of an ECU (parking assist apparatus) of the parking assist system according to the embodiment.

Fig. 5 is a flowchart showing an example of the procedure of the process of the parking assist apparatus according to the embodiment.

Fig. 6 is a plan view showing an example of a settable range of a detection range set in accordance with a vehicle position by the parking assist apparatus of the embodiment.

Fig. 7 is a plan view showing an example of a settable range of a detection range, a parking section, a target position, and a travel route of a vehicle guided and controlled by the parking assist apparatus according to the embodiment in a state where the vehicle is located at an initial position.

Fig. 8 is a plan view showing an example of a settable range of a detection range, a parking section, and a target position of a vehicle guided and controlled by the parking assist apparatus according to the embodiment in a state where the vehicle is located at a folded position of a moving route.

Fig. 9 is a plan view showing an example of a settable range of a detection range, a parking section, and a target position of a vehicle guided and controlled by the parking assist apparatus according to the embodiment in a state of approaching a parking section.

Fig. 10 is a plan view showing an example of a settable range of a detection range, a parking section, and a target position in a state where a vehicle guided and controlled by the parking assist apparatus according to the embodiment is located at a position further into the parking section than in fig. 9.

Fig. 11 is a plan view showing an example of a settable range of a detection range, a parking section, and a target position in a state where a vehicle guided and controlled by the parking assist apparatus according to the embodiment is located at the target position (end position).

Wherein the reference numerals are as follows:

1 vehicle (self vehicle)

14 ECU (parking auxiliary device)

143 parking section detector (boundary line mark detector)

145 target position determining unit

146 detection range setting unit

Settable range of AL and AR

DL, DR boundary line mark

Pa target position (end position)

SL, SR detection range

Detailed Description

In the following, exemplary embodiments of the present invention are disclosed. The structure of the embodiment shown below and the action, result, and effect brought about by the structure are examples. The present invention can also be realized by a structure other than the structures disclosed in the following embodiments, and at least one of various effects or derivative effects according to the basic structure can be obtained.

For example, the vehicle 1 of the present embodiment may be an internal combustion engine vehicle that is an automobile using an internal combustion engine not shown as a drive source, an electric vehicle or a fuel cell vehicle that is an automobile using an electric motor not shown as a drive source, a hybrid vehicle that uses both of them as drive sources, or an automobile having another drive source. The vehicle 1 may be equipped with various transmission devices, and various devices necessary for driving the internal combustion engine or the electric motor, such as systems and components. Further, the manner, number, layout, and the like of the devices related to the driving of the wheels 3 in the vehicle 1 can be set in various manners.

As illustrated in fig. 1, the vehicle body 2 constitutes a cabin 2a in which passengers, not shown, sit. In the vehicle compartment 2a, a steering unit 4, an accelerator operation unit 5, a brake operation unit 6, a shift operation unit 7, and the like are provided in a state facing a seat 2b of a driver as a passenger. For example, the steering section 4 is a steering wheel protruding from the dashboard 24; for example, the accelerator operation portion 5 is an accelerator pedal located under the foot of the driver; for example, the brake operation portion 6 is a brake pedal located under the foot of the driver; for example, the shift operation portion 7 is a shift lever protruding from a center console. The steering unit 4, the accelerator operation unit 5, the brake operation unit 6, the shift operation unit 7, and the like are not limited to those described above.

Further, a display device 8 as a display output unit and a sound output device 9 as a sound output unit are provided in the vehicle cabin 2 a. For example, the display device 8 is an LCD (liquid crystal display), an OELD (organic electroluminescent display), or the like. The sound output device 9 is, for example, a speaker. The display device 8 is covered with a transparent operation input unit 10 such as a touch panel, for example. The occupant can visually recognize the image displayed on the display screen of the display device 8 by operating the input unit 10. The occupant can perform an operation input by touching, pressing, or moving the operation input unit 10 with a finger or the like at a position corresponding to an image displayed on the display screen of the display device 8. For example, the display device 8, the sound output device 9, the operation input unit 10, and the like are provided in a monitor device 11, and the monitor device 11 is located in a center portion in the vehicle width direction, that is, the left-right direction of the dashboard 24. The monitor device 11 may include an operation input unit, not shown, such as a switch, a dial, a lever, and a button. Further, an audio output device, not shown, may be provided at a different position in the vehicle cabin 2a from the monitoring device 11, and audio may be output from the audio output device 9 of the monitoring device 11 and another audio output device. For example, the monitoring apparatus 11 can also be used as a navigation system or an audio system.

