JP2021062658A - Parking support apparatus, parking support method, and parking support program - Google Patents

Abstract

To provide a parking support apparatus that suppresses occurrence of an unnatural behavior such as sudden braking or a sharp turn and smoothly continues guidance to a parking target position even when an object is detected during route guidance.SOLUTION: A parking support apparatus includes an acquisition unit that acquires peripheral information representing a situation surrounding a vehicle, a route acquisition unit that acquires, to park the vehicle in a retreat posture at a parking target position of the vehicle to be determined on the basis of the peripheral information, an advance guidance route for performing advance guidance from a current position of the vehicle and a retreat guidance route for performing retreat guidance of the vehicle from an advance stop position in the advance guidance route to the parking target position, a correction position setting unit that sets, when peripheral information representing an object that can contact the vehicle before the vehicle reaches the advance stop position during the advance guidance, a correction stop position on the advance guidance route that is a predetermined distance short of the object, and a control unit that performs braking-driving control to start deceleration from a predetermined position to stop the vehicle at the correction stop position at a standard stop deceleration in normal guidance control.SELECTED DRAWING: Figure 5

Description

Embodiments of the present invention relate to parking assistance devices, parking assistance methods, and parking assistance programs.

Conventionally, a parking support device that guides a vehicle to a parking target position has been put into practical use. For example, the parking space is determined based on the image of the surroundings of the vehicle, and a guidance route for guiding the vehicle from the current position of the vehicle to the parking target position set in the parking space is generated. Then, according to the guidance route, for example, control drive control or steering control of the vehicle is executed to automatically guide the vehicle to the parking space (parking target position), for example. At this time, if an obstacle that may come into contact with the vehicle is found during guidance, a parking support device that regenerates the guidance route has also been proposed.

JP-A-2018-158674

When a vehicle is stored in a parking space by reverse travel, the vehicle generally passes in front of the parking space by forward travel and then reverse travel in order to direct the rear portion toward the parking space. In this case, when the parking space is determined, the guidance route including the forward travel and the reverse travel as described above is generated (set). At this time, an object (for example, an obstacle) existing around the end (stop position for turning back) of the forward guidance path extending in the direction away from the parking space may not be completely detected. Then, if an object is detected in the process of performing guidance according to the forward guidance path, unnatural behavior (guidance) may be executed in order to avoid contact between the object and the vehicle, and boarding. In some cases, the person (driver, etc.) may feel uncomfortable or anxious. Therefore, it is meaningful if a parking support device capable of suppressing the occurrence of unnatural behavior and smoothly continuing the guidance to the parking target position even when an object is detected during the route guidance can be provided.

The parking support device according to the embodiment of the present invention includes, for example, an acquisition unit that acquires peripheral information indicating the peripheral situation of the vehicle acquired by a detector mounted on the vehicle, and the above-mentioned determination based on the peripheral information. In order to park the vehicle in the parking target position of the vehicle in the backward posture, the vehicle is retracted to the parking target position from the forward guidance path for guiding the vehicle forward from the current position of the vehicle and the forward stop position in the forward guidance path. When the route acquisition unit that acquires the backward guidance route for guiding and the peripheral information indicating an object that can come into contact with the vehicle before reaching the forward stop position during forward guidance following the forward guidance route are acquired. , A correction position setting unit that sets a correction stop position on the forward guidance path a predetermined distance before the object, and a predetermined position at the correction stop position so as to stop the vehicle at the standard stop deceleration in normal guidance control. It includes a control unit that executes control drive control that starts deceleration from. According to this configuration, for example, when the existence of the object is confirmed, the correction stop position is set on the forward guidance path so as to stop before a predetermined distance of the object, and the forward guidance path is corrected. In addition, control drive control is executed to start deceleration from a predetermined position so as to stop the vehicle at the modified stop position at the standard stop deceleration in the normal guidance control. As a result, it is possible to continuously execute the subsequent parking support while suppressing the occurrence of unnatural behavior.

The control unit of the parking assist device according to the embodiment of the present invention reduces the standard stop deceleration to, for example, a deceleration equal to or less than the maximum deceleration that can be output by automatic braking control for avoiding contact with the object. You may set it. According to this configuration, for example, it is possible to make it difficult to recognize that the braking is sudden, and it is possible to make it easy to smoothly stop at the correction stop position.

The control unit of the parking support device according to the embodiment of the present invention reduces the standard stop when, for example, the position of the vehicle when acquiring the peripheral information indicating the object is closer to the object than the predetermined position. The deceleration may be set with a value between the speed and above and the maximum deceleration or less. According to this configuration, for example, it is possible to reliably stop at the correction stop position while avoiding sudden braking.

The control unit of the parking support device according to the embodiment of the present invention may set, for example, the standard stop deceleration to be the deceleration when the vehicle is stopped at the parking target position. .. According to this configuration, for example, even when the vehicle is stopped at the correction stop position, it is possible to realize a deceleration stop similar to the stop for normal parking, and the smooth movement (guidance) of the vehicle can be achieved throughout the parking support. realizable.

The parking support method according to the embodiment of the present invention includes an acquisition step of acquiring peripheral information indicating the peripheral situation of the vehicle acquired by a detector mounted on the vehicle, and a vehicle of the vehicle determined based on the peripheral information. In order to park the vehicle in the parking target position in the backward posture, the vehicle is guided backward to the parking target position from the forward guidance path for guiding the vehicle forward from the current position of the vehicle and the forward stop position in the forward guidance path. When the route acquisition step for acquiring the reverse guidance route for the vehicle and the peripheral information indicating an object that can come into contact with the vehicle before reaching the forward stop position during the forward guidance following the forward guidance route are acquired. A correction position setting step for setting a correction stop position on the forward guidance path a predetermined distance before the object, and a deceleration from a predetermined position so as to stop the vehicle at the correction stop position at the standard stop deceleration in normal guidance control. Includes a control step to perform control drive control, and so on. According to this configuration, for example, when the existence of the object is confirmed, the correction stop position is set on the forward guidance path so as to stop before a predetermined distance of the object, and the forward guidance path is corrected. In addition, control drive control is executed to start deceleration from a predetermined position so as to stop the vehicle at the modified stop position at the standard stop deceleration in the normal guidance control. As a result, it is possible to continuously execute the subsequent parking support while suppressing the occurrence of unnatural behavior (guidance).

