Parking assist apparatus

The parking assist apparatus comprises a first vehicle stop apparatus operated for a purpose of stopping a vehicle, a controller configured to be capable of performing parking assist control for parking a vehicle in a parking position and to finish the parking assist control by performing control for instructing a driver of the vehicle to operate the first vehicle stop apparatus or by controlling the first vehicle stop apparatus, and a second vehicle stop apparatus operated for a purpose of stopping the vehicle. When it is determined while the parking assist control is being performed that there is a malfunction in an apparatus for detecting whether or not operation of the first vehicle stop apparatus has been performed, the controller is configured to finish the parking assist control by performing control for instructing the driver to operate the second vehicle stop apparatus or by controlling the second vehicle stop apparatus.

TECHNICAL FIELD

The present invention relates to a parking assist apparatus for performing at least one of following controls as parking assist control, one control being for automatically parking a vehicle in a parking position, and an other control being for assisting in parking the vehicle in the parking position.

BACKGROUND ART

Japanese Patent Application Laid-Open (kokai) No. 2007-118804 discloses a driving support apparatus (hereinafter, referred to as a “conventional apparatus”) configured to perform, as parking assist control, control for automatically parking a vehicle in a parking position set on a region where parking is determined to be possible based on a captured image taken by an imaging apparatus.

The conventional apparatus sets a brake pedal operation by a driver of the vehicle as a condition for cancelling (finishing) the parking assist control and is configured to finish the parking assist control at a timing when this brake pedal operation has been detected.

SUMMARY OF THE INVENTION

According to a configuration of the conventional apparatus, when there is a malfunction in an apparatus (a master cylinder pressure sensor and a stroke sensor, for instance) for detecting whether or not brake pedal operation has been performed (conducted), the brake pedal operation cannot be property detected, and thus there is a possibility that the parking assist control cannot be properly finished. That is, when there is a malfunction in an apparatus for detecting whether or not operation of some apparatus (the brake pedal in an example of the conventional apparatus) requested to be operated in order to finish the parking assist control has been performed, there is a possibility that the parking assist control cannot be property finished.

The present invention is made to resolve the problem above. That is, one of objects of the present invention is to provide a parking assist apparatus (hereinafter, referred to as a “present invention apparatus”) capable of properly finishing the parking assist control even if there is a malfunction in an apparatus for detecting whether or not operation of some apparatus requested to be operated in order to finish the parking assist control has been performed.

A present invention apparatus comprising:

an imaging apparatus (21) for taking an image of a surrounding of a vehicle (SV);

a first vehicle stop apparatus (42,72,121,72) configured to be operated for a purpose of stopping the vehicle (SV);

a controller (10) configured to:be capable of performing at least one of following controls as parking assist control, one control being for automatically parking the vehicle (SV) in a first parking position or in a second parking position, the first parking position being set on a region where parking is determined to be possible based on at least a captured image taken by the imaging apparatus (21), and the second parking position being registered in advance using the captured image, and an other control being for assisting in parking the vehicle (SV) in the first parking position or in the second parking position, andfinish the parking assist control by performing control for instructing a driver of the vehicle (SV) to operate the first vehicle stop apparatus (42) or by controlling the first vehicle stop apparatus (72,121,72); and

a second vehicle stop apparatus (72,42,42,121) different from the first vehicle stop apparatus (42,72,121,72) configured to be operated for a purpose of stopping the vehicle (SV).

When it is determined while the parking assist control is being performed that there is a malfunction in an apparatus (41,110(111),120,110(111)) for detecting whether or not operation of the first vehicle stop apparatus (42,72,121,72) has been performed (S225: No, S420: No, S620: No, S815: No), the controller (10) is configured to finish the parking assist control by performing control for instructing the driver to operate the second vehicle stop apparatus (72,42,42) or by controlling the second vehicle stop apparatus (121).

The first vehicle stop apparatus is an apparatus which the driver is requested to operate or the controller is required (requested) to control in order to finish (discontinue) the parking assist control. According to a configuration of the present invention apparatus, when it is determined that there is a malfunction in an apparatus for detecting whether or not operation of this first vehicle stop apparatus has been performed, the second vehicle stop apparatus is operated by the driver or is controlled by the controller and thereby the parking assist control is finished. That is, the second vehicle stop apparatus functions as an alternative apparatus for stopping the vehicle when there is a malfunction in the apparatus for detecting whether or not the operation of the first vehicle stop apparatus has been performed. Therefore, even when a malfunction occurs in the apparatus for detecting whether or not the operation of the first vehicle stop apparatus has been performed, the parking assist control can be properly finished by making use of the second vehicle stop apparatus.

In addition, according to this configuration, when it is determined that there is a malfunction in an apparatus for detecting whether or not operation of the first vehicle stop apparatus has been performed, the control for instructing the driver to operate the second vehicle stop apparatus is performed. Therefore, it becomes possible to properly notify the driver of what kind of operation is requested in order to finish the parking assist control.

