JP4629638B2 - Vehicle periphery monitoring device - Google Patents

Description

  The present invention relates to an apparatus for monitoring an object such as a person existing around a vehicle, particularly on the front side.

Conventionally, as this type of apparatus, for example, the one found in Patent Document 1 is known. In the technique shown in Patent Document 1, the relative position, the relative speed, and the relative speed direction (movement direction) of an object (target object) present in front of the vehicle with respect to the vehicle using a scanning distance detection unit using a laser. ) Is detected. Based on the detected relative position, relative speed, and relative speed direction, the possibility of collision between the object and the vehicle is determined, and when it is determined that there is a possibility of collision, an alarm is output. Yes.
JP 7-105497 A

  By the way, when the vehicle travels on the road lane, the vehicle travels along the travel lane. Therefore, the traveling direction of the vehicle is, on average, the direction of the travel lane (extension direction). ) In almost the same direction. However, the traveling direction of the vehicle does not always (steadily) coincide with the direction of the traveling lane, and generally varies with the direction of the traveling lane. That is, the vehicle travels such that the traveling direction of the vehicle (the direction of the speed vector of the vehicle) fluctuates slightly to the left and right with respect to the direction of the traveling lane, and averages along the traveling lane.

  On the other hand, the relative position, relative speed, and relative speed direction of the object detected by the technique shown in Patent Document 1 are the position, speed, and direction based on the instantaneous instantaneous front-rear direction or traveling direction of the vehicle. .

  For this reason, even when the vehicle travels along the traveling lane on average, the vehicle is likely to come into contact with the object on the front side of the vehicle at a certain time in the future. In a situation where the traveling direction of the vehicle is temporarily inclined with respect to the direction of the traveling lane, it may be determined that the contact between the object and the vehicle does not occur.

  For example, referring to FIG. 7 (details will be described later), in a situation where an object X2 such as a person is going to cross the traveling lane 50 (traveling road) in the direction of arrow A2, the vehicle 10 ( Assume that the traveling direction of the vehicle 10) indicated by a solid line is temporarily inclined with respect to the direction of the traveling lane 50 as indicated by an arrow B. In this case, since the vehicle 10 travels along the travel lane 50 on average, the object X2 and the vehicle 10 come into contact with each other at a point P on the travel lane 50 at a certain time in the near future. there's a possibility that. However, since the traveling direction of the vehicle 10 at the current time is the direction of the arrow B, at the time when the object X2 such as a person reaches the position of the point P, the vehicle 10 is separated from the point P in the lateral direction. It is predicted that the position of Q will be reached, and there is a possibility that the vehicle 10 and the object X2 will be mistakenly recognized as not contacting.

  The present invention has been made in view of such a background, and in consideration of a situation in which the traveling direction of the vehicle temporarily deviates from the direction of the traveling path of the vehicle, the object on the front side of the vehicle and the vehicle An object of the present invention is to provide a vehicle periphery monitoring device and a periphery monitoring program capable of determining the possibility of contact with a higher accuracy than in the past.

In order to achieve such an object, the vehicle periphery monitoring apparatus of the present invention is configured to detect a relative position of an object existing on the front side of the vehicle with respect to the vehicle, and the vehicle is traveling. Travel path information acquisition means for acquiring travel path information capable of specifying the direction of the travel path relative to the vehicle, and object position correction for correcting the relative position of the detected object based on the acquired travel path information Means, and contact possibility determination means for determining the possibility of contact of the object with the vehicle using at least the corrected relative position of the object, and the object position correction means includes the correction The relative position of the target object is equal to the relative position of the target object with respect to the vehicle when it is assumed that the traveling direction of the vehicle matches the direction of the travel path specified by the travel path information. Characterized by correcting the relative position of the detected object in the direction of the travel path specified by the travel path information (first invention).

  According to the first aspect of the invention, the relative position of the object detected by the object position detecting means (the position of the object in the coordinate system fixed to the vehicle) is the direction of the travel path relative to the vehicle (the travel path). Is corrected on the basis of the travel route information that can specify the direction of the extending direction). Here, the vehicle basically travels along the travel route on average by the steering. In other words, the vehicle travels with the direction of the travel path as the target direction of the traveling direction of the vehicle. For this reason, the average traveling direction of the vehicle is substantially the same as the direction of the travel path. And the direction of the travel path can be specified by the travel path information.

Therefore, even if the instantaneous traveling direction of the vehicle temporarily deviates from the direction of the traveling path by correcting the relative position of the detected object based on the traveling path information, It is possible to recognize the relative position of the object in a state where the traveling direction of the vehicle is matched with the target traveling direction (the direction substantially the same as the direction of the traveling path) .
More specifically, the object position correcting means assumes that the corrected relative position of the object matches the traveling direction of the vehicle with the direction of the traveling path specified by the traveling path information. The relative position of the detected object is corrected according to the direction of the travel path specified by the travel path information so as to be equal to the relative position of the target object with respect to the vehicle in the case.
Note that such correction of the relative position of the object can be performed by specifically rotating and converting the detected relative position by the inclination angle of the traveling direction of the vehicle with respect to the direction of the traveling path.
And by such correction, when it is assumed that the traveling direction of the vehicle coincides with the direction of the traveling path specified by the traveling path information, that is, the traveling direction of the vehicle is directed to the target traveling direction. In this state, the relative position of the object with respect to the vehicle can be recognized by the corrected relative position. Therefore, based on the corrected relative position, it is possible to appropriately determine the possibility of contact between the vehicle that is about to travel along the travel path and the object. For this reason, a situation in which the traveling direction of the vehicle temporarily shifts with respect to the direction of the traveling path of the vehicle by determining the possibility of contact between the object and the vehicle using the corrected relative position. Even so, it is possible to determine the possibility of contact between an object on the front side of the vehicle traveling along the traveling road on average and the vehicle with higher accuracy than in the past.

  In the first invention, examples of the object position detection means include those using radar, those using images picked up by a plurality of imaging devices, and those using both radar and imaging devices. Further, examples of the travel route information include lane markers such as white lines and yellow lines, captured image information such as guardrails and sidewalks, and map information.

In the first aspect of the invention, the contact possibility determination means may determine whether the object is in contact with the vehicle based on, for example, whether or not the corrected relative position of the object is within a predetermined area. ( 2nd invention ).

According to the second aspect of the invention , even in a situation where the traveling direction of the vehicle is temporarily deviated from the direction of the traveling path, the traveling direction is the same as the traveling path direction (target traveling direction of the vehicle). Whether there is an object in a predetermined area where there is a possibility of contact with the vehicle when the vehicle travels substantially along the travel path, such as an area relatively close to the vehicle, on the front front side of the vehicle. Can be determined. Therefore, it is possible to appropriately determine the possibility of contact between the object and the vehicle.