The parking support program according to the embodiment of the present invention includes an acquisition step of acquiring peripheral information indicating the surrounding situation of the vehicle acquired by a detector mounted on the vehicle, and parking of the vehicle determined based on the peripheral information. In order to park the vehicle in the reverse posture at the target position, to guide the vehicle backward to the parking target position from the forward guidance path for guiding the vehicle forward from the current position of the vehicle and the forward stop position in the forward guidance path. When the route acquisition step for acquiring the reverse guidance path and the peripheral information indicating an object that can come into contact with the vehicle before reaching the forward stop position during forward guidance following the forward guidance path are acquired, the object. A correction position setting step for setting a correction stop position on the forward guidance path closer to a predetermined distance, and deceleration from a predetermined position so as to stop the vehicle at the correction stop position at the standard stop deceleration in normal guidance control. Have the computer execute the control step to execute the control drive control to be started. According to this configuration, for example, when the existence of an object can be confirmed, it is possible to set a correction stop position on the forward guidance path so as to stop before a predetermined distance of the object. In addition, it is possible to execute a control drive control that starts deceleration from a predetermined position so that the vehicle is stopped at the modified stop position at the standard stop deceleration in the normal guidance control. As a result, it is possible to continuously execute the subsequent parking support while suppressing the occurrence of unnatural behavior (guidance).

FIG. 1 is an exemplary and schematic perspective view showing a state in which a part of the passenger compartment of the vehicle equipped with the parking support device according to the embodiment is seen through. FIG. 2 is an exemplary plan view of a vehicle equipped with the parking support device according to the embodiment. FIG. 3 is an exemplary and schematic view of the case where the dashboard of the vehicle equipped with the parking support device according to the embodiment is viewed from the rear of the vehicle. FIG. 4 is an exemplary block diagram of the configuration of the control system including the parking assist device according to the embodiment. FIG. 5 is an exemplary and schematic block diagram showing a configuration of a parking support device realized on the CPU of the control system according to the embodiment. FIG. 6 is an exemplary and schematic diagram showing a guidance route acquired when a parking space is set in the parking support device according to the embodiment. FIG. 7 is an exemplary and schematic diagram showing the relationship between the vehicle speed and the moving distance when the vehicle is guided along the forward guidance path in the parking support device according to the embodiment. FIG. 8 is an exemplary and schematic diagram illustrating the relationship between an obstacle detected in the process of guiding a vehicle according to a guidance route acquired at the time of setting a parking space in the parking support device according to the embodiment and the vehicle. It is a figure. FIG. 9 is an exemplary and schematic view showing a state in which the correction stop position is set and the forward guidance path is shortened in the parking support device according to the embodiment. FIG. 10 is an exemplary and schematic diagram showing a state in which a backward guidance route is set based on a set correction stop position in the parking support device according to the embodiment. FIG. 11 is a flowchart showing an example of a flow of parking support processing by the parking support device according to the embodiment.

Hereinafter, exemplary embodiments of the present invention will be disclosed. The configurations of the embodiments shown below, as well as the actions, results, and effects produced by such configurations, are examples. The present invention can be realized by a configuration other than the configurations disclosed in the following embodiments, and at least one of various effects based on the basic configuration and derivative effects can be obtained. ..

FIG. 1 is an exemplary and schematic perspective view of a state in which a part of the passenger compartment 2a of the vehicle 1 equipped with the image processing device according to the embodiment is seen through. The vehicle equipped with the parking support device according to the present embodiment may be an automobile (internal combustion engine automobile) having an internal combustion engine (engine) as a drive source, or an automobile (electric vehicle) having an electric motor (motor) as a drive source. , Fuel cell vehicle, etc.), or a vehicle (hybrid vehicle) using both of them as drive sources. Further, the vehicle 1 can be equipped with various transmissions and various devices (systems, parts, etc.) necessary for driving an internal combustion engine or an electric motor. In addition, the method, number, layout, and the like of the devices involved in driving the wheels 3 in the vehicle 1 can be set in various ways.

As illustrated in FIG. 1, the vehicle body 2 of the vehicle 1 constitutes a passenger compartment 2a on which an occupant (not shown) rides. In the passenger compartment 2a, a steering unit 4, an acceleration operation unit 5, a braking operation unit 6, a speed change operation unit 7, and the like are provided so as to face the driver's seat 2b as a occupant. The steering unit 4 is, for example, a steering wheel protruding from the dashboard 24. The acceleration operation unit 5 is, for example, an accelerator pedal located under the driver's feet. The braking operation unit 6 is, for example, a brake pedal located under the driver's feet. The speed change operation unit 7 is, for example, a shift lever protruding from the center console.

Further, a display device 8 (display unit) and an audio output device 9 as an audio output unit are provided in the vehicle interior 2a. The display device 8 is, for example, an LCD (Liquid Crystal Display), an OELD (Organic Electroluminescent Display), or the like. The audio output device 9 is, for example, a speaker. Further, the display device 8 is covered with a transparent operation input unit 10 such as a touch panel. The occupant (user) can visually recognize the image displayed on the display screen of the display device 8 via the operation input unit 10. Further, the occupant (driver, etc.) inputs the operation by touching, pushing, or moving the operation input unit 10 with his / her fingers or the like at the position corresponding to the image displayed on the display screen of the display device 8. Can be executed. The display device 8, the voice output device 9, the operation input unit 10, and the like are provided, for example, in the monitor device 11 located at the center of the dashboard 24 in the vehicle width direction, that is, in the left-right direction. The monitoring device 11 can have operation input units (not shown) such as switches, dials, joysticks, and push buttons. Further, an audio output device (not shown) can be provided at another position in the vehicle interior 2a different from the monitor device 11, and audio is output from the audio output device 9 of the monitor device 11 and another audio output device. be able to. The monitoring device 11 can also be used as, for example, a navigation system or an audio system.

Further, a display device 12 different from the display device 8 is provided in the vehicle interior 2a. As illustrated in FIG. 3, the display device 12 is provided, for example, on the instrument panel 25 of the dashboard 24, and is located between the speed display 25a and the rotation speed display 25b at substantially the center of the instrument panel 25. Is located in. The size of the screen 12a of the display device 12 is smaller than the size of the screen 8a (FIG. 3) of the display device 8. The display device 12 may mainly display an image showing information (character information, display information by an indicator, etc.) related to parking assistance of the vehicle 1. The amount of information displayed on the display device 12 may be less than the amount of information displayed on the display device 8. The display device 12 is, for example, an LCD, an OELD, or the like. The information displayed on the display device 12 may be displayed on the display device 8.

FIG. 2 is an exemplary and schematic plan view of the vehicle 1 equipped with the parking support device according to the present embodiment. As shown in FIGS. 1 and 2, the vehicle 1 is a four-wheeled vehicle or the like, and has two left and right front wheels 3F and two left and right rear wheels 3R. All or part of the four wheels 3 can be steered.

The vehicle body 2 is provided with, for example, four imaging units 15a to 15d as a plurality of imaging units 15. The image pickup unit 15 is, for example, a digital camera having a built-in image pickup element such as a CCD (Charge Coupled Device) or a CIS (CMOS Image Sensor). The imaging unit 15 can output moving image data at a predetermined frame rate. The imaging unit 15 has a wide-angle lens or a fisheye lens, respectively, and can photograph a range of, for example, 140 ° to 220 ° in the horizontal direction. Further, the optical axis of the imaging unit 15 is set obliquely downward. Therefore, the imaging unit 15 sequentially photographs the external environment around the vehicle body 2 including the road surface on which the vehicle 1 can move and the area where the vehicle 1 can park, and outputs the captured image data.

