JP2019064431A - Parking support device - Google Patents

Abstract

To provide a technology which suppresses an increase in the frequency of turning back a steering wheel even when the steering torque of electric power steering is small, in a parking support device for automatically steering a vehicle to a parking target position to support parking operation.SOLUTION: An acquisition unit 64 acquires the steering angle of a vehicle 100 at a first stop position. A path calculation unit 60 calculates a first path when the vehicle 100 is accelerated from the first stop position over an acceleration interval while maintaining the steering angle acquired by the acquisition unit 64, and, on the basis of a steering angle which allows steering at the estimated speed of the vehicle 100 at the end point of the first path, calculates a second path to a second stop position after the end point of the first path. An output unit 62 outputs instructions for steering along the first path and the second path calculated by the path calculation unit 60.SELECTED DRAWING: Figure 2

Description

  The present disclosure relates to parking assistance technology, and more particularly, to a parking assistance apparatus and a vehicle that assist parking.

  The parking assist device is used to facilitate parking by automatically steering the vehicle to a parking target position and assisting in the parking operation. The parking assistance device performs stationary steering while the vehicle is stopped. When stationary steering is finished, the parking assistance device instructs the driver to position the gear and informs the driver to step on the accelerator. As a result, the vehicle starts to move (see, for example, Patent Document 1).

Unexamined-Japanese-Patent No. 2003-341543

  The steering torque differs according to the type of electric power steering. The maximum steering angle for stationary steering in electric power steering with small steering torque is smaller than the maximum steering angle for stationary steering in electric power steering with large steering torque. When the maximum steering angle of the stationary steering becomes smaller, a parking path with a large number of turns is generated.

  The present disclosure has been made in view of such a situation, and an object of the present disclosure is to provide a parking assist device that automatically steers a vehicle to a parking target position to support a parking operation, even when the steering torque of electric power steering is small. It is in providing the technology which controls increase of the frequency.

  In order to solve the above problems, a parking assistance apparatus according to an aspect of the present disclosure is a parking assistance apparatus that automatically steers a vehicle to a parking target position to assist parking operation, and steers the vehicle at a first stop position. An acquisition unit for acquiring an angle, and a first route in the case where the vehicle is accelerated from the first stop position to the acceleration zone while maintaining the steering angle acquired by the acquisition unit are calculated, and the vehicle at the end point of the first route A route calculation unit that calculates a second route to a second stop position after the end point of the first route based on the steering angle steerable at the assumed speed of the first route, and the first route calculated by the route calculation unit And an output unit that outputs a steering instruction along the second path.

  In the present disclosure, any combination of the above components, the expression of the present disclosure converted between an apparatus, a system, a method, a program, a recording medium recording the program, a vehicle equipped with the present apparatus, etc. It is effective as an aspect.

  According to the present disclosure, in the parking assist apparatus that automatically steers the vehicle to the parking target position and assists the parking operation, it is possible to suppress an increase in the number of turnarounds even when the steering torque of the electric power steering is small.

FIGS. 1 (a) and 1 (b) are diagrams showing an outline of parking by a vehicle to be compared in this embodiment. It is a figure which shows the structure of the vehicle of a present Example. It is a figure which shows arrangement | positioning of the imaging device of FIG. It is a figure which shows the outline | summary of the parking by the vehicle of FIG. It is a figure which shows the speed in the vehicle of FIG. 2, and the relationship of a largest steering angle. It is a flowchart which shows the calculation procedure of the parking path by the parking assistance apparatus of FIG.

  Before specifically describing the present embodiment, an outline will be described. The present embodiment relates to a parking assist device that assists parking of a vehicle. Here, the parking assist device automatically performs steering when the vehicle moves from a position (hereinafter referred to as a parking start position) at which the operation of parking of the vehicle is started to a target position (hereinafter referred to as a “parked target position”) for parking. To run. On the other hand, the driver performs an accelerator operation, a braking operation, and a shift operation. The parking assistance device detects a line of a parking frame as a parking area based on an image captured by the imaging device. The line of the parking frame is, for example, a white line, but may be a line of another color such as an orange line. Here, in order to clarify the explanation, it is assumed to be a white line. In addition, the parking assistance device calculates a route (hereinafter, referred to as “parking route”) on which the vehicle should move from the parking start position to the parking target position in the parking area, and moves the vehicle along the parking route.