Furthermore, in the first to second inventions , the contact possibility determination means is a relative movement vector that represents a relative movement direction of the object relative to the vehicle based on, for example, a time series of the relative position of the object after correction. And means for determining the possibility of contact of the object with the vehicle based on the relative movement vector ( third invention ).

According to the third aspect of the invention , even when the traveling direction of the vehicle is temporarily deviated from the direction of the traveling path, the vehicle is in the same direction as the traveling path (the traveling direction targeted by the vehicle). ), It is possible to recognize in what direction the object moves relative to the vehicle based on the relative movement vector. Therefore, the possibility of contact between the object and the vehicle can be properly determined based on the relative movement vector. For example, when the relative movement direction of the object represented by the relative movement vector is such that the object moves toward the front of the vehicle, the vehicle will travel in the future when the vehicle travels along the travel path. It can be determined that there is a possibility of contact between the object and the vehicle.

As the relative movement vector in the third invention , for example, the relative velocity vector of the target obtained from the time series of the corrected relative position of the target, or the time series of the relative position of the target is used. A vector having the direction of a straight line approximating the connecting line can be used.

According to another aspect of the vehicle periphery monitoring apparatus of the present invention, a relative movement for recognizing a relative movement vector representing a relative movement direction of an object existing on the front side of the vehicle with respect to the vehicle is provided. Vector recognition means, travel path information acquisition means for acquiring travel path information capable of specifying the direction of the travel path on which the vehicle is traveling with respect to the vehicle, and the acquired travel path for the recognized relative movement vector Relative movement vector correction means for correcting based on information, and contact possibility determination means for determining the possibility of contact of the object with the vehicle based on at least the corrected relative movement vector, and the relative movement The vector correction means assumes that the direction of the corrected relative movement vector matches the traveling direction of the vehicle with the direction of the road specified by the road information. And correcting according to the travel path direction of the identified the recognized relative movement vector to be equal to the relative moving direction by the travel path information of the object relative to the vehicle when the ( 4th invention ).

According to the fourth aspect of the invention , the relative movement vector of the object recognized by the relative movement vector recognition means (the vector representing the movement direction of the object in the coordinate system fixed to the vehicle) is used as the travel with respect to the vehicle. The direction of the road is corrected based on the road information that can be specified .
More specifically, the relative movement vector correction means assumes that the direction of the corrected relative movement vector matches the traveling direction of the vehicle with the direction of the traveling path specified by the traveling path information. In this case, the recognized relative movement vector is corrected in accordance with the direction of the travel path specified by the travel path information so as to be equal to the relative movement direction of the object with respect to the vehicle. Therefore, even if the instantaneous traveling direction of the vehicle is temporarily deviated from the direction of the traveling path by this correction, the traveling direction of the vehicle (the direction of the traveling path) It is possible to obtain a relative movement vector that represents the movement direction of the object relative to the vehicle in a state of being substantially in the same direction.
More specifically, the relative movement vector correction means assumes that the direction of the corrected relative movement vector matches the traveling direction of the vehicle with the direction of the traveling path specified by the traveling path information. In this case, the recognized relative movement vector is corrected in accordance with the direction of the travel path specified by the travel path information so as to be equal to the relative movement direction of the object with respect to the vehicle.
Specifically, the correction of the relative movement vector can be performed by rotationally converting the recognized relative movement vector by the inclination angle of the traveling direction of the vehicle with respect to the direction of the traveling road.
By such correction, when it is assumed that the traveling direction of the vehicle coincides with the direction of the traveling path specified by the traveling path information, that is, in a state where the traveling direction of the vehicle is directed to the target traveling direction. The moving direction of the object relative to the vehicle can be recognized by the corrected relative movement vector. Therefore, based on the corrected relative movement vector, it is possible to appropriately determine the possibility of contact between the vehicle that is going to travel along the travel path and the object. For example, in such a direction that the relative movement direction of the object represented by the corrected relative movement vector is toward the front of the vehicle (a vehicle whose traveling direction is the same as the direction of the traveling path). In some cases, when the vehicle travels along the travel path, it can be determined that there is a possibility of contact between the object and the vehicle in the future. For this reason, by determining the possibility of contact between the object and the vehicle based on the corrected relative movement vector, the traveling direction of the vehicle is temporarily deviated from the direction of the traveling path of the vehicle. Even in a situation, it is possible to determine the possibility of contact between an object on the front side of a vehicle that travels along the traveling path on average and the vehicle with higher accuracy than before.

In the fourth invention , the relative movement vector recognizing means may recognize the relative movement vector from the time series of the relative position of the target detected using, for example, images captured by a radar or a plurality of imaging devices. As the relative movement vector, similar to the third invention , a relative velocity vector of the object with respect to the vehicle, a vector having a direction of a straight line approximating a line connecting the time series of the relative position of the object, and the like can be mentioned. Alternatively, when the radar is used, the relative movement vector recognition means may recognize the relative movement vector of the object based on the relative speed of the object detected using the Doppler effect. In addition, as the travel route information, lane markers such as white lines and yellow lines, captured image information such as guardrails and sidewalks, map information, and the like can be cited as in the first invention.

  A first embodiment of the present invention will be described with reference to FIGS.

  First, with reference to FIG. 1 and FIG. 2, the system configuration | structure of the vehicle periphery monitoring apparatus of this embodiment is demonstrated. FIG. 1 is a block diagram showing the overall configuration of the periphery monitoring device, and FIG. 2 is a perspective view showing the appearance of a vehicle equipped with the periphery monitoring device. In FIG. 2, illustration of some components of the periphery monitoring device is omitted.

  With reference to FIGS. 1 and 2, the periphery monitoring device of the present embodiment includes an image processing unit 1. The image processing unit 1 is connected to two infrared cameras 2R and 2L as imaging devices for capturing an image in front of the vehicle 10, and the yaw rate of the vehicle 10 is used as a sensor for detecting the traveling state of the vehicle 10. A yaw rate sensor 3 for detecting, a vehicle speed sensor 4 for detecting a traveling speed (vehicle speed) of the vehicle 10, and a brake sensor 5 for detecting a brake operation (specifically, whether or not a brake pedal is operated) of the vehicle 10 are connected. Has been. Further, the image processing unit 1 displays a speaker 6 for outputting auditory alert information such as voice, and images captured by the infrared cameras 2R and 2L and visual alert information. A display device 7 is connected. Each infrared camera 2R, 2L has sensitivity in the far infrared region, and the higher the temperature of the object to be imaged, the higher the level of the output signal of the image of the object (the brightness of the image of the object is higher). It has a characteristic. In this embodiment, the infrared cameras 2R and 2L are used as the imaging device, but a camera having sensitivity in the visible light range may be used.

  Although not shown in detail, the image processing unit 1 is composed of an electronic circuit including an A / D conversion circuit, a microcomputer (CPU, RAM, ROM), an image memory, and the like. The infrared cameras 2R and 2L, the yaw rate sensor 3. Outputs (analog signals) of the vehicle speed sensor 4 and the brake sensor 5 are digitized and inputted via an A / D conversion circuit. And the image processing unit 1 is a process for detecting an object such as a person (pedestrian) based on the input data, a process for determining the possibility of contact between the detected object and the vehicle 10, If necessary, the microcomputer executes a process for issuing a warning to the driver via the speaker 6 or the display device 7. These processes are realized by the microcomputer executing a program pre-installed in the ROM of the microcomputer, and the program includes the vehicle periphery monitoring program of the present invention. Each means of the present invention is realized by the processing function of the image processing unit 1 realized by executing the program.

  As shown in FIG. 2, the infrared cameras 2 </ b> R and 2 </ b> L are attached to the front portion of the vehicle 10 (the front grill portion in the figure) in order to image the front of the vehicle 10. In this case, the infrared cameras 2R and 2L are respectively arranged at a position on the right side and a position on the left side of the center of the vehicle 10 in the vehicle width direction. Their positions are symmetrical with respect to the center of the vehicle 10 in the vehicle width direction. The infrared cameras 2R and 2L are arranged in front of the vehicle 10 such that their optical axes extend in parallel in the front-rear direction of the vehicle 10 and the heights of the respective optical axes from the road surface are equal to each other. It is fixed to the part.

  In the present embodiment, the display device 7 includes a head-up display 7a (hereinafter referred to as HUD 7a) that displays information such as an image on the front window of the vehicle 10, for example. The display device 7 includes a display provided integrally with a meter that displays a traveling state such as the vehicle speed of the vehicle 10 in place of the HUD 7a or together with the HUD 7a, or a display provided in an in-vehicle navigation device. But you can.

  Next, the overall operation of the periphery monitoring apparatus of this embodiment will be described with reference to the flowcharts of FIGS. 3 and 4 is described in FIG. 3 of Japanese Patent Laid-Open No. 2003-284057 (hereinafter referred to as Patent Document 2) previously proposed by the applicant of the present application. Therefore, the detailed description of the same processing is omitted here. Supplementally, the processes in the flowcharts of FIGS. 3 and 4 are processes realized by a program executed by the microcomputer of the image processing unit 1.

  First, the image processing unit 1 acquires infrared images that are output signals of the infrared cameras 2R and 2L (STEP 1), performs A / D conversion (STEP 2), and stores each image in an image memory (STEP 3). ). As a result, images captured by the infrared cameras 2R and 2L are taken into the image processing unit 1. Hereinafter, an image obtained from the infrared camera 2R is referred to as a right image, and an image obtained from the infrared camera 2L is referred to as a left image. These right image and left image are both grayscale images. Note that the processing of STEPs 1 to 3 is the same as the processing of S1 to S3 in FIG.

  Next, the image processing unit 1 uses one of the right image and the left image as a reference image, and binarizes this reference image (STEP 4). The reference image is a right image in the present embodiment. In this binarization process, the luminance value of each pixel of the reference image is compared with a predetermined luminance threshold value, and an area (relatively bright area) having a luminance value higher than the predetermined luminance threshold value in the reference image. This is a process of setting “1” (white) and setting an area having a luminance value lower than the luminance threshold (a relatively dark area) to “0” (black). Hereinafter, an image (monochrome image) obtained by the binarization process is referred to as a binarized image. In the binarized image, an area “1” is referred to as a high luminance area. The binarized image is stored in the image memory separately from the grayscale image (right image and left image).

  Next, the image processing unit 1 performs the processing of STEPs 5 to 7 on the binarized image, and extracts an object (more precisely, an image portion corresponding to the object) from the binarized image. That is, the pixel group constituting the high luminance area of the binarized image is classified into lines having a width of one pixel in the vertical direction (y direction) of the reference image and extending in the horizontal direction (x direction). Each line is converted into run-length data composed of coordinates and length (number of pixels) of the position (two-dimensional position on the reference image) (STEP 5). Of the lines represented by the run length data, labels (identifiers) are attached to the respective line groups that overlap in the vertical direction of the reference image (STEP 6), and each of the line groups is extracted as an object. (STEP 7).

  Note that the objects extracted by the processing in STEPs 5 to 7 generally include not only people (pedestrians) but also artificial structures such as other vehicles, utility poles, and vending machines. In addition, a plurality of local parts of the same object may be extracted as the target object.

  Next, the image processing unit 1 obtains the position of the center of gravity of each object extracted as described above (position on the reference image), the area, and the aspect ratio of the circumscribed rectangle (STEP 8). The position of the center of gravity of each object is obtained by multiplying the coordinates of the position of each line (the center position of each line) of the run length data included in the object by the length of the line. It is obtained by adding all the lines of included run length data and dividing the addition result by the area of the object. Further, instead of the center of gravity of each object, the position of the center (center) of the circumscribed rectangle of the object may be obtained.

  Next, the image processing unit 1 traces the object extracted in STEP 7 for the time, that is, recognizes the same object for each calculation processing period of the image processing unit 1 (STEP 9). In this processing, when the object A is extracted by the processing of STEP 7 at a time (discrete system time) k in a certain arithmetic processing cycle, and the object B is extracted by the processing of STEP 7 at the time k + 1 of the next arithmetic processing cycle. The identity of these objects A and B is determined. This identity determination may be performed based on, for example, the shape and size of the objects A and B on the binarized image, the correlation of the luminance distribution on the reference image (grayscale image), and the like. . When it is determined that the objects A and B are the same, the label of the object B extracted at time k + 1 (the label attached in STEP 6) is changed to the same label as the label of the object A. The

  Note that the processing in STEPs 5 to 9 described above is the same as the processing in S5 to S9 in FIG.

  Next, the image processing unit 1 reads the outputs (vehicle speed detection value and yaw rate detection value) of the vehicle speed sensor 4 and the yaw rate sensor 5 (STEP 10). In STEP 10, the turning angle (azimuth angle) of the vehicle 10 is also calculated by integrating the read detection value of the yaw rate.

  On the other hand, the image processing unit 1 executes the processes of STEPs 11 to 13 in parallel with the processes of STEPs 9 and 10 or by the time division process. The processing of STEP 11 to 13 is processing for obtaining the distance of each object extracted in STEP 7 from the vehicle 10, and is the same as the processing of S11 to S13 of FIG. The process is schematically described. First, an area corresponding to each object (for example, a circumscribed square area of the object) in the right image (reference image) is extracted as a search image R1 (STEP 11).

  Next, in the left image, a search area R2 that is an area for searching for the same object as the object included in the search image R1 of the right image is set, and the correlation with the search image R1 is set in the search area R2. The region having the highest probability is extracted as a corresponding image R3 that is an image corresponding to the search image R1 (an image equivalent to the search image R1) (STEP 12). In this case, an area having a luminance distribution that most closely matches the luminance distribution of the search image R1 of the right image is extracted as the corresponding image R3 from the search area R2 of the left image. Note that the processing in STEP 12 is performed using a grayscale image, not a binarized image.

  Next, the number of pixels of the difference between the lateral position (x-direction position) of the center of gravity of the search image R1 in the right image and the lateral position (x-direction position) of the center of gravity of the corresponding image R3 in the left image is defined as parallax Δd. The distance z (distance in the front-rear direction of the vehicle 10) of the target object from the vehicle 10 is calculated using the parallax Δd (STEP 13). The distance z is calculated by the following equation (1).

z = (f × D) / (Δd × p) (1)

Note that f is the focal length of the infrared cameras 2R and 2L, D is the base length (interval of the optical axis) of the infrared cameras 2R and 2L, and p is the pixel pitch (length of one pixel).

  The above is the outline of the processing of STEPs 11 to 13. In addition, the process of STEP11-13 is performed with respect to each target object extracted by said STEP7.

  After the processing of STEP 10 and STEP 13 is completed, the image processing unit 1 next calculates a real space position that is a position (relative position with respect to the vehicle 10) of each object in the real space (STEP 14). The real space position calculated here is, as shown in FIG. 2, the position (X, Y) in the real space coordinate system (XYZ coordinate system) set with the midpoint of the attachment position of the infrared cameras 2R, 2L as the origin. , Z). The X direction and the Y direction of the real space coordinate system are the vehicle width direction and the vertical direction (vertical direction) of the vehicle 10, respectively. These X direction and Y direction are the x direction (horizontal direction) of the right image and the left image. Direction) and y direction (longitudinal direction). The Z direction in the real space coordinate system is the front-rear direction of the vehicle 10. Then, the real space position (X, Y, Z) of the object is calculated by the following equations (2), (3), (4).

X = x × z × p / f (2)
Y = y × z × p / f (3)
Z = z (4)

Note that x and y are the x-coordinate and y-coordinate of the object on the reference image.

  Next, the image processing unit 1 compensates for the influence of the change in the turning angle of the vehicle 10 and increases the accuracy of the real space position of the object, out of the real space position (X, Y, Z) of the object. The position X in the X direction and the position Z in the Z direction are corrected according to the time-series data of the turning angle obtained in STEP 10 from the values obtained by the above formulas (2) and (4) (STEP 15). Specifically, the change amount of the turning angle from the time of the current calculation processing cycle of the image processing unit 1 to the time of the next calculation processing cycle is obtained based on the time series data of the turning angle up to the current time (estimation). To do). The amount of correction of the turning angle may be obtained, for example, by multiplying the detected value (current value) of the yaw rate of the vehicle 10 by a time corresponding to one calculation processing period. Then, the actual space position of the object obtained in STEP 14 is rotationally transformed around the Y axis (vertical axis) by the obtained amount of change in the turning angle (rotational transformation around the Y axis determined by the amount of change in the turning angle). By multiplying the matrix by the column vector of the real space position (X, Y, Z) obtained in STEP 14, the position X in the X direction and the position Z in the Z direction of the real space position (X, Y, Z) are corrected. To do. The real space position after correction corresponds to the position of the object in the coordinate system in which the traveling direction of the vehicle 10 is the Z direction, the horizontal direction orthogonal to the X direction is the X direction, and the vertical direction is the Y direction.

  It should be noted that the processing of STEP 15 is omitted in situations where the traveling direction of the vehicle 10 and the front-rear direction match or substantially coincide with each other (such as a situation where the side slip of the vehicle 10 is sufficiently small) such as a situation where the vehicle 10 is traveling straight ahead. Also good.

  Supplementally, the object position detection means in the present invention (first invention) is configured by the processing in STEPs 1 to 15 described above.

  On the other hand, in parallel with the processing of STEP 4 to STEP 15 described above or by time-sharing processing, the image processing unit 1 travels as a travel path on which the vehicle 10 travels based on the grayscale image acquired in STEP 3. Steps 16 and 17 execute processing for acquiring travel path information that can specify the direction of the lane with respect to the vehicle 10 (the direction of the travel lane extending direction with respect to the vehicle 10).

  In the present embodiment, the lane marker on the left side or the right side of the travel lane (marker that defines a boundary on both sides or one side of the travel lane such as a white line or a yellow line) is used as travel path information that can specify the direction of the travel lane, and the lane marker Is detected (recognized) by the processing of STEPs 16 and 17. Specifically, first, the image processing unit 1 performs edge detection from the grayscale image acquired in STEP 3 (STEP 16). Edge detection is performed by extracting a point where the absolute value of the differential value of luminance in the left-right direction (x direction) of the right image or the left image is a predetermined value or more. Next, the image processing unit 1 detects the lane marker on the left or right side of the traveling lane based on the edge detected in STEP 16 (STEP 17). Specifically, of the edges detected in STEP 17, those that continue linearly on one of the left side and the right side of the vehicle 10 are detected as lane markers. Thereby, the lane marker is acquired as travel route information that can specify the direction of the travel lane. Various methods for detecting lane markers such as white lines and yellow lines based on the captured image are known, and any of them may be used. Further, not only a white line and a yellow line, but also a row of lane markers such as dotbots may be detected.

  The direction of the extension direction of the lane marker thus detected with respect to the vehicle 10 represents the direction of the traveling lane with respect to the vehicle 10.

  Supplementally, in addition to lane markers such as white lines, sidewalks and guardrails on the side of the travel lane may be detected as travel route information that can specify the direction of the travel lane. Moreover, when the curvature of the road ahead of the vehicle 10 etc. can be recognized based on the communication with the exterior of the vehicle 10, map data, etc., you may use that information as traveling road information. In the present embodiment, the lane marker is detected using an image captured by the infrared camera 2R or 2L (infrared image). However, an imaging device (sensitivity in the visible light range) different from the infrared cameras 2R and 2L is used. Camera) may be mounted on the vehicle 10 and the lane marker may be detected from a captured image (visible light image) in front of the vehicle 10 by the imaging device.

  In addition, the travel route information acquisition means in this invention is comprised by the process of STEP16,17.

  After executing the processing of STEP 15 and STEP 17 as described above, the image processing unit 1 next specifies the real space position (X, Y, Z) of the object obtained in STEP 15 by the lane marker detected in STEP 17. It corrects according to the direction of the traveling lane (direction with respect to the vehicle 10) (STEP 18). This correction is performed as follows.

  That is, based on the inclination angle of the lane marker detected in STEP 17 on the right image or the left image, the inclination angle of the lane marker with respect to the front-rear direction of the vehicle 10 (inclination angle in the horizontal plane) is obtained. This inclination angle is the inclination angle of the lane marker at a position (a position close to the vehicle 10) that is a predetermined distance away from the vehicle 10 on the front side of the vehicle 10. Then, by adding the amount of change of the turning angle used in the processing of STEP 15 (the amount of change of the turning angle per one calculation processing cycle) to this inclination angle, the inclination angle of the lane marker with respect to the traveling direction of the vehicle 10 ( This means a deviation angle between the traveling direction of the vehicle 10 and the direction of the traveling lane (direction in a horizontal plane).

  Note that, in a situation where the front-rear direction of the vehicle 10 and the traveling direction match or substantially coincide with each other, the inclination angle of the lane marker with respect to the front-rear direction of the vehicle 10 may be directly obtained as the inclination angle of the lane marker with respect to the traveling direction of the vehicle 10.

  Further, the real space position (X, Y, Z) of the object obtained in STEP 15 is rotationally transformed around the Y axis (around the vertical axis) by the inclination angle obtained in this way (determined according to the inclination angle). The real space position (X, Y, Z) is corrected by multiplying the rotation transformation matrix around the Y axis by the column vector of the real space position (X, Y, Z) obtained in STEP 15). The real space position of the object obtained by such correction is relative to the vehicle 10 when it is assumed that the traveling direction of the vehicle 10 matches the direction of the traveling lane (the traveling direction targeted by the vehicle 10). The relative real space position of the object, specifically, the direction of the traveling lane is the Z direction, the horizontal direction orthogonal to the X direction is the X direction, and the vertical direction is the Y direction. It means the position in the coordinate system fixed to the vehicle 10) matched to the direction. Thereafter, the real space position of the object corrected in STEP 18 is the lane reference real space position, and the coordinate system corresponding to the lane reference real space position (the coordinate system in which the direction of the traveling lane is the Z direction) is the lane reference real space position. It is called a spatial coordinate system. In addition, the real space position of the object obtained in STEP 15 is the vehicle reference real space position, and the coordinate system corresponding to the vehicle reference real space position (the coordinate system in which the actual traveling direction of the vehicle 10 is the Z direction) is the vehicle. It is called a reference real space coordinate system.

  Here, FIG. 7 shows a situation in which the vehicle 10 indicated by the solid line is traveling on the traveling lane 50 partitioned by the lane markers 50a and 50b. In this situation, the current traveling direction of the vehicle 10 indicated by the solid line is the direction indicated by the arrow B, and the traveling direction is an angle with respect to the direction of the traveling lane 50 (the extending direction of the lane markers 50a and 50b). It is inclined by an inclination angle of θx (≠ 0). In the illustrated example, the front-rear direction of the vehicle 10 matches the traveling direction. In this case, the vehicle reference real space position of the objects X1 and X2 represented by the hatched circles in the figure is the vehicle reference real space coordinates fixed to the vehicle 10 with the traveling direction of the vehicle 10 indicated by the solid line as the Z direction. It represents the position in the system. On the other hand, the lane reference real space position is the traveling direction of the vehicle 10 indicated by the two-dot chain line in FIG. 7, that is, the traveling direction of the vehicle 10 in which the traveling direction (front-rear direction) coincides with the direction of the traveling lane (= running) The direction in the lane reference real space coordinates fixed to the vehicle 10 is represented by the Z direction as the lane direction.

  After the processing of STEP 18, the image processing unit 1 obtains a movement vector of the object relative to the vehicle 10 (STEP 19). Specifically, a straight line approximating time series data in a predetermined period (a period from the current time to a predetermined time before, hereinafter referred to as a monitoring period) of the lane reference real space position for the same object is obtained, and the predetermined time before A vector heading from the position (point) of the object on the straight line at the time (initial time of the monitoring period) to the position (point) of the object on the straight line at the current time (end time of the monitoring period) Obtained as the movement vector of an object. The movement vector obtained in this way corresponds to the relative movement vector in the present invention, and is proportional to the relative velocity vector of the object with respect to the vehicle 10. The movement vector indicates a relative movement direction of the object with respect to the vehicle 10 when the traveling direction of the vehicle 10 matches the direction of the traveling lane.

  Next, the image processing unit 1 performs an avoidance target determination process for determining whether or not each target object (binarized target object) extracted in STEP 7 is an avoidance target that should avoid contact with the vehicle 10. Execute (STEP 20). Details of this avoidance target determination process will be described later.

  In the avoidance target determination process of STEP 20 described above, when it is determined that the target object is not the avoidance target (more precisely, when all target objects are determined not to be the avoidance target), the determination result of STEP 20 is NO. Become. In this case, the processing in the current arithmetic processing cycle is completed, and the processing from STEP1 is repeated in the next arithmetic processing cycle. Further, when it is determined in STEP 20 that the object is an avoidance object (when there is an object determined to be an avoidance object), the determination result in STEP 20 is YES. In this case, proceeding to STEP 21, the image processing unit 1 performs a warning output determination process for determining whether or not the driver of the vehicle 10 should be alerted to an object determined to be an avoidance target. Execute. In this alerting output determination process, it is confirmed from the output of the brake sensor 5 that the driver has operated the brake of the vehicle 10 and the vehicle 10 is decelerating acceleration (acceleration in the vehicle speed decreasing direction is positive). ) Is greater than a predetermined threshold (> 0), it is determined that no alerting is to be performed. In addition, when the driver does not perform a braking operation or when the deceleration acceleration of the vehicle 10 is equal to or less than a predetermined threshold even if the braking operation is performed, it is determined that attention should be given. .

  If the image processing unit 1 determines that attention should be given (when the determination result in STEP 21 is YES), the image processing unit 1 issues a warning by the speaker 6 and the display device 7 to the driver of the vehicle 10. The alerting process performed is performed (STEP 22). Then, after this alerting process, the process in the current calculation process cycle is terminated, and the process from STEP 1 is resumed in the next calculation process cycle. In the alerting process, for example, the reference image is displayed on the display device 7 and the image of the target object to be avoided in the reference image is highlighted. Furthermore, a voice guidance is provided from the speaker 6 to the driver that such an object exists. This alerts the driver to the object. Note that the driver may be alerted only by either the speaker 6 or the display device 7.

  Further, when it is determined in STEP 21 that no alerting is performed (when it is determined that alerting is not performed for all objects to be avoided), the determination result in STEP 21 is NO. In this case, the processing of the current arithmetic processing cycle is finished as it is, and the processing from STEP1 is resumed in the next arithmetic processing cycle.

  Supplementally, in the present embodiment, the display device 7 and the speaker 6 correspond to predetermined devices in the present invention. Further, when the vehicle 10 can operate any one of the vehicle steering device, the brake device, and the accelerator device by an actuator (and thus the traveling behavior of the vehicle 10 can be operated), the vehicle is determined to be an avoidance target in STEP 20. The steering device, the brake device, and the accelerator device of the vehicle 10 may be controlled so as to avoid the contact with the target object or to facilitate the avoidance. For example, the accelerator device is controlled to make acceleration difficult so that the required pedaling force of the accelerator pedal by the driver becomes larger than when there is no target object to be avoided (normal case). Alternatively, the required rotational force of the steering handle toward the steering direction of the steering device required to avoid contact between the avoidance target and the vehicle 10 is made lower than the required rotational force of the steering handle toward the opposite side, The steering handle can be easily operated in the steering direction. Or the increase speed of the braking force of the vehicle 10 according to the depression amount of the brake pedal of a brake device is made higher than usual. By doing in this way, the driving | operation of the vehicle 10 for avoiding a contact with an avoidance object becomes easy.

  Note that the control of the steering device as described above and the alerting by the display device 7 or the speaker 6 may be performed in parallel.

  The above is the overall operation of the periphery monitoring device of this embodiment.

  Next, the avoidance target determination process of STEP 20 that will be described later will be described in detail with reference to FIGS. 5, 6, and 7. FIG. 5 is a flowchart showing the process of STEP 20, and FIG. 6 is a diagram for explaining the first area AR1 and the second area AR2 used in the process.

  Referring to FIG. 5, in the avoidance target determination process of STEP 20, first, a first object position determination process is executed as a first determination process related to the lane reference real space position of the target object (STEP 31). This first object position determination process is a process for determining whether or not the contact between the vehicle 10 and the object can be avoided with sufficient margin by steering or braking operation of the vehicle 10. Specifically, in the first object position determination process, the direction of the traveling lane (the lane reference real space coordinate system) in the imaging area of the infrared cameras 2R and 2L (the area within the viewing angle of the infrared cameras 2R and 2L). The current lane reference real space position (current value of the lane reference real space position) of the object is in a region where the distance from the vehicle 10 in the Z direction) is equal to or less than a predetermined value (hereinafter referred to as the first region AR1). It is determined whether or not it exists.

  In this case, the predetermined value regarding the distance from the vehicle 10 is set for each object (binarized object) extracted in STEP4. Specifically, by dividing the Z-direction component (Z-direction component in the lane reference real space coordinate system) of the movement vector by the time of the monitoring period for obtaining the movement vector in STEP 19, the monitor The average speed Vz of the object over the period (average value Vz of the relative speed of the object in the direction of the traveling lane) is obtained, and this average speed Vz is multiplied by a predetermined constant T (time dimension constant). The value Vz · T is set as the predetermined value that defines the boundary in the Z direction of the first area AR1.

  The first area AR1 set in this way is an area of the triangle abc in FIG. 6 in plan view. The straight line L1 including the line segment ab and the straight line L2 including the line segment ac are the left and right boundary lines of the viewing angles (horizontal viewing angles) of the infrared cameras 2R and 2L. In addition, the first area AR1 is an area having a predetermined height (for example, about twice the height of the vehicle 10) in the vertical direction.

  Supplementally, in FIG. 6, the vehicle 10 is illustrated in a state in which the traveling direction thereof matches the direction of the traveling lane.

  The first object position determination process in STEP 31 is a process for determining whether or not an object exists in the first area AR1 determined corresponding to each object as described above. The spatial position in the Z direction (this means the distance of the object from the vehicle 10 in the same direction as the direction of the traveling lane) is Vz · T or less, and the Y direction position (vertical direction position) is a predetermined value. When the position is equal to or lower than the height, it is determined that the object exists in the first area AR1. When the relative speed Vz of the object in the same direction as the direction of the travel lane is a relative speed away from the vehicle 10, it is determined that the object does not exist in the first area AR1.

  In STEP 31, when it is determined that the object does not exist in the first area AR1 (when the determination result in STEP 31 is NO), the vehicle 10 is brought into contact with the object by steering or braking operation. It is a situation that can be avoided with a margin. In this case, the image processing unit 1 determines in STEP 37 that the object is not an avoidance object (there is no possibility of contact with the vehicle 10), and ends the avoidance object determination process for the object. To do.

  On the other hand, when it is determined in STEP 31 that the object is present in the first area AR1 (when the determination result in STEP 31 is YES), the image processing unit 1 further relates to the lane reference real space position of the object. A second object position determination process as a second determination process is executed (STEP 32). The second object position determination process is a process for determining whether or not the possibility of contact between the vehicle 10 and the object is high when the position of the object is maintained at the current position.

  Specifically, in the second object position determination process, the object travels on both sides of the vehicle 10 (a vehicle whose traveling direction matches the direction of the traveling lane) as shown in FIG. It is determined whether or not it exists in an area AR2 (hereinafter referred to as a second area AR2) between a pair of boundary lines L3 and L4 set so as to extend in the direction (= direction of the traveling lane).

  In this case, the left and right boundary lines L3 and L4 of the second area AR2 are, as shown in FIG. 6, when the distance between them is W, the vehicle width center line L0 (more precisely, the vehicle 10 (A line parallel to the direction of the traveling lane through a center point in the vehicle width direction at the front end) is set at a position having the same distance W / 2 on the left and right. The interval W between the boundary lines L3 and L4 is set to be slightly wider than the vehicle width α of the vehicle 10. In the second object position determination process in STEP 32, whether or not the object exists in the second area AR2 (the boundary lines L3 and L4 of the second area AR2 are parallel to the direction of the traveling lane) determined as described above. It is a process which determines. In the determination, the value of the X-direction component of the current lane reference real space position of the target is the X direction position of the boundary line L3 (X direction position in the lane reference real space coordinate system) of the second area AR2, and It is determined by whether or not it is a value between the X direction position of the boundary line L4 (X direction position in the lane reference real space coordinate system).

  For example, in the situation shown in FIG. 7, the second area AR2 is set to an area indicated by a two-dot chain line in FIG. Therefore, for the object X1 in FIG. 7, it is determined that the lane reference real space position exists in the second area AR2. If the second area AR2 is set in the vehicle reference coordinate system, the second area AR2 becomes an area indicated by a solid line in FIG. In this case, the object X1 does not exist in the second area AR2.

  Supplementally, the width W of the second area AR2 may be changed according to the traveling environment of the vehicle 10 (the vehicle speed of the vehicle 10, the distance between the vehicle and the preceding vehicle, etc.).

  In STEP 32, when it is determined that the lane reference real space position of the object exists in the second area AR2 (when the determination result in STEP 32 is YES), the object is assumed to remain at the current position. There is a high possibility that an object will come into contact with the vehicle 10 in the near future. This is because, even if the actual traveling direction of the current vehicle 10 does not match the direction of the traveling lane, the vehicle 10 will travel in the same direction as the direction of the traveling lane in the future. In this case, in this embodiment, it is determined that the target object is an avoidance target on the condition that the target object is a pedestrian (person).

  Specifically, the image processing unit 1 next performs a determination process of whether or not the object is a pedestrian (person) (more precisely, whether or not there is a high possibility of being a person) (STEP 33). To determine whether or not the object is a pedestrian, a known method (for example, the method described in Patent Document 2) may be used, and the shape and size of the object on the grayscale image, This can be done based on features such as luminance distribution.

  In this pedestrian determination process of STEP 33, if it is determined that the object is likely to be a pedestrian, the process proceeds to STEP 34 in order to increase the reliability of the determination that the object is a pedestrian. A process for determining whether or not the object is an artificial structure is performed. The determination as to whether or not the object is an artificial structure is performed, for example, in the same manner as the process of S35 of FIG. Therefore, although detailed description in the present specification is omitted, generally, the presence or absence of a straight line portion or a right angle portion of the object on the gray scale image, the image of the object with a predetermined registered figure This is based on the degree of matching.

  When it is determined in STEP 34 that the object is not an artificial structure (when the determination result in STEP 34 is NO), the probability that the object is a person (pedestrian) is high. Therefore, in this case, the image processing unit 1 determines in STEP 35 that the object is an avoidance target, and ends the first avoidance target determination process. Therefore, when it is determined that the object exists in the second area AR2 in the first area AR1, the object is likely to be a pedestrian, and is not an artificial structure, the object Is determined to be an avoidance target.

  If it is determined in STEP 33 that the object is not a pedestrian, or if it is determined in STEP 34 that the object is an artificial structure, the process proceeds to STEP 36 and it is determined that the object is not an avoidance target. Then, the first avoidance target determination process ends.

  On the other hand, when it is determined in STEP 32 that the object does not exist in the second area AR2 (when the determination result in STEP 32 is NO), the image processing unit 1 next relates to the moving direction of the object. An approach contact determination process is executed (STEP 37). This approach contact determination process is a process for determining whether or not an object enters the second area AR2 and is highly likely to come into contact with the vehicle 10. Specifically, assuming that the movement vector of the object obtained in STEP 19 is maintained as it is, the straight line including this movement vector and the XY plane of the lane reference real space coordinate system at the front end position of the vehicle 10 The position in the X direction of the intersection is determined. The determined X-direction position is a predetermined range (range slightly wider than the vehicle width of the vehicle 10) centered on the center point (the origin of the lane reference real space coordinate system) of the front end surface of the vehicle 10 in the vehicle width direction. Is a requirement (hereinafter referred to as an entry contact requirement), it is determined whether or not the entry contact requirement is satisfied.

  In STEP 37, when the object satisfies the entry contact requirement (when the determination result in STEP 37 is YES), the object is highly likely to come into contact with the vehicle 10 in the future. Therefore, in this case, the image processing unit 1 determines in STEP 35 that the target object is an avoidance target, and ends the avoidance target determination process.

  In the situation shown in FIG. 7, it is determined that the target object X2 satisfies the approach contact requirement, and the target object X2 is an avoidance target. If the movement vector is recognized in the vehicle reference real space coordinate system, the object X2 does not satisfy the entry contact requirement in STEP37 in the situation shown in FIG.

  In STEP 37, when the object does not satisfy the entry contact requirement (when the determination result in STEP 37 is NO), the object is less likely to come into contact with the vehicle 10, so the image processing unit 1 In STEP 37, it is determined that the object is not an avoidance target, and the avoidance target determination process is terminated.

  The above is the details of the avoidance target determination process of STEP20.

  Supplementally, the process of STEP 19 and STEP 31, 32, and 37 of STEP 20 constitutes a contact possibility determination means in the present invention (first invention).

  In the embodiment described above, the relative position and movement vector of the object with respect to the vehicle 10 in a state where the traveling direction of the vehicle 10 matches the direction of the traveling lane are recognized, and the vehicle is based on the relative position and movement vector. The possibility of contact between the object 10 and the object is determined. For this reason, even if the traveling direction of the vehicle 10 varies with the direction of the travel lane, the possibility of contact between the vehicle 10 and the object can be determined with high accuracy.

  Next, a second embodiment of the present invention will be described with reference to FIG. In this embodiment, only a part of the processing is different from the first embodiment. Therefore, the difference will be mainly described, and the same components and processing parts as those in the first embodiment will be described. The same reference numerals as in the first embodiment are used, and detailed description thereof is omitted.

  In the first embodiment, the movement vector as the relative movement vector of the object with respect to the vehicle 10 is the real space position of the object obtained in STEP 18 of FIG. 4 (the real space position after correction according to the direction of the traveling lane). Based on the time series of. On the other hand, in the present embodiment, the movement of the object is based on the time series of the real space position (corrected real space position corresponding to the change in the turning angle of the vehicle 10) obtained in STEP15. A vector is obtained, and the movement vector is corrected according to the direction of the traveling lane.

  FIG. 8 is a flowchart showing processing after STEP 18 in the present embodiment.

  With reference to the figure, in this embodiment, the image processing unit 1 executes the processing of STEP 15 and STEP 17 of FIG. 3 and then determines the real space position (vehicle reference real space position) of the object obtained in STEP 15. The correction is made according to the direction of the traveling lane specified by the lane marker detected in STEP 17 (STEP 18). This process is the same as the process of STEP 18 of the first embodiment. Thereby, the lane reference real space position of the object is obtained.

  Next, the image processing unit 1 obtains a movement vector of the object with respect to the vehicle 10 (STEP 19a). In this case, in the processing of STEP 19a, time series data in a predetermined period (monitoring period from the current time to a predetermined time) of the vehicle reference real space position for the same object, that is, the real space position obtained in STEP 15 is approximated. The position of the object on the straight line at the current time (end time of the monitoring period) from the position (point) of the object on the straight line at a time before the predetermined time (the initial time of the monitoring period) A vector directed to (point) is obtained as a movement vector of the object. The processing of STEP 19a constitutes the relative movement vector recognition means in the present invention.

  Next, the image processing unit 1 corrects the movement vector (relative movement vector) obtained in STEP 19a according to the direction of the traveling lane (direction relative to the vehicle 10) specified by the lane marker detected in STEP 17 (STEP 19b). This correction is performed by rotationally converting the movement vector in the same manner as in STEP18. Specifically, only the inclination angle of the lane marker with respect to the traveling direction of the vehicle 10 (this is obtained in STEP 18), the movement vector of the object obtained in STEP 19a is rotationally converted around the Y axis (around the vertical axis) (lane marker). By multiplying the rotation transformation matrix around the Y axis determined according to the inclination angle of the movement vector (specifically, a vector composed of coordinate component values in the vehicle reference real space coordinate system) obtained in STEP 19a, The movement vector is corrected. The movement vector corrected in this way represents the relative movement direction of the object with respect to the vehicle 10 when the traveling direction of the vehicle 10 matches the direction of the traveling lane. Therefore, this movement vector corresponds to the movement vector obtained in STEP 19 in the first embodiment.

  Supplementally, the relative movement vector correction means in the present invention (the fifth invention) is configured by the processing of STEP 19b.

  After the process of STEP 19b, the same process as the determination process of STEPs 20 to 22 of the first embodiment is executed. In this case, in this embodiment, the contact possibility determination means in the present invention (the fifth invention) is configured by the processing of STEP 37 of STEP 20.

  Processes and configurations other than those described above are the same as those in the first embodiment.

  In the second embodiment described above, as in the first embodiment, the vehicle 10 and the object can be contacted even when the traveling direction of the vehicle 10 varies with the direction of the travel lane. Can be determined with high accuracy.

  In each of the embodiments described above, the relative position of the target object with respect to the vehicle 10 and the relative movement vector are obtained based on the captured image. However, for example, using the radar, the relative position of the target object, A relative movement vector may be obtained. Further, in each of the above embodiments, the relative movement vector of the object is obtained based on the time series of the relative position of the object. However, when a scanning radar is used, the Doppler effect is used. It is also possible to directly detect the relative movement vector of the object.

  Further, in each of the above embodiments, taking into account the deviation between the traveling direction of the vehicle 10 and the direction of the traveling lane ahead of the vehicle 10 in plan view, the traveling walking of the vehicle 10 is performed in the direction of the traveling lane ahead of the vehicle 10. The case where the relative position of the object with respect to the vehicle 10 and the relative movement vector are corrected by rotating around the Y axis (about the vertical axis) so as to match the above has been described as an example. However, in the case where a deviation of the traveling direction of the vehicle 10 or the front-rear direction and the direction of the traveling path ahead of the vehicle 10 occurs in a side view due to the inclination of the road surface from the horizontal plane or the pitching of the vehicle 10. May be corrected by rotationally converting the relative position of the object with respect to the vehicle 10 and the relative movement vector around the X axis (around the axis in the left-right direction). For example, when the vehicle is going down a hill and an object is present on a horizontal travel path ahead of the hill, the traveling direction of the vehicle 10 in the direction of the horizontal travel path (direction in a side view) Alternatively, the relative position of the object with respect to the vehicle 10 and the relative movement vector may be rotationally converted around the X axis so as to match the front-rear direction. Similarly, for example, when the vehicle is traveling on a horizontal traveling path and an object is present on the hill ahead, the traveling direction of the vehicle 10 or the front-rear direction in the direction of the hill (direction in a side view) The relative position of the object with respect to the vehicle 10 and the relative movement vector may be rotationally converted around the X axis so as to be matched. The rotation conversion around the Y axis and the rotation conversion around the X axis may be used in combination.

1 is a block diagram showing the overall configuration of a vehicle periphery monitoring device in a first embodiment of the present invention. The perspective view which shows the external appearance of the vehicle carrying the periphery monitoring apparatus of FIG. 3 is a flowchart showing processing of an image processing unit provided in the periphery monitoring device of FIG. 1. 3 is a flowchart showing processing of an image processing unit provided in the periphery monitoring device of FIG. 1. The flowchart which shows the process of STEP20 of FIG. The figure for demonstrating 1st area | region AR1 and 2nd area | region AR2 used by the process of the flowchart of FIG. The figure which shows the state in which the vehicle 10 in embodiment is drive | working the driving lane 50 (traveling path). The flowchart which shows the process of the principal part of the image processing unit in 2nd Embodiment of this invention.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 ... Vehicle, STEP1-15 ... Object position detection means, STEP16, 17 ... Traveling path information acquisition means, STEP19, 31, 32, 37 ... Contact possibility judgment means, STEP19b ... Relative movement vector correction means.

Claims (4)

An object position detecting means for detecting a relative position of the object existing on the front side of the vehicle with respect to the vehicle;
Road information acquisition means for acquiring road information capable of specifying the direction of the road along which the vehicle is traveling;
Object position correcting means for correcting the detected relative position of the object based on the acquired travel path information;
Contact possibility determination means for determining the possibility of contact of the object with the vehicle using at least the corrected relative position of the object ;
The object position correcting means is a target for the vehicle when it is assumed that the corrected relative position of the object matches the traveling direction of the vehicle with the direction of the traveling path specified by the traveling path information. An apparatus for monitoring the periphery of a vehicle, wherein the relative position of the detected object is corrected in accordance with a direction of the travel path specified by the travel path information so as to be equal to a relative position of an object . The contact possibility determination means includes means for determining the possibility of contact of the target object with a vehicle based on whether or not the corrected relative position of the target object is within a predetermined region. 2. The vehicle periphery monitoring device according to claim 1, wherein The contact possibility determination means includes means for obtaining a relative movement vector representing a relative movement direction of the object relative to the vehicle based on a time series of the corrected relative position of the object, and based on the relative movement vector. The vehicle periphery monitoring device according to claim 1, further comprising means for determining the possibility of contact of the object with the vehicle. A relative movement vector recognition means for recognizing a relative movement vector representing a relative movement direction of an object existing on the front side of the vehicle with respect to the vehicle;
Road information acquisition means for acquiring road information capable of specifying the direction of the road along which the vehicle is traveling;
Relative movement vector correction means for correcting the recognized relative movement vector based on the acquired travel route information;
Contact possibility judging means for judging the possibility of contact of the object with the vehicle based on at least the corrected relative movement vector ;
The relative movement vector correction means is a target for the vehicle when it is assumed that the direction of the corrected relative movement vector matches the traveling direction of the vehicle with the direction of the traveling path specified by the traveling path information. An apparatus for monitoring the periphery of a vehicle , wherein the recognized relative movement vector is corrected in accordance with a direction of the travel path specified by the travel path information so as to be equal to a relative movement direction of an object.

Images