In another aspect of the present invention,

when it is determined while the parking assist control is being performed that there is a malfunction in a related apparatus used for the parking assist control (S215: Yes, S410: Yes, S610: Yes, S805: Yes), the controller (10) is configured to finish the parking assist control by performing control for instructing the driver to operate the first vehicle stop apparatus (42) or by controlling the first vehicle stop apparatus (72,121,72).

In the above description, references used in the following descriptions regarding embodiments are added with parentheses to the elements of the present invention, in order to assist in understanding the present invention. However, those references should not be used to limit the scope of the invention.

DESCRIPTION OF THE EMBODIMENT

First Embodiment

A parking assist apparatus according to a first embodiment of the present invention (hereinafter, referred to as a “first embodiment apparatus”) is applied to a vehicle SV. As shown inFIG. 1, the first embodiment apparatus comprises vehicle control ECU10, PVM (Panoramic View Monitor)-ECU20, engine ECU30, brake ECU40, EPS⋅ECU50, meter ECU60, shift ECU70, and body ECU100. Hereinafter, the vehicle control ECU10may be also simply referred to as “VC (Vehicle Control) ECU”.

Each ECU includes a microcomputer. This microcomputer includes CPU, ROM, RAM, readable/writable non-volatile memory, interfaces, and the like. The CPU realizes (performs) various functions (mentioned later) by executing instructions (i.e. programs, routines) stored in the ROM. Further, these ECUs are connected to each other in such a manner that they can mutually exchange data (communicate) via a CAN (Controller Area Network). Therefore, detected values etc. of sensors (including switches) connected to a specific ECU may be transmitted to other ECUs.

Radar sensors11ato11e, first ultrasonic sensors12ato12d, second ultrasonic sensors13ato13h, a parking assist switch14and a vehicle speed sensor15are connected to the VCECU.

It should be noted that when there is no need to distinguish the radar sensors11ato11efrom each other, they will be referred to as a “radar sensor11”. Similarly, when there is no need to distinguish the first ultrasonic sensors12ato12dfrom each other, they will be referred to as a “first ultrasonic sensor12”. When there is no need to distinguish the second ultrasonic sensors13ato13hfrom each other, they will be referred to as a “second ultrasonic sensor13”.

The radar sensor11is a well-known sensor making use of radio wave in a millimeter waveband. The radar sensor11acquires object information identifying a distance between a vehicle SV and a three-dimensional object, a relative speed of the three-dimensional object with respect to the vehicle SV, a relative position (direction) of the three-dimensional object with respect to the vehicle SV, and the like and outputs the object information to the VCECU.

Each of the radar sensors11ato11eis arranged at a predetermined position of the vehicle SV and acquires the object information of a three-dimensional object existing in a predetermined region described below.

The radar sensor11aacquires the object information of a three-dimensional object existing in a right front region of the vehicle SV.

The radar sensor11bacquires the object information of a three-dimensional object existing in a front region of the vehicle SV.

The radar sensor11cacquires the object information of a three-dimensional object existing in a left front region of the vehicle SV.

The radar sensor11dacquires the object information of a three-dimensional object existing in a right rear region of the vehicle SV.

The radar sensor11eacquires the object information of a three-dimensional object existing in a left rear region of the vehicle SV.

Each of the first ultrasonic sensor12and the second ultrasonic sensor13is a well-known sensor making use of ultrasonic wave. When there is no need to distinguish the first ultrasonic sensor12and the second ultrasonic sensor13from each other, they will be collectively referred to as an “ultrasonic sensor”.

The ultrasonic sensor transmits ultrasonic wave to a predetermined area, receives reflected wave reflected from a three-dimensional object, and detects, based on a time from a timing of transmission to a timing of reception, whether or not a three-dimensional object exists as well as a distance to the three-dimensional object. The first ultrasonic sensor12is used to detect a three-dimensional object positioned at a relatively farther position from the vehicle SV, compared to the second ultrasonic sensor13. Each of the first ultrasonic sensor12and the second ultrasonic sensor13is arranged at a predetermined position of a vehicle body of the vehicle SV.

The first ultrasonic sensor12(12ato12d) acquires a distance between the first ultrasonic sensor12and a three-dimensional object existing in a predetermined region (a detection region) described below, and transmits information on the acquired distance to the VCECU.

A detection region of the first ultrasonic sensor12ais a front right region of the vehicle SV.

A detection region of the first ultrasonic sensor12bis a front left region of the vehicle SV.

A detection region of the first ultrasonic sensor12cis a rear right region of the vehicle SV.

A detection region of the first ultrasonic sensor12dis a rear left region of the vehicle SV.

The second ultrasonic sensor13(13ato13h) acquires a distance between the second ultrasonic sensor13and a three-dimensional object existing in a predetermined region (a detection region) described below, and transmits information on the acquired distance to the VCECU.

A detection region of each of the second ultrasonic sensors13ato13dis a front region of the vehicle SV.