  Heretofore, in the case of calculating the parking path, it was premised that the vehicle is moved after the stationary steering is performed in the state where the vehicle is stopped. Such processing is effective in electric power steering with a large maximum steering angle even in stationary steering. The electric power steering generally has a large steering torque and size, and is expensive. On the other hand, depending on the type of vehicle, a small and inexpensive electric power steering is selected in consideration of the space where the electric power steering can be mounted and the price. Since the steering torque of such electric power steering is small, the maximum steering angle in stationary steering also becomes small. Therefore, a parking path with a large number of turns may be calculated. On the other hand, from the convenience of the driver, even when the steering torque of the electric power steering is small, it is required to suppress the increase in the number of turnarounds.

  The parking assistance device according to the present embodiment utilizes the relationship in which the maximum steering angle of the electric power steering mounted on the vehicle also increases as the speed increases from the stopped state of the vehicle. The parking path is generally formed by a combination of a path that the vehicle should advance and a path that the vehicle should reverse. In these, the route for moving from the first stop position where the vehicle is stopping to the second stop position where the vehicle is scheduled to stop next is respectively calculated. The parking assistance apparatus acquires the steering angle of the vehicle in the state of stopping at the first stop position, and while maintaining the steering angle, accelerates the acceleration zone from the first stop position (hereinafter referred to as “first Calculate the route). In addition, the parking assistance device acquires the maximum steering angle with respect to the assumed speed of the vehicle at the end point of the first route, and uses the steering angle equal to or less than the maximum steering angle to stop the second stop from the end point of the first route. The route to the position (hereinafter referred to as the “second route”) is calculated. Hereinafter, the present embodiment will be described in detail with reference to the drawings. In addition, each Example described below is an example, This indication is not limited by these Examples.

  FIGS. 1 (a) and 1 (b) show an outline of parking by a vehicle 110 to be compared with the present embodiment. FIG. 1A shows a parking path by a vehicle 110 equipped with electric power steering with a large steering torque. Point A1 indicates the parking start position of the vehicle 110. Further, the vehicle 110 detects the parking area 200, and a point A3 in the area indicates a parking target position of the vehicle 110. The vehicle 110 calculates a parking path combining the forward path leading to the point A2 while advancing forward from the point A1 to the point A2, and the reverse path leading to the point A3 while turning to the left while advancing backward from the point A2. Therefore, the point A2 indicates the reverse start position (or the turning position). At points A1 and A2 of such a parking path, the vehicle 110 is steered to a steering angle equal to or less than the maximum steering angle of the electric power steering itself. Vehicle 110 performs parking in parking area 200 by performing automatic steering along the parking path.

  FIG. 1 (b) shows a parking path by a vehicle 110 equipped with electric power steering with a small steering torque. Point C1 indicates the parking start position of the vehicle 110. In addition, the vehicle 110 detects the parking area 200 on the left side, and a point C5 in the parking area 200 indicates a parking target position of the vehicle 110. The vehicle 110 calculates an advancing path which turns rightward while advancing forward from point C1 to reach point C2, and a reverse path which turns leftward while advancing backward from point C2 to reach point C3. In addition, the vehicle 110 also calculates an advancing path that turns rightward while advancing forward from point C3 to point C4, and a backward movement path that turns leftward while advancing backward from point C4 to point C5.

  The combination of these two forward paths and two reverse paths is the parking path in FIG. 1 (b). Therefore, point C2 indicates a reverse start position (or turn back position), point C3 indicates a forward start position, and point C4 indicates a reverse start position (or turn back position). At points C1 to C4 of such a parking path, the vehicle 110 is steered to a steering angle equal to or less than the maximum steering angle of the electric power steering itself. Vehicle 110 performs parking in parking area 200 by performing automatic steering along the parking path. However, in the parking path in FIG. 1 (b), the number of turns is increased as compared to the parking path in FIG. 1 (a).

