JP2000198402A - Object detector - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle-to-vehicle distance detector capable of accurately controlling a detecting range of a sensor, such as radar. SOLUTION: To avoid a sensor error triggered by a guardrail placed on a curving road side, detecting ranges Sr, Sc, and Sl for detecting a vehicle running ahead are determined based on a radius of curvature of the road (turning radius of a vehicle). When calculating the radius of curvature of the road, transverse acceleration of the vehicle is considered in addition to turning angular velocity of a tire. Therefore, the detecting range of the sensor can be accurately controlled.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an object detecting apparatus, and more particularly to a method of measuring the distance to a vehicle ahead mounted on a vehicle by using a radar, and reducing the speed of the vehicle when the measured distance falls below a predetermined value. The present invention relates to an object detection device used for an inter-vehicle distance detection device that warns a driver.

[0002]

2. Description of the Related Art Conventionally, an inter-vehicle distance from a preceding vehicle is detected by a sensor (for example, a radar) mounted on an automobile and using a laser beam or the like, and a warning is issued to a driver when the inter-vehicle distance becomes short. 2. Description of the Related Art An inter-vehicle distance detection device that performs or automatically controls a vehicle speed is known.

In such an inter-vehicle distance detecting device, if the distance to an object ahead is always detected by a sensor, the sensor reacts to a guardrail at the end of the road or a reflector of the guardrail when the road is curved. There is a risk of doing it. That is, a warning is issued even though the inter-vehicle distance is sufficient, or control is performed so that the vehicle speed decreases. Therefore, it is conceivable to determine the turning radius of the vehicle and change the object detection range based on the turning radius.

As a method of acquiring the turning radius of a vehicle,
For example, a method of acquiring based on the output of a steering angle sensor,
Or four tires W ₁ , W ₂ ,
W _3, W ₄ (Incidentally, the tire W _1, W ₂ corresponds to the front left and right tires, respectively, the tires W _3, W ₄ correspond to the following right and left tires, respectively. Also, when collectively the "tire W _i )) At each of the rotational angular velocities F ₁ , F ₂ , F ₃ , F
₄ (hereinafter collectively referred to as “rotational angular velocity F _i ”).

[0005] When the vehicle is traveling in a corner, the rotational angular velocity F _i is different for each of the left and right tires W _i . Specifically, the respective rotational angular velocities F _i of the tires W _i of the inner corner becomes relatively slower, the rotational angular velocities F _i of the tires W _i of the outer corner is relatively fast. This is because there is a difference between the turning radius of the tire W _i of the turning radius and corner side in the tire W _i of the inner corner. Therefore,
The turning radius of the vehicle can be obtained based on the rotational angular velocity F _i .

An example of a specific method for obtaining the turning radius of a vehicle based on the rotational angular velocity F _i of the tire W _i is disclosed in, for example, Japanese Patent Application Laid-Open No. 60-113710. That is, assuming that the distance between the kingpins (tread width) is k, the turning radius R is

[0007]

(Equation 1)

[0008] The above equation (1), and F ₁ and F ₃ is, and and F ₂ and F ₄ are shown to be interchangeable.

[0009]

When a vehicle travels on a corner, the vehicle is provided with a lateral acceleration (hereinafter referred to as "lateral G") proportional to the speed of the vehicle in a direction outside the corner.
Acts. Along with this, the load of the vehicle moves toward the outside of the corner. As a result, the load applied to the tire W _i outside the corner relatively increases, and the load applied to the tire W _i inside the corner relatively decreases.

[0010] Figure 11 is the free upset when in effective rolling radius (tire load and a tire W _i according to the tire W _i, the distance traveled is the vehicle when the tire is rotated 1 2 [pi
Divided by. FIG. As will become apparent from the graph, the effective rolling radius of the tire W _i decreases as the load applied to the tire W _i increases.

[0011] Therefore, a cord in which the load is relatively increased.
Tire W outside the knurl_iEffective rolling radius becomes smaller
And the tie inside the corner where the load is relatively reduced
Ya w _iHas a large effective rolling radius. Meanwhile, tire
W_iRotational angular velocity F_iIs the tire W_iEffective rolling half
It changes according to the diameter. Therefore, the tire W_iRotation
Angular velocity F_iIs not only the turning radius R but also the load shift of the vehicle.
It can be seen that the variation also occurs. Therefore,
The turning radius R calculated by the equation (1) is the actual turning radius.
Turning radius affected by vehicle load transfer, not radius
Becomes

As described above, conventionally, the turning radius R cannot be accurately calculated. For this reason, in the related art, it was difficult to accurately control the object detection range.

