JPH10264839A - Automatic parking device - Google Patents

Abstract

(57) [Summary] [Problem] To quickly correct a deviation from a target parking route. SOLUTION: The surrounding environment of a vehicle is detected to calculate a parking position and a parking route, a travel driving device, a braking mechanism, a main steering mechanism and an automatic transmission of the vehicle are controlled, and the vehicle is parked along the parking route. In the automatic parking device that automatically moves to the vehicle, the current position of the vehicle is detected to detect the amount of deviation from the parking path at the current position, and corrective steering is performed by the auxiliary steering mechanism according to the amount of deviation.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic parking apparatus for calculating a parking route and automatically moving a vehicle to a parking position.

[0002]

2. Description of the Related Art There is known an automatic parking device which calculates a guidance route to a parking position and automatically moves a vehicle to a parking position (for example, see Japanese Patent Application Laid-Open No. 6-75629). In this type of device, steering, driving force, and braking force are controlled according to the vehicle position in order to move the vehicle along a target parking path.

[0003]

Incidentally, the vehicle may deviate from the target parking route due to the inclination of the road surface of the parking route or a change in the tire radius due to the load on the vehicle. In such a case, in the conventional automatic parking device, when the vehicle deviates from the target parking route, the route calculation is performed again, and the steering, the driving force, and the braking force are controlled along the newly calculated target parking route. However, in the conventional automatic parking device, it takes time to calculate the route to the parking position. Therefore, if the route calculation is performed again each time the vehicle deviates from the target parking route, there is a problem that the time required for automatic parking becomes longer.

[0004] It is an object of the present invention to provide an automatic parking apparatus for quickly correcting a deviation from a target parking path.

[0005]

[Means for Solving the Problems]

(1) The invention according to claim 1 is a surrounding environment detecting means for detecting a surrounding environment of a vehicle, a calculating means for calculating a parking position and a route to the parking position based on the surrounding environment of the vehicle, and a driving drive of the vehicle. The present invention is applied to an automatic parking device including an automatic parking control unit that controls a device, a braking mechanism, a main steering mechanism, and an automatic transmission and automatically moves a vehicle to a parking position along a parking path. The vehicle further includes a current position detecting unit that detects a current position of the vehicle, a deviation amount detecting unit that detects a deviation amount of the vehicle from the parking path, and an auxiliary steering unit that performs corrective steering according to the deviation amount. (2) In the automatic parking device according to the second aspect, the auxiliary steering means includes:
Correction steering is performed by a rear wheel auxiliary steering mechanism that performs rear wheel auxiliary steering. (3) In the automatic parking device according to claim 3, the auxiliary steering means includes:
Correction steering is performed by a front wheel auxiliary steering mechanism that performs front wheel auxiliary steering. (4) In the automatic parking device according to claim 4, the auxiliary steering means includes:
A left rear wheel braking mechanism and a right rear wheel braking mechanism are provided, and the left rear wheel braking mechanism and the right rear wheel braking mechanism are independently controlled to perform corrective steering. (5) In the automatic parking device according to claim 5, the auxiliary steering means includes:
A left front wheel braking mechanism and a right front wheel braking mechanism are provided, and the left front wheel braking mechanism and the right front wheel braking mechanism are independently controlled to perform corrective steering. (6) In the automatic parking device according to claim 6, the auxiliary steering means includes:
The correction steering is performed by the front wheel main steering mechanism according to the deviation amount. (7) The invention according to claim 7 detects a surrounding environment of a vehicle, calculates a parking position and a parking route, controls a travel driving device, a braking mechanism, a main steering mechanism, and an automatic transmission of the vehicle, and controls a parking route. Is applied to an automatic parking device that automatically moves a vehicle to a parking position along with the vehicle, detects a current position of the vehicle, detects an amount of deviation from a parking path of the current position, and corrects steering by an auxiliary steering mechanism according to the amount of deviation. Perform

[0006]