  In the following, a configuration for suppressing an increase in the number of turnarounds will be described on the assumption that the electric power steering with a small steering torque is mounted as shown in FIG. 1 (b). FIG. 2 shows the configuration of a vehicle 100 of the present embodiment. The vehicle 100 includes an imaging device 10, an operation device 12, a display device 14, a sensor 16, a steering control device 20, and a parking assistance device 30. The parking assistance device 30 includes a display processing unit 40, a presentation unit 42, a reception unit 44, an input unit 46, a conversion unit 48, a detection unit 50, and a control unit 52. The control unit 52 includes a route calculation unit 60 and an output unit 62, and the route calculation unit 60 includes an acquisition unit 64. Furthermore, the devices illustrated in FIG. 2 may be connected by a dedicated line or wired communication such as CAN (Controller Area Network). Alternatively, they may be connected by wired communication or wireless communication such as USB (Universal Serial Bus), Ethernet (registered trademark), Wi-Fi (registered trademark), Bluetooth (registered trademark), or the like.

  The operation device 12 is configured by a button, a dial, and the like, and receives an instruction from the driver. The operating device 12 may be a touch panel configured integrally with the display device 14. The operating device 12 includes, for example, a button for starting parking assistance (hereinafter referred to as “parking assistance start button”), and detects depression of the parking assistance start button by the driver. When accepting the depression of the parking assistance start button in the operation device 12, the accepting unit 44 instructs the display processing unit 40 to start the parking assistance. When the display processing unit 40 receives an instruction to start parking support, the display processing unit 40 generates a screen indicating the parking support status and outputs the screen to the presentation unit 42. The presentation unit 42 causes the display device 14 to display the screen received from the display processing unit 40. The display device 14 is, for example, a display of a navigation system disposed in an instrument panel of the vehicle 100.

  The imaging device 10 can capture an image around the vehicle 100. Note that the video may be configured by arranging a plurality of images in time series. FIG. 3 shows the arrangement of the imaging device 10, which corresponds to a top view of the vehicle 100. The vehicle 100 includes a first imaging device 10a, a second imaging device 10b, a third imaging device 10c, and a fourth imaging device 10d which are collectively referred to as an imaging device 10. The first imaging device 10a, also referred to as a front camera, is installed on the front grille of the vehicle 100, and images a front area in a direction obliquely looking down with respect to the ground. The second imaging device 10b, also referred to as a left side camera, is installed on the left side mirror of the vehicle 100, and captures an image of the left side area in a direction looking down obliquely to the ground. The third imaging device 10c, also referred to as a rear camera, is installed near the trunk of the vehicle 100, and captures an image of the area behind the vehicle 100 in a direction obliquely looking down with respect to the ground. The fourth imaging device 10d, also referred to as a right side camera, is installed on the right side mirror of the vehicle 100, and images a region on the right side in a direction looking down obliquely to the ground. These imaging devices 10 are wide-angle cameras having an angle of view of, for example, about 180 °, and are arranged so that the entire circumference of the vehicle 100 can be imaged. The imaging device 10 sequentially outputs the captured images to the parking assistance device 30.

  The input unit 46 sequentially receives the images captured by each imaging device 10. The input unit 46 outputs the image to the display processing unit 40, the conversion unit 48, and the detection unit 50. The conversion unit 48 generates a bird's-eye view image by performing a viewpoint conversion process on the image received from the input unit 46, that is, the image captured from diagonally above, as an image from directly above. The overhead image is an image obtained by imaging the periphery of the vehicle 100. The conversion unit 48 outputs the generated overhead image to the display processing unit 40. The detection unit 50 receives an image from the input unit 46. The detection unit 50 detects a white line of the parking frame on the image by image recognition processing. The image recognition process is a known technique, and thus the description thereof will be omitted. For example, the detection unit 50 detects a parking frame having a width of 4 m or more in the longitudinal direction. At that time, a parking vehicle may be disposed in the parking frame detected by the detection unit 50. The detection unit 50 detects an area surrounded by the parking frame as the parking area 200. The detection unit 50 outputs, to the display processing unit 40, information related to the detected parking area 200, for example, the coordinates of the parking area 200. In addition, when the some parking area 200 is detected in the detection part 50, the coordinate of each parking area 200 is output.