As illustrated in fig. 1 and 2, the vehicle 1 is, for example, a four-wheeled automobile having two front left and right wheels 3F and two rear left and right wheels 3R. All four wheels 3 can be constructed in a steerable manner. As illustrated in fig. 3, the vehicle 1 includes a steering system 13 that steers at least two wheels 3. The steering system 13 includes an actuator 13a and a torque sensor 13 b. The steering system 13 is electronically controlled by an ECU14(electronic control unit) or the like, and the actuator 13a is operated. The steering system 13 is, for example, an electric power steering system, an SBW (Steer by wire) system, or the like. The steering system 13 supplements a steering force by applying an assist torque, which is a torque to the steering unit 4 by an actuator 13a, or steers the wheels 3 by the actuator 13 a. In this case, the actuator 13a may steer one wheel 3 or may steer a plurality of wheels 3. Further, for example, the torque sensor 13b detects the torque supplied to the steering unit 4 by the driver.

As illustrated in fig. 2, for example, four image pickup units 15a to 15d are provided as the plurality of image pickup units 15 on the vehicle body 2. For example, the imaging unit 15 is a digital camera incorporating an imaging element such as a CCD (charge coupled device) or a CIS (complementary metal oxide semiconductor image sensor). The image pickup unit 15 can output moving image data at a predetermined frame rate. The image pickup section 15 has a wide-angle lens or a fisheye lens, respectively, and can pick up an image in a range of 140 ° to 190 ° in the horizontal direction, for example. The optical axis of the imaging unit 15 is set to be directed obliquely downward. Therefore, the imaging unit 15 sequentially images the external environment around the vehicle body 2 including the road surface on which the vehicle 1 can move and the area in which the vehicle 1 can stop, and outputs the images as captured image data.

For example, the imaging unit 15a is provided at an end 2e on the rear side of the vehicle body 2, and is provided in a wall portion below the door 2h of the rear trunk. For example, the imaging unit 15b is located at the right end 2f of the vehicle body 2 and is provided in the right side mirror 2 g. For example, the imaging unit 15c is provided at an end 2c located on the front side of the vehicle body 2, i.e., on the front side in the vehicle longitudinal direction, on the front bumper or the like. For example, the imaging unit 15d is located at the left side of the vehicle body 2, that is, at the end 2d on the left side in the vehicle width direction, and is provided on the mirror 2g as a left protruding portion. The ECU14 executes calculation processing or image processing based on the image data obtained by the plurality of imaging units 15, and can generate an image with a wider angle of view and a virtual overhead image in which the vehicle 1 is viewed from above. The overhead image may be referred to as an overhead image.

The ECU14 recognizes a block line or the like shown on the road surface around the vehicle 1 from the image of the imaging unit 15, and detects (extracts) a parking block shown by the block line or the like.

As illustrated in fig. 1 and 2, for example, four distance measuring units 16a to 16d and eight distance measuring units 17a to 17h are provided as the plurality of

distance measuring units

16 and 17 on the vehicle body 2. For example, the

distance measuring units

16 and 17 are sonar devices that emit ultrasonic waves and capture reflected waves thereof. The sonar can also be referred to as a sonar sensor or an ultrasonic detector. The ECU14 can measure the presence or absence of an object such as an obstacle located around the vehicle 1 or the distance of the vehicle from the object, based on the detection results of the

distance measuring units

16 and 17. That is, the

distance measuring units

16 and 17 are examples of a detecting unit that detects an object. Also, for example, the distance measuring unit 17 can be used for detection of an object at a relatively short distance; for example, the distance measuring unit 16 can be used for detecting an object having a relatively long distance which is farther than the distance measuring unit 17. For example, the distance measuring unit 17 can be used to detect objects in front of and behind the vehicle 1, and the distance measuring unit 16 can be used to detect objects on the side of the vehicle 1. The

distance measuring units

16 and 17 may be radar devices or the like.

As illustrated in fig. 3, the parking assist system 100 is electrically connected to the ECU14, the monitoring device 11, the steering system 13, the

distance measuring units

16 and 17, the brake system 18, the steering angle sensor 19, the accelerator sensor 20, the shift position sensor 21, the wheel speed sensor 22, and the like, via the in-vehicle network 23 as an electronic communication line. The in-vehicle network 23 is configured as a CAN (controller area network), for example. The ECU14 can control the steering system 13, the brake system 18, and the like by sending control signals through the in-vehicle network 23. The ECU14 can receive detection results of the torque sensor 13b, the brake sensor 18b, the steering angle sensor 19, the distance measuring unit 16, the distance measuring unit 17, the accelerator sensor 20, the shift position sensor 21, the wheel speed sensor 22, and the like, operation signals for operating the input unit 10, and the like, via the in-vehicle network 23.