【The invention's effect】

(1) According to the first aspect of the present invention, the current position of the vehicle is detected to detect the amount of deviation from the parking route at the current position, and the correction steering is performed by the auxiliary steering mechanism according to the amount of deviation. This eliminates the need to redo the route calculation from that position every time the vehicle deviates from the parking route, and to correct the route, leaving the main steering along the original parking route as it is, and performing auxiliary steering according to the amount of deviation from the parking route. Since the corrective steering is performed by the mechanism, it is possible to quickly return to the original parking route, and the time-consuming calculation of the parking route is omitted, so that the parking operation can be quickly and accurately completed. (2) According to the second aspect of the present invention, the corrective steering is performed by the rear wheel auxiliary steering mechanism that performs the auxiliary steering of the rear wheel when the vehicle deviates from the parking route. The rear wheel steering mechanism used for the four-wheel steering can be used, and there is no need to separately provide an auxiliary steering mechanism. (3) According to the third aspect of the invention, the correction steering is performed by the front wheel auxiliary steering mechanism that performs the auxiliary steering of the front wheel when the vehicle deviates from the parking route, so that the same effect as that of the first aspect is obtained, Unlike at the time of rear wheel steering, the vehicle behavior is such that only the front wheels have no uncomfortable feeling. (4) According to the invention of claim 4, when the vehicle deviates from the parking route, the left rear wheel braking mechanism and the right rear wheel braking mechanism are independently controlled to perform the correction steering. The effect can be obtained, and it is not necessary to provide a separate auxiliary steering mechanism, and more delicate control can be performed. (5) According to the fifth aspect of the invention, when the vehicle deviates from the parking path, the left front wheel braking mechanism and the right front wheel braking mechanism are independently controlled to perform the correction steering. The same effect can be obtained, and the control mechanisms are all provided on the front wheel side, so that the control mechanisms can be efficiently arranged near the engine room. (6) According to the invention of claim 6, when the vehicle deviates from the parking path, the front wheel main steering mechanism performs the correction steering according to the deviation amount, so that in addition to the effect of claim 1, the correction auxiliary steering mechanism Need not be provided separately. (7) According to the seventh aspect of the present invention, it is not necessary to correct the route by redoing the route calculation from that position every time the vehicle deviates from the parking route, and the main steering along the original parking route remains unchanged. Correction steering is performed by the auxiliary steering mechanism according to the amount of deviation from the vehicle, so that it is possible to quickly return to the original parking path, and the time-consuming calculation of the parking path is omitted, so that the parking operation can be completed quickly.

[0007]

BEST MODE FOR CARRYING OUT THE INVENTION

-First Embodiment- FIG. 1 shows a configuration of a first embodiment. Front wheels 1a, 1b
Is steered by a front wheel steering mechanism 2, and the rear wheels 3 a and 3 b are steered by a rear wheel auxiliary steering mechanism 4. The front wheel steering mechanism 2 is driven by a front wheel steering drive motor 5, and the rear wheel auxiliary steering mechanism 4 is driven by a drive device such as electric or hydraulic pressure. The rear wheels 3a, 3b have brakes 6a,
The rear wheels 3a, 3b are braked by the brakes 6a, 6b when the vehicle is stopped. This brake 6a,
6 b is driven by a hydraulic braking actuator 7.

[0008] The front left and right and rear left and right of the vehicle, respectively,
CCD cameras 8a to 8d for imaging (detecting) the environment around the vehicle and laser radars 9a to 9d for detecting obstacles around the vehicle are provided. In addition, wheel speed sensors 10a to 10d for detecting the rotation speed of each wheel are installed on each wheel 1a, 1b, 3a, 3b of the vehicle. Further, the yaw rate sensor 11 detects the yaw angle of the vehicle.

The surrounding map generating device 20 includes the CCD camera 8
a to 8d, the image of the surrounding environment of the vehicle is processed to detect white lines, and the laser radars 9a to 9d are processed.
An obstacle around the vehicle is detected by d, and a map around the vehicle is created by combining the white line map and the obstacle map. The parking route calculation device 21 calculates a target parking position and a parking route based on the vehicle surrounding map created by the surrounding map generation device 20.
Then, according to the calculated parking position and parking path,
The front wheel steering drive 22 drives the front wheel steering drive motor 5, and the hydraulic brake drive 23 drives the hydraulic brake actuator 7.

The own vehicle position estimating device 24 estimates the current position of the own vehicle based on the yaw rate detected by the yaw rate sensor 11 and each wheel speed detected by the wheel speed sensors 10a to 10d. Path error detection device 25
Detects an error between the parking route calculated by the parking route calculating device 21 and the current position estimated by the own vehicle position estimating device 24. The correction steering drive device 26 includes a path error detection device 25.
Then, the rear wheel assist steering mechanism 4 is driven in accordance with the error between the parking path detected at step S4 and the current position, and correct steering of the rear wheels 3a and 3b is performed.

A surrounding map generating device 20, a parking route calculating device 21, a front wheel steering driving device 22, a hydraulic braking driving device 23,
Front wheel steering drive motor 5, front wheel steering mechanism 2, hydraulic brake actuator 7, brake calipers 6a, 6b
Form a main control system, and the vehicle position estimating device 24, the path error detecting device 25, the corrected steering driving device 26, and the auxiliary steering mechanism 4 form a corrected auxiliary control system.

A surrounding map generating device 20, a parking route calculating device 21, a front wheel steering driving device 22, a hydraulic braking driving device 23,
The control functions of the host vehicle position estimating device 24, the path error detecting device 25, and the correction steering drive device 26 are executed in the form of software of a microcomputer.