  The display processing unit 40 receives the image from the input unit 46, the overhead image from the conversion unit 48, and the information on the parking area 200 from the detection unit 50. The display processing unit 40 uses these to generate a screen for setting parking assistance (hereinafter, referred to as “setting screen”). In the setting screen, at least one of the image and the overhead image (hereinafter also referred to as “image”) is displayed, and the parking frame is superimposed on a portion corresponding to the parking area 200 on the image. In addition, when the several parking area 200 is detected in the detection part 50, several parking frame is superimposed on an image. In addition, a message such as "Please select a parking space" is also displayed on the setting screen. The display processing unit 40 outputs the setting screen to the presenting unit 42.

  The presentation unit 42 causes the display device 14 to display a setting screen. The driver who has seen the setting screen displayed on the display device 14 confirms the message and operates the operation device 12 to select any parking frame. The reception unit 44 receives information on the parking frame selected by the operation device 12. The reception unit 44 outputs the information of the parking frame to the display processing unit 40. The display processing unit 40 stores the information of the parking frame and the information of the parking area 200 in association with each other, and selects the information of the parking area 200 corresponding to the received information of the parking frame. The processing up to this point corresponds to the processing for identifying the parking area 200. The display processing unit 40 outputs the information on the current position of the vehicle 100 and the information on the identified parking area 200 to the control unit 52.

  The sensor 16 detects the surrounding state and the traveling state of the vehicle 100. The sensor 16 detects, for example, an obstacle around the vehicle 100 and a state of the vehicle 100. The sensor 16 is a generic name of various sensors for detecting the condition outside the vehicle and the condition of the vehicle 100. For example, a camera, a millimeter wave radar, a light detection and ranging (LIDAR), a sonar, an air temperature sensor, an atmospheric pressure sensor, a humidity sensor, an illuminance sensor, and the like are mounted as sensors for detecting the situation outside the vehicle. The condition outside the vehicle includes the condition of the road on which the vehicle is traveling, the environment including the weather, the condition around the vehicle, and other vehicles in the vicinity. Any information outside the vehicle that can be detected by the sensor 16 may be used. Further, as the sensor 16 for detecting the state of the vehicle 100, for example, an acceleration sensor, a gyro sensor, a geomagnetic sensor, an inclination sensor, a steering angle sensor, a speed sensor, a shift sensor, and the like are mounted. The sensor 16 outputs the detected various information (hereinafter referred to as “detection information”) to the parking assistance device 30.

  The route calculation unit 60 receives from the display processing unit 40 the information on the current position of the vehicle 100 and the information on the identified parking area 200. The detection unit 50 generates a parking path from the current position to the parking area 200. FIG. 4 is used here to explain the generation of the parking path. FIG. 4 shows an outline of parking by the vehicle 100. Here, the point D1 indicates the parking start position, which corresponds to the current position of the vehicle 100. Moreover, the parking area 200 of the left side of the vehicle 100 is detected similarly to Fig.1 (a)-(b). The route calculation unit 60 sets a point D5 in the parking area 200. Point D5 is a parking target position, and the relative arrangement of the parking target position in the parking area 200 may be determined in advance. The route calculation unit 60 instructs the acquisition unit 64 to acquire information on the azimuth (traveling direction) of the vehicle 100 at the point D1 and the steering angle.

  When receiving the instruction from the route calculation unit 60, the acquisition unit 64 acquires the azimuth angle of the vehicle 100 and the steering angle detected by the steering angle sensor among the detection information from the sensor 16. The acquisition unit 64 outputs the azimuth angle and the steering angle of the vehicle 100 to the route calculation unit 60. Before describing the processing in the route calculation unit 60, the relationship between the speed of the vehicle 100 and the maximum steering angle will be described. FIG. 5 shows the relationship between the speed of the vehicle 100 and the maximum steering angle. The horizontal axis indicates the speed of the vehicle 100, and the vertical axis indicates the maximum steering angle of the electric power steering mounted on the vehicle 100. In proportion to the speed increasing from 0 km / h to 2.0 km / h, the maximum steering angle also increases from 200 degrees to 600 degrees. On the other hand, even if the speed is increased above 2.0 km / h, the maximum steering angle remains constant at 600 degrees. That is, the maximum steering angle also increases as the speed increases from the stopped state, but the maximum steering angle becomes constant at a certain speed. Return to FIG.