The imaging unit 15a is located, for example, at the rear end 2e of the vehicle body 2 and is provided on the wall below the trunk door 2h to image the situation in the rear region of the vehicle 1. The imaging unit 15b is located, for example, at the right end 2f of the vehicle body 2 and is provided on the right door mirror 2g to image the situation of a region including the right front, the right side, and the right rear of the vehicle 1. The image pickup unit 15c is located, for example, on the front side of the vehicle body 2, that is, at the end portion 2c on the front side in the front-rear direction of the vehicle, and is provided on a front bumper or the like to take an image of the situation in the front region of the vehicle 1. The image pickup unit 15d is located, for example, on the left side of the vehicle body 2, that is, on the left end portion 2d in the vehicle width direction, and is provided on the door mirror 2g as a protrusion on the left side. The situation of the area including is imaged. The ECU 14 (see FIG. 4) that constitutes the image processing device executes arithmetic processing and image processing based on the captured image data obtained by the plurality of imaging units 15 to generate an image with a wider viewing angle, or a vehicle. It is possible to generate a virtual bird's-eye view image of 1 viewed from above (directly above or diagonally above).

Further, the vehicle 1 has a plurality of distance measuring units 16 and 17 capable of measuring the distance to an object existing outside the vehicle 1. The ranging unit 16 is, for example, a millimeter-wave radar or the like, and can measure the distance to an object existing in the traveling direction of the vehicle 1 (the direction in which the vehicle 1 faces). In the present embodiment, the vehicle 1 has a plurality of ranging units 16a to 16d. The distance measuring unit 16a is provided at, for example, the left end of the rear bumper of the vehicle 1 and can measure the distance to an object existing on the left rear side of the vehicle 1. Further, the distance measuring unit 16b is provided at the right end of the rear bumper of the vehicle 1 and can measure the distance to an object existing on the right rear side of the vehicle 1. The distance measuring unit 16c is provided at the right end of the front bumper of the vehicle 1 and can measure the distance to an object existing in the front right of the vehicle 1. Further, the distance measuring unit 16d is provided at the left end of the front bumper of the vehicle 1 and can measure the distance to an object existing in the front left of the vehicle 1. The ranging unit 16 can be used to detect a relatively long-distance object.

Further, the vehicle 1 has a distance measuring unit 17 capable of measuring a distance from an external object existing at a relatively short distance from the vehicle 1. The ranging unit 17 is, for example, a sonar that emits ultrasonic waves and captures the reflected waves. In the present embodiment, the vehicle 1 has a plurality of ranging units 17a to 17h. The ranging units 17a to 17d are provided on the rear bumper of the vehicle 1 and can measure the distance to an object existing behind the vehicle. The ranging units 17e to 17h are provided on the front bumper of the vehicle 1 and can measure the distance to an object existing in front of the vehicle 1.

In the present embodiment, the distance measuring unit 16 is an obstacle (for example, an adjacent vehicle, a wall, etc.) along with the vehicle 1 or an obstacle (for example, an obstacle) existing behind the parking space when the vehicle 1 is parked. , Curbs, steps, walls, fences, etc.) and can measure the distance to the obstacle. Further, when an obstacle (object) approaches the vehicle 1 by exceeding a predetermined distance (for example, 0.3 m), the distance measuring unit 17 detects the approaching obstacle (object) and detects the obstacle (object). The distance to an obstacle can be measured. In particular, the distance measuring portions 17a and 17d arranged on both rear sides of the vehicle 1 include the distance between the rear corner portion of the vehicle 1 and an obstacle (for example, an adjacent vehicle) when the vehicle 1 enters the parking space while reversing. , It functions as a sensor (clearance sonar) that measures the distance between the rear corner and obstacles such as walls after approaching. The ECU 14 can measure the presence or absence of an object such as an obstacle located around the vehicle 1 and the distance to 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 object detecting units that detect objects (stationary objects and moving objects) existing around the vehicle 1. The stationary object is a parked vehicle, a wall, a curb, a roadside tree, or the like, and the moving object is a traveling vehicle, a bicycle, a pedestrian, an animal, or the like.

FIG. 4 is an exemplary and schematic block diagram showing the functional configuration of the control system of the vehicle 1 including the parking support device according to the present embodiment. As illustrated in FIG. 4, the control system includes the ECU 14, the monitor device 11, the ranging units 16, 17, and the like, as well as the steering system 13, the brake system 18, the steering angle sensor 19, the accelerator sensor 20, the shift sensor 21, and the like. The wheel speed sensor 22, the drive system 23, and the like are electrically connected via the in-vehicle network 26 as a telecommunications line. The in-vehicle network 26 is configured as, for example, a CAN (Controller Area Network). The ECU 14 can control the steering system 13, the brake system 18, the drive system 23, and the like by sending a control signal through the in-vehicle network 26.

Further, the ECU 14 detects the detection results of the torque sensor 13b, the brake sensor 18b, the steering angle sensor 19, the distance measuring units 16 and 17, the accelerator sensor 20, the shift sensor 21, the wheel speed sensor 22, etc. via the in-vehicle network 26. The operation signal of the operation input unit 10 and the like can be received.

The steering system 13 is an electric power steering system, an SBW (Steer By Wire) system, or the like. The steering system 13 has an actuator 13a and a torque sensor 13b. Then, the steering system 13 is electrically controlled by the ECU 14 or the like, operates the actuator 13a, and applies torque to the steering unit (steering wheel or the like) to supplement the steering force, thereby rolling the wheel 3. Steer. The torque sensor 13b detects the torque given to the steering unit 4 by the driver and transmits the detection result to the ECU 14.

The brake system 18 includes an ABS (Anti-lock Brake System) that controls the lock of the brake of the vehicle 1, an electronic stability control (ESC) that suppresses the sideslip of the vehicle 1 during cornering, and enhances the braking force. Includes an electric braking system that assists braking and BBW (Brake By Wire). The brake system 18 has an actuator 18a and a brake sensor 18b. The brake system 18 is electrically controlled by the ECU 14 or the like, and applies a braking force to the wheels 3 via the actuator 18a. The brake system 18 detects signs of brake lock, wheel 3 idling, and skidding from the difference in rotation between the left and right wheels 3, and controls to suppress brake locking, wheel 3 idling, and skidding. Execute. The brake sensor 18b is a displacement sensor that detects the position of the brake pedal as a movable part of the braking operation unit 6, and transmits the detection result of the position of the brake pedal to the ECU 14.

The steering angle sensor 19 is a sensor that detects the steering amount of the steering unit 4 such as the steering wheel. The steering angle sensor 19 is composed of a Hall element or the like, detects the rotation angle of the rotating portion of the steering unit 4 as a steering amount, and transmits the detection result to the ECU 14. The accelerator sensor 20 is a displacement sensor that detects the position of the accelerator pedal as a movable portion of the acceleration operation unit 5, and transmits the detection result to the ECU 14.