A detection region of each of the second ultrasonic sensors13eto13his a front region of the vehicle SV.

The parking assist switch14is a switch operated (pressed) by a driver and is operated in order to activate a parking assist system for performing parking assist control. When the parking assist switch14is operated again in a midst of the parking assist control being performed after the parking assist system is activated, a signal indicating that the driver has an intention to finish (discontinue) the parking assist control is transmitted to the VCECU. The VCECU can determine, based on a signal transmitted from the parking assist switch14, whether or not the driver has an intention to finish the parking assist control (whether or not discontinuation of the parking assist control is being requested by the driver).

The vehicle speed sensor15is configured to detect a vehicle speed of the vehicle SV and output a signal indicating the vehicle speed. It should be noted that the vehicle speed sensor15is, strictly speaking, a wheel speed sensor arranged at each of four wheels of the vehicle SV. The VCECU is configured to acquire a speed of the vehicle SV (a vehicle speed) based on a wheel speed of each wheel detected by the vehicle speed sensor15(the wheel speed sensor).

A front camera21a, a rear camera21b, a right side camera21c, and a left side camera21dare connected to the PVM-ECU20. Hereinafter, when there is no need to distinguish these cameras21ato21dfrom each other, they will be collectively referred to as a “camera21”. The camera21corresponds to one example of an “imaging apparatus”.

The front camera21ais arranged at a substantially central part of a front bumper FB in a vehicle width direction.

The rear camera21bis arranged on a wall part of a rear trunk RT positioned at a rear part of the vehicle SV. An optical axis of the rear camera21bis oriented backward of the vehicle SV.

The right side camera21cis arranged at a right-side door mirror DMR. An optical axis of the right side camera21cis oriented to a right side of the vehicle SV.

The left side camera21dis arranged at a left-side door mirror DML. An optical axis of the left side camera21dis oriented to a left side of the vehicle SV.

An angle of view of the camera21is wide-angle. Therefore, an imaging range of the camera21includes “right-side, left-side, lower-side, and upper-side ranges” of each of the optical axes. A whole surrounding of the vehicle SV is included in imaging ranges of four cameras21ato21d.

The camera21takes an image of a surrounding region of the vehicle SV corresponding to the imaging range and acquires image information (image data) every time a predetermined time elapses. The camera21transmits the acquired image data to the PVM-ECU20and the VCECU.

More specifically, the front camera21atakes an image of a “front surrounding region of the vehicle SV” corresponding to the imaging range thereof. The front camera21atransmits to the PVM-ECU20the acquired image data (hereinafter, referred to as a “front image data”).

The rear camera21btakes an image of a “rear surrounding region of the vehicle SV” corresponding to the imaging range thereof. The rear camera21btransmits to the PVM-ECU20the acquired image data (hereinafter, referred to as a “rear image data”).

The right side camera21ctakes an image of a “right-side surrounding region of the vehicle SV” corresponding to the imaging range thereof. The right side camera21ctransmits to the PVM-ECU20the acquired image data (hereinafter, referred to as a “right-side image data”).

The left side camera21dtakes an image of a “left-side surrounding region of the vehicle SV” corresponding to the imaging range thereof. The left side camera21dtransmits to the PVM-ECU20the acquired image data (hereinafter, referred to as a “left-side image data”).

The PVM-ECU20generates surrounding image data using the front image data, the rear image data, the right-side image data, and the left-side image data every time the predetermined time elapses. An image displayed (generated) based on the surrounding image data is referred to as a surrounding image. The surrounding image is an image corresponding to at least a part of the range of the surrounding region of the vehicle SV. The surrounding image includes a camera's viewpoint image, a composite image, and the like.

The camera's viewpoint image is an image where a viewpoint is set at a position at which each lens of the camera21is arranged.

The composite image is, for example, an image of the surrounding of the vehicle SV seen from a virtual viewpoint set at an arbitrary position around the vehicle SV.

A touch panel display22is connected to the PVM-ECU20. The touch panel display22is a touch-panel type display which a non-illustrated navigation apparatus comprises. The PVM-ECU20displays the surrounding image on the touch panel display22in response to an instruction transmitted from the VCECU.

A speaker23is further connected to the PVM-ECU20. The PVM-ECU20commands the speaker23, in response to an instruction transmitted from the VCECU, to speak operating instruction of each type of the apparatuses.

When the VCECU performs (executes) the parking assist control, the PVM-ECU20displays a parking assist image (an operation image) including the surrounding image on the touch panel display22in response to an instruction transmitted from the VCECU.

The engine ECU30is connected to an engine actuator31. The engine actuator31includes a throttle valve actuator for changing an opening degree of the throttle valve of an engine (a spark ignition type or a fuel injection type of internal combustion engine)32. The engine ECU30drives the engine actuator31and thereby can change torque generated by the engine32. The torque generated by the engine32is transmitted to driving wheels via a non-illustrated transmission.