It is to be noted that a traveling drive device E such as an engine or a motor for generating a traveling drive force of the vehicle and its control device, and an automatic transmission device M for switching between forward D, reverse R, neutral N and parking P are known. Although these devices are not described in detail, these devices control the traveling driving force and the transmission according to the parking position and the parking path calculated by the parking path calculation device 21.

FIG. 2 is a flowchart showing the operation of the first embodiment. In step 1, the vehicle periphery map generation routine shown in FIGS. 3 and 4 is executed, and the periphery map generation device 20 creates a map around the vehicle. The creation of the vehicle surrounding map will be described later. Next, in step 2, a route search position specifying routine shown in FIGS. 7 to 9 is executed, and the parking position is determined by the parking route calculation device 21 based on the map around the vehicle, and an optimal route to the parking position is set. The setting of the parking position and the parking route will be described later.

In step 3, a front wheel steering command according to the parking route is obtained, and the front wheel steering drive device 22 controls the drive of the front wheel steering drive motor 5. In the following step 4, the hydraulic brake actuator 7 is driven and controlled by the hydraulic brake driving device 23 to release the brake. At the same time, the automatic transmission M sets the transmission mechanism to forward D or reverse R according to the parking path, and moves the vehicle along the parking path. Step 5
, The yaw rate sensor 11 detects the yaw rate of the vehicle, the wheel speed sensors 10a to 10d detect the wheel speed, and the own vehicle position estimating device 24 detects the vehicle speed based on the yaw rate and the wheel speed detected in the subsequent step 6. Estimate the position. In step 7, the estimated vehicle position is compared with the parking position to determine whether the vehicle has reached the parking position. When the vehicle reaches the parking position, the operation ends.

If the vehicle has not reached the parking position, the process proceeds to step 8, where the estimated own vehicle position and the parking route calculating device 21
Then, it is determined whether or not the vehicle has reached the stationary steering point. When the stationary steering point is reached, the routine proceeds to step 9, where the hydraulic brake driving device 23 controls the drive of the hydraulic brake actuator 7 to operate the brake. When the vehicle stops at step 10, the process returns to step 3, and the above-described operation is repeated by obtaining a front wheel steering command along the parking route at the stationary steering point.

If the vehicle has not reached the stationary steering point in step 8, the process proceeds to step 11, where the path error detecting device 25 checks whether the estimated vehicle position is on the parking path. If the vehicle is on the parking route and no route error is detected, the process returns to step 5 and the above-described operation is repeated.

If the estimated vehicle position is out of the parking route, the routine proceeds to step 12, where the corrective steering drive device 26 calculates a target auxiliary steering angle corresponding to the error of the estimated vehicle position with respect to the parking route. The drive control of the rear wheel assist steering mechanism 4 is performed according to the angle. Thereafter, the process returns to step S5 to repeat the rear wheel correction steering to gradually return to the parking route.

Next, an operation of creating a map around the vehicle will be described with reference to subroutines shown in FIGS. The subroutines shown in FIGS. 3 and 4 are executed by the surrounding map generation device 20. FIG. 3 shows an operation of capturing an image of the environment around the vehicle with a camera, processing the captured image, and detecting a white line on the road surface. In step 21, the ON state of the start switch is confirmed. If the start switch is on, the process proceeds to step 22 where the four CCD cameras 8a to 8c
The parameter i for switching d is reset to 0. In the following step 23, the camera switching parameter i is incremented, and the camera set as the first camera is designated. The cameras 8a to 8d correspond to the parameters i to 4 in order.

In step 24, the environment around the vehicle is imaged by the i-th camera. Edges are detected by differentiating the captured image, and the processed images are superimposed a plurality of times in order to emphasize white line edges on the road surface. The parameter indicating the number of times of superimposition of images is set to N. In step 25, the parameter N is once reset to 0, and in step 26, the parameter N is incremented to start the superimposition processing of the processed image. In step 27, the captured image is differentiated to detect edges, and in step 28, the captured image is superimposed on the processed image of the same camera stored in the memory m. In step 29, it is confirmed whether or not the superposition of the images has been performed a predetermined number of times a. If the superposition of a times has not been completed, the process returns to step 26 and the superposition of the processed images is repeated.

When the superimposition of the processed images a predetermined number of times a is completed, the process proceeds to step 30, where a white line on the road surface is extracted from the superimposed images. These white lines include a white line indicating a parking space. In step 31, it is confirmed whether or not the white line extraction has been completed. If not completed, the process returns to step 23, where the camera switching parameter i is incremented, and the image pickup, image processing, superimposition processing and white line extraction by the next camera are performed.

