JP4689546B2 - Vehicle object detection device - Google Patents

Description

  The present invention relates to a vehicle object detection device.

  2. Description of the Related Art A vehicle control device that recognizes a vehicle (preceding vehicle) that travels immediately before the host vehicle using a radar or the like mounted on the host vehicle and performs inter-vehicle distance control with the preceding vehicle is known. In this vehicle control device, when the driver uses a switch or the like provided inside the vehicle to set the vehicle control device to ON, the set speed of the own vehicle, the distance mode to the preceding vehicle, etc., the vehicle control device sets the setting. Based on the above, vehicle control that keeps the distance between the vehicle and the preceding vehicle constant (hereinafter referred to as cruise control with distance control) is performed.

  In order to perform vehicle control of the host vehicle based on the preceding vehicle, it is necessary to appropriately recognize the preceding vehicle. As a method for recognizing the preceding vehicle, an estimated traveling locus of the own vehicle is calculated based on the speed, yaw rate and rudder angle information of the own vehicle, and an object (traveling vehicle) is detected by a radar mounted on the own vehicle. There is known a method for recognizing a traveling vehicle on a control target area centered on the estimated traveling locus of the vehicle as a preceding vehicle.

  In this case, it is possible to perform tracking by obtaining tracking information of the detected object, such as how the object that can be the target is moving and how often the object is present in the control target area. Indispensable. By reliably performing tracking on the object, for example, when the detection data of the object is unstable, a process of smoothing the detection data can be performed.

Conventionally, as a tracking method for such an object, as shown in FIG. 6, the position of the object at the current detection is predicted with the position of the previously detected object as the origin, and the object is moved around the predicted position. Assuming an area (hereinafter referred to as tracking area), if there is an object detected this time within this tracking area, it is determined that there is continuity between the current detection data and the previous detection data as a reference In general, tracking is performed (see, for example, Patent Document 1).
JP 2004-132734 A

  However, for example, when the own vehicle is following the preceding vehicle and the preceding vehicle enters a small R corner such as a general road, the preceding vehicle is not yet entered the corner. It moves in the lateral direction relative to the host vehicle (direction perpendicular to the traveling direction of the host vehicle). When the amount of movement in the lateral direction is large, as shown in FIG. 7, the preceding vehicle may be out of the tracking area, and the preceding vehicle may not be tracked.

If the preceding vehicle cannot be tracked as described above, the preceding vehicle is canceled as a control target, and it takes time to recognize the preceding vehicle as a control target again. Therefore, for example, the control operation timing of the host vehicle with respect to the sudden deceleration behavior of the preceding vehicle in the middle of the corner or at the corner exit may be delayed.
In order to cope with this, a method of setting the tracking area wide in advance is conceivable. However, if the tracking area is easily set wide, for example, when there are a plurality of objects, there are a plurality of candidates that can be controlled. As a result, the accuracy of the continuity determination may be reduced.
Accordingly, the present invention provides a vehicle object detection device that can optimize the tracking area according to the situation and determine the continuity of the object with high accuracy.