  The route calculation unit 60 calculates a first forward route 210 from the point D1 to the point D2 when the vehicle 100 is accelerated over the acceleration section while maintaining the steering angle at the point D1 acquired by the acquisition unit 64. Here, the acceleration section is predetermined, for example, 10 cm or 30 cm. When the steering angle at the point D1 acquired by the acquisition unit 64 indicates that the vehicle travels straight, the first forward path 210 is a path that travels straight from the point D1. The route calculation unit 60 acquires the assumed speed of the vehicle 100 at the point D2 which is the end point of the first forward travel route 210. The estimated speed may be predetermined as a fixed value such as 1.5 km / h, for example. As a modification, the estimated speed may be set to 2.0 km / h or more at which the maximum steering angle of the electric power steering itself can be obtained. In addition, as for the setting of the length of an acceleration area, it is preferable that the required time for accelerating to the assumed speed of the vehicle 100 becomes 1 second or less. By doing this, it is possible to generate a parking path without giving a sense of discomfort to the driver at the time of parking assistance.

  The route calculation unit 60 calculates a forward second route 212 from the point D2 to the point D3 while rotating in the right direction by the maximum steering angle corresponding to the assumed speed. When the assumed speed is 1.5 km / h, the maximum steering angle is 500 degrees according to FIG. This is "2.5 times" of 200 degrees which is the maximum steering angle in the stopped state. That is, the maximum steering angle 2.5 times the settable maximum steering angle at the point D1 can be set at the point D2. Here, the distance of the second advancing path 212 is assumed to be predetermined. The combination of the first advancing path 210 and the second advancing path 212 corresponds to an advancing path.

  The route calculation unit 60 instructs the acquisition unit 64 to acquire the steering angle of the vehicle 100 at the point D3 when detecting a shift change (forward → reverse) by the shift sensor at the point D3. When receiving the instruction from the route calculation unit 60, the obtaining unit 64 obtains the steering angle of the vehicle 100 when the point D3 is reached along the advancing second route 212. The acquisition unit 64 outputs the steering angle of the vehicle 100 to the route calculation unit 60.

  The route calculation unit 60 calculates a reverse first route 220 from the point D3 to the point D4 when the vehicle 100 is accelerated over the acceleration section while maintaining the steering angle at the point D3 acquired by the acquisition unit 64. As described above, since the steering angle at the point D3 is the steering angle when reaching the point D3 along the forward second path 212, the reverse first path 220 accelerates the forward second path 212 from the point D3. It will be a route back to the original across the section. The route calculation unit 60 acquires the assumed speed of the vehicle 100 at the point D4 which is the end point of the reverse first route 220. The assumed speed may be predetermined as a fixed value such as 1.5 km / h, as described above. As a modification, the estimated speed may be set to 2.0 km / h or more at which the maximum steering angle of the electric power steering itself can be obtained. In addition, as for the setting of the length of an acceleration area, it is preferable that the required time for accelerating to the assumed speed of the vehicle 100 becomes 1 second or less. By doing this, it is possible to generate a parking path without giving a sense of discomfort to the driver at the time of parking assistance.

  The route calculation unit 60 calculates a reverse second route 222 from the point D4 to the point D5 while rotating in the left direction at a steering angle equal to or less than the maximum steering angle corresponding to the assumed speed. Here, the steering angle equal to or less than the maximum steering angle is set such that the reverse second route 222 reaches the point D5. That is, the route calculation unit 60 calculates the reverse second route 222 based on the steering angle that can be steered with the upper limit value, with the assumed speed of the vehicle 100 at the point D4 as the upper limit value. Also in this case, the maximum steering angle larger than the maximum steering angle that can be set at the point D3 can be set at the point D4. The combination of the reverse first path 220 and the reverse second path 222 corresponds to a reverse path.

  The start position of each of the forward path and the reverse path may be referred to as a first stop position, and the arrival position of each of the forward path and the reverse path may be referred to as a second stop position. In that case, in the forward path, point D1 corresponds to the first stop position, point D3 corresponds to the second stop position, and in the reverse path, point D3 corresponds to the first stop position, and point D5 is the second stop. It corresponds to the position. In addition, the forward first path 210 and the reverse first path 220 are collectively referred to as a first path, and the forward second path 212 and the reverse second path 222 are collectively referred to as a second path. In the reverse path, the first stop position indicates the switching position of the parking area 200 from the forward state to the reverse state, and the second stop position indicates the parking target position of the parking area 200. Return to FIG. The route calculation unit 60 outputs the calculated parking route (a parking route in which the first forward route 210, the second forward route 212, the first reverse route 220, the second reverse route 222 travel in order) is output to the output unit 62.

  The output unit 62 receives the parking route calculated by the route calculation unit 60. The output unit 62 generates steering angle information for performing movement along the parking path. The output unit 62 outputs a control value corresponding to the information of the steering angle to the steering control device 20. That is, the output unit 62 outputs, to the steering control device 20, a steering instruction along the parking path calculated by the path calculation unit 60.

  The steering control device 20 is an automatic driving controller implemented with an automatic driving control function, and determines an action of the vehicle 100 in automatic parking. Here, in particular, automatic steering of the electric power steering is performed. The configuration of the steering control device 20 can be realized by cooperation of hardware resources and software resources, or hardware resources only. A processor, ROM (Read Only Memory), RAM (Random Access Memory), and other LSIs can be used as hardware resources, and programs such as operating systems, applications, and firmware can be used as software resources. The steering control device 20 transmits the control value input from the parking assist device 30 to each control target ECU or controller. In this embodiment, it is transmitted to the steering ECU.

  The output unit 62 generates an acceleration instruction, a braking instruction, and a shift switching instruction based on the speed information and the shift information from the sensor 24 in addition to the generation of the steering angle information described above. And outputs at least one piece of information to the display processing unit 40. The display processing unit 40 generates a screen in which the received information is shown, and outputs the screen to the presentation unit 42. The presentation unit 42 causes the display device 14 to display a screen. The driver looks at the screen displayed on the display device 14 and executes an accelerator operation, a braking operation, and a shift operation according to the instruction shown on the screen.

  The operation of the parking assistance device 30 having the above configuration will be described. FIG. 6 is a flowchart showing the calculation procedure of the parking route by the parking assistance device 30. The acquisition unit 64 acquires the steering angle of the vehicle 100 (S10). The route calculation unit 60 calculates a first route corresponding to an acceleration zone in which the vehicle 100 moves while maintaining the steering angle (S12). The route calculation unit 60 acquires the assumed speed of the vehicle 100 at the end point of the first route (S14), and acquires a steering angle equal to or less than the maximum steering angle of the electric power steering at the assumed speed of the vehicle 100 (S16). The route calculation unit 60 calculates a second route from the end point of the first route to a predetermined arrival position after that (S18).

  According to this embodiment, since the maximum steering angle of the electric power steering steerable at the assumed speed when accelerating the vehicle over the acceleration section while maintaining the acquired steering angle of the vehicle is used, A maximum steering angle larger than the maximum steering angle can be used. In addition, since the maximum steering angle is increased, the curvature of the parking path can be increased even when the steering torque of the electric power steering is small. In addition, since the curvature of the parking path is increased, it is possible to suppress the increase in the number of turnarounds even when the steering torque of the electric power steering is small. Further, since the assumed speed of the vehicle at the end point of the first route is set as the upper limit value, the process can be simplified.

  Although the embodiments according to the present disclosure have been described above in detail with reference to the drawings, the functions of the above-described apparatus and each processing unit can be realized by a computer program. The computer that realizes the functions described above by a program includes input devices such as a keyboard, a mouse, and a touch pad, output devices such as a display and a speaker, a central processing unit (CPU), a ROM, a RAM, a hard disk drive, and a solid state drive (SSD). Etc., a reading device that reads information from a recording medium such as a DVD-ROM (Digital Versatile Disk Read Only Memory) or a USB memory, a network card that communicates via a network, etc. . Further, the reading device reads the program from the recording medium having the program recorded thereon and stores the program in the storage device. In addition, the function of each device is realized by the CPU copying the program stored in the storage device to the RAM, sequentially reading out the instructions included in the program from the RAM, and executing the instruction.