For example, the ECU14 has: a CPU14a (central processing unit), a ROM14b (read only memory), a RAM14c (random access memory), a display control unit 14d, an audio control unit 14e, an SSD14f (solid state drive, flash memory), and the like. For example, the CPU14a can execute various kinds of calculation processing and control such as image processing related to an image displayed on the display device 8, determining a target position of the vehicle 1, calculating a movement path of the vehicle 1, determining whether or not there is interference with an object, automatically controlling the vehicle 1, and canceling automatic control. The CPU14a can read a program installed and stored in a nonvolatile storage device such as the ROM14b and execute calculation processing based on the program. The RAM14c temporarily stores various data for calculation in the CPU14 a. Further, in the calculation processing of the ECU14, the display control portion 14d mainly performs image processing using the image data obtained by the photographing portion 15, or performs processing of synthesizing image data for display on the display device 8, or the like. In the calculation process of the ECU14, the audio control unit 14e mainly executes a process for audio data that can be output by the audio output device 9. SSD14f is a rewritable nonvolatile storage unit and can store data even when the power supply of ECU14 is turned off. Also, the CPU14a, the ROM14b, the RAM14c, and the like can be integrated in the same package. The ECU14 may be configured by using another logic operation processor such as a DSP (digital signal processor) or a logic circuit instead of the CPU14 a. Further, a Hard Disk Drive (HDD) may be provided instead of the SSD14f, or the SSD14f or HDD may be provided separately from the ECU 14. The ECU14 is an example of a parking assist apparatus.

The brake system 18 is, for example, an ABS (anti-lock brake system) for suppressing the locking of brakes, an Electronic Stability Control (ESC) for suppressing the sideslip of the vehicle 1 during turning, an electric brake system for enhancing the braking force (performing brake assist), a BBW (brake by wire) or the like. The brake system 18 provides braking force to the wheels 3 and thus the vehicle 1 via the actuator 18 a. The brake system 18 can detect signs of brake lock, spin of the wheels 3, or spin, from a difference in the rotational speeds of the left and right wheels 3, and the like, and can execute various types of control. For example, the brake sensor 18b is a sensor that detects the position of the movable portion of the brake operation unit 6. The brake sensor 18b can detect the position of a brake pedal as a movable portion. The brake sensor 18b includes a shift position sensor.

The steering angle sensor 19 is a sensor for detecting the amount of steering of the steering unit 4 such as a steering wheel, for example. The rudder angle sensor 19 is configured by using, for example, a hall element. The ECU14 acquires the steering amount of the steering unit 4 by the driver, the steering amount of each wheel 3 during automatic steering, and the like from the steering angle sensor 19, and executes various controls. The steering angle sensor 19 detects a rotation angle of a rotating portion included in the steering unit 4. The rudder angle sensor 19 is an example of an angle sensor.

For example, the accelerator sensor 20 is a sensor that detects the position of a movable portion of the accelerator operation portion 5. The accelerator sensor 20 can detect the position of an accelerator pedal as a movable portion. The throttle sensor 20 includes a shift position sensor.

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

The wheel speed sensor 22 is a sensor that detects the rotation amount of the wheel 3 or the number of rotations per unit time. The wheel speed sensor 22 outputs a wheel speed pulse number indicating the detected number of rotations as a sensor value. For example, the wheel speed sensor 22 can be configured using a hall element or the like. The ECU14 calculates the amount of movement of the vehicle 1 and the like from the sensor value acquired from the wheel speed sensor 22, and executes various controls. Also, there is a case where the wheel speed sensor 22 is provided in the brake system 18. In this case, the ECU14 acquires the detection result of the wheel speed sensor 22 by the brake system 18.

The structure, arrangement, electrical connection, and the like of the various sensors and actuators are examples, and various settings (changes) can be made.