The shift sensor 21 is a sensor that detects the position of a movable part (bar, arm, button, etc.) of the speed change operation unit 7, and transmits the detection result to the ECU 14. The wheel speed sensor 22 has a Hall element or the like, and is a sensor that detects the amount of rotation of the wheel 3 and the number of rotations of the wheel 3 per unit time, and transmits the detection result to the ECU 14.

The drive system 23 is an internal combustion engine (engine) system or a motor system as a drive source. The drive system 23 controls the fuel injection amount and intake amount of the engine and the output value of the motor according to the required operation amount (for example, the amount of depression of the accelerator pedal) of the driver (user) detected by the accelerator sensor 20. .. Further, regardless of the operation of the user, the output values of the engine and the motor can be controlled in cooperation with the control of the steering system 13 and the brake system 18 according to the traveling state of the vehicle 1. For example, normal driving assistance, including parking assistance, can be performed.

The configurations, arrangements, electrical connection forms, etc. of the various sensors and actuators described above are examples and can be set (changed) in various ways.

The ECU 14 is composed of a computer or the like, and controls the overall control of the vehicle 1 by the cooperation of hardware and software. Specifically, the ECU 14 includes a CPU (Central Processing Unit) 14a, a ROM (Read Only Memory) 14b, a RAM (Random Access Memory) 14c, a display control unit 14d, a voice control unit 14e, and an SSD (Solid State Drive) 14f. To be equipped. The CPU 14a, ROM 14b, and RAM 14c may be provided in the same circuit board.

The CPU 14a can read a program installed and stored in a non-volatile storage device such as a ROM 14b, and execute arithmetic processing according to the program. The CPU 14a can execute, for example, a process of recognizing the situation around the vehicle 1 and the parking space (parking target position) based on the peripheral information acquired by the imaging unit 15, the distance measuring units 16, 17, and the like. Further, the CPU 14a performs a process of extracting a change in the surrounding situation based on the peripheral information around the vehicle 1 acquired at different timings, a process of estimating the current position of the vehicle 1 based on the peripheral information, and a change in the peripheral information. It is possible to execute a process of storing the reflected information, a process of utilizing the stored information, a process of guiding the vehicle 1 to the parking target position, and the like. Further, when the image captured by the imaging unit 15 is displayed on the display device 8, the CPU 14a corrects the distortion by performing arithmetic processing or image processing on the captured image (curved image) of the wide-angle image obtained by the imaging unit 15. Distortion correction processing is executed, or a bird's-eye view image (peripheral image) that displays a vehicle image (own vehicle icon) showing the vehicle 1 at a center position is generated based on the captured image captured by the imaging unit 15. Can be done. Further, when generating the bird's-eye view image, the CPU 14a can change the position of the virtual viewpoint to generate a bird's-eye view image in which the vehicle image is viewed from directly above or a bird's-eye view image in which the vehicle image is viewed from an oblique direction. ..

The ROM 14b stores various programs, parameters necessary for executing the programs, and the like. The RAM 14c temporarily stores various data used in the calculation by the CPU 14a. Of the arithmetic processing in the ECU 14, the display control unit 14d mainly performs image processing on the captured image data acquired from the imaging unit 15 and output to the CPU 14a, and displays the image data acquired from the CPU 14a on the display devices 8 and 12. Perform conversion to image data for The voice control unit 14e mainly executes a voice process that is acquired from the CPU 14a and output to the voice output device 9 among the arithmetic processes in the ECU 14. The SSD 14f is a rewritable non-volatile storage unit, and continues to store data acquired from the CPU 14a even when the power of the ECU 14 is turned off. The CPU 14a, ROM 14b, RAM 14c, and the like can be integrated in the same package. Further, the ECU 14 may have a configuration in which another logical operation processor such as a DSP (Digital Signal Processor), a logic circuit, or the like is used instead of the CPU 14a. Further, an HDD (Hard Disk Drive) may be provided instead of the SSD 14f, and the SSD 14f and the HDD may be provided separately from the ECU 14.

FIG. 5 is a block diagram schematically and schematically showing a configuration when the parking support device (parking support unit 30) according to the embodiment is realized by the CPU 14a. By executing the parking support program read from the ROM 14b, the CPU 14a causes the parking support unit 30 including modules such as the acquisition unit 32, the target setting unit 34, the route acquisition unit 36, and the control unit 38, as shown in FIG. Realize. Further, the acquisition unit 32 includes detailed modules such as an operation signal acquisition unit 32a and an information acquisition unit 32b. The target setting unit 34 includes detailed modules such as a parking target position setting unit 34a and a correction position setting unit 34b. The control unit 38 includes detailed modules such as a drive control unit 38a, a braking control unit 38b, and a steering control unit 38c. The acquisition unit 32, the target setting unit 34, the route acquisition unit 36, the control unit 38, and the like may be partially or wholly configured by hardware such as a circuit. Further, although not shown in FIG. 5, the CPU 14a can also realize various modules necessary for traveling of the vehicle 1. Further, although FIG. 5 shows a CPU 14a that mainly executes parking support processing, it may be provided with a CPU for realizing various modules necessary for traveling of the vehicle 1, or an ECU different from the ECU 14 may be provided. You may.

The acquisition unit 32 acquires various information required when executing the parking support process. For example, peripheral information indicating the peripheral situation of the vehicle 1 acquired by a detector mounted on the vehicle 1 and a request signal for executing various processes are acquired.

The operation signal acquisition unit 32a is, for example, from a request signal requesting parking assistance or a parking space candidate presented to the display device 8 or the like via the operation input unit 10 or the operation unit 14g (see FIGS. 3 and 4). Acquire operation signals such as confirmation signals of parking spaces for which parking is desired. The operation signal acquisition unit 32a may acquire a request signal or an operation signal by voice input, gesture input, or the like.

The information acquisition unit 32b acquires peripheral information indicating the peripheral condition of the vehicle 1 acquired by the detector mounted on the vehicle 1. For example, the information acquisition unit 32b sequentially acquires the captured image data captured by the imaging unit 15 via the display control unit 14d. In addition, the information acquisition unit 32b sequentially acquires the distance measurement data from the distance measurement units 16 and 17 transmitted via the in-vehicle network 26. The acquisition unit 32 sequentially provides the acquired peripheral information to the target setting unit 34, the route acquisition unit 36, and the control unit 38. The information acquisition unit 32b may always acquire peripheral information from the image pickup unit 15, the distance measuring units 16, 17, and the like when the vehicle 1 is running. In another embodiment, the information acquisition unit 32b acquires peripheral information necessary for parking support in a period from the time when the operation signal acquisition unit 32a receives the parking support request signal to the end of the parking support. You may.

The target setting unit 34 sets the parking target position (parking space), which is the final destination in the parking support, and the route acquisition unit 36, based on the peripheral information indicating the surrounding condition of the vehicle 1 acquired by the information acquisition unit 32b. If there is a stop position for turning back, etc. on the guidance path acquired by, and it is necessary to correct it, set the stop position, etc.