The vehicle object detection device according to the present invention employs the following means in order to solve the above problems.
According to a first aspect of the present invention, there is provided an object detection means (for example, a radar in an embodiment to be described later) that detects an object data by transmitting an electromagnetic wave, receiving a reflected wave reflected by the object, and detecting the position and velocity of the object as object data. Device 15), object position prediction means (for example, tracking processing unit 35 in an embodiment described later) for predicting the position of the object at the time of detection based on the object data previously detected by the object detection means, and the object A sequence in which it is determined that there is continuity between the object data detected last time by the object detection means and the object data detected this time when an object is detected in the prediction region including the position predicted by the position prediction means. And a vehicle object detection device (for example, in the later-described embodiment), having a sex determination means (for example, a tracking processing unit 35 in the later-described embodiment). In the vehicle object detection device 1), a lateral movement amount calculation means for calculating a lateral movement amount of an object based on a history of object data detected by the object detection means (for example, a lateral movement amount calculation in an embodiment described later). Unit 33), deceleration intention detection means for detecting the driver's intention to suppress acceleration or deceleration (for example, driving intention determination unit 34 in an embodiment described later), and the lateral movement of the object calculated by the lateral movement amount calculation means. Prediction area changing means for changing the prediction area when the movement amount is a predetermined value or more and the driver's intention to suppress acceleration or the intention to decelerate is detected by the deceleration intention detection means (for example, tracking processing in an embodiment described later) Part 35).
With this configuration, when the lateral movement amount of the object is equal to or greater than a predetermined value and the driver's intention to suppress acceleration or the intention to decelerate is detected, a vehicle to be controlled (hereinafter abbreviated as a control target vehicle) By assuming that entry into the corner has started and changing the prediction area based on the driver's intention to decelerate and the behavior of the controlled vehicle when entering the corner of the host vehicle and the controlled vehicle, Even when the vehicle enters the vehicle, it is possible to stably determine the association (continuity) between the object data of the control target vehicle detected last time and the object data of the control target vehicle detected this time. In addition, since the prediction area is changed as necessary and unnecessary prediction area is not changed, it is possible to prevent erroneous determination of data association due to unnecessary prediction area change.

The invention according to claim 2 is the invention according to claim 2, wherein the prediction region changing means is a first predetermined time before a driver's acceleration suppression intention or a deceleration intention is detected by the deceleration intention detection means. When the lateral movement amount is greater than or equal to the first determination threshold and the lateral movement amount in a second predetermined time before the first predetermined time is less than the second determination threshold smaller than the first determination threshold, It is determined that the movement amount is equal to or greater than a predetermined value.
By configuring in this way, the control target vehicle is in a straight traveling state and stably detecting the control target vehicle when the lateral movement amount is less than the second determination threshold before the second predetermined time. In addition, since it is possible to determine that the control target vehicle has started entering the corner when the lateral movement amount is equal to or greater than the first determination threshold before the first predetermined time, the control target vehicle It is possible to more accurately determine the start of entering the corner.

The invention according to claim 3 is the invention according to claim 1 or 2, wherein the prediction area changing means continues changing the prediction area until it is determined that the host vehicle is in a straight traveling state. To do.
By configuring in this way, it is possible to cope with the lateral movement of the controlled vehicle at the corner exit as well as when entering the corner. The association (continuity) determination with the object data of the vehicle to be detected can be stably performed.

The invention according to claim 4 is the invention according to any one of claims 1 to 3, wherein the prediction region changing means sets the prediction region as the strength of the driver's acceleration suppression intention or deceleration intention increases. It is characterized by being enlarged.
Since the driver's willingness to suppress acceleration or deceleration is large, it is expected that the curvature of the corner to enter is large, so by changing the prediction area according to the strength of the driver's willingness to suppress or decelerate In addition, a prediction area having an appropriate size according to the curvature of the corner can be set.

The invention according to claim 5 is the invention according to any one of claims 1 to 4, characterized in that the prediction area changing means enlarges the prediction area as the lateral movement amount of the object increases. To do.
A large amount of lateral movement of the object is expected to have a large curvature at the corner to enter. Therefore, by changing the prediction area according to the amount of lateral movement of the object, it is possible to make an appropriate adjustment according to the curvature of the corner. A prediction area of a large size can be set.

The invention according to claim 6 is the invention according to any one of claims 1 to 5, wherein the prediction area changing means enlarges the prediction area in the same direction as the moving direction of the object. .
By configuring in this way, it is possible to set an appropriate prediction region.

The invention according to claim 7 is the invention according to any one of claims 1 to 6, wherein the deceleration intention detection means is operated according to an operation state of an accelerator pedal, a brake pedal, or an acceleration / deceleration operation switch. It is characterized by detecting a person's intention to suppress acceleration or deceleration.
With this configuration, it is possible to quickly and appropriately determine the driver's intention to suppress acceleration or the intention to decelerate.