When the white line extraction operation is completed, the process proceeds to step 32, where the coordinates are converted from the coordinate system of the image picked up by the camera to the plane map coordinate system having the own vehicle as the origin, and the following step 33
Creates a white line map centered on the own vehicle for each camera. For example, a white line map on the left side in front of the vehicle is created from an image captured by the CCD camera 8a. In step 34, the white line map created for each camera is integrated around the own vehicle to correct the coordinate shift. In step 35, the created white line map is written and stored in the memory.

FIG. 4 shows an operation of detecting an obstacle by the laser radar. In step 41, the parameter i for switching the four radars 9a to 9d is reset to 0, and in step 42, the parameter i is incremented. The laser radars 9a to 9d correspond to the parameters i to 4 in order.

In step 43, an obstacle is detected by the i-th laser radar. In order to accurately detect an obstacle, detection data is superimposed a plurality of times. A parameter representing the number of times of superimposing images is set to N. In step 44, the parameter N is reset to 0 once.
In the following step 45, the parameter N is incremented to start superimposition of the detection data. In step 46,
The distance data from the laser radar is converted into a function L = f (θ) of the scanning angle θ of the laser radar. Step 4
In step 7, the data is superimposed on the ranging data of the same laser radar stored in the memory.

In step 48, it is confirmed whether or not the superposition of the distance measurement data has been performed a predetermined number of times a. If the superposition of a times has not been completed, the flow returns to step 45 to perform image pickup.
Repeat the overlay of the distance measurement data. When the superposition of the predetermined number a is performed, the process proceeds to step 49, and an obstacle map is created for each laser radar. In step 50, it is checked whether or not an obstacle map has been created by all of the laser radars 9a to 9d. If not, the process returns to step 42, where the parameter i is incremented, and based on the next ranging data of the laser radar. Create an obstacle map.

When the creation of the obstacle map by all the laser radars 9a to 9d is completed, the process proceeds to step 51,
The obstacle map created for each laser radar is integrated to create an obstacle map with its own vehicle as the origin. In step 52, the already created and stored white line map is read, and in step 53, the white line map and the obstacle map are integrated to create a map around the vehicle.

Next, a method of setting a parking position and a parking route will be described with reference to FIGS. FIG. 5 shows a case where the vehicle is parked in parallel when the vehicle is parked with the front of the vehicle facing the road.
It is a figure showing a parking position and a parking course. Here, it is assumed that the vehicle X is parked at the parking position C of the white line frame L in the parking lot shown in the figure. The circular arc Ca is a circular arc having the minimum turning radius minR of the turning inner wheel of the vehicle X, and the circular arc Cb is a circular arc having a minimum turning radius of the outer ring of the vehicle X, that is, a radius obtained by adding the tread Wt to the minimum turning radius minR of the inner wheel.
The arc Ca is in contact with the extension of the parking frame La, and the arc Cb is in contact with the traveling straight line Lb indicating the current traveling direction of the vehicle X. When the vehicle X moves to the parking position C from outside the area S determined by the arc Ca, it is necessary to perform at least two times of stationary steering.

The route in which the vehicle X whose left front wheel is at the point A enters the parking position C with one turn of the steering wheel goes straight from the point A along the traveling straight line Lb, and the traveling straight line Lb and the arc Cb are in contact with each other. Full turning to the right at the starting point P0, turning right and arc C
The vehicle stops at a first target point P1 at which a contacts the arc Cb. At the first target point P1, the vehicle is fully steered to the left and turns backward while turning left. The arc Ca is neutrally steered at a point D where the arc Ca is in contact with the extension of the parking frame La, and the vehicle moves straight back as it is. This is the route to enter.

FIG. 6 is a diagram showing a parking position and a parking route when the initial position of the vehicle is separated from the entrance D of the parking position C by the minimum turning radius minR or more (right side of Lc in the figure). The arcs Ca, Cd, and Ce are arcs having the minimum turning radius minR at the turning inner wheel of the vehicle X, and the arcs Cb, Cc
Is an arc of a radius obtained by adding the tread Wt to the minimum turning radius of the turning outer wheel, that is, the minimum turning radius minR of the turning inner wheel.

In this case, there are at least three types of parking paths that enter the parking position C by one turn-back steering only for stationary steering. The first parking path travels straight from point B along the straight line Lb, and stops at the first target P1a where the straight line Lb contacts the arc Cc. This first target point P
At 1a, the steering wheel is steered to the right, and while maintaining the steering wheel at the right, the arc Cc moves forward to a point G where the arc Cc contacts the extension of the parking frame La. At this point G, the vehicle is steered to neutral and goes straight forward and retreats to the parking position C.
This is the route to enter.

The second parking route is defined by a traveling straight line Lb from the point B.
, And the traveling straight line Lb contacts the arc Cd.
The vehicle stops at the target point P1b. This first target point P1
This is a route in which the vehicle is fully steered to the left at b, retreats by turning right, retreats neutrally at a point E where the arc Cd is in contact with the extension of the parking frame La, retreats straight, and enters the parking position C.