The parking target position setting unit 34a sets a parking space in which the vehicle 1 can be parked when the operation signal acquisition unit 32a acquires a request signal requesting parking assistance. For example, as shown in FIG. 6, the parking target position setting unit 34a searches for a candidate for the parking space P while the vehicle 1 is traveling in the parking lot 200 at a low speed. The parking target position setting unit 34a uses peripheral information acquired by the information acquisition unit 32b while moving in the parking lot 200, for example, captured image data captured by the imaging unit 15 and distance measuring measured by the distance measuring units 16 and 17. Search for parking space P candidates based on data and the like. In this case, the parking target position setting unit 34a considers the vehicle width and the vehicle length of the vehicle 1, and provides a space in which the vehicle 1 can be accommodated and a predetermined margin area can be secured in the vehicle width direction and the vehicle length direction. Search as a candidate for. As shown in FIG. 6, the parking target position setting unit 34a shows the surrounding situation on the display device 8 when a candidate for the parking space P (for example, the space between the pillar B and the other vehicle C) can be acquired. For example, a candidate for parking space P is presented together with a bird's-eye view image, and the driver is made to select it. When there are a plurality of candidates for the parking space P, the parking target position setting unit 34a may present all the parking spaces P on the display device 8 and let the driver select them. In this case, the parking target position setting unit 34a selectively selects the parking space P candidates to the display device 8 in the order of the predetermined priority (for example, the order closest to the current position of the own vehicle or the order with the widest space). May be presented to. The driver can indicate his / her intention to park by selecting the parking space P presented on the display device 8 by using the operation input unit 10 or the like. Even if there is only one candidate for the parking space P, the parking target position setting unit 34a displays the parking space P on the display device 8 and lets the driver select the parking space P so as to confirm the intention of parking. You may.

The parking target position setting unit 34a determines the parking target position Pt for moving the vehicle 1 to the selected parking space P when the parking space P desired to be parked is selected by the driver. The parking target position Pt is a movement target position when the vehicle 1 is moved to the parking space P, and can be determined based on the rear wheel axle center position Ct of the vehicle 1, for example, as shown in FIG. Therefore, if the vehicle 1 is moved so that the rear wheel shaft center position Ct and the parking target position Pt coincide with each other, the vehicle 1 can be guided to fit in the parking space P. The reference position used as a reference when guiding the vehicle 1 may be other than the rear wheel axle center position Ct, and may be set, for example, at the front end 2c of the vehicle 1. In this case, the parking target position Pt corresponding to the position of the end 2c is set. The correction position setting unit 34b will be described later.

The route acquisition unit 36 parks the vehicle 1 from the current position (support start position) with the minimum number of turns, for example, based on the parking target position Pt set by the parking target position setting unit 34a and the current position of the vehicle 1. Acquire the guidance path R that can guide to the target position Pt. The guidance route R may be calculated and acquired (generated) by the route acquisition unit 36, or the position of the vehicle 1 and the parking target position Pt are transmitted to an external processing device (for example, a parking lot management device or the like). Then, the route acquisition unit 36 may acquire the guided route R calculated there by receiving it. A well-known technique can be used for the calculation of the guidance path R, and detailed description thereof will be omitted. The parking support unit 30 of the present embodiment basically parks the vehicle 1 in the parking space P in a backward posture. Therefore, as shown in FIG. 6, the guidance path R once advances the vehicle 1 from the current position, guides the rear portion of the vehicle 1 toward the entrance of the parking space P, and then retracts the vehicle 1. Therefore, the guidance path R is the parking target position Pt from the forward guidance path RF for guiding forward from the current position (guidance start position) of the vehicle 1 and the forward stop position RS (turning position) which is the end of the forward guidance path RF. It shall include the retreat guidance path RB for retreat guidance toward.

The control unit 38 executes various controls for moving the vehicle 1 along the guidance route R acquired (generated) by the route acquisition unit 36. When guiding the vehicle 1 along the guidance path R, the control unit 38 of the present embodiment executes, for example, fully automatic control that automatically controls the steering system 13, the brake system 18, the drive system 23, and the like, or steers. Semi-automatic control that automatically controls a part of the control of the system 13, the brake system 18, the drive system 23, and the like is executed. Further, the control unit 38 provides the driver with operation guidance for the steering system 13, the brake system 18, the drive system dashboard 24, and the like so that the vehicle 1 can move along the guidance path R, and drives the driver. It is also possible to execute manual control to execute the operation.

In the present embodiment, as an example, a case where the vehicle 1 is guided by fully automatic control will be described. The drive control unit 38a controls the drive system 23 to adjust the engine output or the motor output so that the vehicle 1 moves smoothly along the guidance path R without sudden acceleration and deceleration. The braking control unit 38b controls the braking system 18 so that the vehicle 1 moves smoothly along the guidance path R without sudden acceleration and deceleration, and adjusts the braking generation timing and the braking force. The steering control unit 38c controls the steering system 13 to control the steering angle so that the vehicle 1 travels along the guidance path R.

FIG. 7 is an exemplary and schematic diagram showing the relationship between the vehicle speed and the moving distance when guiding the vehicle 1 to the forward stop position RS, which is the terminal position of the forward guidance path RF in the guidance path R, by fully automatic control. is there. In FIG. 6, the relationship between the vehicle speed and the moving distance during the normal guidance control when the control unit 38 guides the vehicle 1 along the forward guidance path RF is shown by the normal control line L (solid line) in FIG. As shown in FIG. 7, when guiding the vehicle 1 along the forward guidance path RF, first, the control unit 38 stops, for example, at the start of parking support in cooperation with the drive control unit 38a and the braking control unit 38b. The vehicle 1 is accelerated to the guidance speed limit Sh at a predetermined acceleration (acceleration line L1). The induction speed limit Sh is, for example, 5 km / h. After that, the control unit 38 maintains a predetermined induction speed limit Sh (holding line L2). Then, the control unit 38 decelerates from the induction speed limit Sh to zero at a predetermined deceleration, and stops the vehicle 1 at the forward stop position RS (deceleration line L3). Here, the predetermined deceleration on the deceleration line L3 is a deceleration that is determined in advance by a test or the like so that the driver or the like does not feel a braking shock. In this way, the control unit 38 executes the vehicle speed control in the normal guidance control by executing the control drive control in cooperation with the drive control unit 38a and the braking control unit 38b. In another embodiment, the control unit 38 may realize speed adjustment control along the acceleration line L1, the holding line L2, and the deceleration line L3 only by the detailed control of the drive control unit 38a. Further, the control unit 38 may realize speed adjustment control along the acceleration line L1, the holding line L2, and the deceleration line L3 by the running by the creep phenomenon and the control of the braking control unit 38b. In the case of FIG. 7, the moving distance is indicated by the position of the rear wheel axle center position Ct of the vehicle 1. Therefore, the front end 2c of the vehicle 1, which should be considered for contact with an object that may exist around the vehicle 1 when traveling forward, has a predetermined reference length H (unique value of the vehicle 1) in front of the vehicle from the rear wheel axle center position Ct. : See FIG. 9).