As shown in fig. 4, the ECU14 includes: an acquisition unit 141, an obstacle detection unit 142, a parking zone detection unit 143, a display position determination unit 144, a target position determination unit 145, a detection range setting unit 146, an output information control unit 147, a route setting unit 148, a guidance control unit 149, a storage unit 150, and the like. The CPU14a functions as an acquisition unit 141, an obstacle detection unit 142, a parking zone detection unit 143, a display position determination unit 144, a target position determination unit 145, a detection range setting unit 146, an output information control unit 147, a route setting unit 148, a guidance control unit 149, and the like by executing processing according to a program. The storage unit 150 stores data used for the calculation process of each unit, data of the result of the calculation process, and the like. Further, at least a part of the functions of the above-described respective units may be realized by hardware.

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

The obstacle detecting unit 142 detects an obstacle that hinders the travel of the vehicle 1. For example, the obstacle is another vehicle, a wall, a pillar, a fence, a protrusion, a step, a wheel chock, an object, or the like. The obstacle detecting unit 142 can detect the presence, height, size, and the like of an obstacle by various methods. For example, the obstacle detecting unit 142 can detect an obstacle from the detection results of the

distance measuring units

16 and 17. The

distance measuring units

16 and 17 can detect an object corresponding to the height of the sound beam, and cannot detect an object lower than the height of the sound beam. Therefore, the obstacle detecting unit 142 can detect the height of the obstacle from the detection results of the

distance measuring units

16 and 17 and the heights of the acoustic beams thereof. The obstacle detecting unit 142 may detect the presence or absence of an obstacle or the height of the obstacle based on the detection result of the wheel speed sensor 22 or an acceleration sensor, not shown, and the detection results of the

distance measuring units

16 and 17. For example, the obstacle detecting unit 142 may detect the height of the obstacle by image processing based on the image captured by the imaging unit 15.

The parking section detection unit 143 detects a parking section. The parking section is a section that is set as a rough target or reference for parking the vehicle 1 at the position, and is an area sectioned by a parking boundary line. The parking boundary line is a boundary line or an outer edge of the parking section, and is, for example, a section line or a frame line, a straight line, a band, a step, an edge thereof, or the like. That is, the parking boundary line is a sign, an object, or the like. Hereinafter, the mark of the boundary line of the parking space is represented as a boundary line mark. For example, the parking section detection unit 143 can detect a parking section and a parking boundary line by image processing based on the image captured by the imaging unit 15. The parking section detection unit 143 is an example of a boundary line marker detection unit.

For example, the display position determination unit 144 determines the display position of the display element that is the approximate reference or target for guiding the vehicle 1, based on at least one of the detection result of the obstacle detection unit 142 and the detection result of the parking space detection unit 143. The display position may correspond to an end point of the movement route or may correspond to a middle portion of the movement route. For example, the display elements can be set to be dots, lines, frames, areas, and the like displayed on the display device 8.

For example, the target position determination unit 145 determines a target position, which is a position of a rough reference or a target for guiding the vehicle 1, based on at least one of the detection result of the obstacle detection unit 142 and the detection result of the parking space detection unit 143. The target position may be an end point of the movement route or may be a middle portion of the movement route. For example, the target position can be set to a point or a line, a frame, an area, or the like. The target position may also be the same as the display position.

The detection range setting unit 146 sets a detection range in which the parking section (boundary line mark) is detected by the parking section detection unit 143. The parking section detection unit 143 detects a parking section (boundary line mark) within a set detection range. In the present embodiment, the detection range setting unit 146 can change the size of the detection range. For example, by changing the size of the detection range, it is possible to suppress detection of noise that is not a boundary line marker. The processing of the detection range setting unit 146 will be described later.

For example, the output information control unit 147 controls the display control unit 14d or the audio control unit 14e and further controls the display device 8 or the audio output device 9 so that the display device 8 or the audio output device 9 outputs desired information in a desired form at each stage of starting or ending the parking assistance, determining the target position, calculating the route, performing guidance control, and the like.

For example, the route setting unit 148 sets the movement route from the current position of the vehicle 1 to the target position by a known method or the like, based on the current position of the vehicle 1, that is, the host vehicle, the determined target position, the detection result of the obstacle, and the like.

The guidance control unit 149 controls each unit to move the vehicle 1 along the calculated movement path. For example, in the vehicle 1 that moves by idling (cruise) or the like even when the accelerator pedal is not operated, the guidance control unit 149 can move the vehicle 1 along the movement route by controlling the steering system 13 according to the position of the vehicle 1. The guide control unit 149 may control not only the steering system 13 but also a driving mechanism such as an engine or a motor, a brake system 18 as a brake mechanism, and the like. For example, the guidance control unit 149 may control the output information control unit 147, the display control unit 14d, the audio control unit 14e, the display device 8, or the audio output device 9 to guide the driver to move the vehicle 1 along the travel route in accordance with the display output or the audio output of the position of the vehicle 1.

