JP7281728B2 - parking assist device - Google Patents

Description

TECHNICAL FIELD The present disclosure relates to parking assistance technology, and more particularly to a parking assistance device and the like that assists a parking operation.

The parking assist system is used to facilitate parking by automatically steering the driver's steering wheel and assisting the parking operation when the driver moves the vehicle to the target parking position. be done. When stationary steering is performed while the vehicle is stopped, the parking assistance device indicates the position of the gear to the driver and informs the driver to step on the accelerator when the stationary steering is finished. As a result, the vehicle starts moving toward the parking target (see Patent Document 1, for example).

JP-A-2003-341543

The parking assistance system controls the electric power steering to generate a steering torque to steer the steering wheel, but the steering torque that can be generated differs depending on the type of the electric power steering. In the electric power steering with a small steering torque, the steering angle that can be steered (hereinafter referred to as "permissible steering angle") is limited in a region where the vehicle travel speed is low. For example, in parallel parking, if an obstacle such as a person approaches the vehicle while the vehicle is moving backward while returning the steering angle, the vehicle decelerates and the allowable steering angle becomes smaller, so the steering angle cannot be further returned. It may disappear. As a result, the vehicle deviates from the parking route and the parking assistance is interrupted.

The present disclosure has been made in view of such circumstances, and its object is to provide a technique for suppressing the influence on steering even if the vehicle decelerates when the allowable steering angle is limited in a region where the traveling speed is low. That's what it is.

In order to solve the above problems, a parking assistance device according to one aspect of the present disclosure includes an input unit that receives at least an input of a running speed of a vehicle, and an output unit that outputs at least an instruction of a steering angle of the vehicle. The output unit outputs a steering instruction that the vehicle is along the parking path and the steering angle is equal to or less than the allowable steering angle corresponding to the traveling speed, and the steering instruction is equal to or higher than the allowable steering angle corresponding to the traveling speed. In this parking assist system, the automatic steering is disabled when the vehicle is running, and the allowable steering angle corresponding to the running speed is a predetermined allowable steering angle that can be steered as the running speed of the vehicle increases. and a second relationship in which the allowable steering angle, which is used during the return steering, increases up to the predetermined value as the traveling speed of the vehicle increases.

Another aspect of the disclosure is a vehicle. The vehicle includes at least a sensor that detects running speed and a steering control device that performs at least automatic steering. A steering control device performs automatic steering based on a steering instruction that is along a parking route and that the steering angle is equal to or less than the allowable steering angle corresponding to the traveling speed, and the steering instruction is equal to or greater than the allowable steering angle corresponding to the traveling speed. In the case of the vehicle in which the automatic steering cannot be performed, the allowable steering angle corresponding to the running speed is a predetermined allowable steering angle that can be steered as the running speed of the vehicle increases. and a second relationship in which the allowable steering angle, which is used during the return steering, increases up to the predetermined value as the traveling speed of the vehicle increases.

In addition, any combination of the above components, the expression of the present disclosure converted between devices, systems, methods, programs, recording media recording programs, vehicles equipped with this device, etc. It is effective as an aspect.

According to the present disclosure, when the allowable steering angle is restricted in a region where the traveling speed is low, even if the vehicle decelerates, it is possible to suppress the influence on the steering.

It is a figure which shows the outline|summary of parking by the vehicle used as comparison object of a present Example. FIGS. 2(a) and 2(b) are diagrams showing the relationship between the traveling speed and the permitted steering angle. FIGS. 3(a) and 3(b) are diagrams for explaining in detail the outline of parking. FIGS. 4(a) and 4(b) are diagrams for explaining another outline of parking in detail. 1 is a diagram showing the configuration of a vehicle according to an embodiment; FIG. FIG. 6 is a diagram showing the arrangement of the imaging device of FIG. 5; FIG. 6 is a diagram showing the relationship between the traveling speed and the permitted steering angle stored in the storage unit shown in FIG. 5; 8(a) and 8(b) are diagrams for explaining in detail the overview of parking by the vehicle of FIG. 5. FIG.