The third parking route, like the route shown in FIG. 5, travels straight from point B along the traveling straight line Lb,
At the turning start point P0 where b and the arc Cb are in contact, the vehicle is fully steered to the right and turns right, and stops at the first target point P1c where the arc Cb and the arc Ce are in contact. At this first target point P1c, the vehicle is fully steered to the left and retreated by turning right, and the circular arc Ce becomes the parking frame L
This is a route in which the vehicle is neutrally steered at a point F which is in contact with the extension of a, retreats straight as it is, and enters the parking position C.

As described above, when there are a plurality of routes that can be parked by one return steering, an evaluation function that minimizes the amount of steering such as the number of times of return, the number of steering, an evaluation function that minimizes the traveling distance, a parking function, and the like. Any one of the parking routes is determined in consideration of the driver's past driving preference for an evaluation function that minimizes the time required for the vehicle.

FIGS. 7 to 9 are flowcharts showing a routine for setting a parking position and a parking route. Step 6 in FIG.
In steps 1 to 65, the parking position is specified and the driver's consent is obtained. That is, the map around the vehicle created by the surrounding map generation device 20 in step 61, that is, the map of the white line around the vehicle and the obstacle is read. Subsequent step 62
Then, the parkable area represented by a white line on the map is sequentially collated with a template representing the entire length and full width of the vehicle, and a position where the vehicle can be parked is extracted. In step 63, the parking position closest to the vehicle is specified from the available parking positions, and in step 64, the specified parking position is displayed on the display.
The driver looks at the display of the parking position and inputs whether or not he / she understands with the input device. In step 65, it is checked whether or not the driver has given the consent of the parking position. If the consent has not been obtained, the process returns to step 62 to specify the next possible parking position.

When the driver's consent for the proposed parking position is obtained, the routine proceeds to step 66, where a final switching candidate point is extracted. The final switching candidate point is a point at which the switching for the vehicle to enter the parking position is completed. In the example shown in FIGS. In step 67, the trajectory group C1 of the arc having the minimum rotation radius in contact with the extension of the white line frame is extracted. In the examples shown in FIGS. 5 and 6, the minimum turning radius mi in contact with the extension of the white line frame La is shown in FIG.
The arcs Ca and Cd of nR correspond to the trajectory group C1. In step 68, it is determined whether or not there is an arc in the trajectory group C1 that is in contact with the traveling straight line of the vehicle. In the example of FIG. 5, there is no corresponding arc, and in the example of FIG. 6, the arc Cd corresponds.

A trajectory group C1 of arcs tangent to the extension of the parking frame
If there is no circular arc corresponding to Cd in FIG. 6 in contact with the traveling straight line of the vehicle, that is, if the vehicle is close to the parking position as shown in FIG. 5, the first target point P1a along the traveling straight line There is no parking route that moves forward to the left and turns to the left at the first target point P1a to enter the parking position. In this case, the vehicle must once turn to the opposite side to the parking position, turn back, and enter the parking position.
On the other hand, when there is an arc tangent to the traveling straight line of the vehicle in the trajectory group C1 of arcs tangent to the extension of the parking frame La, as shown in FIG. 6, the parking path passing through the arc Cd from the first target point P1b is determined. Exists.

If there is no arc in contact with the vehicle straight line in the arc locus group C1 in contact with the extension line of the parking frame La, in step 69, the outer ring minimum turning radius locus group C2 in contact with the vehicle straight line Lb is extracted. Extract. The arc Cb shown in FIG. 5 and the arc Cc shown in FIG. 6 are included in the trajectory group C2. In step 70, it is confirmed whether or not any of the arcs included in the trajectory group C2 is in contact with the arcs included in the trajectory group C1.
If the arc that touches the straight line of the vehicle and the arc that touches the extension of the parking frame touch, it turns to the opposite side to the parking position,
There is a parking route that switches back and enters the parking frame. On the other hand, if there is no such arc, the process proceeds to step 91, and another parking route is searched.

In step 81 of FIG. 8, the first target point is specified. In the example shown in FIG. 6, the points P1a, P1
b and P1c correspond, and when the process proceeds from step 68, P1b shown in FIG. 6 is specified as the first target point,
When the process proceeds from step 70, P1 shown in FIG. 5 and P1c shown in FIG. 6 are specified. In step 82, the first
A route m1 to the target point is formed. Further, in step 83, the turning start point P0 is specified. In the examples shown in FIGS. 5 and 6, the point P0 corresponds to the turning start point.

In step 91 of FIG. 9, an arc which is in contact with the extension of the parking frame and the straight line of travel of the vehicle and which is equal to or larger than the minimum turning radius minR is calculated. At step 92,
If there is an arc satisfying the above condition, the process proceeds to step 81; otherwise, the process proceeds to step 93. In step 93, the parking position is changed, and the next parking position is proposed.