Therefore, the engine ECU30controls the engine actuator31and thereby can control driving force of the vehicle SV. The VCECU can transmit a driving instruction to the engine ECU30. When having received the driving instruction, the engine ECU30controls the engine actuator31in response to this driving instruction. Thus, the VCECU can perform “driving force automatic control” (mentioned later) via the engine ECU30. It should be noted that when the vehicle SV is a hybrid vehicle, the engine ECU30can control driving force of the vehicle SV generated by either one or both of “an engine and a motor” which are serving as a vehicle driving source. Further, when the vehicle SV is an electric vehicle, the engine ECU30can control driving force of the vehicle SV generated by a motor which is serving as a vehicle driving source.

The brake ECU40is connected to a master cylinder (MC) pressure sensor41and a brake actuator42. The master cylinder pressure sensor41is connected to a brake actuator42. The master cylinder pressure sensor41is a sensor for detecting a degree of pedaling force of the brake pedal42when the brake pedal42is stepped on by the driver (in other words, detecting whether or not operation of the brake pedal42has been performed (conducted)). The brake ECU40receives a detected value from the master cylinder pressure sensor41to determine, based on the detected value, whether or not the operation of the brake pedal42has been performed.

The brake actuator43is provided in a hydraulic circuit between a non-illustrated master cylinder to compress operating fluid with a pedaling force of the brake pedal42and friction brake mechanisms44provided at each wheel. Each of the friction brake mechanisms44comprises a brake disc44afixed to the wheel and a brake caliper44bfixed to a vehicle body.

The brake actuator43adjusts, in response to an instruction from the brake ECU40, a hydraulic pressure that is supplied to a wheel cylinder which is built in the brake caliper44b, and operates the wheel cylinder with the hydraulic pressure. Thereby, the brake actuator41presses a brake pad onto the brake disc44ato generate friction braking force. Accordingly, the brake ECU40controls the brake actuator43and thereby can control the braking force of the vehicle SV. The VCECU can transmit a braking instruction to the brake ECU40. When having received the braking instruction, the brake ECU40controls the brake actuator43in response to this braking instruction. Thus, the VCECU can perform “braking force automatic control” (mentioned later) via the brake ECU40.

The EPS⋅ECU50is a control apparatus of a well-known electrically-driven power steering system and is connected to a motor driver51. The motor driver51is connected to a steered motor52. The steered motor52is incorporated into “steering mechanism including a steering wheel SW, a steering shaft SF, a non-illustrated steering gear mechanism, and the like”. The steered motor52generates torque with electric power supplied from the motor driver51and with the torque, can generate steering assist torque or can turn left-and-right steered wheels. That is, the steered motor52can change a steered angle of the vehicle SV.

Further, the EPS⋅ECU50is connected to a steering angle sensor53and a steering torque sensor54. The steering angle sensor53is configured to detect a steering angle of the steering wheel SW of the vehicle SV and output a signal indicating the detected steering angle. The steering torque sensor54is configured to detect steering torque generated at the steering shaft SF of the vehicle SV by the steering wheel SW being operated and to output a signal indicating the detected steering torque.

EPS⋅ECU50detects, using the steering torque sensor54, the steering torque which the driver inputs to the steering wheel SW, and drives the steered motor52based on this steering torque. The EPS⋅ECU50thereby applies steering torque (steering assist torque) to the steering mechanism, which makes it possible to assist steering operation by the driver.

The VCECU can transmit a steering instruction to the EPS⋅ECU50. When having received the steering instruction, the EPS⋅ECU50controls the steered motor52based on this steering instruction received. Accordingly, the VCECU can automatically change the steered angle of the steered wheels of the vehicle SV via the EPS⋅ECU50(that is, without the steering operation by the driver). Namely, the VCECU can perform “steered angle automatic control” (mentioned later) via the EPS⋅ECU50.

The meter ECU60is connected to an indicator61. The indicator61is a multi-information display provided in front of a driver's seat. The indicator61displays measured values such as the vehicle speed, engine rotational speed, and the like as well as various types of information.

More specifically, when the shift lever72is positioned at “P”, the shift ECU70controls the transmission and/or the driving direction shifting mechanism in such a manner that no driving force is transmitted to driving wheels and the vehicle SV is mechanically locked at a stop position. When the shift lever72is positioned at “D”, the shift ECU70controls the transmission and/or the driving direction shifting mechanism in such a manner that driving force for moving the vehicle SV forward is transmitted to the driving wheels. Further, when the shift lever72is positioned at “R”, the shift ECU70controls the transmission and/or the driving direction shifting mechanism in such a manner that driving force for moving the vehicle SV backward is transmitted to the driving wheels.

A parking brake lever101is connected to the body ECU100. The parking brake lever101is operated by the driver for a purpose of locking rear wheels of the vehicle SV via wire. A non-illustrated parking brake sensor is connected to the parking brake lever101. When the parking brake lever101is operated by the driver, this parking brake sensor detects that the parking brake lever101has been operated. The body ECU100is configured to receive from the parking brake sensor whether or not the operation of the parking brake lever101has been performed and to perform, based on whether or not this operation has been performed, control for locking the rear wheels.