Accordingly, an object of the present invention is to provide an object detection device capable of accurately controlling the detection range of an object.

[0014]

According to one aspect of the present invention, there is provided an object detecting apparatus comprising: first detecting means for detecting rotational angular velocities of left and right tires of a vehicle; Second detecting means for detecting the directional acceleration; calculating means for calculating a turning radius of the vehicle from the detected angular velocity of the tire and lateral acceleration of the vehicle based on a predetermined first constant; A detection area determining unit that determines an object detection area based on the calculated turning radius; and a third detection unit that detects an object in the determined detection area.

[0015] Preferably, the object detecting device is provided with first detecting means for detecting rotational angular velocities of left and right tires of the vehicle, and calculating means for calculating a turning radius of the vehicle from the detected rotational angular velocities of the tires. Correction means for correcting the turning radius of the vehicle calculated based on the two constants, detection area determining means for determining the detection area of the object based on the corrected turning radius of the vehicle, Second detecting means for detecting an object.

According to these inventions, the turning radius of the vehicle is calculated based on the lateral acceleration of the vehicle, and the detection area of the object is determined based on the calculated turning radius. This makes it possible to provide an object detection device that can accurately control the object detection area.

[0017]

<First Embodiment> FIG. 1 is a block diagram showing a configuration of an inter-vehicle distance detecting apparatus according to a first embodiment of the present invention. This inter-vehicle distance detection device,
Four tires provided in a four-wheel vehicle _{W 1, W 2, W 3} ,
W ₄ (provided that the tires W _1, W ₂ corresponds to the front left and right tires, respectively, the tires W _3, W ₄ correspond to the following right and left tires, respectively. Further, when collectively referred to as "tire W _i". ) Is provided with a conventionally known wheel speed sensor 1 functioning as a rotational angular speed detecting means or the like provided in connection with each of the above. The output of the wheel speed sensor 1 is given to the control unit 2. The control unit 2 includes a lateral G sensor 3 functioning as lateral acceleration detecting means for detecting a lateral acceleration (hereinafter, referred to as “lateral G”) of the vehicle, and a load detecting means for detecting a load on the vehicle. A scanning type laser radar 5 for recognizing the inter-vehicle distance to a plurality of vehicles ahead and the direction of the vehicles by scanning (scanning) a thin laser beam right and left,
A throttle actuator 6 for maintaining a safe inter-vehicle distance by controlling the speed of the vehicle, and a warning device 7 for generating a warning when the preceding vehicle suddenly decelerates are connected.

FIG. 2 is a block diagram showing an electrical configuration of the inter-vehicle distance detecting device. The control unit 2 includes an I / O interface 2 that is necessary for transmitting and receiving signals to and from an external device.
a, CPU 2b functioning as a center of arithmetic processing, CPU
A microcomputer including a ROM 2c in which a control operation program of the CPU 2b is stored, and a RAM 2d from which data and the like are temporarily written when the CPU 2b performs a control operation, and from which the written data and the like are read out. ing.

[0019] In the wheel speed sensor 1, a pulse signal corresponding to the number of revolutions of the tire W _i (hereinafter referred to as "wheel speed pulse")
Is output. The CPU 2b calculates the rotational angular speed F _i of each tire W _i at every predetermined sampling period ΔT (sec) (for example, ΔT = 1) based on the wheel speed pulse output from the wheel speed sensor 1.

FIG. 3 is a block diagram showing the configuration of the scanning laser radar 5. Referring to the drawing, a scanning laser radar 5 includes a light transmitting unit 5a including a laser diode for transmitting light to a forward object, and a light receiving unit 5c for receiving light reflected from a forward object. And the light transmitting unit 5
and a motor 5b that scans an object ahead by the traveling unit 5a by controlling the direction of a.

In this embodiment, the motor 5
b, the object in front of the vehicle is scanned. Alternatively, the scanning may be performed by moving the light receiving unit 5c with a motor, or a plurality of light transmitting units having different light transmitting directions may be provided and switched. The scanning may be performed by turning on the light. Alternatively, scanning may be performed by providing a plurality of light receiving units having different light receiving directions and switching between them for use.