Before specifically describing this embodiment, an overview will be given. This embodiment relates to a parking assistance device that assists parking of a vehicle. Here, the parking assist system automatically performs steering when the vehicle moves from a position where the vehicle parking operation is started (hereinafter referred to as "parking start position") to a parking target position (hereinafter referred to as "parking target position"). execute On the other hand, accelerator operation, braking operation, and shift operation are performed by the driver. This parking assistance device detects a line of a parking frame as a parking area based on an image captured by an 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, it is assumed that the line is a white line for clarity of explanation. The parking assistance device also calculates a route (hereinafter referred to as a “parking route”) along 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.

Hitherto, vehicles equipped with parking assistance devices have been equipped with expensive and high-performance electric power steering, and the steering torque of such electric power steering is large. Therefore, the parking route is calculated on the assumption that the vehicle can be steered up to the maximum steering angle. On the other hand, the steering torque of an inexpensive and small electric power steering is small, and the allowable steering angle is restricted to be smaller than a predetermined value (hereinafter referred to as "maximum steering angle") especially in a low running speed region. As described above, when an obstacle such as a person approaches while the vehicle is reversing while returning the steering angle in parallel parking, the allowable steering angle becomes smaller due to the deceleration of the vehicle, so the steering angle cannot be further returned. It may disappear. As a result, the vehicle deviates from the parking path, so parking assistance is interrupted.

The parking assist system according to the present embodiment has a characteristic that the steering torque required by the electric power steering when turning the steering angle back is smaller than the steering torque required by the electric power steering when increasing the steering angle. use. As the relationship between the traveling speed and the allowable steering angle, the first relationship during additional steering and the second relationship during reverse steering are held in advance, the first relationship is selected during additional steering, and the first relation is selected during reverse steering. Select the second relationship. Hereinafter, this embodiment will be described in detail with reference to the drawings. In addition, each embodiment described below is an example, and the present disclosure is not limited to these embodiments.

FIG. 1 shows an outline of parking by a vehicle 110 to be compared. Vehicle 110 is equipped with an electric power steering with a small steering torque. Point A1 indicates the parking start position of vehicle 110 . Also, the vehicle 110 detects a parking area 200, and a point A2 therein indicates the target parking position of the vehicle 110. FIG. The vehicle 110 calculates a parking path 250 from point A1 to point A2 by going backwards and turning to the left. Such a parking path 250 is calculated on the assumption that an electric power steering with a large steering torque is installed. When the vehicle 110 automatically steers along the parking path 250, the vehicle 110 performs additional steering and then reverse steering. The vehicle 110 can travel along the parking path 250 if it travels at a travel speed at which the allowable steering angle is greater than the steering angle at that time.

FIGS. 2(a)-(b) show the relationship between the traveling speed and the permitted steering angle. FIG. 2(a) shows the relationship between the traveling speed and the allowable steering angle in a vehicle equipped with an electric power steering with a large steering torque. The horizontal axis indicates the traveling speed of the vehicle, and the vertical axis indicates the allowable steering angle of the electric power steering mounted on the vehicle. As described above, the allowable steering angle is constant at 500 degrees regardless of the running speed of the vehicle. A permissible steering angle of 500 degrees corresponds to the maximum steering angle. In other words, in a vehicle equipped with an electric power steering with a large steering torque, the maximum steering angle can be achieved regardless of the running speed, including when the vehicle is stopped. Even in , the maximum steering angle can be realized.

FIG. 2(b) shows the relationship between the traveling speed and the allowable steering angle in the vehicle 110 equipped with an electric power steering with a small steering torque. This is illustrated similarly to FIG. 2(a). As the running speed increases from 0 km/h to 2.0 km/h, the allowable steering angle also increases from 200 degrees to 500 degrees. On the other hand, even if the traveling speed increases from 2.0 km/h, the allowable steering angle remains constant at 500 degrees. In other words, the allowable steering angle increases as the running speed increases from a stopped state, but the allowable steering angle becomes the maximum steering angle when the running speed reaches a certain level.