The storage unit 150 stores data used in the calculation of the ECU14 or data calculated in the calculation of the ECU 14.

Further, in the parking assist system 100, the processing is performed in the steps illustrated in fig. 5. First, the acquisition unit 141 acquires data showing the state of the vehicle 1 (own vehicle) at that point in time (S1). The data indicating the state of the vehicle 1 in S1 is data of a physical quantity (parameter) related to the movement of the vehicle 1, and specifically includes, for example, the position of the vehicle 1, the relative positional relationship between the vehicle 1 and at least one of the target position and the boundary line marker, the speed of the vehicle 1, the acceleration of the vehicle 1, the steering angle of the wheels 3 (front wheels 3F), an operation signal to the operation unit, and the like. The relative positional relationship between the position of the vehicle 1 and the position of the target position or the boundary line marker refers to, for example, a difference in position coordinates between both the positions, a direction with respect to one of the positions, a distance between both the positions, or the like. Next, the detection range setting unit 146 sets the detection range based on the data acquired by the acquisition unit 141 (S2), the obstacle detection unit 142 detects an obstacle (S3), and the parking section detection unit 143 detects a parking section (parking boundary line, boundary line mark) within the detection range set in S2 (S4). Next, the target position determining unit 145 determines the target position of the movement route of the vehicle 1 based on the detection result of S3 or S4 (S5). Next, the route setting unit 148 calculates the movement route from the current position of the vehicle 1 to the determined target position (S6). Next, the guide control unit 149 controls the respective units to realize the movement of the vehicle 1 along the calculated movement route (S7). Further, the target position, the movement route, and the like can be corrected or updated as appropriate while the vehicle 1 is moving on the movement route. In the parking assist control process, the flow of fig. 5 is executed at each time step (time step) set at predetermined time intervals. Further, all the steps of S1 to S7 need not be executed at all the time steps, and for example, the setting of the detection range (S2) or the like may be executed once every plural time steps.

Next, an example of the procedure of setting the detection range by the detection range setting unit 146 of the parking assist system 100 according to the present embodiment will be described with reference to fig. 6 to 11.

Fig. 6 illustrates settable ranges AL, AR of the detection range in the vehicle 1. The settable ranges AL and AR are ranges in which the detection range can be set, and are the same as the detection range in the case where the size (size) is the maximum. For example, the setting ranges AL and AR may be arranged at positions where the

distance end portions

2d and 2f on both left and right sides of the vehicle 1 are relatively close to each other, and may have a rectangular shape (rectangular shape) elongated and extending in the front-rear direction Cv of the vehicle 1. The longer sides of the settable ranges AL, AR, that is, the sides along the up-down direction in fig. 6, are parallel to the front-rear direction Cv of the vehicle 1; the short sides of the settable ranges AL, AR, that is, the sides along the left-right direction in fig. 6, are parallel to the vehicle width direction of the vehicle 1, that is, parallel to the direction orthogonal to the front-rear direction Cv. The length along the front-rear direction of the settable ranges AL, AR is L, and the length along the vehicle width direction is W. The settable ranges AL, AR are fixed relative to the vehicle 1. Therefore, the ranges AL, AR can be set so as not to move with the vehicle 1 but to be stationary in the coordinate system fixed to the vehicle 1 and to move with the movement of the vehicle 1 in the coordinate system fixed to the ground. The settable ranges AL and AR may be set to various shapes or positions, and may not be rectangular, for example. Then, the ECU14 converts the position of the detected parking area or parking boundary line into a position in a plan view when the vehicle 1 is viewed from above as illustrated in fig. 6 by coordinate conversion or the like by calibration (calibration).

As illustrated in fig. 7, the route setting unit 148 sets the routes R1 and R2 along which the vehicle 1 moves from the position Ps to the target positions Paf and Pa via the turning point Pt. In this case, for example, the target position Paf is set at a midpoint equidistant from the end portions d1 and d1 of the two detected boundary line marks DL and DR at the entrance of the parking partition as a position corresponding to the entrance; for example, the target position Pa is set corresponding to the end point of the route R2 of the vehicle 1. For example, the target position Pa is set to a position of the vehicle 1 in a specific state in which the front end of the vehicle 1 is the target position Paf, and the target position Pa is equidistant from the two detected boundary line marks DL and DR. The position Ps may be referred to as an initial position or a starting position, and the target positions Paf and Pa may be referred to as final positions or end positions.