FIG. 4 is a flowchart for explaining the operation of the following distance detecting apparatus. This processing is realized by software processing. In the following description, the vehicle is an FF (front engine / front drive) vehicle as an example.

[0023] In this process, on the basis of the wheel speed pulses outputted from the wheel speed sensors 1 First, the rotational angular velocity F _i of each tire W _i is calculated (step S1). Tire W
_i is the variation within the standard (hereinafter referred to as “initial difference”)
Is manufactured. Therefore, the effective rolling radius of each tire W _i (the value obtained by dividing the distance traveled by the vehicle when the tire makes one revolution at the time of free rotation of the tire by 2π at the time of free rotation of the tire) is that the tire W _i has a normal internal pressure. Are not necessarily the same. Therefore, the rotational angular velocities F _i of the respective tires W _i vary.

Therefore, when the rotational angular velocity F _i is calculated in step S1, a correction is made to eliminate variations due to the initial difference from the calculated rotational angular velocity F _i (step S2). _{Specifically, F1 1 = F 1 ... (} 2) F1 2 = aF 2 ... (3) F1 3 = F 3 ... (4) F1 4 = bF 4 ... calculation of (5) is performed.

[0025] The correction coefficients a, b, for example when for the first time running the vehicle, when supplemented with tire pressure W _i, or is acquired are previously stored in ROM2c control unit 2 when replacing the tires W _i ing. An example of the correction coefficients a, specific acquisition method of b, the vehicle calculates the rotational angular velocity F _i under the condition that it is traveling linearly, based on the rotational angular velocities F _i The calculated, the following (6) ,
There is a method of obtaining as in equation (7).

A = F ₁ / F ₂ (6) b = F ₃ / F ₄ (7) The rotation angular velocity F _i of the tire W _i is not limited to the variation due to the above-mentioned initial difference. the difference between the turning radius and the turning radius of the corner outside of the tire W _i corners inside of the tire W _i at the time of (hereinafter referred to as "tire turning radius difference"), and also varies due to the load movement of the vehicle.

More specifically, for example, when the vehicle is traveling in a corner that curves leftward, the turning radii of the tires W ₁ and W ₃ inside the corner are relatively small, and the turning radius outside the corner is relatively small. The turning radii of the tires W ₂ and W ₄ become relatively large. Therefore, in order to allow the vehicle to run smoothly on the corner, the rotational angular velocities F ₁ and F ₃ of the tires W ₁ and W ₃ inside the corner are relatively reduced, and the tires W ₂ and W ₄ outside the corner are used.
, The rotational angular velocities F ₂ and F ₄ are relatively increased. As a result, the rotational angular velocity F _i necessarily varies.

When the vehicle travels in a corner that curves to the left, a lateral G proportional to the turning radius R and the speed V of the vehicle is provided at the center of gravity O of the vehicle as shown in FIG. Acts in the direction (rightward direction of the vehicle).
As a result, the following equation (8) is established from the balance of the rotational moment.

Tw × Q ₁ + Q × H × horizontal G = (Tw / 2) × Q (8) where Q is the load (kg) of the vehicle.
f), Tw is the distance between the driven tires W ₃ and W ₄ (ie, tread width) (m), Q ₁ is the reaction force against the load Q of the vehicle (hereinafter referred to as “load reaction force”) (kgf), and H is The height (m) of the center of gravity O of the vehicle from the ground.

When the above equation (8) is rearranged for the load reaction force Q ₁ of the driven tire W ₃ , Q ₁ = {(Tw / 2) × Q−W × H × lateral G} / Tw = (Q / 2) − (Q × H × horizontal G) / Tw (9) Here, when the vehicle is traveling on a straight line,
Since the load Q of the vehicle equally acts on the driven tires W _3, W _4, a load reaction force to Q ₁ the following tires W ₃ being the Q / 2.
Therefore, when the vehicle is traveling on a corner,
As is apparent from the above equation (9), the second
It can be seen that the load corresponding to the term (Q × H × lateral G) / Tw moves from the inside of the corner to the outside of the corner. Accordingly, the effective rolling radii of the driven tires W ₃ and W ₄ are given by (Q × H × lateral G × α) / Tw (α =%) where α (%) is the rate of change of the effective rolling radius of the tire W _i due to the load. %) (10) Therefore, assuming that the effective rolling radius when there is no fluctuation due to the load movement is 1, the effective rolling radii of the driven tire W ₃ inside the corner and the driven tire W ₄ outside the corner are respectively (11) and (12) below.
It fluctuates by the amount shown in the equation.