FIG. 7 shows a sudden deceleration line L4 (two-dot chain line) when sudden braking (emergency stop) is executed as a comparative example in the guidance control of the vehicle 1 by the control unit 38. For example, while traveling at a constant speed along the guidance path R (while traveling along the holding line L2), the position in front of the vehicle 1 is determined by the ranging unit 17 (clearance sonar) arranged on the front bumper of the vehicle 1 at the position Px. For example, it is assumed that an obstacle existing at a position in front corresponding to the case where the rear wheel axle center position Ct reaches the position G is detected. The sudden deceleration line L4 shows an example in which sudden braking is executed in order to avoid contact with the detected obstacle. As described above, the ranging unit 17 is an object detection sensor for a short distance (for example, 0.3 m). Therefore, in order to avoid contact with obstacles, the braking control unit 38b decelerates from the state of the guidance speed limit Sh (maximum speed at the time of guidance) during guidance at the maximum deceleration that can be output by automatic braking control. Will be done. In this case, a stop shock may occur due to sudden braking. Therefore, in the normal guidance control, by setting the deceleration line L3 so as to decelerate at a deceleration (deceleration inclination) equal to or less than the sudden deceleration line L4, the deceleration of braking in the normal state (when no object is detected) is sudden braking. Without it, control that is relatively easy to feel can be realized. In the present embodiment, the deceleration by the deceleration line L3 at this time is referred to as "standard stop deceleration".

By the way, as shown in FIG. 6, when the parking target position setting unit 34a searches for a parking space P that can be parked in a backward posture while traveling at a low speed in the parking lot 200, the acquisition unit 32 is mainly a vehicle. The parking space P is searched by acquiring peripheral information regarding the area on the side of 1 (in the case of FIG. 6, the left side). Then, when the parking space P is determined, the guidance path R including, for example, the shortest forward guidance path RF and the backward guidance path RB with the minimum number of turns is generated from the current position of the vehicle 1. In this case, the surrounding condition of the vehicle 1 is confirmed by using the captured image data captured by the imaging unit 15, but the detection accuracy may be lower at a position far from the vehicle 1 than at a nearby position. Therefore, when the guidance path R is generated, the peripheral information regarding the front region relatively far from the vehicle 1 in which the forward guidance path RF can be set may not be considered or may not be sufficiently considered. As a result, for example, in FIG. 6, the guidance path R may be set without sufficiently considering the information on the position of the obstacle W such as the pillar existing in front of the vehicle 1.

When the vehicle 1 is guided as it is along the guidance path R (forward guidance path RF) generated in this way, the vehicle 1 (rear wheel axle center position Ct) is set to the forward stop position RS as shown in FIG. Before reaching, there is a risk that the vehicle 1 (end 2c) and the obstacle W will come into contact with each other. As described above, when the control unit 38 detects an obstacle W in front of the vehicle 1, the control unit 38 suddenly brakes based on the peripheral information obtained from the distance measuring unit 17 (clearance sonar) provided in the front bumper of the vehicle 1. However, contact may be avoided, but the driver or passenger of the vehicle 1 may be uncomfortable due to a braking shock or the like.

Therefore, the target setting unit 34 of the present embodiment includes the correction position setting unit 34b as shown in FIG. The correction position setting unit 34b reaches the vehicle 1 (for example, the end portion 2c) before the vehicle 1 (rear wheel axle center position Ct) reaches the forward stop position RS during guidance according to the guidance path R (forward guidance path RF). When peripheral information indicating an object that can come into contact (for example, an obstacle W) is acquired based on, for example, the peripheral information captured by the imaging unit 15c, as shown in FIG. 9, the vehicle advances a predetermined distance before the obstacle W. The correction stop position RSR is set on the guidance path RF. Here, the predetermined distance is, for example, a margin distance α (for example, 0.5 m) from the front end 2c to the obstacle W in the front-rear direction of the vehicle 1. For example, as shown in FIG. 9, when the reference position for executing the guidance process of the vehicle 1 is executed based on the rear wheel axis center position Ct as described above, the predetermined distance is from the rear wheel axis center position Ct. The reference length H (the eigenvalue of the vehicle 1) + the margin distance α (for example, 0.5 m) up to the front end 2c in the front-rear direction of the vehicle 1. Further, when the reference position is set to the position of the end portion 2c for guiding the vehicle 1, the predetermined distance becomes the margin distance α. While the vehicle 1 is moving along the forward guidance path RF, the acquisition unit 32 can acquire peripheral information (for example, captured image data of the imaging unit 15c) with higher accuracy than when the guidance path R is generated. As a result, a more detailed position of the obstacle W or the like can be acquired at an earlier stage, and the correction position setting unit 34b can set the correction stop position RSR with higher accuracy.

Further, the control unit 38 (drive control unit 38a, braking control unit 38b) is first set to stop the vehicle 1 at the set correction stop position RSR at the standard stop deceleration (= L3) during normal guidance control. Control drive control is executed so as to start deceleration from a predetermined position on the forward guidance path RF. That is, the parking support unit 30 makes a newly discovered obstacle W without changing the course (direction) of the vehicle 1 guided along the initially set guidance path R (forward guidance path RF). Shorten the forward guidance path RF so that it does not come into contact. That is, the vehicle 1 moves to the parking space P with a smooth deceleration (deceleration that does not cause sudden braking) without a sudden change of route (without the vehicle 1 exhibiting unnatural behavior). Temporarily stop so that it can shift to backward running. In this way, the correction position setting unit 34b changes the guidance path R to the shortened forward guidance path RFS in which only the path length is shortened while maintaining the same path as the forward guidance path RF.

The start timing of the control drive control is basically the standard stop deceleration (deceleration line) based on the set correction stop position RSR, that is, the position of the obstacle W in order to stop at the standard stop deceleration in the normal guidance control. It can be determined by back-calculating the position where the vehicle can stop in front of the obstacle W (for example, the margin distance α) at the same deceleration as L3). For example, in FIG. 7, if the position G (the position where the rear wheel axis center position Ct moves) corresponding to the position of the obstacle W detected based on the captured image data of the imaging unit 15c is determined, the induction speed limit Sh is used. The distance required to stop the guided vehicle 1 (rear wheel axis center position Ct) at the stop position ST, which is the position in front of the position G (the position in front of the margin distance α), at the standard stop deceleration (= L3). Can be calculated backwards. That is, the deceleration start position SS ₀ can be determined. Therefore, if the current position of the vehicle 1 (rear wheel axle center position Ct) is before a predetermined position (deceleration start position SS ₀ ) with reference to the position G corresponding to the position of the obstacle W, the control unit 38 Waits for the arrival of the deceleration start position SS ₀ , and executes the control drive control of the vehicle 1 at the modified deceleration line L5 (the same inclination as the deceleration line L3) shown by the broken line. On the other hand, when the detection timing of the _{obstacle W is closer to the obstacle W than the predetermined position (deceleration start position SS 0} ), for example, in the case of the position SS ₁ , it is the same as the standard stop deceleration (deceleration line L3 (= L5)). The deceleration is set with a value between (deceleration of inclination) and above and maximum deceleration (deceleration of the same inclination as the sudden deceleration line L4). For example, the modified deceleration line L6 indicated by the alternate long and short dash line is set. The delay in detecting the obstacle W increases the inclination of the correction deceleration line L6, but the inclination is controlled to be equal to or less than the inclination of the sudden deceleration line L4. Therefore, it is possible to make it difficult for the driver or the like to feel uncomfortable or uncomfortable due to sudden braking.