Fig. 8 to 11 illustrate setting of detection ranges at respective positions of the vehicle 1 from the position Ps to the target position Pa.

Fig. 8 shows a state where the vehicle 1 is at the turning point Pt of the routes R1, R2. As shown in fig. 8, in this state, the detection range is not set within the settable ranges AL and AR. In the present embodiment, the detection range setting unit 146 does not set the detection range in a state where the vehicle 1 is spaced apart from the target position Pa or the boundary marks DL and DR by a predetermined distance or more or far beyond the predetermined distance. The farther the distance from the vehicle 1 to the boundary line markers DL, DR is, the more likely the detection accuracy of the boundary line markers DL, DR is reduced. If the target positions Pa and Paf are set based on the boundary marks DL and DR whose position detection accuracy is not high, the actual parking section may have a large deviation from the target positions Pa and Paf. In this regard, according to the present embodiment, in a state where the vehicle 1 is spaced apart from the target position Pa or the boundary marks DL and DR by a predetermined distance or more, the boundary marks DL and DR and the target positions Pa and Paf based on the detection result are not detected, and therefore, it is possible to suppress a problem that the detection accuracy of the boundary marks DL and DR is not so high.

Fig. 9 shows a state in which the vehicle 1 approaches an entrance of the parking section. As shown in fig. 9, in this state, although the detection range SL1(SL) is set within the settable range AL on the left side of the vehicle 1, the detection range is not set within the settable range AR on the right side of the vehicle 1. As is apparent from fig. 9, the boundary line mark DR does not enter the settable range AR on the right side of the vehicle 1. In such a state, even if the detection range is set within the settable range AR, the boundary line mark DR is not detected within the detection range. Therefore, for example, by such setting, execution of useless calculation processing can be suppressed.

The ECU14 can acquire the relative positional relationship between the position of the vehicle 1 and the positions of the boundary line markers DL and DR detected from the target position Pa and the position Ps at each timing by calculating the route of the vehicle 1 during guidance control or the like (parking assist) performed by the guidance control unit 149. Therefore, the detection range setting unit 146 can predict the timing or position at which the boundary line marks DL and DR relatively enter the detection ranges SL and SR corresponding to the vehicle 1, and set the detection ranges SL and SR from the timing (time) that is earlier than the predicted timing by a predetermined time or from the position that is earlier than the predicted position by a predetermined distance. In this case, the length of the detection ranges SL and SR in the longitudinal direction Cv of the vehicle 1 at the set start time point can be set to the length M in fig. 9 and 10.

As shown in fig. 9, the detection range setting unit 146 sets the detection range SL in the settable range AL. If the detection range SL is set at each timing regardless of the predetermined range (settable range AL), the load of the calculation process may be increased. In this regard, in the present embodiment, the detection range setting unit 146 sets the detection range SL within the predetermined settable range AL, and therefore, for example, an increase in the calculation processing load associated with setting or changing the detection range SL can be suppressed. The same applies to the setting of the detection range SR (see fig. 10) in the settable range AR.

As shown in fig. 9, the detection range SL is set on the forward side in the traveling direction of the vehicle 1 within the settable range AL. As shown in the examples of fig. 6 to 11, the forward side in the traveling direction of the vehicle 1 is the backward side in the longitudinal direction Cv of the vehicle 1 in the case where the vehicle 1 is retreated, that is, the backward side of the driver seated in the driver's seat. Although not shown, when the vehicle 1 moves forward, it is forward of the longitudinal direction Cv of the vehicle 1. When the vehicle 1 moves toward the target position Pa (end position), the boundary line markers DL and DR relatively approach the vehicle 1 from the front side in the traveling direction of the vehicle 1 when viewed from the vehicle 1. Therefore, for example, by such setting, the boundary line markers DL, DR can be detected more efficiently, more quickly, or more reliably. The same applies to the setting of the detection range SR (see fig. 10) in the settable range AR.