The VCECU sets a parking position (a first parking position) in a region where parking is determined to be possible based on the image information (for example, a white line defining a parking space) acquired from the camera21, the object information (for example, a wall of a building and a fence) acquired from the radar sensor11, and/or the information on the distance to a three-dimensional object acquired from the ultrasonic sensor. The VCECU thereafter performs control for automatically parking the vehicle SV in this parking position or control for assisting in parking the vehicle SV in this parking position.

In this specification, the “control for automatically parking the vehicle in the parking position” and the “control for assisting in parking the vehicle in the parking position” mentioned above will be collectively referred to as “parking assist control”. This type of parking assist control is well-known, and thus a detailed description thereof will be omitted. It should be noted that the “control for automatically parking the vehicle in the parking position” is performed by the VCECU performing following controls; the driving force automatic control, the braking force automatic control, the steered angle automatic control, and shift position automatic control (this will be described in detail in a second embodiment). The “control for assisting in parking the vehicle in the parking position” will be performed by the VCECU performing at least one of the aforementioned four types of automatic controls and having the driver perform the rest of driving operation (for example, the operation of the shift lever72).

Besides, parking assist control according to a following method may be performed instead of the parking assist control mentioned above. That is, the driver of the vehicle SV may register in advance in the VCECU a “position where the driver is planning on parking the vehicle SV” as a registered parking position (a second parking position). The VCECU thereafter may calculate the registered parking position based on the captured image and perform parking assist control for parking the vehicle SV in the registered parking position calculated.

When the parking assist control is being performed in a normal manner, the VCECU displays on the touch panel display22an instruction to shift a position of the shift lever72to “P” as well as notifies the driver with the speaker23. When it is determined via the shift ECU70that the position of the shift lever72is shifted to “P” the VCECU finishes the parking assist control. That is, the shift lever72is an apparatus requested to be operated by the driver in order to stop the vehicle SV and thereby finish the parking assist control when the parking assist control is being performed in a normal manner (hereinafter, may be also referred to as “under a normal state”).

On the other hand, when it is determined that there is a malfunction in a related apparatus used for the parking assist control, or when it is determined that the driver requests the discontinuation of the parking assist control, the VCECU firstly performs the driving force automatic control and the braking force automatic control and thereby stops the vehicle SV. The VCECU thereafter requests the driver to operate an apparatus different from the “apparatus (the shift lever72) which the VCECU requests the driver to operate under a normal state” (Hereinafter, this apparatus will be simply referred to as an “apparatus different from an apparatus under a normal state”). In the present embodiment, the brake pedal42is adopted as the “apparatus different from the apparatus under a normal state”. The VCECU determines whether or not it is possible to stop the vehicle SV by operating the “apparatus different from the apparatus under a normal state” based on a detection result of an apparatus (the master cylinder pressure sensor41in the present embodiment) for detecting whether or not the operation of the “apparatus different from the apparatus under a normal state” has been performed.

In the present embodiment, when it is determined that the master cylinder pressure sensor41has detected a value more than or equal to a predetermined determination threshold, the VCECU determines that it is possible to stop the vehicle SV by operating the brake pedal42and finishes the parking assist control. Hereinafter, “when it is determined that there is a malfunction in a related apparatus used for the parking assist control, or when it is determined that the driver requests the discontinuation of the parking assist control” will be simply referred to as “when the malfunction determination is made and when the control discontinuation is requested”. As described above, when the malfunction determination is made and when the control discontinuation is requested, the driver is requested to operate an apparatus (the brake pedal42) different from an apparatus (the shift lever72) requested to be operated under a normal state, which thereby enables the driver to finish the parking assist control with easier operation than the operation under a normal state.

In this type of parking assist apparatus, a malfunction may occur in the apparatus (the master cylinder pressure sensor41) for detecting whether or not the operation of the apparatus (the brake pedal42) requested to be operated when the malfunction determination is made and when the control discontinuation is requested has been performed. In this case, it becomes impossible for the VCECU to determine whether or not the vehicle SV can be stopped by the operation of the brake pedal42, ad thus there is a possibility that the parking assist control cannot be properly finished.

Therefore, in the first embodiment apparatus, when it is determined that there is a malfunction in the “apparatus for detecting whether or not the operation of the apparatus requested to be operated when the malfunction determination is made and when the control discontinuation is requested has been performed”, the VCECU requests the driver to operate an apparatus different from the apparatus (the brake pedal42) requested to be operated when the malfunction determination is made and when the control discontinuation is requested. In the present embodiment, the shift lever72is adopted as the “apparatus different from the apparatus requested to be operated when the malfunction determination is made and when the control discontinuation is requested”. The VCECU displays on the touch panel display22the instruction to shift a position of the shift lever72to “P” as well as notifies the driver with the speaker23(hereinafter, simply referred to as “conduct a shift lever position P shifting instruction”). When it is determined that the position of the shift lever72has been shifted to “P” via the shift ECU70, the VCECU finishes the parking assist control.