According to the first aspect of the present invention, it is possible to stably determine the association (continuity) between the object data of the control target vehicle detected last time and the object data of the control target vehicle detected this time even when entering the corner. become. In addition, it is possible to prevent erroneous determination of data association associated with an unnecessary prediction area change.
According to the invention which concerns on Claim 2, it can determine more accurately the start of approach to the corner of a control object vehicle.
According to the third aspect of the invention, it is possible to stably determine the association (continuity) between the object data of the control target vehicle detected last time and the object data of the control target vehicle detected this time not only when entering the corner but also at the corner exit. Can be done.

According to the invention which concerns on Claim 4, the prediction area | region of an appropriate magnitude | size according to the curvature of a corner is set by changing a prediction area | region according to the strength of a driver | operator's acceleration suppression intention or the deceleration intention. Can do.
According to the invention which concerns on Claim 5, the prediction area | region of a suitable magnitude | size according to the curvature of a corner can be set by changing a prediction area | region according to the magnitude | size of the amount of horizontal movement of an object.
According to the invention which concerns on Claim 6, the setting of a suitable prediction area | region can be performed.
According to the invention of claim 7, it is possible to quickly and appropriately determine the driver's intention to suppress acceleration or the intention to decelerate.

Embodiments of a vehicle object detection device according to the present invention will be described below with reference to the drawings of FIGS.
As shown in the functional block diagram of FIG. 1, a vehicle object detection device 1 according to the present invention includes a yaw rate sensor 11, a steering angle sensor 12, a vehicle speed sensor 13, a navigation device 14, a radar device (object detection means) 15, an accelerator. The vehicle is equipped with a sensor 16, a brake sensor 17, a related switch (acceleration / deceleration operation switch) 18, a deceleration actuator 19, an acceleration actuator 20, a control state notification device 21, and a control device 30. The vehicle object detection device 1 is used for detection of a preceding vehicle, for example, when performing vehicle control (for example, cruise control with inter-vehicle distance control) of the own vehicle based on a preceding vehicle traveling immediately before the own vehicle. In this embodiment, cruise control with inter-vehicle distance control will be described as an example of the vehicle control.

The yaw rate sensor 11 detects the yaw rate of the host vehicle, the steering angle sensor 12 detects the steering angle of the host vehicle, the vehicle speed sensor 13 detects the vehicle speed of the host vehicle, and a detection signal corresponding to each detection result is controlled. Output to 30.
For example, the navigation device 14 performs map matching on map data stored inside the device based on current position information obtained by using GPS (Global Positioning System), D-GPS (Differential GPS), or the like. The current position of the host vehicle is calculated, processing such as route search to the destination and route guidance is performed based on the calculated current position, and information such as the current position of the host vehicle is output to the control device 30.

  The radar device 15 (object detection means) transmits an electromagnetic wave such as a laser beam or a millimeter wave toward an appropriate detection direction (for example, forward in the traveling direction of the host vehicle), and the transmitted electromagnetic wave is external to the host vehicle. The reflected wave is received when it is reflected by the object (for example, the preceding vehicle), the transmitted electromagnetic wave and the received electromagnetic wave (reflected wave) are mixed to generate a beat signal, and output to the control device 30.

The accelerator sensor 16 detects the displacement amount (depression amount) of the accelerator pedal, and the brake sensor 17 detects the displacement amount (depression amount) of the brake pedal, and outputs a detection signal corresponding to the detection result to the control device 30. .
The related switches 18 are various switches related to the vehicle control system (for example, cruise control ON / OFF switch with inter-vehicle distance control, acceleration / deceleration operation switch for increasing / decreasing the set vehicle speed during cruise control, etc.). A command signal is input to the control device 30.