[0031]

(Equation 2)

In the equations (11) and (12), if β = (Q × H × α) / (Tw × 100) (13), the above equations (11) and (12) are given by (1 + β × horizontal G) (14) (1−β × horizontal G) (15)

Hereinafter, β is referred to as a “first constant”. As described above, when the vehicle travels in the corner, the rotational angular velocity F _i varies due to the difference in the tire turning radius, and the effective rolling radius of the tire W _{i due to} the load movement of the vehicle is expressed by the above formulas (14) and (15). Since the rotational angular velocity F _i varies by the amount of
5) It will vary to correspond to the amount shown in the equation.

Therefore, first, as shown in FIG. 4, a turning radius R of the vehicle is calculated in a turning radius calculation process which will be described later in detail, in which the variation caused by the load movement of the vehicle is eliminated (step S3).

Next, based on the calculated turning radius R, the detection area of the preceding vehicle by the scanning laser radar 5 is determined (step S4). As shown in FIG. 6, the scanning laser radar 5 scans in the direction indicated by the arrow, and scans the directions indicated by L, C, and R in front of the vehicle. At this time, when the road curves right (when the vehicle turns right), the distance at which the scanning laser radar 5 detects the preceding vehicle is:
Sl, Sc, Sr (Sl
The detection area of the preceding vehicle is determined such that <Sc <Sr). When a vehicle is detected in this detection area (step S6), the throttle actuator 5 performs control so as to reduce the speed of the vehicle. Warns the driver (step S7).

The values of Sl, Sc and Sr are determined according to the turning radius of the vehicle (ie, the radius of curvature of the road). Further, the detection area of the preceding vehicle is determined such that Sl = Sc = Sr when the road is a straight line, and Sl>Sc> Sr when the road is a left curve.

This prevents the scanning laser radar 5 from reacting to an object other than a vehicle such as a guardrail when the road is curved. Also,
Since the influence of the load movement of the vehicle is excluded from the turning radius of the vehicle, the detection area of the scanning laser radar 5 can be accurately controlled.

In this embodiment, the detection distance of the scanning laser radar 5 is changed based on the turning radius of the vehicle. However, the scanning direction of the scanning laser radar 5 is changed based on the turning radius of the vehicle. Or the range may be changed.

FIG. 7 is a flowchart for explaining the turning radius calculation processing in step S3 of the flowchart in FIG.

[0040] In turning radius calculation processing, first on the basis of the rotational angular velocities F1 _3, F1 ₄ of FIG corrected in step S2 of 4 the following tires W _3, W _4, the following tires W _3, W ₄
Speeds V1 ₃ and V1 ₄ are calculated (step P1).
Specifically, it is calculated as _{V1 3 = r × F1 3 ...} (16) V1 4 = r × F1 4 ... (17). In addition, r is the radius effective rolling of the tires W _i.

As described above, only the velocities V1 ₃ and V1 ₄ of the driven tires W ₃ and W ₄ are calculated because the driving tire W ₁ inside the corner easily slips when the vehicle is running on the corner. This is because it is inappropriate to accurately calculate the turning radius R. Here, the above (14),
Looking at the equation (15), it can be seen that the effective rolling radius of the tire W _i that affects the calculation of the turning radius R changes according to the lateral G of the vehicle. Therefore, the lateral G of the vehicle is obtained from the lateral G sensor 3 (step P2).

The above (13), (14) and (15)
According to the equation, the effective rolling radius of the tire W _i is not only the lateral G of the vehicle, but also the first load Q of the vehicle, which varies depending on the person riding the vehicle and the luggage mounted on the vehicle. It can be seen that it changes according to the constant β. Therefore, next, the load Q of the vehicle is obtained from the load sensor 4, and the obtained load Q of the vehicle is substituted into the above equation (13) to obtain the first constant β (step P).
3).