FIGS. 3(a) and 3(b) are diagrams for explaining in detail the outline of parking. FIG. 3(a) shows changes in travel speed when the vehicle 110 travels along the parking path 250 from point A1 (parking start position) to point A2 (parking target position). In this embodiment, changes in running speed are defined based on creep acceleration and deceleration during general parking. The vehicle 110 starts from the parking start position at a traveling speed of 0 km/h, increases the traveling speed, and maintains the traveling speed when reaching a traveling speed of 2.0 km/h. Also, the vehicle 110 reduces the running speed from 2.0 km/h to 0.0 km/h and reaches the parking target position.

FIG. 3(b) shows changes in steering angle in response to speed changes in FIG. 3(a). The allowable steering angle 256 increases from 200 degrees to 500 degrees from the parking start position toward the parking target position, maintains 500 degrees, and then decreases from 500 degrees to 200 degrees. Also, in FIG. 3B, the steering angle when traveling along the parking path 250 of FIG. The parking path steering angle 254 maintains 0 degrees from the parking start position toward the parking target position, increases from 0 degrees to 500 degrees, maintains 500 degrees, and then decreases from 500 degrees to 0 degrees. and maintain 0 degrees. In other words, at the parking path steering angle 254, after the additional steering is performed, the return steering is performed. Comparing the parking path steering angle 254 and the allowable steering angle 256 , the parking path steering angle 254 does not exceed the allowable steering angle 256 . That is, it is possible to travel along the parking path 250 with a steering angle within the range of the allowable steering angle 256 . From this, it can be said that the vehicle 110 can travel along the parking path 250 as long as it follows the change in travel speed in FIG. 3(a).

Return to FIG. The vehicle 110 starting from point A1 increases the traveling speed from 0 km/h to 2 km/h and then maintains 2 km/h, and travels along the parking path 250 by automatic steering. The automatic steering at that time is additional steering. Here, when an obstacle such as a person approaches at point A3 between point A1 and point A2, vehicle 110 decelerates to 0.5 km/h. In order to travel along the parking path 250 from point A2 to point A3 by automatic steering, a steering back operation is required. As shown in FIG. 2(b), when the traveling speed is 0.5 km/h, the allowable steering angle 256 is smaller than 500 degrees. As a result, the vehicle 110 deviates from the parking path 250 and travels along the conventional parking path 252 because the steering operation necessary for traveling along the parking path 250 by automatic steering cannot be performed.

Here, the cause of the situation shown in FIG. 1 will be described with reference to FIGS. 4(a) and 4(b). FIGS. 4(a) and 4(b) are diagrams for explaining another outline of parking in detail. FIG. 4A shows changes in running speed when vehicle 110 runs from point A1 (parking start position). As in FIG. 3A, the vehicle 110 starts from the parking start position at a travel speed of 0 km/h, increases the travel speed, and maintains the travel speed when it reaches 2.0 km/h. Also, vehicle 110 decelerates to 0.5 km/h at point A3. After that, the vehicle 110 maintains the traveling speed of 0.5 km/h.

FIG. 4(b) shows changes in steering angle in response to speed changes in FIG. 4(a). The allowable steering angle 256 increases from 200 degrees to 500 degrees after starting the parking start position, and remains at 500 degrees, as in FIG. 3(a). Also, the allowable steering angle 256 decreases from 500 degrees to 275 degrees and remains at 275 degrees due to deceleration at point A3. On the other hand, the parking path steering angle 254, similarly to FIG. , from 500 degrees to 0 degrees and remain at 0 degrees. In other words, at the parking path steering angle 254, after the additional steering is performed, the return steering is performed.

Comparing the parking path steering angle 254 and the permissible steering angle 256, the parking path steering angle 254 exceeds the permissible steering angle 256 after passing point A3. In other words, the parking path steering angle 254 cannot satisfy the condition of the allowable steering angle 256 or less after the traveling speed decreases from 2.0 km/h to 0.5 km/h. This corresponds to the inability to perform switchback steering. As a result, vehicle 110 follows conventional parking trajectory 252 in FIG.