FIG. 10 shows an example of route correction by rear wheel correction steering according to the first embodiment. It is assumed that the steering at the target steering angle θf is performed by the main control system at the steering point (Xk−1, Yk−1), and the vehicle departs along the target parking path indicated by the solid line. However, the road surface is inclined and wet, deviates from the target parking path, and travels on the actual traveling path indicated by the broken line to the point (X
c, Yc).

The error from the target parking route at the point (Xc, Yc) is

ΔX = Xk−Xc, ΔY = Yk−Yc From this error, the target auxiliary steering angle θr is calculated by the following equation.

## EQU2 ## where K1 is the corrected steering gain for the deviation in the X direction, K
2 is a corrected steering gain for the Y-direction deviation.

From the point (Xc, Yc), the front wheel steering angle of the main control system is kept at θf, and the rear auxiliary wheel steering of the target auxiliary steering angle θr is performed by the correction auxiliary control system. Accordingly, the actual traveling route gradually approaches the original target parking route, and returns to the target parking route near the point (Xk + 1, Yk + 1).

As described above, the current position of the vehicle is detected, the deviation from the parking path at the current position is detected, and the correction steering is performed by the rear wheel assist steering mechanism according to the deviation. This eliminates the need to redo the route calculation from that position each time the vehicle deviates from the parking route, and to correct the route. Main steering along the original parking route remains unchanged, and the rear wheels are adjusted according to the amount of deviation from the parking route. Since the corrective steering is performed by the auxiliary steering mechanism, it is possible to quickly return to the original parking path,
The time-consuming calculation of the parking route is omitted, and the parking operation can be quickly and accurately completed. Also, when the vehicle deviates from the parking path, the correct steering is performed by the rear wheel auxiliary steering mechanism, so that the rear wheel steering mechanism used for normal four-wheel steering can be used, and a separate auxiliary steering mechanism needs to be provided. There is no.

In the configuration of the first embodiment,
CCD cameras 8a-8d, laser radars 9a-9d
And the surrounding map generating device 20 as the surrounding environment detecting device, the parking route calculating device 21 as the calculating device, and the front wheel steering driving device 2
2 and the hydraulic brake driving device 23
The vehicle position estimating device 24 uses the current position detecting device, the route error detecting device 25 uses the deviation amount detecting device, and the corrective steering driving device 26
And the rear wheel auxiliary steering mechanism 4 constitutes an auxiliary steering means.

Second Embodiment of the Invention In the first embodiment, an example has been described in which correction steering is performed by the rear wheel assist steering mechanism when the vehicle deviates from the target parking path. However, the front wheels perform auxiliary steering of the front wheels. A second embodiment in which an auxiliary steering mechanism is provided, and correction steering is performed by the front wheel auxiliary steering mechanism when the vehicle deviates from the target parking path will be described.

FIG. 11 shows the configuration of the second embodiment.
It should be noted that the same components as those shown in FIG. 1 are denoted by the same reference numerals, and differences will be mainly described. The front wheel assist steering mechanism 31 is driven by a drive device such as electric or hydraulic,
Auxiliary steering of the front wheels 1a and 1b is performed.

FIG. 12 shows the details of the front wheel assist steering mechanism 31. The steering column shaft 102, which is rotationally driven by the steering wheel 101, is connected to the suspension member 1 via the front wheel steering drive motor 5 described above.
The front wheels 1a and 1b are steered by the rotational driving force of the steering wheel 101 or the front wheel steering drive motor 5 which is connected to the steering rack unit 104 fixed to the steering wheel unit 03. The suspension member 103 is attached to the vehicle body 107 via member bushes 105 and 106. A front wheel steering assist actuator 108 is fixed to the vehicle body 107, and a rod 108 a thereof is connected to the suspension member 103.

When the front wheel steering assist actuator 108 is actuated in the direction shown by the arrow in the drawing by the correction steering drive device 26, the suspension member 103 is attached to the vehicle body 107 via the soft member bushes 105 and 106. Moves together with the steering rack unit 104 in the same direction as the operation direction of the front wheel steering assist actuator 108, and the front wheels 1a and 1b are slightly steered to perform corrective steering.

The operation of the second embodiment is the same as the operation of the first embodiment shown in FIG.
This is the same except that front wheel correction steering by the front wheel steering mechanism 31 is performed instead of rear wheel correction steering, and illustration and description thereof are omitted.

As described above, the correction steering is performed by the front wheel assist steering mechanism that assists the front wheels when the vehicle deviates from the parking route. This eliminates the need to redo the route calculation from that position each time the vehicle deviates from the parking route, and to correct the route. Main steering along the original parking route remains the same, and the front wheel assist according to the amount of departure from the parking route. Since the corrective steering is performed by the steering mechanism, it is possible to quickly return to the original parking path, and the time-consuming calculation of the parking path is omitted, so that the parking operation can be quickly and accurately completed.