  The outline of one aspect of the present disclosure is as follows. A parking assistance apparatus according to an aspect of the present disclosure is a parking assistance apparatus that automatically steers a vehicle to a parking target position to assist parking operation, and includes an acquisition unit that acquires a steering angle of the vehicle at a first stop position; The first route is calculated when the vehicle is accelerated from the first stop position to the acceleration zone while maintaining the steering angle acquired by the acquisition unit, and steering is possible at an assumed speed of the vehicle at the end point of the first route. A route calculation unit that calculates a second route to a second stop position after the end point of the first route based on the angle, and steering along the first route and the second route calculated by the route calculation unit And an output unit that outputs an instruction of

  According to this aspect, since the steering angle that can be steered at the assumed speed when accelerating the vehicle over the acceleration section while maintaining the acquired steering angle is used, even when the steering torque of the electric power steering is small, It is possible to suppress the increase.

  The route calculation unit may calculate the second route based on the steering angle that can be steered with the upper limit value, with the assumed speed of the vehicle at the end point of the first route as the upper limit value. In this case, since the assumed speed of the vehicle at the end point of the first route is set as the upper limit value, the process can be simplified.

  The first stop position may be a switching position from the forward movement state of the vehicle to the reverse movement state, and the second stop position may be a parking target position of the vehicle. In this case, the steering angle in the reverse state can be increased.

  The present disclosure has been described above based on the examples. It is understood by those skilled in the art that these embodiments are exemplifications, and that various modifications can be made to the combination of each component and each processing process, and such modifications are also within the scope of the present disclosure. is there.

  In the present embodiment, when calculating the second route, the route calculation unit 60 uses a steering angle that can be steered with the upper limit, with the assumed speed of the vehicle 100 at the end point of the first route as the upper limit. However, the present invention is not limited to this. For example, the route calculation unit 60 sets the maximum steering angle corresponding to the assumed speed of the vehicle 100 at the end point of the first route and sets the maximum steering angle corresponding to the speed accelerated from the assumed speed. The second route may be calculated while changing. According to this modification, the degree of freedom of the configuration can be expanded.

  In the present embodiment, parallel parking of the vehicle 100 is taken as an example. However, the present invention is not limited to this, and may be applied to, for example, parallel parking of the vehicle 100. According to this modification, the application range of the present embodiment can be expanded.

  In the present embodiment, the accelerator operation, the braking operation, and the shift operation are performed by the driver. However, the present invention is not limited to this, and for example, at least one of these may be automatically performed by control by the parking assistance device 30. At this time, the steering control device 20 may be a movement control device. According to this modification, the degree of freedom of the configuration can be expanded.

  DESCRIPTION OF SYMBOLS 10 imaging apparatus, 12 operation apparatus, 14 display apparatus, 16 sensor, 20 steering control apparatus, 30 parking assistance apparatus, 40 display processing part, 42 presentation part, 44 reception part, 46 input part, 48 conversion part, 50 detection part, 52 control unit, 60 route calculation unit, 62 output unit, 64 acquisition unit, 100 vehicles.

Claims (3)

A parking assistance device that automatically steers a vehicle to a parking target position to support parking operation,
An acquisition unit that acquires a steering angle of the vehicle at a first stop position;
The first route is calculated when the vehicle is accelerated from the first stop position to the acceleration zone while maintaining the steering angle acquired by the acquisition unit, and steering is performed at the assumed speed of the vehicle at the end point of the first route. A route calculation unit that calculates a second route to a second stop position after the end point of the first route based on the possible steering angles;
An output unit that outputs a steering instruction along the first route and the second route calculated by the route calculation unit;
A parking assist apparatus comprising:   The route calculation unit is characterized in that the second route is calculated based on a steering angle that can be steered with the upper limit value, with the assumed speed of the vehicle at the end point of the first route as the upper limit value. The parking assistance device described in.   The said 1st stop position is a switching position from the advance state of the said vehicle to a reverse state, The said 2nd stop position is a parking target position of the said vehicle, It is characterized by the above-mentioned. Parking assistance device.

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