As shown in fig. 9, in a state before the vehicle enters the parking section, in which the steering angle of the front wheels 3F is relatively large, a part of the front wheels 3F enters the settable ranges AL and AR. In this state, if the entire settable ranges AL and AR are set as the detection ranges SL and SR, the front wheels 3F may be erroneously detected as the boundary line markers. In this regard, as shown in fig. 9, according to the present embodiment, the detection ranges SL and SR are located on the rear side in the longitudinal direction Cv of the vehicle 1, and the ranges of the detection ranges SL and SR are set so as to avoid the front wheels 3F, so that such erroneous detection does not occur. Therefore, the detection range setting unit 146 may set the magnitude of the detection ranges SL and SR so that the front wheels 3F (the wheels 3) do not enter the detection ranges SL and SR in a state where the steering angle of the front wheels 3F (the wheels 3) is equal to or greater than the predetermined angle (threshold value).

Fig. 10 shows a state in which the vehicle 1 enters the parking zone further inward than the state in fig. 9. As is apparent from fig. 9 and 10, the area of the portion where the settable ranges AL and AR overlap the boundary line marks DL and DR increases as the vehicle 1 approaches the target position Pa (end position). Therefore, in the present embodiment, the detection range setting unit 146 sets the detection ranges SL and SR so that the closer the vehicle 1 is to the target position Pa (end position), the larger the detection ranges SL and SR become. Specifically, the area of the detection range SL2 in fig. 10 is larger than the area of the detection range SL1 in fig. 9. For example, by setting as described above, the boundary line markers DL and DR can be detected more reliably. Further, the wider the detection ranges SL and SR, the higher the load of the calculation process of the detection range setting unit 146, and the more likely the boundary line marks DL and DR are erroneously detected. In this regard, according to the present embodiment, the detection ranges SL and SR are set more appropriately according to the position of the vehicle 1, and unnecessary increase (widening) of the detection ranges SL and SR is suppressed, so that, for example, a load of calculation processing is increased, and a malfunction such as erroneous detection of the boundary line marker can be suppressed.

Specifically, for example, the detection range setting unit 146 sets the detection ranges SL and SR such that the end portions M1 and M2 of the detection ranges SL and SR on the rear side in the traveling direction of the vehicle 1 are separated from the end portions d1 and d2 of the boundary line marks DL and DR on the rear side in the traveling direction of the vehicle 1 by the distance M in the longitudinal direction of the settable ranges AL and AR, which is the front-rear direction Cv of the vehicle 1. The distance M can be considered as a margin length corresponding to various errors and the like. Therefore, the boundary markers DL and DR can be detected more reliably by such setting. Further, with such setting, the detection ranges SL and SR can be changed by changing the relatively simple calculation process of the length along the longitudinal direction Cv of the vehicle 1 in the settable ranges AL and AR, and therefore, the load of the calculation process of the detection range setting unit 146 can be suppressed from increasing. In the present embodiment, the calculation of the set detection ranges SL and SR (S2 in fig. 5) uses the detection results of the boundary line markers DL and DR of the previous time step and the detection result of the state of the vehicle 1 (own vehicle) of the current time step (the timing at which the calculation process is performed), but the present embodiment is not limited to this, and the detection results of the boundary line markers DL and DR of the previous time step and the detection result of the state of the vehicle 1 of the previous time step may be used. That is, the set detection ranges SL and SR may be calculated after the boundary markers DL and DR are detected (the same as S4), the set detection ranges SL and SR may be stored in the storage unit 150, and the parking sections (the boundary markers DL and DR) for detecting the next time step may be calculated for the detection ranges SL and SR stored in the storage unit 150. The ends m1, m2 are an example of a first end, and the ends d1, d2 are an example of a second end.

Then, as shown in fig. 11, the vehicle 1 reaches the target position Pa (end position). At this time point or a time point before this, the detection ranges SL, SR are the same as the settable ranges AL, AR. In addition, the detection range SL3 in fig. 11 is larger than the detection ranges SL1 and SL2 in fig. 9 and 10, and the detection range SR3 in fig. 11 is larger than the detection range SR2 in fig. 10. In a state where the vehicle 1 approaches the target position Pa by a predetermined distance or more, the target position Pa (midpoint position) may be corrected to a position different from the initial target position Pa. In this case, the target position Pa may be set (calculated) using the positions of the end portions d3, d3 on the front side in the traveling direction of the vehicle 1 of the boundary line markers DL, DR, and the like.

As described above, in the present embodiment, the detection range setting unit 146 sets the detection ranges SL and SR so that the sizes of the detection ranges SL and SR for detecting the boundary line marks DL and DR (parking sections and parking boundary lines) can be changed. Therefore, since it is possible to suppress the detection ranges SL and SR from becoming larger (wider) as necessary, for example, it is possible to obtain effects of suppressing the calculation processing accompanying the detection of the boundary line markers DL and DR from being executed uselessly, and reducing erroneous detection of the boundary line markers DL and DR.