The deceleration actuator 19 controls the throttle opening and brake fluid pressure, for example, according to a command from the control device 30, and decelerates the host vehicle.
The acceleration actuator 20 controls the throttle opening, for example, according to a command from the control device 30 to accelerate the host vehicle.
The control state notification device 21 notifies the driver of information input from the control device 30 using display means such as a meter.

The control device 30 includes a host vehicle trajectory estimation unit 31, a control target region setting unit 32, an object lateral movement amount calculation unit 33, a driving intention determination unit 34, a tracking processing unit 35, a control target determination unit 36, and a control target value determination unit 37. The vehicle control unit 38 is provided.
The own vehicle trajectory estimation unit 31 receives information such as the yaw rate sensor 11, the steering angle sensor 12, the detection signal of the vehicle speed sensor 13, and the current position of the own vehicle calculated by the navigation device 14. Estimates the travel trajectory of the host vehicle based on these inputs and outputs it to the control target area setting unit 32.
The control target area setting unit 32 determines the own lane based on the traveling locus of the own vehicle input from the own vehicle locus estimating unit 31, and is a range that is controlled within a certain distance range in the vertical direction of the set own lane. (Hereinafter, referred to as a control target area), and the set control target area is output to the control target determining unit 36. Here, the own lane is a straight line indicating the traveling direction of the own vehicle.

Based on the beat signal input from the radar device 15, the object lateral movement amount calculation unit 33 calculates a relative distance, a relative speed, a lateral relative speed, and the like between the object that reflects the electromagnetic wave and the host vehicle, and a tracking processing unit. To 35. Here, the lateral relative speed refers to a component of relative speed in a direction perpendicular to the traveling direction of the host vehicle.
The object lateral movement amount calculation unit 33 calculates a lateral relative movement amount (hereinafter, abbreviated as a lateral movement amount) of the object based on the history information of the object detected by the radar device 15, and a tracking processing unit. To 35. Here, the lateral movement amount means a relative movement amount in a direction perpendicular to the traveling direction of the host vehicle.

  A detection signal of the accelerator sensor 16 and the brake sensor 17 and a command signal of the related switch 18 are input to the driving intention determination unit 34, and the driving intention determination unit 34 is based on these inputs and the driver's intention to suppress acceleration or deceleration. The presence / absence and strength of the signal are detected and output to the tracking processing unit 35. In this embodiment, the willingness detection means is realized by the driving intention determination unit 34.

The tracking processing unit 35 performs processing for associating the previous detection data of the object input from the object lateral movement amount calculation unit 33 with the current detection data, and information necessary for determining the control target in the control target determination unit 36. Perform the association process. This association processing is performed based on the previous detection data input from the object lateral movement amount calculation unit 33 with respect to the control target (that is, the preceding vehicle) previously determined by the control target determination unit 36, and the preceding vehicle detected previously. Predict the position of the preceding vehicle at the time of detection this time using the position as the origin, set the tracking area of the preceding vehicle around this predicted position, and detect this time when the object detected this time exists in this tracking area There is continuity between the data and the previous detection data, and the object detected this time in the tracking area and the preceding vehicle determined last time are associated with each other.
When executing this association processing, the tracking processing unit 35 receives information such as the driver's deceleration intention input from the driving intention determination unit 34 and the side of the preceding vehicle input from the object lateral movement amount calculation unit 33. When it is estimated that the preceding vehicle has entered the corner based on the amount of movement, control is performed to expand the tracking area during cornering more than the tracking area set during straight traveling. The tracking area change control will be described in detail later.
In this embodiment, the tracking processing unit 35 implements an object position prediction unit, a continuity determination unit, and a prediction region change unit.