A configuration for traveling along the parking path 250 even in the situation where the vehicle is decelerated at point A3 in FIG. 1 will be described below, assuming that the vehicle is equipped with an electric power steering with a small steering torque. FIG. 5 shows the configuration of the vehicle 100. As shown in FIG. Vehicle 100 includes imaging device 10 , operating device 12 , display device 14 , sensor 16 , steering control device 20 and 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, a vehicle position calculation unit 60, a parking target position determination unit 62, a route calculation unit 64, A steering angle calculation unit 66 , a storage unit 68 and an output unit 70 are included. 5 may be connected by wired communication such as a dedicated line or CAN (Controller Area Network). Alternatively, connection may be made by wired communication such as USB (Universal Serial Bus), Ethernet (registered trademark), Wi-Fi (registered trademark), Bluetooth (registered trademark), or wireless communication.

The operation device 12 is composed of buttons, dials, etc., and receives instructions from the driver. Note that the operation device 12 may be a touch panel integrated with the display device 14 . The operation 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. Upon receiving the depression of the parking assistance start button on the operation device 12, the reception unit 44 instructs the display processing unit 40 to start parking assistance. The display processing unit 40 generates a screen showing the parking assistance status and outputs it to the presentation unit 42 when receiving the parking assistance start instruction. 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 navigation system display arranged on an instrument panel of the vehicle 100 .

The imaging device 10 can capture images around the vehicle 100 . Note that a video may be configured by arranging a plurality of images in time series. FIG. 6 shows the arrangement of the imaging device 10, which corresponds to a top view of the vehicle 100. FIG. The vehicle 100 includes a first image pickup device 10a, a second image pickup device 10b, a third image pickup device 10c, and a fourth image pickup device 10d, which are collectively called the image pickup device 10 . The first imaging device 10a, also called a front camera, is installed on the front grille of the vehicle 100 and captures an image of a forward area in a direction obliquely looking down on the ground. The second imaging device 10b, also called a left side camera, is installed in the left side mirror of the vehicle 100, and captures an image of the left side area in a direction obliquely looking down on the ground. The third imaging device 10c, also called a rear camera, is installed in the vicinity of the trunk of the vehicle 100 and captures an image of the rear area in a direction obliquely looking down on the ground. The fourth imaging device 10d, also called a right side camera, is installed in the right side mirror of the vehicle 100, and captures an image of the right side area in a direction obliquely looking down on the ground. These imaging devices 10 are wide-angle cameras having an angle of view of about 180°, for example, and are arranged so as to capture images of the entire circumference of the vehicle 100 . Return to FIG. The imaging device 10 sequentially outputs the captured images to the parking assistance device 30 .

The input unit 46 sequentially receives images captured by the imaging devices 10 . The input unit 46 outputs the image to 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 obliquely from above so that the image becomes an image from directly above. A bird's-eye view image is an image of the surroundings 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 the white line of the parking frame in the image by image recognition processing. Since the image recognition process is a known technique, the description is omitted here. For example, the detection unit 50 detects a parking frame having a width corresponding to parallel parking. At that time, the parked vehicle may be arranged in the parking frame detected by the detection unit 50 . The detection unit 50 detects the area surrounded by the parking frame as the parking area 200 . The detection unit 50 outputs information about the detected parking area 200 , for example, the coordinates of the parking area 200 to the display processing unit 40 and the parking target position determination unit 62 . When a plurality of parking areas 200 are detected by the detection unit 50, the coordinates of each parking area 200 are output.

The display processing unit 40 receives 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"). On the setting screen, a bird's-eye view image is displayed, and a parking frame is superimposed on a portion corresponding to the parking area 200 on the bird's-eye view image. In addition, when a plurality of parking areas 200 are detected by the detection unit 50, a plurality of parking frames are superimposed on the image. The setting screen also shows a message such as "Please select a parking space." The display processing unit 40 outputs the setting screen to the presentation unit 42 .