In the configuration of the second embodiment described above,
CCD cameras 8a-8d, laser radars 9a-9d
And the surrounding map generating device 20 as the surrounding environment detecting device, the parking route calculating device 21 as the calculating device, and the front wheel steering driving device 2
2 and the hydraulic brake driving device 23
The vehicle position estimating device 24 uses the current position detecting device, the route error detecting device 25 uses the deviation amount detecting device, and the corrective steering driving device 26
And the front wheel auxiliary steering mechanism 31 constitutes an auxiliary steering unit.

Third Embodiment of the Invention In the above-described first and second embodiments, an example is shown in which an auxiliary steering mechanism is provided on the front wheel or the rear wheel to correct the deviation from the parking route. A third embodiment in which the left and right rear wheels can be independently braked and the corrective steering is performed by changing the braking force of the right and left rear wheels will be described.

FIG. 13 shows the configuration of the third embodiment.
It should be noted that the same components as those shown in FIG. 1 are denoted by the same reference numerals, and differences will be mainly described. The left wheel braking device 32 drives the brake caliper 6a of the left rear wheel 3a,
The right wheel braking device 33 is a brake caliper 6 for the right rear wheel 3b.
Drive b. The hydraulic braking control device 34 controls the left wheel braking device 32 and the right wheel braking device 33 independently to control the left rear wheel 3
a and the braking force of the right rear wheel 3b are separately controlled.

When a braking command is issued from the parking path calculating device 21 or the correction steering drive device 26, the hydraulic braking control device 34 simultaneously controls the left wheel braking device 32 and the right wheel braking device 33 with the same braking force, The same braking force is generated on the wheels 3a and 3b at the same time.

When a corrective steering command in the left direction is issued from the corrective steering drive device 26, the hydraulic brake control device 34 operates the left wheel brake device 32 to generate a braking force on the left rear wheel 3a, thereby turning the vehicle to the left. . On the other hand, the correction steering drive 26
, The hydraulic braking control device 34 activates the right wheel braking device 33 to generate a braking force on the right rear wheel 3b to turn the vehicle right.

The operation of the third embodiment is the same as the operation of the first embodiment shown in FIG.
Instead of the rear wheel correction steering, the left and right independent braking device 3 described above is used.
2 and 33 and the hydraulic braking control device 34 for generating the braking force independently on the left and right rear wheels 3a and 3b, except that correction steering is performed, and illustration and description thereof are omitted.

As described above, since the left rear wheel braking mechanism and the right rear wheel braking mechanism are independently controlled to perform the correction steering, each time the vehicle deviates from the parking path, the path calculation from that position is performed again to correct the path. The main steering along the original parking path is not changed, and the correct steering is performed by the left and right rear wheel braking mechanisms according to the amount of deviation from the parking path, so that it is possible to quickly return to the original parking path. In addition, since the time-consuming calculation of the parking route is omitted, the parking operation can be quickly and accurately completed.

In the configuration of the above third embodiment,
CCD cameras 8a-8d, laser radars 9a-9d
And the surrounding map generating device 20 as the surrounding environment detecting device, the parking route calculating device 21 as the calculating device, and the front wheel steering driving device 2
2 and the hydraulic braking control device 34
The vehicle position estimating device 24 uses the current position detecting device, the route error detecting device 25 uses the deviation amount detecting device, and the corrective steering driving device 2
6. The hydraulic braking control device 34, the left wheel braking device 32, and the right wheel braking device 33 constitute auxiliary steering means, respectively.

In the third embodiment, an example in which the left and right rear wheel braking mechanisms are independently controlled to perform the correction steering has been described. However, the left and right front wheel braking mechanisms are independently controlled to perform the correction steering. It may be performed.

In the above-described embodiment, the main steering is performed by the front wheel steering mechanism, the auxiliary steering mechanism is provided on the rear wheel or the front wheel, and the auxiliary steering mechanism is provided when the vehicle deviates from the parking path. In this example, corrective steering is performed, or the rear-wheel braking device is installed independently on the left and right, and the rear-wheel braking force is controlled independently on the left and right to perform corrective steering. It may also be used for auxiliary steering. In this case, the steering may be performed with a steering amount obtained by superimposing the correction auxiliary steering amount on the main steering amount, or the main steering and the correction auxiliary steering may be alternately performed in a time-division manner. However, when the front wheels are fully steered by the main steering, it must be considered that the correction assist steering can be performed only in one direction.