The CPU of the VCECU performs a routine shown by a flowchart inFIG. 2every time a predetermined time elapses while the parking assist control is being performed.

When a predetermined timing arrives, the CPU initiates processing from a step200inFIG. 2and proceeds to a step215to determine “whether or not there is a malfunction in the related apparatus used for the parking assist control, or whether or not the discontinuation of the parking assist control is being requested by the driver”. When the CPU makes a “No” determination (S215: No), the CPU proceeds to a step295to tentatively terminate the present routine.

On the other hand, when the CPU makes an “Yes” determination at the step215(S215: Yes), the CPU proceeds to a step220and performs control for stopping the vehicle SV (that is, the driving force automatic control and the braking force automatic control) to stop the vehicle SV. Subsequently, the CPU proceeds to a step225and determines whether or not the master cylinder pressure sensor41is normally functioning. That is, the first embodiment apparatus comprises a non-illustrated sensor for detecting abnormality of the master cylinder pressure sensor41, and the VCECU makes a determination at the step225based on a detection result of this sensor. When the CPU makes an “Yes” determination at the step225(S225: Yes), the CPU proceeds to a step230and displays on the touch panel display22an instruction to operate the brake pedal42as well as notifies the driver with the speaker23(hereinafter, simply referred to as “conduct a brake pedal operating instruction”).

Next, the CPU proceeds to a step240and determines whether or not the master cylinder pressure sensor41has detected a value more than or equal to the determination threshold. When the CPU makes a “No” determination at the step240(S240: No), the CPU proceeds to the step295to tentatively terminate the present routine. The CPU repeats the processing of the step240until an “Yes” determination is made at the step240. When the CPU makes an “Yes” determination (S240: Yes), the CPU determines that the vehicle SV can be stopped by the operation of the brake pedal42and proceeds to a step250to finish the parking assist control. Thereafter, the CPU proceeds to the step295to tentatively terminate the present routine.

In contrast, when the CPU makes a “No” determination at the step225(S225: No), the CPU proceeds to a step260and conducts the shift lever position P shifting instruction. Subsequently, the CPU proceeds to a step265and determines whether or not a shift position is P. When the CPU makes a “No” determination (S265: No), the CPU proceeds to the step295to tentatively terminate the present routine. The CPU repeats the processing of the step265until an “Yes” determination is made at the step265. When the CPU makes an “Yes” determination (S265: Yes), the CPU determines that the vehicle SV can be stopped by the operation of the shift lever72and proceeds to the step250to finish the parking assist control. Thereafter, the CPU proceeds to the step295to tentatively terminate the present routine.

Effects of the first embodiment apparatus will be explained. In the first embodiment apparatus, when the malfunction determination is made and when the control discontinuation is requested, the brake pedal42is operated by the driver and thereby the parking assist control is finished (discontinued). However, when it is determined that there is a malfunction in the master cylinder pressure sensor41which is an apparatus for detecting whether or not the operation of the brake pedal42has been performed, the shifting operation of a position of the shift lever72to “P” is performed by the driver and thereby the parking assist control is finished. That is, the shift lever72functions as an alternative apparatus for stopping the vehicle SV when there is a malfunction in the master cylinder pressure sensor41. Therefore, even though a malfunction occurs in the master cylinder pressure sensor41, the shift lever72serving as an alternative apparatus is operated and thereby the parking assist control can be properly finished.

In addition, in the first embodiment apparatus, in a case where it is determined that there is a malfunction in the master cylinder pressure sensor41when the malfunction determination is made and when the control discontinuation is requested, the driver is given a shift lever position P shifting instruction. Therefore, it becomes possible to properly notify the driver of what kind of operation is requested in order to finish the parking assist control.

It should be noted that in the first embodiment, the master cylinder pressure sensor41is adopted as an apparatus for detecting whether or not the operation of the brake pedal42has been performed. However, a stroke sensor or a stop lamp sensor may be adopted instead of the master cylinder pressure sensor41, the stroke sensor being for detecting an operation amount of the brake pedal42and the stop lamp sensor being for detecting a lighting state of a stop lamp which is lightened when the brake pedal42is pedaled. Same thing can be said to following embodiments and a modification example.

Besides, in the first embodiment, the shift lever72is adopted as an alternative apparatus for stopping the vehicle SV when there is a malfunction in the master cylinder pressure sensor41. However, the parking brake lever101may be adopted instead of the shift lever72. That is, when the CPU makes a “No” determination at the step225, the VCECU may display on the touch panel display22an instruction to operate the parking brake lever101as well as notify the driver with the speaker23, determine at the step265a detection result of the parking brake sensor, and thereby finish the parking assist control.

Second Embodiment

A parking assist apparatus (hereinafter, referred to as a “second embodiment apparatus”) according to a second embodiment of the present invention will be described below, referring toFIG. 3andFIG. 4. Here, differences from the first embodiment will be mainly described.