The presentation unit 42 causes the display device 14 to display the setting screen. The driver who sees the setting screen displayed on the display device 14 confirms the message and operates the operation device 12 to select one of the parking spaces. The reception unit 44 receives information on the parking frame selected by the operation device 12 . The reception unit 44 outputs information on the selected parking frame to the display processing unit 40 , and the display processing unit 40 outputs information on the selected parking frame to the parking target position determination unit 62 .

The parking target position determination unit 62 receives information about the parking area 200 from the detection unit 50 and receives information about the selected parking frame from the display processing unit 40 . The parking target position determination unit 62 selects information on the parking area 200 corresponding to the information on the selected parking area based on the correspondence between the information on the parking area and the information on the parking area 200 . Furthermore, the parking target position determining unit 62 sets the parking target position within the parking area 200 . The parking target position corresponds to point A2 in FIG. The parking target position determination unit 62 outputs the parking target position to the route calculation unit 64 .

Sensor 16 detects the surrounding conditions and running state of vehicle 100 . The sensor 16 detects, for example, obstacles around the vehicle 100 and the state of the vehicle 100 . The sensor 16 is a general term for various sensors for detecting the situation outside the vehicle and the state of the vehicle 100 . A millimeter wave radar, LIDAR (Light Detection and Ranging, Laser Imaging Detection and Ranging), a sonar, an air temperature sensor, an air pressure sensor, a humidity sensor, an illuminance sensor, and the like are installed as sensors for detecting conditions outside the vehicle. The conditions outside the vehicle include road conditions on which the vehicle travels, the environment including the weather, surrounding conditions of 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, sensors 16 for detecting the state of the vehicle 100 include, for example, an acceleration sensor, a gyro sensor, a geomagnetic sensor, an inclination sensor, a steering angle sensor, a speed sensor, and a shift sensor. In particular, the steering angle sensor and the speed sensor as the sensors 16 will be described here. The sensor 16 outputs various types of detected information (hereinafter referred to as “detected information”) to the parking assistance device 30 .

The vehicle position calculator 60 receives detection information from the sensor 16 . The own vehicle position calculator 60 calculates the position of the vehicle 100 based on the detected information, especially the value of the steering angle sensor and the value of the speed sensor. A well-known technique may be used to calculate the position of the vehicle 100, so the explanation is omitted here. Note that the vehicle position calculation unit 60 repeatedly calculates the position of the vehicle 100 and updates the position of the vehicle 100 . The position of vehicle 100 first calculated after the start of parking assistance is the parking start position, which corresponds to point A1 in FIG. The own vehicle position calculation unit 60 outputs the parking start position to the route calculation unit 64 and outputs the position of the vehicle 100 to the steering angle calculation unit 66 . In addition, the vehicle position calculation unit 60 outputs the travel speed information included in the detection information to the steering angle calculation unit 66 .

The route calculation unit 64 receives the parking start position from the own vehicle position calculation unit 60 and receives the parking target position from the parking target position determination unit 62 . The route calculation unit 64 calculates a parking route 250 from the parking start position to the parking target position. A well-known technique may be used to calculate the parking path 250, so the explanation is omitted here. The route calculator 64 outputs the calculated parking route 250 to the steering angle calculator 66 .

The storage unit 68 stores the relationship between the traveling speed and the allowable steering angle 256, that is, the relationship in which the allowable steering angle 256 increases to the maximum steering angle as the traveling speed of the vehicle 100 increases. A second relationship at the time of the return steering is stored. FIG. 7 shows the relationship between the travel speed stored in the storage unit 68 and the allowable steering angle 256. As shown in FIG. This is illustrated similarly to FIG. 2(b). The additional steering allowable steering angle 260 is the allowable steering angle 256 in the first relationship to be used during additional steering. The additional steering allowable steering angle 260 is the same as the allowable steering angle 256 in FIG. 2(b).

The steering-back allowable steering angle 262 is the allowable steering angle 256 in the second relationship that should be used during the steering-back steering. As the running speed increases from 0 km/h to 0.5 km/h, the allowable steering angle also increases from 200 degrees to 500 degrees. On the other hand, even if the running speed increases from 0.5 km/h, the allowable steering angle remains constant at 500 degrees. Thus, the return steering angle 262 is greater than the steering back allowable steering angle 260 at the same travel speed in the range of greater than 0 km/h and less than 2.0 km/h. This is because the steering torque required by the electric power steering when turning the steering angle back is smaller than the steering torque required by the electric power steering when increasing the steering angle. Return to FIG.

The steering angle calculator 66 receives the parking route 250 calculated by the route calculator 64 , and also receives position information and travel speed information from the own vehicle position calculator 60 . By associating the position information with the parking path 250, the steering angle calculation unit 66 confirms the position on the parking path 250 where the vehicle 100 is traveling, and when traveling along the parking path 250 from that position. First, it is determined whether further steering or reverse steering is to occur. Further, the rudder angle calculation unit 66 selects the first relationship in the storage unit 68 when it is determined that additional steering will occur, and selects the second relationship in the storage unit 68 when it determines that the return steering will occur. .

Further, when the first relationship is selected, the steering angle calculation unit 66 specifies the allowable steering angle 260 for additional steering corresponding to the running speed from the first relationship. The steering angle calculation unit 66 generates a steering instruction to achieve an additional steering allowable steering angle of 260 or less and a steering instruction to follow the parking path. The steering instruction can also be said to be steering angle information. On the other hand, when the second relationship is selected, the steering angle calculation unit 66 specifies the steering-back allowable steering angle 262 corresponding to the traveling speed from the second relationship. The steering angle calculation unit 66 generates a steering instruction that is equal to or less than the steering-back allowable steering angle 262 and a steering instruction for following the parking path. The steering angle calculation unit 66 outputs a steering instruction to the output unit 70 , and the output unit 70 outputs a vehicle steering angle instruction to the steering control device 20 .

The steering control device 20 is an automatic driving controller equipped with an automatic driving control function, and determines behavior of the vehicle 100 in automatic parking. Here, in particular, automatic steering of the electric power steering is executed. The configuration of the steering control device 20 can be realized by cooperation of hardware resources and software resources, or only by hardware resources. 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 assistance device 30 to each control target ECU or controller. In this embodiment, it is transmitted to the steering ECU.

The steering angle calculator 66 generates acceleration instructions, braking instructions, and shift switching instructions based on speed information and shift information from the sensor 16, in addition to generating the aforementioned steering angle information. at least one of the information is output to the display processing unit 40 . The display processing unit 40 generates a screen showing the received information and outputs it 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 accelerator operation, braking operation, and shift operation according to the instructions shown on the screen.

FIGS. 8A and 8B are diagrams for explaining in detail an outline of parking by the vehicle 100. FIG. FIG. 8(a) shows changes in running speed when the vehicle 110 runs from point A1 (parking start position), and is the same as FIG. 4(a). FIG. 8(b) shows changes in steering angle in response to speed changes in FIG. 4(a). After leaving the parking start position, the allowable steering angle 256 increases from 200 degrees to 500 degrees and remains at 500 degrees according to the first relationship. The allowable steering angle 256 in this section corresponds to the allowable steering angle 260 for additional steering. Also, the allowable steering angle 256 decelerates at point A3 but remains at 500 degrees according to the second relationship. The permissible steering angle 256 in this section corresponds to the permissible steering angle 262 for steering back. On the other hand, the parking path steering angle 254, similarly to FIG. , from 500 degrees to 0 degrees and remain at 0 degrees.

Comparing the parking path steering angle 254 and the permissible steering angle 256, the parking path steering angle 254 does not exceed the permissible steering angle 256 by using the second relationship during reverse steering. That is, it is possible to travel along the parking path 250 with a steering angle within the range of the allowable steering angle 256 . From this, it can be said that the vehicle 110 can travel along the parking path 250 even when the traveling speed changes as shown in FIG. 8(a).