FIG. 14 shows a configuration in which the front wheel steering mechanism is used for both main steering and correction assist steering. The same components as those in the first embodiment shown in FIG. 1 are denoted by the same reference numerals, and the description will focus on differences. Front wheel steering drive 2
2 performs main steering by the front wheel steering drive motor 5 in accordance with the main steering control output from the parking path calculation device 21 and corrects by the front wheel steering drive motor 5 in accordance with the corrected steering control output from the correction steering drive 26. Perform auxiliary steering.

[Brief description of the drawings]

FIG. 1 is a diagram showing a configuration of a first embodiment.

FIG. 2 is a flowchart illustrating an operation of the first embodiment.

FIG. 3 is a flowchart illustrating a vehicle surrounding map generation routine.

FIG. 4 is a flowchart showing a vehicle map generation routine continued from FIG. 3;

FIG. 5 is a diagram illustrating a parking route in a case where the vehicle is parked in parallel with the direction of the front of the vehicle facing the road when the vehicle is parked.

6 is a diagram showing a parking route when the vehicle stops at a position far from the parking position in the parking lot shown in FIG. 5;

FIG. 7 is a flowchart showing a routine for setting a parking position and a parking route.

FIG. 8 is a flowchart showing a routine for setting a parking position and a parking route, following FIG. 7;

FIG. 9 is a flowchart following FIG. 8 showing a routine for setting a parking position and a parking route.

FIG. 10 is a diagram illustrating an example of a route correction by rear wheel correction steering according to the first embodiment;

FIG. 11 is a diagram illustrating a configuration of a second embodiment.

FIG. 12 is a diagram showing a front wheel assist steering mechanism.

FIG. 13 is a diagram illustrating a configuration of a third embodiment.

FIG. 14 is a diagram showing a configuration of a modification of the embodiment of the present invention.

[Explanation of symbols]

 1a, 1b Front wheel 2 Front wheel steering mechanism 3a, 3b Rear wheel 4 Rear wheel auxiliary steering mechanism 5 Front wheel steering drive motor 6a, 6b Brake caliper 7 Hydraulic braking actuator 8a-8d CCD camera 9a-9d Laser radar 10a-10d Wheel speed sensor DESCRIPTION OF SYMBOLS 11 Yaw rate sensor 20 Surrounding map generation device 21 Parking route calculation device 22 Front wheel steering drive device 23 Hydraulic braking drive device 24 Own vehicle position estimating device 25 Path error detection device 26 Correction steering drive device 31 Front wheel steering mechanism 32 Left wheel braking device 33 Right wheel Braking device 34 Hydraulic braking control device 101 Steering wheel 102 Steering column shaft 103 Suspension member 104 Steering rack unit 105, 106 Member bush 107 Body 108 Front wheel steering actuator

──────────────────────────────────────────────────の Continued on the front page (51) Int.Cl. ⁶ Identification code FI B62D 13:00

Claims (7)

[Claims] 1. A surrounding environment detecting means for detecting a surrounding environment of a vehicle, a calculating means for calculating a parking position and a route to the parking position based on the surrounding environment of the vehicle, a traveling drive device of the vehicle, a braking mechanism, An automatic parking device that controls a main steering mechanism and an automatic transmission, and that automatically moves the vehicle to a parking position along a parking path. An automatic parking device, comprising: a deviation amount detecting means for detecting a deviation amount from a parking route at a current position of the vehicle; and an auxiliary steering means for performing a correction steering according to the deviation amount. 2. The automatic parking system according to claim 1, wherein said auxiliary steering means performs correction steering by a rear wheel auxiliary steering mechanism that performs auxiliary steering of rear wheels. 3. The automatic parking system according to claim 1, wherein said auxiliary steering means performs corrective steering by a front wheel auxiliary steering mechanism for performing auxiliary steering of a front wheel. 4. The automatic parking device according to claim 1, wherein the auxiliary steering means includes a left rear wheel braking mechanism and a right rear wheel braking mechanism, and the auxiliary steering means controls the left rear wheel braking mechanism and the right rear wheel braking mechanism. An automatic parking device characterized in that the steering is independently controlled and corrected. 5. The automatic parking device according to claim 1, wherein the auxiliary steering device includes a left front wheel braking mechanism and a right front wheel braking mechanism, and independently controls the left front wheel braking mechanism and the right front wheel braking mechanism. An automatic parking device characterized in that corrective steering is performed by using the automatic parking device. 6. The automatic parking system according to claim 1, wherein the auxiliary steering means performs a correction steering by a front wheel main steering mechanism in accordance with the deviation amount. 7. A parking position and a parking route are calculated by detecting a surrounding environment of the vehicle, and a driving device, a braking mechanism, a main steering mechanism, and an automatic transmission of the vehicle are controlled to park the vehicle along the parking route. An automatic parking device that automatically moves to a position, wherein a current position of the vehicle is detected to detect a deviation amount from a parking path of the current position, and correction steering is performed by an auxiliary steering mechanism according to the deviation amount. Automatic parking device.