The second embodiment apparatus comprises SBW (Shift-by-Wire)⋅ECU110instead of the shift ECU70. The SBW⋅ECU110is connected to a shift position sensor111. The shift position sensor111detects a position of the shift lever72serving as the movable part of the shift operation part. The SBW⋅ECU110is configured to receive a position of the shift lever72from the shift position sensor111and control, based on the position received, the non-illustrated transmission and/or the driving direction shifting mechanism of the vehicle SV (that is, perform the shift control of the vehicle SV).

The VCECU can transmit a shifting instruction to the SBW⋅ECU110. When having received the shifting instruction, the SBW⋅ECU110can, in response to this shifting instruction, control the transmission and/or the driving direction shifting mechanism without relying on the operation of the shift lever72by the driver and thereby can shift a position of the shift lever72. This control of the transmission and/or the driving direction shifting mechanism based on the shifting instruction transmitted from the VCECU will be referred to as “shift position automatic control”.

In the second embodiment, the shift lever72is adopted as the “apparatus different from the apparatus under a normal state”. Therefore, when the malfunction determination is made and when the control discontinuation is requested, the VCECU performs the driving force automatic control and the braking force automatic control, and stops the vehicle SV. Thereafter, the VCECU performs the shift position automatic control for shifting a position of the shift lever72to “P” via the SBW⋅ECU110and thereby finishes the parking assist control. On the other hand, when it is determined that there is a malfunction in an SBW related apparatus (the SBW⋅ECU110and the shift position sensor111) which is an “apparatus for detecting whether or not operation of an apparatus (the shift lever72) controlled by the VCECU when the malfunction determination is made and when the control discontinuation is requested has been performed”, the VCECU requests the driver to operate an apparatus different from the shift lever72. In the present embodiment, the brake pedal42is adopted as an “apparatus different from an apparatus controlled by the VCECU when the malfunction determination is made and when the control discontinuation is requested”. The VCECU conducts the brake pedal operating instruction and when it is determined that the master cylinder pressure sensor41has detected a value more than or equal to the determination threshold, the VCECU finishes the parking assist control.

When a predetermined timing arrives, the CPU initiates processing from a step400inFIG. 4and proceeds to a step410to determine “whether or not there is a malfunction in the related apparatus used for the parking assist control, or whether or not the discontinuation of the parking assist control is being requested by the driver”, When the CPU makes a “No” determination (S410: No), the CPU proceeds to a step495to tentatively terminate the present routine.

On the other hand, when the CPU makes an “Yes” determination at the step410(S410: Yes), the CPU proceeds to a step415and performs the control for stopping the vehicle SV (that is, the driving force automatic control and the braking force automatic control) to stop the vehicle SV. Subsequently, the CPU proceeds to a step420and determines whether or not the SBW related apparatus is normally functioning. That is, the second embodiment apparatus comprises a non-illustrated sensor for detecting abnormality of the SBW related apparatus, and the VCECU makes a determination at the step420based on a detection result of this sensor. When the CPU makes an “Yes” determination at the step420(S420: Yes), the CPU proceeds to a step425and performs the shift position automatic control for shifting a position of the shift lever72to “P”. Thereafter, the CPU proceeds to a step430to finish the parking assist control and at the step495, tentatively terminate the present routine.

In contrast, when the CPU makes a “No” determination at the step420(S420: No), the CPU proceeds to a step440and conducts the brake pedal operating instruction to the driver. Thereafter, the CPU proceeds to a step445and determines whether or not the master cylinder pressure sensor41has detected a value more than or equal to the determination threshold. When the CPU makes a “No” determination (S445: No), the CPU proceeds to the step495and tentatively terminate the present routine. The CPU repeats the processing of the step445until an “Yes” determination is made at the step445. When the CPU makes an “Yes” determination (S445: Yes), the CPU proceeds to the step430to finish the parking assist control, and tentatively terminate the present routine at the step495.

According to the configuration above, same effects as the first embodiment apparatus can be obtained. Especially, the second embodiment apparatus makes it possible to safely transfer initiative of the parking operation from the VCECU (controller) to the driver.

Modification Example

A parking assist apparatus (hereinafter, referred to as a “second modification apparatus”) according to a modification example of the second embodiment of the present invention will be described below, referring toFIG. 5andFIG. 6. Here, differences from the second embodiment will be mainly described.

The second modification apparatus comprises the shift ECU70and the shift position sensor71connected thereto instead of the SBW⋅ECU110. In addition, the second modification apparatus comprises EPB⋅ECU120instead of the body ECU100.

An EPB switch121is connected to the EPB⋅ECU120. The EPB switch121is connected to a non-illustrated EPB sensor. This EPB sensor detects an operating state of the EPB switch121and transmits a detection result to the EPB⋅ECU120. The EPB switch121can be operated by the driver as well as the operating state thereof can be switched by the EPB⋅ECU120(described later). When it is determined, based on the detection result of the EPB sensor, that the EPB switch121is in an ON state, the EPB⋅ECU120performs control for electrically locking the rear wheels of the vehicle SV. When it is determined that the EPB switch121has been switched from the On state to an OFF state, the EPB⋅ECU120unlocks the rear wheels.

The VCECU can transmit an EPB instruction to the EPB⋅ECU120. When having received the EPB instruction, the EPB⋅ECU120can, in response to this EPB instruction, switch the operating state of the EPB switch121without relying on the operation of the EPB switch121by the driver and thereby can perform the control for electrically locking the rear wheels of the vehicle SV. This locking control of the rear wheels based on the EPB instruction transmitted from the VCECU will be referred to as “EPB ON automatic control”.

In the modification example, the EPB switch121is adopted as the “apparatus different from the apparatus under a normal state”. Therefore, when the malfunction determination is made and when the control discontinuation is requested, the VCECU performs the driving force automatic control and the braking force automatic control, and stops the vehicle SV. Thereafter, the VCECU performs the EPB ON automatic control for switching the operating state of the EPB switch121to the ON state via the EPB⋅ECU120and thereby finishes the parking assist control. On the other hand, when it is determined that there is a malfunction in an EPB related apparatus (the EPB⋅ECU120and the EPB sensor) which is an “apparatus for detecting whether or not operation of an apparatus (the EPB switch121) controlled by the VCECU when the malfunction determination is made and when the control discontinuation is requested has been performed”, the VCECU requests the driver to operate an apparatus (the brake pedal42which is the same apparatus adopted in the second embodiment) different from the EPB switch121. When it is determined that the master cylinder pressure sensor41has detected a value more than or equal to the determination threshold, the VCECU finishes the parking assist control.

In the modification example, a routine where the step420and the step425in the second embodiment are respectively replaced with a step620and a step625is performed.

At the step620, the CPU determines whether or not the EPB related apparatus is normally functioning. That is, the second modification apparatus comprises a non-illustrated sensor for detecting abnormality of the EPB related apparatus, and the VCECU makes a determination at the step620based on a detection result of this sensor.

At the step625, the CPU performs the EPB ON automatic control.

According to the configuration above, same effects as the second embodiment apparatus can be obtained.

Third Embodiment

A parking assist apparatus (hereinafter, referred to as a “third embodiment apparatus”) according to a third embodiment of the present invention will be described below, referring toFIG. 7andFIG. 8. Here, differences from the second embodiment will be mainly described.

The third embodiment apparatus comprises the EPB⋅ECU120and the EPB switch121connected thereto instead of the body ECU100.

An “apparatus different from the apparatus under a normal state” in the third embodiment is the same as the apparatus in the second embodiment. On the other hand, when it is determined that there is a malfunction in the SBW related apparatus (the SBW⋅ECU110and the shift position sensor111) which is the “apparatus for detecting whether or not the operation of an apparatus (the shift lever72) controlled by the VCECU when the malfunction determination is made and when the control discontinuation is requested has been performed”, the VCECU controls an apparatus different from the shift lever72. In the third embodiment, the EBP switch121is adopted as an “apparatus different from the shift lever72”. The VCECU performs the EPB ON automatic control via the EPB⋅ECU120and thereby stops the vehicle SV. Thereafter, the VCECU finishes the parking assist control.

In the third embodiment, a routine where the step440in the second embodiment is replaced with a step830and a determination at the step445is not made is performed.

At the step830, the CPU performs the EPB ON automatic control. Thereafter, the CPU proceeds to a step825to finish the parking assist control.

According to the configuration above, same effects as the second embodiment apparatus can be obtained (However, the effect on the initiative of the parking operation is excluded).

The parking assist apparatus according to the embodiments and the modification example of the present invention have been described. However, the present invention is not limited thereto and may adopt various modifications within a scope of the present invention.

For example, a “configuration where the driver operates or the VCECU controls an apparatus different from an “apparatus operated to stop the vehicle SV” when there is a malfunction in an apparatus for detecting whether or not the operation of the “apparatus operated to stop the vehicle SV” has been performed and thereby the parking assist control is finished” may be applied to a case where the parking assist control is being performed in a normal manner.

In addition, in the second and third embodiments, the brake pedal42is adopted as the “apparatus different from the apparatus requested to be operated when the malfunction determination is made and when the control discontinuation is requested”. However, either one of the parking brake lever101or the shift lever72may be adopted instead of the brake pedal42.

Further, in the third embodiment, the EPB ON automatic control is performed when the CPU makes a “No” determination at the step815. In this case, in order to manage a case where a malfunction also occurs in the EPB related apparatus, when the “No” determination is made at the step815, an additional determination of whether or not the EPB related apparatus is functioning normally may be made. When the CPU makes a “No” determination at this determination, the CPU may perform additional control for instructing the driver to operate either one of the brake pedal42, the shift lever72, or the parking brake lever101.