As described above, according to the present embodiment, when the parking support unit 30 newly detects the obstacle W during the guidance by the guidance path R (forward guidance path RF), the parking support unit 30 changes the shape of the forward guidance path RF. Instead, the modified stop position RSR is set so as to shorten the length of the initially set forward guidance path RF. Then, the shortened forward guidance path RFS based on the set correction stop position RSR is set. Further, the control drive control is started at an appropriate timing so that the vehicle 1 is stopped at the corrected stop position RSR in a state where the deceleration shock is reduced. As a result, even if an obstacle W is detected during route guidance, the vehicle 1 can be moved to the parking space P (parking target position Pt) without being accompanied by unnatural behavior (sudden guidance route change, sudden braking, etc.). Guidance can be continued.

The route acquisition unit 36 generates a modified backward guidance path RBS with the modified stop position RSR as a base point because the modified stop position RSR having a shortened length of the initially set forward guidance path RF is set. In the case of FIG. 10, as an example, the modified retreat guidance route RBS toward the parking target position Pt is shown with the modified stop position RSR as the base point, but depending on the posture of the vehicle 1 with respect to the parking target position Pt at the modified stop position RSR. , May need to be turned back. In this case, the control unit 38 may generate a new correction guidance route including a cutback.

An example of the flow of the parking support process by the parking support device (parking support unit 30) configured as described above will be described with reference to the flowchart of FIG. In the flowchart of FIG. 11, after the vehicle 1 enters the parking lot 200, the parking space P is automatically searched, and the vehicle 1 is automatically guided to the selected parking space P to complete the parking. An example will be described.

When the parking support unit 30 acquires a request signal requesting parking support based on the operation of the operation input unit 10 or the operation unit 14g (Yes in S100), the information acquisition unit 32b takes an image. While acquiring peripheral information using in-vehicle detectors such as the unit 15 and the distance measuring units 16 and 17 (acquisition step), the parking target position setting unit 34a starts searching for the parking space P (S102). In this case, the control unit 38 executes control drive control by, for example, the drive control unit 38a and the braking control unit 38b, and while traveling at a predetermined low speed (for example, 5 km / h) or less, the parking space P The candidate may be searched, or the driver may be instructed to move at a low speed by using a voice output device 9 or the like, and the driver may move the vehicle 1. If the operation signal acquisition unit 32a has not acquired the parking support request signal in S100 (No in S100), this flow is temporarily terminated.

When the search for the candidate parking space P is completed, the parking target position setting unit 34a presents at least one candidate for the parking space P to the display device 8 as a search result (S104). When a plurality of parking space P candidates can be searched for, the recommended parking space P may be presented according to a predetermined priority. If the parking space P cannot be searched, the display device 8 or the voice output device 9 may be used to provide the driver with a notification of the search result "zero" to encourage the driver to move to another area. ..

Next, when the parking space P is selected by the driver from the candidates for the parking space P presented on the display device 8, that is, the operation signal acquisition unit 32a acquires a support start signal indicating an intention to start parking support. In the case (Yes in S106), the parking target position setting unit 34a sets the parking target position Pt for the selected parking space P (S108). Then, the route acquisition unit 36 acquires (generates) the guidance route R (see FIG. 6) for guiding the vehicle 1 (rear wheel axle center position Ct) to the parking target position Pt set from the current position of the vehicle 1. (S110: Route acquisition step). In S106, when the operation signal acquisition unit 32a has not acquired the support start signal (No in S106), that is, when the parking space P is not selected, the process proceeds to S102 and the search for the parking space P is continued. , Executes the process of providing other candidates.

In the present embodiment, when the driver inputs the parking assistance request signal in S100 or the parking assistance support start signal in S106, the driver parks the vehicle 1 at the time of this parking assistance. It may be possible to specify whether the space P is to be stored in the backward posture (backward storage) or in the forward posture (front entry storage). Further, in another embodiment, the reverse warehousing may be set by default so that the driver can select the front warehousing if necessary. When the reverse warehousing is specified (Yes in S112) and the current position of the vehicle 1 (rear wheel axle center position Ct) has not reached the forward stop position RS of the guidance path R (No in S114), the control unit 38 has a reverse warehousing position. According to the forward guidance path RF, the turning forward guidance process for guiding to the turning position is executed (S116). That is, in cooperation with the drive control unit 38a and the braking control unit 38b, the control drive control as described in FIG. 5 is executed, and the steering control by the steering control unit 38c is executed.

Based on the peripheral information acquired by the information acquisition unit 32b, the control unit 38 confirms whether or not there is an object (obstacle W or the like) that interferes with the vehicle 1 during the guidance control according to the forward guidance path RF (S118). .. Then, when the interfering object is not detected (No in S118), the control unit 38 shifts to S114, confirms whether or not the forward stop position RS has been reached, and repeatedly executes the subsequent guidance processing. Further, as shown in FIG. 8, when an interfering object (obstacle W or the like) is detected (Yes in S118), the correction position setting unit 34b corrects the forward stop position (S120: correction position setting). Step). That is, as shown in FIG. 9, the correction position setting unit 34b sets the correction stop position RSR (shortened forward guidance path RFS). Then, the control unit 38 uses the drive control unit 38a and the braking control unit 38b so that the vehicle 1 (rear wheel axle center position Ct) stops smoothly (without sudden braking) at the correction stop position RSR. The controlled drive control is executed (S122: control step), and the guidance according to the shortened forward guidance path RFS is executed. Then, the process returns to S114, the reference for the arrival determination is read as the correction stop position RSR, the determination as to whether or not the arrival has been made is executed, and the subsequent guidance processing is repeatedly executed. That is, the vehicle 1 is guided to reach the corrected stop position RSR and stop without changing the course and without sudden braking.

When the forward stop position RS or the correction stop position RSR is reached in S114 (Yes in S114), the control unit 38 jointly controls the drive control unit 38a, the braking control unit 38b, and the steering control unit 38c to move backward and warehousing. The guidance process is executed (S124). That is, the control unit 38 executes guidance according to the retreat guidance path RB or the correction retreat guidance path RBS reset based on the correction stop position RSR set by the detection of the obstacle W. Then, the control unit 38 confirms whether or not the parking target position Pt has been reached by the reverse travel (S126), and if it has not reached the parking target position Pt (No in S126), the reverse warehousing guidance process according to S124 is continued. On the other hand, when the parking target position Pt is reached by reverse travel (Yes in S126), the parking support unit 30 executes the guidance completion process (parking support completion process) (S128). The parking support unit 30 uses, for example, the display device 8 or the voice output device 9 to provide the user with a message indicating that the parking of the vehicle 1 is completed in the parking space P, and ends the series of processes.

Further, when the front entry storage is designated in S112 (No in S112), the control unit 38 follows the guidance route R for the front entry storage set by the route acquisition unit 36 in S110, and guides the front entry storage. Is executed (S130). Then, the control unit 38 confirms whether or not the parking target position Pt has been reached by the forward traveling (S132), and if it has not reached the parking target position Pt (No in S132), the control unit 38 continues the front approach storage guidance process by S130. On the other hand, when the parking target position Pt is reached by the forward traveling (Yes in S132), the process shifts to S128, and the parking support unit 30 executes the guidance completion process (parking support completion process) (S128). The parking support unit 30 uses, for example, the display device 8 or the voice output device 9 to provide the user with a message indicating that the parking of the vehicle 1 is completed in the parking space P, and ends the series of processes.

As described above, according to the parking support unit 30 of the embodiment, even when an object (obstacle W) is detected during route guidance, the occurrence of unnatural behavior of the vehicle 1 is suppressed and the parking target is smoothly targeted. The guidance of the vehicle 1 to the position can be continued. As a result, it is possible to realize parking support that is less likely to cause discomfort or anxiety to the driver or the like during guidance.

In the above-described embodiment, the parking support when the vehicle 1 is parked in parallel has been described, but the technique of the present embodiment can be applied to parallel parking, and the same effect can be obtained. it can.

The parking support program for the parking support process executed by the parking support unit 30 (CPU14a) of the present embodiment is a CD-ROM, a flexible disk (FD), or a CD- in an installable format or an executable format file. It may be configured to be recorded and provided on a computer-readable recording medium such as R or DVD (Digital Versatile Disk).

Further, the parking support program may be configured to be provided by storing it on a computer connected to a network such as the Internet and downloading it via the network. Further, the object detection program executed in the present embodiment may be configured to be provided or distributed via a network such as the Internet.

Although the embodiments and modifications of the present invention have been described, these embodiments and modifications are presented as examples and are not intended to limit the scope of the invention. These novel embodiments can be implemented in various other embodiments, and various omissions, replacements, and changes can be made without departing from the gist of the invention. These embodiments and modifications thereof are included in the scope and gist of the invention, and are included in the scope of the invention described in the claims and the equivalent scope thereof.

1 ... Vehicle, 2c ... End, 8 ... Display device, 9 ... Audio output device, 10 ... Operation input unit, 11 ... Monitor device, 12 ... Display device, 14 ... ECU, 14a ... CPU, 15, 15a, 15b, 15c, 15d ... Imaging unit, 16, 17 ... Distance measuring unit, 30 ... Parking support unit, 32 ... Acquisition unit, 32a ... Operation signal acquisition unit, 32b ... Information acquisition unit, 34 ... Target setting unit, 34a ... Parking target position Setting unit, 34b ... Correction position setting unit, 36 ... Path acquisition unit, 38 ... Control unit, 38a ... Drive control unit, 38b ... Braking control unit, 38c ... Steering control unit, R ... Guidance path, RB ... Backward guidance path, RBS ... Corrected backward guidance path, RF ... Forward guidance path, RFS ... Shortened forward guidance path, RS ... Forward stop position, RSR ... Corrected stop position.

Claims (6)

An acquisition unit that acquires peripheral information indicating the surrounding conditions of the vehicle acquired by a detector mounted on the vehicle, and an acquisition unit.
From the forward guidance path for guiding forward from the current position of the vehicle and the forward stop position in the forward guidance path in order to park the vehicle in the backward posture at the parking target position of the vehicle determined based on the peripheral information. A route acquisition unit that acquires a backward guidance route for guiding the vehicle backward to the parking target position, and a route acquisition unit.
When the peripheral information indicating an object that can come into contact with the vehicle before reaching the forward stop position is acquired during forward guidance following the forward guidance path, the information is corrected on the forward guidance path a predetermined distance before the object. A correction position setting unit that sets the stop position, and
A control unit that executes control drive control that starts deceleration from a predetermined position so as to stop the vehicle at the modified stop position at the standard stop deceleration in the normal guidance control.
Parking assistance equipment, including. The parking support device according to claim 1, wherein the control unit sets the standard stop deceleration to a deceleration equal to or less than the maximum deceleration that can be output by automatic braking control for avoiding contact with the object. When the position of the vehicle when the peripheral information indicating the object is acquired is closer to the object than the predetermined position, the control unit has a value between the standard stop deceleration or more and the maximum deceleration or less. The parking support device according to claim 2, which sets a deceleration. The parking support according to any one of claims 1 to 3, wherein the control unit sets the standard stop deceleration to be the deceleration when the vehicle is stopped at the parking target position. apparatus. The acquisition step of acquiring the peripheral information indicating the peripheral condition of the vehicle acquired by the detector mounted on the vehicle, and the acquisition step.
From the forward guidance path for guiding forward from the current position of the vehicle and the forward stop position in the forward guidance path in order to park the vehicle in the backward posture at the parking target position of the vehicle determined based on the peripheral information. A route acquisition step for acquiring a backward guidance route for guiding the vehicle backward to the parking target position, and a route acquisition step.
When the peripheral information indicating an object that can come into contact with the vehicle before reaching the forward stop position is acquired during forward guidance following the forward guidance path, the information is corrected on the forward guidance path a predetermined distance before the object. The correction position setting step to set the stop position and
A control step for executing control drive control that starts deceleration from a predetermined position so as to stop the vehicle at the modified stop position at the standard stop deceleration in the normal guidance control.
Parking assistance methods, including. The acquisition step of acquiring the peripheral information indicating the peripheral condition of the vehicle acquired by the detector mounted on the vehicle, and the acquisition step.
From the forward guidance path for guiding forward from the current position of the vehicle and the forward stop position in the forward guidance path in order to park the vehicle in the backward posture at the parking target position of the vehicle determined based on the peripheral information. A route acquisition step for acquiring a backward guidance route for guiding the vehicle backward to the parking target position, and a route acquisition step.
When the peripheral information indicating an object that can come into contact with the vehicle before reaching the forward stop position is acquired during forward guidance following the forward guidance path, the information is corrected on the forward guidance path a predetermined distance before the object. The correction position setting step to set the stop position and
A control step for executing control drive control that starts deceleration from a predetermined position so as to stop the vehicle at the modified stop position at the standard stop deceleration in the normal guidance control.
A parking assistance program that lets your computer run.

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