The control target determination unit 36 extracts an object existing in the control target region set by the control target region setting unit 32 from the detection data of the object detected by the radar device 15 and inputs it from the tracking processing unit 35. Based on the association processing result, an object to be controlled (that is, a preceding vehicle) is determined. When the tracking processing unit 35 associates that the object detected this time in the tracking area is the same as the preceding vehicle determined previously, this object is determined as the preceding vehicle.
Further, when the control target determining unit 36 determines that the vehicle is a preceding vehicle, the control target value is obtained by using information such as the relative distance, relative speed, or lateral relative speed of the preceding vehicle calculated by the object lateral movement amount calculating unit 33. The data is output to the determination unit 37.

The control target value determination unit 37 is a control target value required for vehicle control based on information such as a relative distance, a relative speed, or a lateral relative speed between the host vehicle and the preceding vehicle input from the control target determination unit 36. That is, in the case of cruise control with inter-vehicle distance control, the target vehicle speed, target acceleration / deceleration, etc. are determined.
The vehicle control unit 38 controls the acceleration actuator 19 and the deceleration actuator 20 based on the control target value (target vehicle speed, target acceleration / deceleration, etc.) determined by the control target value determination unit 37, and also controls the current control state. Output to the state notification device 21.

Next, tracking area change control executed in the tracking processing unit 35 will be described with reference to the flowchart of FIG. In the following description, the previous detection refers to the previous detection of the preceding vehicle, and the current detection refers to the current detection of the preceding vehicle.
First, in step S101, basic setting of the tracking area is performed. That is, based on the previous detection data relating to the preceding vehicle, as shown in FIG. 3, the position of the preceding vehicle at the time of the current detection is predicted using the position of the preceding vehicle detected last time as the origin, and the predetermined position is centered on the predicted position. The area is set as the basic tracking area Tb. The basic tracking area Tb is a minimum area as a tracking area, and even when the tracking area is changed, the basic tracking area Tb is not reduced more than the basic tracking area Tb.

Next, the process proceeds to step S102, the history processing of the detection data of the object detected by the radar device 15 is performed, and the process proceeds to step S103.
In step S103, it is determined whether or not the tracking area has been enlarged.
When the determination result in step S103 is “NO”, that is, when the tracking area is not enlarged (that is, when the tracking area is set to the basic tracking area Tb), the process proceeds to step S104 and the related switch 18 ( For example, based on a command signal from a cruise control ON / OFF switch with inter-vehicle control, it is determined whether or not the driver is willing to execute cruise control until the previous detection.

  If the determination result in step S104 is “YES” (there is a cruise intention), the process proceeds to step S105, and the current detection based on the detection signal of the accelerator sensor 16 or the brake sensor 17 or the command signal of the related switch 18 is performed. Sometimes it is determined whether the driver has an intention to suppress acceleration or a deceleration. Here, when the displacement amount (depression amount) of the accelerator pedal detected by the accelerator sensor 16 is decreased, or when the displacement amount (depression amount) of the brake pedal detected by the brake sensor 17 is increased. Alternatively, if an operation to reduce the set vehicle speed is detected by an acceleration / deceleration operation switch that increases or decreases the set vehicle speed during cruise control, it is determined that both have an intention to suppress acceleration or a will to decelerate.

If the determination result in step S105 is “YES”, that is, if it is determined that the driver has an intention to suppress acceleration or a deceleration at the time of the current detection, the process proceeds to step S106, and from the present based on the history of the preceding vehicle. The lateral movement amount Y1 of the preceding vehicle in the past t1 time is calculated.
Furthermore, it progresses to step S107 and the lateral movement amount Y2 of the preceding vehicle in the past t1 time is calculated from the past t2 time before the past t1 time based on the history of the preceding vehicle.
Next, the process proceeds to step S108, and it is determined whether or not the lateral movement amount Y2 calculated in step S107 is less than the second determination threshold value Ya2 (see FIG. 4). Here, the second determination threshold value Ya2 is set to a lateral movement amount such that the vehicle can be regarded as traveling straight.
If the determination result in step S108 is “YES” (Y2 <Ya2), it can be estimated that the preceding vehicle is in a straight traveling state and in a stable detection state until the past t2 hours, and the process proceeds to step S109.
In step S109, it is determined whether or not the lateral movement amount Y1 calculated in step S106 is greater than or equal to the first determination threshold value Ya1 (see FIG. 4). Here, the first determination threshold value Ya1 is set to a lateral movement amount that occurs when the vehicle travels along a corner having a predetermined radius of curvature R that is set in advance, and is a value that is larger than the second determination threshold value Ya2 (Ya1). > Ya2).

If the determination result in step S109 is “YES” (Y1 ≧ Ya1), it is estimated that the preceding vehicle has started to enter a corner having a curvature larger than the curvature, and the process proceeds to step S110. That is, the driver's intention to suppress acceleration or the intention to decelerate is detected, and the preceding vehicle was going straight ahead until t1 hours before the detection of the intention, but between the time t1 and the time of the will detection. When the lateral movement amount Y1 of the preceding vehicle becomes equal to or greater than the first determination threshold value Ya1, it is estimated that the preceding vehicle has started entering a corner having a curvature larger than the curvature.
In step S110, the lateral movement direction of the preceding vehicle is determined, and further, the process proceeds to step S111 to determine whether or not the lateral movement direction is leftward.
If the determination result in step S111 is “YES” (left side), the process proceeds to step S112, and the tracking area left side enlargement mode is returned.
In the tracking area left enlargement mode, control is performed to enlarge the tracking area to the left with respect to the basic tracking area Tb, and the greater the lateral movement amount Y1 calculated in step S109, or the driver's intention to suppress or decelerate acceleration. Control is performed such that the larger the strength of, the larger the area expansion to the left.

On the other hand, if the determination result in step S111 is “NO” (to the right), the process proceeds to step S113, and the process proceeds to return as the tracking area right side enlargement mode.
In the tracking area right enlargement mode, control is performed to enlarge the tracking area to the right with respect to the basic tracking area Tb, and the greater the lateral movement amount Y1 calculated in step S109, or the driver's intention to suppress or decelerate acceleration. Control is performed so that the area enlargement to the right side becomes larger as the intensity of is larger (see “enlarged tracking area” in FIG. 3).

Since the amount of lateral movement of the preceding vehicle is large, the curvature of the entering corner is expected to be large, so the larger the lateral movement amount of the preceding vehicle, the larger the area expansion of the tracking area. A tracking area of an appropriate size is set.
Since the driver's willingness to suppress acceleration or deceleration is large, the curvature of the corner to enter is expected to be large, so the greater the driver's intention to suppress acceleration or deceleration, the larger the area expansion of the tracking area. By doing so, a tracking area having an appropriate size corresponding to the curvature of the corner is set.

  For example, as shown in FIG. 5, the driver's willingness to suppress acceleration or deceleration is such that the greater the amount or speed of depression of the brake pedal detected by the brake sensor 17, the greater the willingness to suppress or decelerate. Can be determined to be strong. It can also be determined that the greater the return speed of the accelerator pedal depression amount detected by the accelerator sensor 16, the stronger the willingness to suppress acceleration or the willingness to decelerate.

If the determination result in step S104 is “NO” (no cruise intention), the process proceeds to step S114, cancels the tracking area left side enlargement mode and the tracking area right side enlargement mode, sets the tracking area basic mode, and proceeds to return. . In the tracking area basic mode, the tracking area is set to the basic tracking area Tb.
When the determination result in step S105 is “NO” (that is, when it is determined that the driver has no intention to suppress acceleration or deceleration when detected this time), or the determination result in step S108 is “NO” (Y2 ≧ If Ya2) or the determination result in step S109 is “NO” (Y1 <Ya1), it is assumed that the preceding vehicle has not started entering the corner, and the tracking area needs to be expanded. Therefore, the process proceeds to step S114, cancels the tracking area left side enlargement mode and the tracking area right side enlargement mode, sets the tracking area basic mode, and proceeds to return.

If the determination result in step S103 is “YES”, that is, if the tracking area has already been enlarged, the process proceeds to step S115, where the yaw rate integration process of the host vehicle is executed based on the detection signal of the yaw rate sensor 11, Calculate the yaw angle.
Next, it progresses to step S116 and calculates the moving direction of the own vehicle based on the integration process result of step S115.
Furthermore, it progresses to step S117 and the moving direction change amount of the own vehicle per predetermined time is calculated.
Next, it progresses to step S118 and it is determined whether the moving direction change amount calculated by step S117 is less than predetermined value.

When the determination result in step S118 is “YES” (less than a predetermined value), the process proceeds to step S119, where it is determined that the host vehicle is in a straight traveling state, and the process proceeds to step S114, where the tracking area left side enlargement mode and the tracking area right side Cancel the enlargement mode and change to the tracking area basic mode and proceed to return.
If the determination result in step S118 is “NO” (predetermined value or more), it is determined that the host vehicle is traveling in a corner, and the process returns to step S102. In other words, if control is performed to enlarge the tracking area on the assumption that the preceding vehicle has started entering the corner of the small R, the vehicle goes straight in the tracking area left side enlargement mode or the tracking area right side enlargement mode. It continues until it reaches a state.

  FIG. 4 is a time chart when the preceding vehicle enters the corner, and the time reference (0) is taken when the driver's intention to decelerate is detected. In this example, the amount of lateral movement of the preceding vehicle is less than the second determination threshold Ya2 from t1 hour before (d1) to t1 hour before the time when the willingness to detect is detected, and between the time before t1 and when the willingness to detect deceleration is (-T1 to 0) shows a case where the amount of lateral movement of the preceding vehicle is equal to or greater than the first determination threshold Ya1. The tracking area at this time is the basic tracking area Tb until the deceleration intention is detected, and after the deceleration intention is detected, the tracking area is an expanded tracking area until the host vehicle goes straight. In FIG. 4, the tracking area after detecting the deceleration intention is shown constant, but it is enlarged when there is a change in the intensity of the deceleration intention or when there is a change in the lateral movement amount of the preceding vehicle. The tracking area also changes.

  As described above, according to the vehicle object detection device 1 of this embodiment, when the lateral movement amount of the preceding vehicle is equal to or greater than the predetermined value and the driver's intention to suppress acceleration or the intention to decelerate is detected, It is assumed that the vehicle has started entering the corner, and the tracking area is expanded when entering the corner of the preceding vehicle, compared to when the vehicle is going straight ahead. It is possible to stably perform the association (continuity) determination with the detection data of the preceding vehicle detected this time. In addition, since the tracking area is not changed in the straight traveling state, and the tracking area is changed only in the corner traveling state, it is possible to prevent erroneous determination of data association due to an unnecessary prediction region change.

  In particular, in this embodiment, the amount of lateral movement of the preceding vehicle is less than Ya2 from t1 hours before t2 hours before the driver's intention to suppress acceleration or deceleration is detected, and Since the amount of lateral movement of the preceding vehicle at the time of the will detection is Ya1 or more is set as the determination condition for starting the corner approach of the preceding vehicle, the start of entering the corner of the preceding vehicle can be determined more accurately.

  In this embodiment, the tracking area left side enlargement mode or the tracking area right side enlargement mode is continued until it is determined that the host vehicle is traveling straight, and the tracking area change (enlargement) is continued. It is possible to handle not only the time but also the lateral movement of the preceding vehicle at the corner exit, and the association between the preceding detected vehicle data and the detected preceding vehicle detection data at the corner exit (continuity) Judgment can be made stably.

Further, in this embodiment, since the tracking area is enlarged in the same direction as the moving direction of the preceding vehicle, it is possible to appropriately change the tracking area according to the direction in which the corner turns.
In this embodiment, the tracking area is increased as the amount of lateral movement of the preceding vehicle increases, so that a tracking area having an appropriate size according to the curvature of the corner can be set.
Further, in this embodiment, the tracking area is increased as the driver's intention to suppress acceleration or deceleration is increased, so that a tracking area having an appropriate size according to the curvature of the corner can be set. .

[Other Examples]
The present invention is not limited to the embodiment described above.
For example, in this embodiment, the vehicle object detection device is used for tracking the preceding vehicle in cruise control with inter-vehicle distance control, but the vehicle object detection device can be used for other vehicle control systems.

It is a functional block diagram in the Example of the vehicle object detection apparatus which concerns on this invention. It is a flowchart of the tracking area change control of the vehicle object detection device in the embodiment. It is a top view which shows the state which a preceding vehicle starts approaching into a corner. It is a time chart at the time of the corner approach of a preceding vehicle. It is an example of the map of the strength of the deceleration intention and the brake pedal depression amount. It is a top view which shows the relationship between the tracking area at the time of the conventional straight ahead, and a preceding vehicle. It is a top view which shows the relationship between the tracking area at the time of the conventional corner approach, and a preceding vehicle.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Vehicle object detection apparatus 33 Lateral movement amount calculation part (lateral movement amount calculation means)
34 Driving intention determination unit (deceleration will detection means)
35 Tracking processing unit (object position prediction means, continuity determination means, prediction area change means)
15 Radar device (object detection means)
16 Accelerator sensor 17 Brake sensor 18 Related switch

Claims (7)

An object detection means for transmitting an electromagnetic wave, receiving a reflected wave reflected by the object, and detecting the position and velocity of the object as object data;
Object position predicting means for predicting the position of the object at the time of current detection based on the object data previously detected by the object detecting means;
When an object is detected in a prediction area including the position predicted by the object position prediction unit, it is determined that there is continuity between the object data detected last time by the object detection unit and the object data detected this time Continuity determination means to perform,
In the vehicle object detection device comprising:
Lateral movement amount calculating means for calculating the lateral movement amount of the object based on the history of the object data detected by the object detection means;
Deceleration intention detection means for detecting the driver's intention to suppress acceleration or deceleration, and
Prediction for changing the prediction area when the lateral movement amount of the object calculated by the lateral movement amount calculation means is equal to or greater than a predetermined value and the driver's intention to suppress acceleration or deceleration is detected by the deceleration intention detection means. An area changing means;
A vehicle object detection device comprising: The prediction area changing means has a lateral movement amount in a first predetermined time before the driver's intention to suppress acceleration or the intention to decelerate is detected by the deceleration intention detecting means to be equal to or greater than a first determination threshold value, and When the lateral movement amount in a second predetermined time before the predetermined time is less than a second determination threshold value smaller than the first determination threshold value, it is determined that the lateral movement amount of the object is greater than or equal to a predetermined value. The vehicle object detection device according to claim 1. The vehicle object detection device according to claim 1, wherein the prediction area changing unit continues changing the prediction area until it is determined that the host vehicle is in a straight traveling state. The vehicle object detection according to any one of claims 1 to 3, wherein the prediction region changing means increases the prediction region as the driver's acceleration suppression intention or deceleration intention strength increases. apparatus. 5. The vehicle object detection device according to claim 1, wherein the prediction area changing unit enlarges the prediction area as the amount of lateral movement of the object increases. 6. The vehicle object detection device according to any one of claims 1 to 5, wherein the prediction area changing unit enlarges the prediction area in the same direction as the movement direction of the object. The said deceleration intention detection means detects a driver | operator's acceleration suppression intention or a deceleration intention according to the operation state of an accelerator pedal, a brake pedal, or an acceleration / deceleration operation switch, Either of the Claims 1-6 characterized by the above-mentioned. The vehicle object detection device according to claim 1.

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