In order to simplify the processing, for example, the first constant β is obtained in advance, and the RO of the control unit 2 is determined.
M2c may be fixed. Then, based on the first constant β obtained in step P3 and the lateral G obtained in step P2, the speeds V of the driven tires W ₃ and W ₄ calculated in step P1 are calculated.
1 _3, V1 ₄ is corrected (step P4). _{Specifically, V2 3 = (1 + β} × lateral _{G) × V1 3 ... (18} ) V2 4 = (1-β × lateral G) × V1 ₄ ... correction, such as (19) is applied. Thus, the speed V2 ₃ to eliminate the influence of the load movement of the vehicle, V2 ₄ is obtained.

Then, the speed V2 of the driven tires W ₃ and W ₄ from which the variation caused by the load movement of the vehicle is eliminated.
_The turning radius R is calculated using ₃ and V2 ₄ (step P5). In particular,

[0045]

(Equation 3)

Is calculated as follows. Thereby, the calculation of the turning radius R in which the variation due to the load movement of the vehicle is eliminated is achieved. As described above, according to the inter-vehicle distance detection device in the first embodiment, the turning radius R is determined based on the velocities V ₃ and V ₄ of the driven tires W ₃ and W ₄ excluding the influence of the load movement of the vehicle. Since the calculation is performed, it is possible to obtain an accurate turning radius R in which the variation due to the load movement of the vehicle is eliminated. Therefore, since it is possible to reliably determine whether the vehicle is traveling straight or at a corner having a radius of curvature, the vehicle can be accurately detected by the scanning laser radar.

Further, since the rotational angular velocities F _i to be used for the calculation of the turning radius R are the rotational angular velocities F ₃ and F _{4 of the} driven tires W ₃ and W ₄ which are less likely to slip, the occurrence of the slip can be taken into consideration. A turning radius R can be obtained.
Therefore, while simplifying the processing,
The turning radius R can be calculated accurately.

<Second Embodiment> FIG. 8 is a block diagram showing a configuration of an inter-vehicle distance detecting apparatus according to a second embodiment of the present invention. This block diagram is different from the block diagram shown in FIG. 1 in that the lateral G sensor 3 and the load sensor 4 are not provided.

In the second embodiment, a process shown in FIG. 9 is executed instead of the turning radius calculation process shown in FIG. First, the rotational angular velocities F1 of the tires W ₃ and W ₄ after the initial correction acquired in step S2 of FIG.
_3, F1 ₄ each tire W ₃ on the basis of the speed of the W ₄ V1
_3, V1 ₄ is calculated (step N1). Then, the calculated speeds V1 ₃ , V1 of the driven tires W ₃ , W ₄ are calculated.
₄ , the turning radius R 'is calculated (step N).
2). In particular,

[0050]

(Equation 4)

It is calculated as follows. As is apparent from equation (21), the turning radius R 'to be calculated in step N2 is calculated by the same method as that of the prior art, which does not consider any variation caused by the load movement of the vehicle. You. Next, a correction is made on the turning radius R 'calculated in step N2 so as to eliminate the variation caused by the load movement of the vehicle (step N3). Specifically, R = R '× {γ + σ × (V1 4 + V1 3) 2} ... is corrected as (22).

Note that γ and σ are two predetermined constants, respectively, which are fixed in the ROM 2 c of the control unit 2. As a result, it is possible to acquire the turning radius R in which the variation due to the load movement of the vehicle is eliminated. FIG. 10 is an experimental result showing a change in the turning radius R obtained by the above equation (22) and the turning radius obtained by the conventional technique with respect to the speed V of the vehicle. FIG. 10 shows an experimental result when the vehicle travels on a road having a turning radius R of 40 (m).

The lateral G of the vehicle is the speed V of the vehicle as described above.
Increases as the number increases. That is, as the speed V of the vehicle increases, the variation caused by the load movement of the vehicle with respect to the calculated turning radius R increases. Here, looking at the graph of FIG. 10, the turning radius R (indicated by + in the drawing) of the vehicle obtained by the above equation (22) is almost constant irrespective of the speed V of the vehicle. The turning radius of the vehicle obtained by the technique (indicated by □ in the figure) decreases as the speed V of the vehicle increases. That is, as is clear from the graph of FIG. 10, it can be said that the variation caused by the load movement of the vehicle is almost completely eliminated in the turning radius R obtained by the above equation (22).