In the present embodiment, the detection range setting unit 146 can change the detection ranges SL and SR according to the relative position of the vehicle 1 (the own vehicle) with respect to at least one of the target position Pa and the boundary marks DL and DR. The range in which the boundary line markers DL, DR change can be detected as the position of the vehicle 1 changes. That is, for example, with such a configuration, it is easier to appropriately set the detection ranges SL and SR.

In the present embodiment, the detection range setting unit 146 may change the detection ranges SL and SR so that the detection ranges SL and SR become larger as the vehicle 1 approaches the target position Pa (end position). The closer the vehicle 1 is to the target position Pa and the boundary marks DL and DR, the wider the range in which the boundary marks DL and DR can be detected. That is, for example, with such a configuration, it is easier to appropriately set the detection ranges SL and SR.

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

In the present embodiment, the detection range setting unit 146 sets the detection ranges SL and SR to the front side in the traveling direction of the vehicle 1 (the host vehicle) in the settable ranges AL and AR. As the vehicle 1 approaches the target position Pa (end position), the boundary line markers DL, DR relatively approach the vehicle 1 from the front side in the traveling direction of the vehicle 1. That is, for example, with such a configuration, it is easier to appropriately set the detection ranges SL and SR.

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

Although the embodiments of the present invention have been described above, the above embodiments are merely examples, and are not intended to limit the scope of the present invention. The embodiments can be implemented in other various forms, and various omissions, substitutions, combinations, and changes can be made without departing from the spirit of the invention. The present invention can also be implemented by partially replacing the structures or shapes of the examples. The specification (structure, type, direction, shape, size, length, width, height, number, arrangement, position, etc.) of each structure, shape, etc. can be appropriately changed to implement the present invention. The present invention can be applied to parking assistance in various types of parking lots and parking spaces. Further, the present invention can be applied to setting a plurality of candidate target positions. In the present invention, the detection range satisfying the predetermined condition may not be set (calculated) based on the settable range, but may be set (calculated) based on the settable range.

The parking assistance device according to the embodiment may have a structure shown in the following items [7] and [8 ].

[7] In the parking assist apparatus according to any one of the first to sixth aspects, the detection range setting unit may change the detection range so that the size of the detection range is different between the left side and the right side of the own vehicle.

When the vehicle 1 (host vehicle) approaches the target position Pa (end position) while turning, the distance to the boundary line markers DL and DR or the length of the portion of the boundary line markers DL and DR located near the vehicle 1 are different on the left and right sides of the vehicle 1. Therefore, with such a configuration, it is easier to appropriately set the detection ranges SL and SR.

[8] In the parking assist apparatus according to any one of the first to sixth aspects and [7], the detection range setting unit may change the detection range such that a first end portion is located rearward of the detection range in the traveling direction of the host vehicle and a second end portion is located rearward of the detected boundary line mark in the traveling direction.

Since the end portions m1 and m2 of the detection ranges SL and SR on the rear side in the traveling direction are located on the rear side in the traveling direction than the end portions d1 and d2 of the boundary line markers DL and DR on the rear side in the traveling direction, the end portions d1 and d2 of the boundary line markers DL and DR are located on the rear side with respect to reliability. Therefore, with such a configuration, it is easier to appropriately set the detection ranges SL and SR.

Claims

1. A parking assistance apparatus is characterized by comprising:

a boundary line mark detection unit that detects a boundary line mark corresponding to a boundary line of the parking section within a set detection range;

a target position determining unit configured to determine a target position based on the detected boundary line marker;

a detection range setting unit that sets the detection range so that the size of the detection range can be changed,

the detection range setting unit may change the detection range such that the detection range increases as the distance between the vehicle and the parking assist end point position decreases,

the detection range setting section sets the detection range to a part of a settable range whose position is fixed with respect to the own vehicle,

the detection range setting unit sets the detection range to a front side in a traveling direction of the host vehicle in the settable range.

2. Parking assistance device according to claim 1,

the detection range setting unit may change the detection range in accordance with a relative position of the host vehicle with respect to at least one of a target position and the boundary line marker.

3. Parking assistance device according to claim 1 or 2,

the detection range setting unit changes a length of the detection range in a front-rear direction of the host vehicle.