According to this embodiment, a different relationship is used depending on whether the steering is for additional steering or the steering for reverse steering. Also, even if the vehicle decelerates, the influence on the steering can be suppressed. In addition, since the allowable steering angle in the second relationship is larger than the allowable steering angle in the first relationship at the same running speed, it is possible to switch back even when the allowable steering angle is limited in a low running speed region. In addition, even when the allowable steering angle is restricted in a region where the traveling speed is low, the steering back is performed, so that the vehicle can travel along the parking route even if the traveling speed is reduced. Also, since the first relationship and the second relationship are stored, the processing can be simplified. Further, based on the parking route, it is determined whether it is during the additional steering or during the reverse steering, so the accuracy of the determination can be improved.

As described above, the embodiments according to the present disclosure have been described in detail with reference to the drawings, and the functions of the above-described devices and processing units can be realized by computer programs. A computer that realizes the functions described above by a program includes input devices such as keyboards, mice, and touch pads, output devices such as displays and speakers, CPUs (Central Processing Units), ROMs, RAMs, hard disk devices, and SSDs (Solid State Drives). etc., a reading device that reads information from recording media such as DVD-ROM (Digital Versatile Disk Read Only Memory) and USB memory, a network card that communicates via a network, etc. Each part is connected by a bus. . Further, the reading device reads the program from the recording medium on which the program is recorded, and stores the program in the storage device. In addition, the CPU copies a program stored in the storage device to the RAM, sequentially reads out instructions included in the program from the RAM, and executes the instructions, thereby realizing the functions of the devices described above.

A summary of one aspect of the present disclosure is as follows. A parking assistance device according to one aspect of the present disclosure includes an output unit that outputs an instruction for a steering angle of a vehicle. A parking assistance device that can be mounted on a vehicle in which further steering or reverse steering is performed, wherein the allowable steering angle that can be steered increases to a predetermined value as the traveling speed of the vehicle increases. A first relationship and a second relationship at the time of return steering are defined, the first relationship is selected when the vehicle is subjected to further steering, and the second relationship is selected when the vehicle is subjected to return steering, Based on the selected first relationship or second relationship, a steering instruction for a steering angle equal to or less than the allowable steering angle specified according to the traveling speed of the vehicle and for following the parking path is generated.

According to this aspect, different relationships are used depending on whether the vehicle is further steered or when the vehicle is steered back. Even if there is, even if the vehicle decelerates, the influence on the steering can be suppressed.

In the parking assistance device, the allowable steering angle in the second relationship is greater than the allowable steering angle in the first relationship at the same travel speed. In this case, since the allowable steering angle in the second relationship is greater than the allowable steering angle in the first relationship at the same running speed, it is possible to switch back even when the allowable steering angle is limited in a low running speed region.

The parking assistance device may further include a storage unit that stores the first relationship and the second relationship. In this case, since the first relationship and the second relationship are stored, the processing can be simplified.

It may be a parking assist device, and it may be determined based on the parking path whether the vehicle is in the additional steering operation or in the reverse steering operation. In this case, based on the parking route, it is determined whether it is during the additional steering or during the reverse steering, so the accuracy of the determination can be improved.

Another aspect of the disclosure is a vehicle. This vehicle includes a steering control device that performs automatic steering according to a steering angle instruction. In a vehicle in which further steering or reverse steering is performed, the first relation during further steering and the first relation during reverse steering as the relationship in which the allowable steering angle that can be steered increases to a predetermined value as the traveling speed increases. The second relationship is defined, the first relationship is selected when additional steering is performed, the second relationship is selected when reverse steering is performed, and the running speed is determined from the selected first relationship or second relationship and a steering instruction for following the parking path.

According to this aspect, different relationships are used depending on whether the vehicle is further steered or when the vehicle is steered back. Even if there is, even if the vehicle decelerates, the influence on the steering can be suppressed.

A vehicle, wherein the allowable steering angle in the second relationship is greater than the allowable steering angle in the first relationship at the same travel speed. In this case, since the allowable steering angle in the second relationship is greater than the allowable steering angle in the first relationship at the same running speed, it is possible to switch back even when the allowable steering angle is limited in a low running speed region.

The vehicle may further include a storage unit that stores the first relationship and the second relationship. In this case, since the first relationship and the second relationship are stored, the processing can be simplified.

In the vehicle, it may be determined based on the parking route whether the vehicle is in the additional steering operation or in the reverse steering operation. In this case, based on the parking route, it is determined whether it is during the additional steering or during the reverse steering, so the accuracy of the determination can be improved.

The present disclosure has been described above based on the embodiments. Those skilled in the art will understand that these examples are illustrative, and that various modifications can be made to combinations of each component and each treatment process, and such modifications are within the scope of the present disclosure. be.

In this embodiment, the route calculation unit 64 calculates a parking route 250 without turning back. However, not limited to this, for example, the route calculation unit 64 may calculate the parking route 250 including a turnaround. According to this modified example, the degree of freedom in configuration can be increased.

In this embodiment, a case where the vehicles 100 are parked in parallel is taken as an example. However, the present invention is not limited to this, and may be applied to parallel parking of the vehicle 100, for example. It may also be applied to an emergency road shoulder avoidance steering control system or the like. According to this modified example, the scope of application of the present embodiment can be expanded.

In this embodiment, accelerator operation, braking operation, and shift operation are performed by the driver. However, not limited to this, for example, at least one of these may be automatically controlled by the parking assistance device 30 . In that case, the steering control device 20 may be a movement control device. According to this modified example, the degree of freedom in configuration can be increased.

10 imaging device 12 operation device 14 display device 16 sensor 20 steering control device 30 parking assistance device 40 display processing unit 42 presentation unit 44 reception unit 46 input unit 48 conversion unit 50 detection unit 60 self-vehicle position calculation unit 62 parking target position determination unit 64 route calculation unit 66 steering angle calculation unit 68 storage unit 70 output unit 100 vehicle 200 .

Claims (8)

an input unit that receives at least an input of the running speed of the vehicle;
an output unit that outputs at least an instruction for the steering angle of the vehicle;
The output unit outputs a steering instruction so that the vehicle is along the parking path and the steering angle is equal to or less than the allowable steering angle corresponding to the traveling speed;
A parking assistance device that disables automatic steering when the steering instruction is equal to or greater than the allowable steering angle corresponding to the traveling speed,
The allowable steering angle corresponding to the running speed is
a first relationship in which an allowable steering angle that can be steered increases up to a predetermined value as the running speed of the vehicle increases, which is used for additional steering;
a second relationship in which an allowable steering angle that can be steered increases to the predetermined value as the running speed of the vehicle increases;
parking aid. The parking assistance device according to claim 1,
In the first relationship used during additional steering, the allowable steering angle at a predetermined running speed is the first angle,
In the second relationship that is used during the return steering, the allowable steering angle at the predetermined running speed is a second angle that is larger than the first angle.
parking aid. The parking assistance device according to claim 1 or 2,
Further comprising a storage unit that stores the first relationship and the second relationship,
parking aid. The parking assistance device according to any one of claims 1 to 3,
Based on the parking route, it is determined whether it is during additional steering or during reverse steering.
parking aid. a sensor that detects at least the running speed;
a steering control device that performs at least automatic steering;
The steering control device performs automatic steering based on a steering instruction along the parking path and at a steering angle that is equal to or less than the allowable steering angle corresponding to the traveling speed,
A vehicle in which the automatic steering cannot be performed when the steering instruction is equal to or greater than the allowable steering angle corresponding to the traveling speed,
The allowable steering angle corresponding to the running speed is
a first relationship in which an allowable steering angle that can be steered increases up to a predetermined value as the running speed of the vehicle increases, which is used for additional steering;
a second relationship in which an allowable steering angle that can be steered increases to the predetermined value as the running speed of the vehicle increases;
vehicle. A vehicle according to claim 5,
In the first relationship used during additional steering, the allowable steering angle at a predetermined running speed is the first angle,
In the second relationship that is used during the return steering, the allowable steering angle at the predetermined running speed is a second angle that is larger than the first angle.
vehicle. A vehicle according to claim 5 or 6,
Further comprising a storage unit that stores the first relationship and the second relationship,
vehicle. A vehicle according to any one of claims 5 to 7,
Based on the parking route, it is determined whether it is during additional steering or during reverse steering.
vehicle.

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