Next, the derivation of the above equation (22) will be specifically described. That is, the turning radius R is the vehicle speed V1 calculated based on the rotational angular speed F1 _i after the initial correction.
And the lateral G of the vehicle, the following expression (23) can be used.

[0055]

(Equation 5)

When formula (23) is rearranged for horizontal G,

[0057]

(Equation 6)

Is as follows. Here, the driven tire W ₃ , which is calculated based on the rotational angular velocity F1 _i after the initial correction, which does not consider any variation due to the load movement of the vehicle.
The speeds V1 ₃ , V1 _{4 of} W _{4 and} the speeds V _{2 of} the driven tires W ₃ , W ₄ in consideration of variations caused by the load movement of the vehicle.
_3, the relationship between V2 _4, the above (18), is as shown in equation (19). V1 ₃ + V1 ₄ = 2V1 ≒ V2
₃ + V2 is approximated as _4, above (24) can be converted into the following equation (25).

[0059]

(Equation 7)

Further, rearranging this equation (25) with respect to the horizontal G,

[0061]

(Equation 8)

Is as follows. Here, the turning radii R and R 'of the vehicle are respectively (23) and (21) as described above.
Assuming that “1” and “1 / 9.8 × (β / 2Tw)” in the above equation (26) are constants γ and σ, respectively, the above equation (22) is derived. can do.

As described above, the constant σ includes the first constant β in which the load Q of the vehicle is used as a parameter. Therefore, the ROM 2c of the control unit 2
It is more preferable to calculate each turning radius calculation process without fixing the turning radius. Therefore, the process of calculating constant σ may be performed, for example, between steps N2 and N3.

More specifically, the process of calculating the constant σ is a first step of obtaining the load Q of the vehicle from the load sensor 4 by substituting the obtained load Q into the above equation (13). A second step of obtaining the first constant β, and calculating the obtained first constant β by “1 / 9.8 × (β / 2T
w)).

It should be noted that the embodiment disclosed this time is an example in all respects and is not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

[Brief description of the drawings]

FIG. 1 is a block diagram illustrating a configuration of an inter-vehicle distance detection device according to a first embodiment of the present invention.

FIG. 2 is a block diagram illustrating an electrical configuration of the inter-vehicle distance detection device.

FIG. 3 is a block diagram showing a configuration of a scanning laser radar 5.

FIG. 4 is a flowchart illustrating an inter-vehicle distance detection process according to the first embodiment.

FIG. 5 is a view for explaining a lateral G acting on the vehicle.

FIG. 6 is a diagram for explaining a relationship between a calculated turning radius of a vehicle and a detection area of an object.

FIG. 7 is a flowchart showing a turning radius calculation process (S3).

FIG. 8 is a block diagram illustrating a configuration of an inter-vehicle distance detection device according to a second embodiment.

FIG. 9 is a flowchart illustrating a turning radius calculation process according to the second embodiment.

FIG. 10 is a diagram for explaining that a turning radius calculated in a turning radius calculation process according to the second embodiment is a turning radius from which a variation caused by a load movement of a vehicle is eliminated.

FIG. 11 is a diagram showing a correspondence relationship between a load applied to a tire and an effective rolling radius of the tire.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Wheel speed sensor 2 Control unit 3 Lateral G sensor 4 Load sensor 5 Scan type laser radar 6 Throttle actuator 7 Warning device

Claims (2)

[Claims] A first detecting means for detecting rotational angular velocities of left and right tires of a vehicle; a second detecting means for detecting a lateral acceleration of the vehicle; Calculating means for calculating a turning radius of the vehicle from the detected rotational angular velocity of the tire and lateral acceleration of the vehicle; detecting area determining means for determining a detection area of the object based on the calculated turning radius; An object detection device, comprising: third detection means for detecting an object in the determined detection area. 2. A first detecting means for detecting rotational angular velocities of left and right tires of the vehicle; a calculating means for calculating a turning radius of the vehicle from the detected rotational angular velocities of tires; Correction means for correcting the calculated turning radius of the vehicle based on the calculated turning radius of the vehicle, detection area determining means for determining a detection area of the object based on the corrected turning radius of the vehicle, and an object in the determined detection area. An object detection device, comprising: