JP2003285705A - Obstacle detection alarming system on vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an obstacle detection alarming system on vehicle for informing of highly accurate contact determination. <P>SOLUTION: The obstacle detection alarming system on vehicle comprises at least one obstacle sensor to be mounted at the front or rear end of a vehicle and alarming means for informing of an alarming message showing the estimated influences of an obstacle detected by the obstacle sensor on the vehicle. The system has determination criterion making means for analyzing the travelling direction and steering angle of the vehicle, determining a vehicle track for the vehicle to travel and giving a determination criterion being specific to the determined vehicle track and changing with the steering angle. The alarming message is given to a driver, which shows that the vehicle can contact the obstacle detected by the obstacle sensor or it can avoid the contact, in accordance with the determination criterion. Namely, the conditions of detecting the obstacle can be changed depending on the track for the vehicle to travel and accurate determination for the obstacle can be given to the drive by detecting the obstacle only closer to an actual travel route of the vehicle. <P>COPYRIGHT: (C)2004,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an obstacle detection alarm system for a vehicle, which detects an obstacle around the vehicle and informs a driver of the approach to the obstacle to prevent a collision. In particular, the present invention relates to an obstacle detection alarm system for a vehicle suitable for detecting an obstacle during low-speed traveling in a situation where an obstacle is present nearby such as movement in a narrow parking lot.

[0002]

2. Description of the Related Art Generally, in an alarm system for preventing a collision with an obstacle for a vehicle, the propagation time from the emission of a sound wave or light to the reception of a reflected wave is measured and the obstacle closest to the vehicle is measured. It calculates the distance to an object and narrows the sounding interval of the buzzer according to the distance, and gives warnings such as changing the color and blinking cycle of light emitting elements such as light emitting diodes.

Japanese Patent Laid-Open Publication No. Hei 5-266400
Japanese Patent Publication discloses a conventional obstacle detection and warning system for a vehicle. In this system, a steering angle is detected, a predetermined angle range that is a traveling range in which the vehicle should travel is calculated, and an obstacle within this angle range is detected. In addition, JP-A-2000-339595 and JP-A-2001
A similar alarm system is disclosed in Japanese Patent Publication No. 283389. In such a system, since the alarm is issued based on the distance value to the obstacle, there is a possibility that the vehicle collides with the obstacle wall such as when the vehicle travels parallel to the wall. Even in a situation where there is no such warning, a warning was issued that the distance between the vehicle and the wall was below a predetermined reference value. Also, if there is an obstacle in the driver's blind spot area, it is difficult for the driver to know whether or not the obstacle can be avoided. There was a problem that it had to be.

[0004]

[Patent Document 1] JP-A-5-266400

[Patent Document 2] Japanese Patent Laid-Open No. 2000-339595

[Patent Document 3] Japanese Patent Laid-Open No. 2001-283389

[0005]

SUMMARY OF THE INVENTION The present invention has been made in view of the above problems, and an object of the present invention is to provide a vehicle capable of issuing a highly accurate warning according to an actual surrounding environment. The object is to provide an obstacle detection alarm system.

[0006]

An alarm system according to the present invention comprises at least one obstacle sensor attached to a front end or a rear end of a vehicle, a direction detector for detecting a traveling direction of the vehicle, and a steering angle of the vehicle. And a steering detector for detecting a warning, and a warning means for notifying a warning message indicating an expected influence of the obstacle detected by the obstacle sensor on the vehicle. The obstacle sensor detects an obstacle close to the vehicle within a predetermined detection area having a limited detection angle range and outputs distance data indicating at least the distance to the obstacle. In addition to this, the present system includes a judgment reference creating means and a contact judgment means. The determination criterion creating means analyzes the traveling direction of the vehicle and the steering angle to determine a vehicle trajectory along which the vehicle should travel, and provides a determination criterion specific to the determined vehicle trajectory and changing according to the steering angle. The contact determination means generates a contact prediction signal when the distance data satisfies the above determination criteria in the detection area, and outputs a contact avoidable signal when the distance data does not satisfy the above determination criteria in the detection area. Occur. The contact prediction signal and the contact avoidable signal are sent to the alarm means to generate an alarm message indicating the contact predicted state and the contact avoidable state. As described above, in the alarm system of the present invention, different judgment criteria are given according to the steering angle, that is, the condition for the obstacle detection by the obstacle sensor is set according to the trajectory of the vehicle. Since it can be changed, only obstacles close to the actual vehicle path can be detected, and it is possible to accurately determine whether contact is expected or can be avoided by maintaining the steering angle as it is. It is possible to give a useful warning message to the driver. (2) In a preferred embodiment, the obstacle sensor is a two-dimensional sensor that gives an output indicating the direction and distance of the detected obstacle. In this case, the determination reference creating means provides a determination reference defined by a large number of first coordinate values in a two-dimensional coordinate plane that extends substantially horizontally around the vehicle. These first coordinate values change according to the steering angle, and draw a determination line, which is substantially parallel to the above vehicle locus and apart from this by a predetermined margin distance, in the above two-dimensional coordinate plane. The contact determination means generates a contact prediction signal when the position data from the obstacle sensor is inside the determination line in the detection area, and when the position data is outside the determination line in the detection area, the contact determination signal is generated. Generates the contact avoidable signal of. As described above, since the position data of the obstacle obtained by the obstacle sensor can be used to refer to the judgment line created according to the trajectory of the vehicle, the importance of the detected obstacle can be judged. , More accurate determination can be made. (3) Further, it is desirable to use a plurality of obstacle sensors and arrange them along the width direction of the vehicle. in this case,
The judgment criterion creating means gives a judgment line intersecting the detection area defined by at least one obstacle sensor, and the contact judging means determines that the position data from any obstacle sensor is the obstacle sensor's position data. A contact prediction signal is generated when inside the judgment line within the detection area, and the above contact occurs when the position data from any obstacle sensor is outside the above judgment line within the detection area of that obstacle sensor. Generate an avoidable signal. By using the plurality of obstacle sensors in this way, it is possible to accurately perform contact determination over a wide range in the width direction of the vehicle. (4) When the steering angle is within a small range indicating the straight traveling of the vehicle, the determination reference creating means can set the pair of determination lines on both sides of the vehicle. As a result, it is possible to reliably detect obstacles on both the left and right sides of the vehicle when traveling straight ahead. (5) When the steering angle exceeds a large angle indicating the rotation of the vehicle, one of the determination reference creating means may provide a pair of determination lines extending outside the rotation and the other inside the rotation. It is possible. Accordingly, it is possible to warn of the danger of contact both inside and outside the rotation of the vehicle, and inside the rotation, the possibility of contact can be determined in consideration of the inner ring difference. (6) It is desirable that the plurality of obstacle sensors be arranged symmetrically with respect to the center axis in the front-rear direction of the vehicle, so that the same contact determination can be performed when rotating to the right and rotating to the left. It can be performed by arithmetic processing. (7) It is preferable that the four obstacle sensors are arranged at the front end or the rear end of the vehicle, and two of them are located at the corners of the width direction end portion, thereby covering a wide detection area before and after the vehicle. Therefore, the obstacle can be accurately determined. (8) Further, in order to more accurately determine the possibility of contact at the corner portion of the vehicle, the contact determination means includes the two obstacle sensors D located at the corner portions at both ends in the width direction.
It is desirable to analyze the time series data regarding the position data from each of S1 and DS4. In this case, the time-series data of the position data is analyzed to determine whether the obstacle is relatively close to the vehicle at a point outside the judgment line, and when it is determined that the obstacle is so close, the contact Generate a prediction signal. With this, when the steering angle is close to the maximum, it is possible to determine at an early stage the possibility that an obstacle that has been far away will suddenly approach and cause contact. (9) (10) Further, it is desirable to take a safety measure in case the angle data cannot be taken out by the obstacle sensor for some reason. Therefore, the contact determination means determines the angle undetectable state when the output from the obstacle sensor is accompanied by only the distance data and is not accompanied by the angle data, and the distance data is determined when the angle detection is impossible. Is shorter than a predetermined threshold distance, a contact prediction signal is generated. In this case, different threshold distances are set to different obstacle sensors in a predetermined pattern, and this pattern is determined by the steering angle. Therefore, even if angle data cannot be obtained, it depends on the traveling path of the vehicle. It is possible to make an appropriate contact determination. (11) (12) Furthermore, if the obstacle is a diffuse reflector,
Even if the angle data from the obstacle is indefinite, the contact determination can be accurately performed. In this case, the contact determination means analyzes the time-series data regarding the position data from the obstacle sensor, and in this time-series data, when the fluctuation of the detected angle exceeds a predetermined value,
Determining the angle ambiguity. Then, the contact determination means,
The distance data is taken out from the obstacle sensor that causes the unclear angle state, and the contact prediction signal is generated when the distance data is shorter than a predetermined threshold distance. In this case as well, it is desirable that different obstacle distance sensors be provided with different threshold distance values according to a predetermined pattern determined by the steering angle. (13) In relation to the above contents, the contact determination means can generate a contact avoidance signal when the distance data exceeds the above threshold distance within the range of the radius defining any of the detection areas. . (14) Furthermore, in the present invention, once the dangerous state in which the contact prediction signal has been issued is recognized, a stricter criterion can be applied to enhance safety. For this purpose, the judgment criterion creating means gives a strict coordinate value that draws a strict judgment line that runs outside the above judgment line as seen from the vehicle and runs substantially parallel thereto. On the other hand, the contact determination means, if the position data from any obstacle sensor is inside the strict determination line after the contact prediction signal is generated with reference to the determination line, It is set to generate a contact prediction signal. (15) Further, it is possible to add a function that allows the vehicle to be brought closer to the obstacle without being affected by the warning message. In this case, each obstacle sensor
Within the effective detection area, a short-distance area and a long-distance area are defined. The contact determination means determines the obstacle proximity state when the position data from any obstacle sensor enters within the short range area, and only when the obstacle proximity state is recognized, the contact determination means outputs the information from the alarm means. Allow the warning message of to be output. (16) When this system is applied to the rear end of a vehicle to make contact determination when moving backward, an obstacle sensor is provided at the rear end of the vehicle, and additional obstacle sensors are provided at the left and right corners of the front end of the vehicle. Deploy. In this case, the criterion creation means is
Depending on the steering angle when the vehicle moves backward, an additional coordinate value that draws an additional determination line is given to the outside of the trajectory drawn by the front end corner of the vehicle in the two-dimensional coordinate plane. On the other hand, when the contact determination means determines from the output of the direction detector that the vehicle is moving backward, the position data indicated by any of the additional obstacle sensors is inside the additional determination line in the corresponding detection area. , The contact prediction signal is generated, each position data of the additional obstacle sensor is outside the additional determination line, and the position data of any one of the additional obstacle sensors corresponds to that of the additional obstacle sensor. A contact avoidable signal is generated when it is determined that the contact avoidance signal is within the detection area. As a result, it is possible to reliably detect an obstacle behind and reliably prevent the front end of the vehicle, which unexpectedly swells outward when the vehicle rotates backward, from contacting the obstacle.

(17) Further, in order to make the contact determination more accurately, it is possible to verify the present determination result by referring to the previous determination result and the distance data at that time. In this case, the contact determination means is assumed to generate a non-detection signal when the position data of the obstacle is outside the detection area, and the contact determination means includes a memory. In this memory,
A predetermined number of time series data regarding past and present determination results regarding the contact prediction signal, the contact avoidance signal, and the non-detection signal, and a predetermined number of time series data regarding distance data related to the determination result are stored. The contact determination means analyzes the present determination result with reference to the past determination result group, and analyzes the past or present distance data related to these determination results to confirm or correct the present determination result. Then, a different mode for updating this in the memory is given. For example, the following modes are used as this different mode.

The first mode, the first mode authenticates the present judgment result as correct when the present judgment result is the same as all the stored past judgment results, the second mode
Mode, this second mode corrects the current judgment result as a contact prediction signal when all of the following conditions are satisfied, 1) the current judgment result is a non-detection signal, and 2) the judgment result of the same signal is predetermined The first count number (for example, 4 times) does not continue, and 3) the distance data shorter than the predetermined first distance (100 cm) continues for the second count number (for example, 4 times), and 4) the current distance data. Is a predetermined second distance (for example, 50
cm) shorter than the third mode, this third mode corrects the current judgment result as a contact avoidable signal when all of the following conditions are satisfied: 1) The current judgment result is a non-detection signal, 2 ) The determination results of the same signal do not continue for the first count number (for example, four times), and 3) distance data shorter than a predetermined first distance (for example, 100 cm) is the second count number (for example, for example). 4 times), 4) the current distance data is the second distance (for example, 50)
cm) longer than the 4th mode, this 4th mode corrects the current judgment result as a non-detection signal when all of the following conditions are satisfied: 1) The current judgment result is a non-detection signal, 2 ) The determination results of the same signal do not continue for the first count number (for example, four times), and 3) distance data shorter than a predetermined first distance (for example, 100 cm) is the second count number (for example, for example). 4 times) When not continuous, 5th mode, this 5th mode authenticates the current judgment result as correct when all of the following conditions are satisfied 1) The current judgment result is not a non-detection signal, but 2) The determination result of the same signal does not continue for a predetermined first count number (for example, four times). (18) Further, in the present invention, the contact avoidance can be avoided from the contact determination means as an effective method for allowing the driver to confirm the steering direction when the contact can be avoided to surely avoid the contact. When signaled, visual information can be provided to indicate steering direction to avoid contact. (19) In addition, in this connection, caution can be exercised so as not to loosen the steering angle for maintaining the contact avoidance state. Therefore, when the contact avoidance signal is output from the contact determination means, the alarm means provides visual information indicating the minimum steering angle at which contact between the detected obstacle and the vehicle can be avoided. (20) Further, in order to confirm to the user that the system is operating effectively, when the state where there is no obstacle nearby is changed to the state where the obstacle is detected nearby, the voice information is changed. This state can be notified by. That is, the contact determination means generates a start signal when the position data from any obstacle sensor first enters within a predetermined distance from the vehicle, and the alarm means receives the start signal. , Providing audio information indicating that the alarm message is ready to be output. (21) Further, in another embodiment of the present invention, it is disclosed that even if an obstacle sensor that can detect only a distance is used, it is possible to accurately make a contact determination by an obstacle nearby. In this case, the determination criterion creating means gives a large number of coordinate values in a two-dimensional coordinate plane that extends substantially horizontally around the vehicle.
These coordinate values change according to the steering angle, and draw a determination line that is substantially parallel to the vehicle trajectory and is apart from this by a predetermined margin distance in the two-dimensional coordinate plane. The determination criterion creating means provides, as the determination criterion, a first radius that defines the detection area and a second radius that defines the detection area in contact with the determination line in at least one detection area. On the other hand, the contact determination means generates a contact prediction signal when the distance data from at least one obstacle sensor is equal to or less than the second radius, and when the distance data is greater than the second radius and less than the first radius, the above-mentioned. Generates the contact avoidable signal of. As a result, even when the sensor used outputs only distance data, it is possible to set a detection area having a different second radius that is obtained from a determination line that differs depending on the steering angle, and to appropriately contact an obstacle according to the rotation angle of the vehicle. It is possible to make a determination. (22) In this case as well, it is desirable to use a plurality of obstacle sensors, and correspondingly, the judgment criterion creating means gives a judgment line intersecting the detection area defined by at least one obstacle sensor. . As a result, the contact determination means generates the contact prediction signal when the distance data from at least one obstacle sensor is smaller than the second radius, and the distance data from all the obstacle sensors are smaller than the second radius. Is larger and the distance data from any obstacle sensor is within the first radius, the contact avoidance signal is generated. (23) When using a plurality of obstacle sensors that output only distance data, the judgment lines that differ depending on the steering angle may not intersect the detection areas of one or more obstacle sensors. In this case, By setting the second radius equal to the first radius for the detection area of the obstacle sensor where the judgment lines do not intersect, the detection area inside the judgment line is contacted when an obstacle is detected here. Since the prediction signal is output, it is possible to reliably predict the contact with the obstacle on the inner side of the rotation. (24) Also in this embodiment, the contact determination means is
A contact prediction signal can be generated when the distance data from an obstacle sensor that is close to the inside of the rotation is equal to or less than a predetermined distance, and inside the rotation, a contact determination can be performed in consideration of the difference in the inner ring of the vehicle. It is possible. (25) Further, in the present invention, the data from the obstacle sensor closest to the inside of the rotation of the vehicle is first examined, and then the data of the obstacle sensor near the outside of the rotation is examined. The danger of obstacles inside the rotation, which tends to be a blind spot for the driver, can be notified at an early stage.

The above-mentioned objects, effects and other effects will be made clear in the following detailed description based on the embodiments of the invention, and the features peculiar to each embodiment are the features peculiar to other embodiments. It is also within the scope of the present invention to appropriately combine

[0010]

BEST MODE FOR CARRYING OUT THE INVENTION First Embodiment As shown in FIG. 1, an obstacle detection / alarm system for a vehicle according to a first embodiment of the present invention has four obstacle sensors DS.
1, DS2, DS3, DS4 are used. These obstacle sensors are attached to the front bumper 10 of the vehicle as shown in FIG. 3, and are arranged symmetrically with respect to the central axis running in the longitudinal direction of the vehicle.
2, DS3 are arranged at the center of the vehicle in the width direction, and the remaining two obstacle sensors DS1, DS4 are arranged at the corners at both ends in the width direction. Each obstacle sensor has a limited detection area determined by a predetermined azimuth angle range and a predetermined detectable distance, and the detection areas of the obstacle sensors are set to be the same. For example, as shown in FIG. 6, the shape of each detection area is a semicircular shape in which the azimuth angle range is 180 ° and the detectable distance is 100 cm in the horizontal plane. Further, each obstacle sensor has two ultrasonic sensor units S.
a two-dimensional sensor composed of a and Sb, ultrasonic waves are transmitted from one sensor unit Sa, both sensor units output a reflection signal indicating a reflected wave from an obstacle, and each ultrasonic sensor unit outputs a reflected signal. Based on the output, position data indicating the angle and distance of the obstacle in the two-dimensional plane is given.

In addition to the obstacle sensor, this system is provided with a direction detector 20 for detecting the traveling direction of the vehicle and a steering detector 30 for detecting the steering angle of the steering of the vehicle. The direction detector 20 detects forward or backward movement from the position of the shift lever of the vehicle, and the steering detector 3
0 detects the steering angle of the steering from the amount of rotation of the steering shaft. Outputs from the obstacle sensors DS1 to DS4, the direction detector 20, and the steering detector 30 are sent to the electronic control unit 40.

As shown in FIG. 2, the electronic control unit 40
Is an ultrasonic signal transmission / reception unit 41, a position calculation unit 42 for calculating the position of an obstacle, a judgment reference creating unit 43 for creating a judgment reference for contact judgment, and an obstacle position for comparison with the judgment reference. And a contact determination unit 44 that determines the possibility that the detected obstacle contacts the vehicle.

The ultrasonic wave transmission / reception unit 41 periodically transmits an ultrasonic wave signal from one ultrasonic wave sensor unit Sab of each obstacle sensor, and reflects from an obstacle received by both ultrasonic wave sensor units Sa and Sb. Receive a reflected signal that represents a wave.

The position calculation unit 42 calculates the reflection signal to obtain position data indicating the coordinates of the obstacle detected by each obstacle sensor in the horizontal plane. In the position calculation unit 42, each obstacle sensor DS
1, DS2, DS3, DS4 from a predetermined distance, for example 10
Reflected waves from obstacles farther than 0 cm are invalid, effective detection distance is within 100 cm, and there is no obstacle if the detection distance to the obstacle is recognized as exceeding 100 cm. Create the position data.

As shown in FIG. 4, in each obstacle sensor,
Distance from the sensor mounting position to the obstacle (r1
~ Rn) and angles (θ1 to θ4) are detected in polar coordinates, and the position of an obstacle detected by each sensor is converted into a two-dimensional XY coordinate by the following formulas (1) to (6). To do. In this case, the mounting positions of the obstacle sensors DS1 to DS4 are DS1 (X01, 0) and DS2 (X02, respectively) in the XY coordinates as shown in FIG.
Y02), DS3 (X03, Y03), DS4 (X0
4, 0), and the central axis of each sensor is an angle φ1 to φ4 with respect to an axis parallel to the Y axis. Left side processing

[0016]

[Formula 1]

[0017]

[Formula 2]

[0018]

[Formula 3]

During right side processing

[0020]

[Formula 4]

[0021]

[Formula 5]

[0022]

[Formula 6]

Regarding the position data of the obstacles detected by the three obstacle sensors on the left side, as shown in the equations 1 to 3, the coordinates are such that the origin is on the left side and the X axis extends to the right side with respect to the traveling direction of the vehicle. For the position data obtained by obtaining (coordinates during left-side processing) and detected by the three obstacle sensors on the right side, equations 4 to 6 are used.
As shown in, the coordinates (the coordinates during the right side processing) in which the origin is on the right side and the X axis extends in the left side direction are obtained, and in the contact determination described later, the coordinates during the right side processing and the coordinates during the left side processing are Use properly according to the direction of rotation of the vehicle.

The determination criterion creating unit 43 receives the outputs from the direction detector 20 and the steering detector 30, that is, the traveling direction of the vehicle and the steering angle, determines the course of the vehicle, and determines the course of the course. Create criteria specific to. The path trajectory is a line which is expected to follow one end in the width direction, which is the outer side of rotation of the vehicle, depending on the steering angle, and is obtained by, for example, the known Ackermann equation. The determination criterion is created by adding a predetermined margin value to the outside of the path trajectory in consideration of the vehicle wheel base, the body shape, or the shapes of the four corners. The formula giving the criterion is created and stored according to the vehicle type, and the criterion according to the steering angle is derived by inputting the steering angle. Taking the case where the vehicle is moving forward while rotating to the right as an example, this criterion is as shown in FIG. For example, 32 cm, the judgment line L00 to L separated from the outside
8 is a set of first coordinate values for drawing 8. That is, the judgment criterion creating unit 43 gives a plurality of judgment criteria that differ according to the steering angle, and each judgment criterion gives a group of first coordinate values that draws a unique judgment line.

The contact judgment unit 44 compares the position data from the position calculation unit 42 with the judgment line obtained by the judgment reference unit 43, and the position data of the obstacle detected by any obstacle sensor is detected. When it is judged that it is inside the judgment line in the area, a contact prediction signal is generated, and an obstacle sensor is detected in the detection area by one of the obstacle sensors, but the position data is outside the judgment line. When it is determined that the obstacle avoidance signal is generated, and when it is determined that no obstacle is detected in the detection area by any obstacle sensor, a non-detection signal is generated.

When the contact determination unit 44 generates a contact prediction signal or a contact avoidable signal, the contact determination unit 44 activates the alarm unit 50, and an alarm message indicating the contact prediction state or the contact avoidance state is output as a buzzer 51 as voice or visual information. Or the display 52 notifies the driver.

The contact determination will be described in detail below. As shown in Table 1, the judgment line shown in FIG. 5 is created according to a plurality of steering angle ranges (Θ), and two kinds of judgment lines are created for each angle range. Is a standard judgment line (L0, L2, L4, L6, L8), and the other is a strict judgment line (L0 that gives a strict judgment standard).
0, L1, L3, L5, L7), and the contact determination unit 44 selects either the standard determination line or the strict determination line based on the immediately preceding determination result. The strict judgment line is set as a line separated from the standard judgment line by a fixed distance, for example, 10 cm outside. In the case of going straight (-90 ° <steering angle Θ <90 °), the standard judgment line L00 is set to the outside 3
The line that is separated by cm is the strict judgment line. By default,
When the standard judgment line (L0, L2, L4, L6, L8) is selected and the contact prediction unit 44 generates the contact prediction signal once, the strict judgment line (L00, L1, L3, L5, L) is selected.
7) is selected and contact judgment is performed based on this strict judgment line, and thereafter, the strict judgment line is used until the contact prediction signal is no longer generated.

[0028]

[Table 1]

In the above description with reference to FIG. 5 and Table 1, for easy understanding, an example is shown when the vehicle is straight ahead or is rotated to the right. Is used. Further, the number of these judgment lines, that is, the number of angle ranges is not limited to the above example, and it is also possible to increase or decrease as necessary. You may make it set the determination line which changes continuously.

FIG. 6 shows the relationship between the detection area of each obstacle sensor and the standard judgment lines (L0, L2, L8). The detection area of each obstacle sensor is set to be the same, and the range of the detection area and the position of the obstacle sensor are set in accordance with the judgment line that differs depending on the vehicle so as to satisfy the following conditions. Standard judgment line L8 when the steering angle is maximum
Detection area A of the two obstacle sensors DS3 and DS4 located in the rotation direction of the vehicle (right rotation in this case) inside the vehicle
3 and A4 are all included, and part of the boundary of the detection area A3 of the obstacle sensor DS3 on the center right is the standard determination line L8.
Touch. Steering angle when going straight (-90 ° <Θ <9
The detection areas A2 and A3 of the two central obstacle sensors DS2 and DS3 are within the two left and right judgment lines L0 and L0 set at the time of 0), and a part of the boundary of these detection areas is the judgment line L0. , L0.

Referring to FIGS. 7 and 8, when the vehicle goes straight (-9
The procedure of contact determination in the case of 0 ° <steering angle Θ <90 °) will be described. In this case, according to Table 1, L0 or L00 is applied as the judgment line. First, the contact determination unit 44
Are two obstacle sensors DS2 and DS3 on the left and right of the center section.
First, the position data from is detected, and as shown in FIG. 8A, the presence or absence of obstacles in the detection areas A2 and A3 of these obstacle sensors is detected, and the position data of the obstacles in this detection area is determined. When it is determined to be inside the line L0 or L00, a contact prediction signal is generated and the contact determination is ended. If not, the position data from the obstacle sensors DS1 and DS4 at the two right and left corners are selected, and as shown in FIG. 8B, the position data of the obstacles within the detection areas A1 and A4 is the judgment line LX. When it is determined to be inside (= L0 or L00), a contact prediction signal is generated and the contact determination is ended. Otherwise, it is checked whether the output from any obstacle sensor detects an obstacle in the detection area, and when the obstacle is detected in any detection area, a contact avoidable signal is generated. To finish the contact determination,
When no obstacle is found in the detection areas of all obstacle sensors, a non-detection signal is generated and the contact determination is ended. These contact determinations are continuously performed at predetermined time intervals.

As shown in FIG. 8A, when the vehicle goes straight,
Two obstacle sensors DS2 and DS3 in the center on the left and right judgment lines
Since all the detection areas A2 and A3 are included, the contact determination unit 44 first detects the obstacle sensors DS2 and DS3.
If the non-detection signal is not output at the time of processing the output of, that is, if an obstacle is recognized in the detection area, it is determined that the position data of the obstacle is inside the determination line L0 or L00, and contact prediction is performed. A signal can be generated. That is, in such a situation, contact prediction can be performed without performing calculation processing with reference to the determination line for position data, and contact waiting can be performed without waiting for contact determination regarding the outputs of the obstacle sensors at the left and right corners. The risk of can be quickly determined.

The detection of obstacles by the obstacle sensors DS2 and DS3 at the left and right of the central portion in the first step of the flow chart of FIG. 7 is shown in FIG. 4 and the above-mentioned equations (1) to (6). This can be easily done by processing either the coordinate value at the time of right side processing or the coordinate value at the time of left side processing.

Next, with reference to FIG. 9 and FIG. 10, a contact determination procedure in the case of advancing the vehicle at the maximum steering angle (rotating to the right in the figure) will be described. In this case, the judgment line Lx (= L8 or L7) is selected from Table 1. The contact determination unit 44 includes obstacle sensors (DS4 → DS3 → DS2 → DS) arranged from the corner portion on the inner side of rotation (in this case, the right side) toward the opposite corner portion.
The position data from 1) are sequentially captured, and FIGS.
In the order shown in D, the detection area of each sensor ((A4 → A3 →
The obstacle is detected at A2 → A1)). When it is determined that the position data of the obstacle in each detection area is inside the determination line Lx, a contact prediction signal is output, and the contact determination ends at that time. When an obstacle is detected in the detection area of any obstacle sensor while the contact prediction signal is not output, a contact avoidable signal is output and the contact determination ends. Otherwise, that is, if no obstacle is detected in the detection area of any obstacle sensor, a non-detection signal is generated.

In this case, as shown in FIG. 10, the judgment line Lx (= L8 or L when the steering angle is maximum).
Since the inside of 7) includes all the detection areas of the two obstacle sensors DS4 and DS3 from the inner end of rotation,
When the contact determination unit 44 processes the outputs of the obstacle sensors DS4 and DS3, these detection areas A4 and A3 are detected.
If an obstacle is recognized at, it is possible to determine that the position data of the obstacle is inside the determination line Lx and generate a contact prediction signal. That is, in such a situation, contact prediction can be performed without performing calculation processing with reference to the determination line for position data, and contact determination regarding the outputs of the two obstacle sensors DS2 and DS1 outside the rotation is awaited. Instead, it is possible to quickly determine the risk of contact and prompt the driver to avoid the risk of contact at an early stage.

In the above example, the case where the vehicle is rotated to the right has been described. However, when the vehicle is rotated to the left, the logic process of left-right reversal is performed by the same procedure.

In the above description, the example in which the judgment line is set outside the rotation is shown in the case other than straight running. However, as shown in FIG. 11, the judgment reference creating unit 43 considers the difference between the inner wheels of the vehicle. Then, an additional judgment line Lx ′ is set inside the rotation, and when an obstacle is detected in the detection area of any obstacle sensor in the range sandwiched by the judgment lines Lx and Lx ′ on the left and right sides, The contact determination unit 44 may generate a contact prediction signal. That is, as shown in FIG.
By setting the additional determination line Lx to pass through the detection area of the sensor DS4, which is the innermost portion of the rotation, it is possible to avoid an obstacle on the inner side of the rotation with a short distance while considering the inner ring difference. Such an alert message can be given to the driver.

When the contact prediction signal is generated as the determination result, the buzzer 51 of the alarm unit 50 is operated to generate an intermittent sound indicating that the danger is approaching, and at the same time, a predetermined symbol provided on the display 52 is displayed. By blinking, the driver is alerted. In this case, it is desirable to change the interval of the intermittent sound of the buzzer and the interval of the blinking of the symbol according to the distance to the nearest obstacle that has caused the contact prediction. Shorten the interval and blinking interval of the symbol. Further, when the determination result of generating the contact avoidable signal is obtained, the buzzer 51 is stopped so as not to give a useless warning to the driver, or by generating a sound with different tones,
Notify that it is in the contact avoidance state. In this case, it is desirable to provide the display 52 with a visual indication that it is avoidable. If the determination result is the non-detection signal, the operations of the buzzer 51 and the display 52 are stopped.

FIG. 12 shows an example of the display 52. The display 52 is provided with a symbol HD indicating a steering wheel and an arrow symbol M indicating the direction of rotation. 12A, the symbol HD on the steering wheel blinks to inform the driver of the danger of contact and the driver cannot operate the steering wheel to avoid contact, as shown in FIG. 12A. To inform. When it is recognized that the contact avoidance signal is generated when the steering angle is maximized, as shown in FIG. 12B, the steering wheel symbol HD
The arrow symbol M indicating the current rotation direction is turned on, and the driver is informed that contact can be avoided by rotating the steering wheel in the arrow direction. 12C and 12D
Is a symbol 52 indicating stop as the display 52.
An example is shown in which scales of arrow marks N indicating the degree of rotation are provided on both sides of. In this case, when the contact prediction signal is generated even when the steering angle is maximized, the stop symbol SP is turned on as shown in FIG. 12C. Further, if the steering angle is the current one, the contact is made.
If the contact avoidable signal is generated by increasing the steering angle up to °, as shown in FIG. 12D,
The stop symbol SP at the center is turned off, the number N of marks indicating the steering angle of 540 ° is turned on, and it is notified that contact can be avoided by turning the steering angle to the right by 540 °. The alarm message on the buzzer 51 and the display 52 in the alarm unit 50 is not limited to the above example, and various other methods can be adopted.

It should be noted that, in the present system, when the obstacle is not found nearby and the obstacle is found nearby, the system notifies the driver whether or not the system is operating properly. Sound notification. For this reason,
The contact determination unit 44 generates a start signal when an obstacle is first recognized in the detection area of one of the obstacle sensors, and a buzzer sounds at a predetermined frequency (for example, 1.5 kHz) by the start signal. 51, a different frequency (for example, 1.0
A sound of kHZ) is generated from the buzzer for a short time. As a result, the driver can recognize that an obstacle is nearby and that the system operates normally and contact determination can be performed.

FIG. 12 is a flow chart showing the procedure of the entire operation of the present system described above. First, after initializing processing (S1), the determination result is an obstacle not detected as an initial value. The setting is performed by the contact determination unit 44 (S
2). Next, a process of transmitting an ultrasonic signal from one obstacle sensor by the ultrasonic signal transmitting / receiving unit 41 (S
3), receiving process of reflected wave received by obstacle sensor (S4)
I do. Next, the position calculation unit 42 is operated to obtain polar coordinates (r, θ) of the obstacle detected by the obstacle sensor (S5), and these coordinates (r, θ) are two-dimensional coordinates (x, y). To position data (S6). After this,
The steering angle is read from the output of the steering detector 30 (S7), and the judgment line created by the judgment reference creating unit 43 according to the steering angle is selected (S7).
8). Next, the contact determination unit 44 compares the position data with the determination line to determine whether contact prediction or contact avoidance is possible (S
9). Based on this determination result, the display 52 and the buzzer 51 notify (S10, S11). Next, the direction detector 20 reads the position of the shift lever (S12), and if the shift lever is not in the "parking <P>" position, the switching process for performing the process for the next obstacle sensor is performed. (S13), a timing process is performed (S14), and after a predetermined time, the process from S3 onward is performed. If it is determined that the shift lever is in the "P" position, the process is suspended until the shift lever is in a position other than the "P" position. .

Further, in the present embodiment, a function is provided that can surely make a contact determination even when the obstacle is a diffuse reflector such as a wire mesh.

FIGS. 14A, 14B and 14C show position data of an obstacle which changes with the progress of the vehicle when an obstacle such as a concrete wall which is not a diffuse reflector is detected. Positional data that is consistent with the detection distance can be obtained.

However, FIGS. 15A, 15B and 15C
As shown in, when detecting an obstacle that is a diffuse reflector such as a wire mesh, there is no variation in the detection distance with the progress of the vehicle, but there is a large variation in the detection angle. Reliability is greatly reduced. Therefore, if the contact determination is performed with reference to the determination line for the position data of each obstacle sensor, an incorrect determination result may be output.

In order to solve such a problem, the contact judgment unit 44 stores the past several times, for example, five times of angle data in the memory, and the maximum value and the minimum value of these angle data are stored. When the fluctuation range of exceeds a predetermined value, for example, 30 °, it is determined that the obstacle detected as being in the unclear angle state is a diffuse reflector, and a flag indicating this state is set (random reflection flag = ON). . When the irregular reflection flag = ON is not ON, the contact determination described above is performed, but the irregular reflection flag =
When it is turned on, the distance data from the obstacle sensor causing the trouble is taken out and compared with a predetermined threshold distance, and the contact judgment is performed based on the comparison result. As the threshold distance, a plurality of distances (for example, 100 cm and 63 c
m and 50 cm) are set, and which threshold distance is applied to which obstacle sensor is determined based on a predetermined pattern according to the current steering angle, and this pattern is determined by the determination reference creating unit 43. It

For example, as shown in FIG. 6, when the steering angle is the rightward rotation maximum and the determination line L8 is set, the contact determination unit 44 performs the contact determination based on the following pattern. When the obstacle sensor DS4 or DS3 detects an obstacle within the detection area (that is, within a distance of 100 cm), a contact prediction signal is generated for this sensor. When the obstacle sensor DS2 detects an obstacle at a distance of 63 cm or more, a contact avoidable signal is generated for this sensor. When the obstacle sensor DS2 detects an obstacle at a distance of less than 63 cm, a contact prediction signal is generated for this sensor. When the obstacle sensor DS1 detects an obstacle at a distance of 50 cm or more, a contact avoidable signal is generated for this sensor. When the obstacle sensor DS1 detects an obstacle at a distance of less than 50 cm, a contact prediction signal is generated for this sensor.

The above example shows the case where the steering wheel is rotated to the right at the maximum steering angle, but when the steering wheel is rotated to the left at the maximum steering angle, the criterion based on the threshold value given to the obstacle sensors DS1 to DS4 is left and right. Reverse. Further, it is desirable to change the threshold value given to each obstacle sensor depending on the steering angle, but the threshold value given to the obstacle sensor located at the corner portion outside the rotation is set to the obstacle sensor inside thereof. It is set shorter than the given threshold.

The fluctuation range of the angle data is obtained as the fluctuation range between the maximum value and the minimum value of the past five times of the angle data, but instead of this, the "variance" of a predetermined number of angle data is obtained.
Alternatively, a diffused object may be determined by obtaining the fluctuation range using a statistical method such as “standard deviation”.

Further, due to the fact that one sensor unit Sa or Sb of the two-dimensional obstacle sensors does not give an effective output due to a failure or other factors,
It is desired to prevent the risk of contact even in a situation where angle data cannot be obtained and only distance data from one sensor unit is detected. As a countermeasure against this, the effective azimuth range of each detection area is previously set, for example,
The position calculation unit 42 is configured to output the angle data set as 150 °, and the angle data of less than ± 75 ° on the left and right is output as the effective angle data. When the output is not obtained, the angle data is limited to a limit value, for example, + 75 ° (when only the output from one sensor unit Sa is received) or −75 ° (only the output from the other sensor unit Sb is received. Output). The contact determination means 44,
When the angle data of + 75 ° or −75 ° is received, it is determined that the angle cannot be detected, and the contact determination is performed by the same method as the contact determination for the diffuse reflector described above. other than that,
That is, unless the irregular reflection flag = ON and the angle cannot be detected, the normal contact determination described above is performed.
The upper limit value can be arbitrarily selected according to the effective azimuth range set in the detection area.

Further, in the present system, when the vehicle having a relatively high vehicle speed goes straight (-90 ° <steering angle Θ <
90 °), a function for determining the possibility of contact with an obstacle at an early stage is added. For example, as shown in FIG. 16A, when there is a local obstacle Q, for example, a cone, outside the judgment line Lx in the forward direction of the traveling path, there is no contact even if the obstacle advances as it is, and the obstacle does not occur. The position data P of the object is always the judgment line Lx as plotted in the figure.
16B, a long obstacle Q extending obliquely along the traveling direction of the vehicle, such as a wall, is present as shown in FIG. 16B. Is expected to contact the wall. That is, as shown in the position data P plotted in the same figure, in the initial stage, it is detected as outside the judgment line Lx, but as the vehicle advances, it gradually approaches the judgment line,
Eventually, in the case where the vehicle comes into contact with the vehicle, it is necessary to recognize the risk of the obstacle at an early stage and make a determination of the contact prediction at an early stage.

Therefore, in the present system, the contact determination unit 44 uses the obstacle sensor DS1 at the corner,
The time-series data of the position data obtained from the output of the DS4 is monitored, and the trajectory in which the position data changes from the time when the obstacle is caught in the detection area of these obstacle sensors is analyzed. A contact prediction signal is generated when it is determined to intersect the determination line Lx.

Specifically, the position data P (tn) = [Xn, Yn], P (tm) = [at the time tn, tm (tn <tm) on the two-dimensional XY coordinate plane. X
m, Ym], the contact determination unit 44 obtains the difference (ΔY = Ym−Yn) in the Y coordinate value between the two points, and when the difference ΔY exceeds a predetermined value, the X between the two points is determined. The difference between the coordinate values (ΔX = Xm−Xn) is obtained, and the contact determination is performed along the flow shown in the flowchart of FIG. If ΔY ≧ 0 is initially recognized, it is determined that the detected obstacle is gradually separated from the vehicle along the Y coordinate or the obstacle is traveling in parallel with the vehicle, and a contact avoidable signal is generated. It ΔY
If <0, then ΔX is checked, and if ΔX> 0, it is determined that the detected obstacle approaches the vehicle along the X coordinate, and a contact prediction signal is generated. If ΔX = 0, it is determined that the obstacle remains at a safe distance from the vehicle in the X coordinate, and a contact avoidable signal is generated. Δ
When X <0, that is, when the inspected obstacle is away from the vehicle along the X coordinate, two points P (tn), P
Find the point where the straight line connecting (tm) and the X coordinate axis,
If this intersection is less than a predetermined value, it is judged that the obstacle will move away from the inside of the judgment line to the outside at a safe distance along the X coordinate when the vehicle advances, It generates an avoidable signal. However, when the intersection is equal to or larger than the predetermined value, the contact prediction signal is generated because the obstacle moves away along the X coordinate but does not move to the outside of the determination line.

A situation in which the above-described early contact prediction is performed will be described below with reference to FIG. FIG. 18A shows
FIG. 6 is a schematic diagram showing a case where the vehicle finally contacts a long obstacle Q such as a wall inclined with respect to the traveling direction of the vehicle,
The position data P is set so that ΔY <0 (the obstacle approaches the vehicle along the Y coordinate) and ΔX> 0 (the obstacle approaches the vehicle along the X coordinate) at the same time outside the determination line Lx.
At time t2 when (t1) changes to P (t2), a contact prediction signal can be generated, and contact risk is earlier than time t3 when the position data P (t3) is recognized inside the determination line Lx. The sex can be reported.

FIG. 18B schematically shows a similar obstacle Q moving away from the vehicle. ΔY is <0, but ΔX is
A case is shown where <0 (the obstacle moves away from the vehicle along the X coordinate) and the latest position data P (t2) is outside the determination line. In this case, the contact avoidable signal is generated assuming that the obstacle is further away from the outside of the judgment line.

FIG. 18C shows the situation where the local obstacle Q approaches the vehicle along both the X and Y coordinates (ΔY <0, ΔX> 0) as the vehicle advances (position data P).
At time t2, when the position data P (t2) is not moved to the inside of the determination line Lx, which is determined from (t1) and P (t2), a contact prediction signal is generated assuming that contact is expected at the subsequent t3. To be done.

In FIG. 18D, similarly, the local obstacle Q approaches along the Y coordinate as the vehicle advances (ΔY <0).
However, a situation in which a certain distance is maintained with respect to the X coordinate (ΔX = 0) is recognized from the position data P (t1) and P (t2). In this case, it is predicted that the obstacle will be maintained outside the determination line Lx at time t3, and the contact avoidable signal is generated.

In FIG. 18E, the local obstacle Q is inside the judgment line Lx at the time t1, and at the time t2, the obstacle approaches the vehicle at the Y coordinate (ΔY <0) and at the X coordinate. The situation of leaving the vehicle is the position data P (t1), P (t
Allowed from 2). In this case, the line connecting two points and X
It is assumed that the intersection with the coordinate axis is equal to or less than a predetermined value (for example, the X coordinate value of the determination line Lx), and it is predicted that the contact is avoided at time t3, and at time t2 before that, the contact avoidable signal is early. To occur. If the intersection exceeds the predetermined value, it is determined that the contact prediction signal is still inside the determination line and the contact prediction signal is generated at time t3.

Further, in the present system, by delaying the warning message for informing the driver of the contact judgment, the movement of the vehicle is driven in a narrower place while avoiding obstacles at a short distance without changing the reference of the contact judgment. A function that enables a person to perform can be given. In other words, it is possible to give the driver a judgment that the contact determination standard becomes looser so that the vehicle can be brought closer to the obstacle without changing the contact determination standard. Function is given. FIG. 19 shows a situation where such a function is desired. In this situation, when a vehicle is rotated at a large steering angle toward an obstacle Q such as a long wall lying in front and avoiding this, the position of the obstacle changes as time passes (t1 → t2 → t3). W (t
1), W (t2), W (t3), and finally the outside of the rotation of the vehicle comes into contact with an obstacle.
In this case, at time t1, the obstacle sensor DS on the outside of rotation is
An obstacle is recognized in the detection area 1 and an avoidable signal is generated. At time t2, the two obstacle sensors DS in the center are detected.
2. If the obstacle detected by DS3 is judged to be inside the judgment line Lx, a contact prediction signal is generated, and if a warning message is given to the driver at this time to notify the contact prediction, the vehicle will be further stopped. Will refrain from proceeding.
Without this warning message, the driver can advance the vehicle while maintaining the steering angle until the time t3 when the contact with the obstacle is more imminent, and bring the vehicle closer to the obstacle.

For this purpose, the contact determination unit 44 divides the detection area of each obstacle sensor DS1, DS2, DS3, DS4 into a short distance area (for example, within 50 cm) and a long distance area (50 cm to 100 cm). The alarm unit 50 is set to recognize the presence or absence of an obstacle, and until the obstacle is detected in a short-range area of any obstacle sensor.
It is prohibited to output an alarm message from. As a result, the results shown in Table 2 below are obtained for the situation in FIG.

[0060]

[Table 2]

As can be seen from the table above, the judgment can be avoided at time t1, but the notification is not made, and at time t2, the judgment is contact prediction, but no notification is made. At time t3, a contact prediction warning message is issued. Given to the driver. Therefore, as shown in FIG. 19, it is possible to bring the vehicle closer to the obstacle W (t3) at time t3.

In the above example, the alarm output is not issued when an obstacle is detected only in the long distance area at the time t2. However, the warning message in this situation is It is also possible to notify the driver in a different format from the alarm message that is notified when an obstacle is detected inside.

Further, in this embodiment, the obstacle sensor is set to 4
However, the present invention is not necessarily limited to this, and any number of obstacle sensors can be used as needed. For example, when using only one obstacle sensor, use a sensor that can detect a relatively long distance, and make sure that all of the judgment lines set to change with the steering angle touch or cross this detection area. Depending on whether the obstacle detected in the detection area is inside or outside the judgment line,
It is designed to generate a contact prediction signal or a contact avoidance signal and generate a non-detection signal when an obstacle is not detected in the detection area.

Second Embodiment This embodiment is basically the same as the first embodiment, but in order to improve the reliability of contact judgment, the previous judgment result and distance data at that time are referred to. It is characterized by verifying the current judgment result. Since other configurations are the same as those in the first embodiment, the present embodiment will be described with reference to the same reference numerals.

The contact determination unit 44 includes a memory, and a predetermined number of time-series data regarding past and present determination results regarding the contact prediction signal, the contact avoidance signal, and the non-detection signal are stored in this memory, and these are also stored. A predetermined number of time series data relating to the distance data related to the determination result is stored in this memory. Specifically, for each obstacle sensor, the determination results of the last several times (for example, three times) and the distance data at that time are stored in the memory, and the output of each obstacle sensor is used by using these data. Contact determination is performed. The contact determination unit 44 analyzes the present determination result for the past three determination result groups and the past three determination results and current distance data related to these determination results, and confirms or corrects the present determination result. In order to update this in the memory, the process shown in the flow chart of FIG. 20 is executed to verify the current determination result based on the different determination modes shown below, and save the verified determination result in the memory. .

Initially, when the current determination result is not yet obtained, in step S1, the determination result is set as a non-detection signal as an initial value, and after the current determination result is obtained, the determination result is Check if it is a non-detection signal. In the next step S2 or S7, the present judgment result is collated with the judgment results of the past three times, and it is checked whether the present judgment result is the same as the judgment results of the past three times. Process S3,
In S4 and S8, a predetermined number of consecutive counts (= 4 times)
The distance data of No. 1 is compared with the first distance (= 100 cm), and depending on the case, it is further checked whether the judgment result of the continuous four times in the steps S5 and S9 is the contact prediction, or in the step S6, the current judgment is made. The distance day is compared with the second distance (= 50 cm) to determine the current determination result.

For example, when the current determination result has not yet been obtained or when the current determination result is a non-detection signal, this determination result is the same as the determination results of the past three times (four consecutive times) in step S2. And the same determination result), the distance data are all 100 in step S3.
If it is within cm, the current judgment result is determined to be a non-detection signal. If the distance data is within the first distance (= 100 cm) four times in a row, it is checked in step S5 whether the past three consecutive determination results are contact prediction signals, and the result determines the current determination result. To confirm. If the current determination result is not the same as the previous three determination results, the current distance data is within the first distance (= 100 cm) consecutively with the past three distance data in step S4. If the first distance (= 100 cm) is exceeded in all four times, the current determination result is determined as a non-detection signal. The first distance (= 100c)
If m or less, in step S6, it is checked whether or not the current distance data is the second distance (= 50 cm) or more, and the current determination result is converted into the contact avoidable signal or the contact prediction signal according to the result. Correct and confirm this.

Next, when the current determination result is the contact prediction signal or the contact avoidable signal, in step S7, if the same determination result is not consecutive four times, the current determination value is confirmed as correct. To do. If the same judgment value does not continue four times, the distance data for all four times is 1 in step S8.
It is checked whether it is within 00 cm, and if it is not, the current determination result is corrected as a non-detection signal, and this is confirmed. Four
If the distance data of the number of times is within 100 cm continuously, it is checked in step S9 whether the past three consecutive determination results are contact prediction signals, and the current determination result is used as the contact prediction signal or the contact prediction signal. Determined as a contact avoidance signal.

Hereinafter, typical examples of different modes in which the determination result is confirmed according to the above-mentioned confirmation method will be shown.

The first mode, this first mode authenticates the present judgment result as correct when the present judgment result is the same as all the stored judgment results in the past (steps S1 → S7 → S8 → S9) or (S1 → S2 → S
3).

Second mode, this second mode corrects the current judgment result with the contact prediction signal when all of the following conditions are satisfied: 1) The current judgment result is a non-detection signal (S1), 2 ) The determination result of the same signal is the predetermined first count number (= 4
(3 times) Not continuous (S2), 3) Past distance data shorter than the first distance (= 100 cm) continues for the first count number (= 4 times) (S4), 4) Current distance data is a predetermined value. When it is shorter than the second distance (50 cm) (S6).

The third mode, this third mode corrects the present determination result as the contact avoidable signal when all the following conditions are satisfied. 1) The current judgment result is a non-detection signal (S1), 2) The judgment result of the same signal is the first count number (= 4).
(3 times) Not continuous (S4), 3) Distance data shorter than the predetermined first distance (100 cm) continues for the second count number (= 4 times), and 4) Current distance data is for the second count. When it is longer than the distance (50 cm) (S6). The fourth mode, the fourth mode corrects the current determination result as a non-detection signal when all the following conditions are satisfied. 1) The current determination result is a non-detection signal (S1), 2) The determination results of the same signal in the past do not continue for the first count number (= 4 times) (S2), 3) the predetermined first When the distance data shorter than the distance (100 cm) does not continue for the second count number (= 4 times) (S
4).

Fifth mode, this fifth mode authenticates the present judgment result as correct when all the following conditions are satisfied: 1) The present judgment result is not a non-detection signal (S1), 2) The same The signal determination result is a predetermined first count number (= 4
It does not continue (S7).

As described above, the continuity of the determination result for each obstacle sensor is checked every time, and in order to confirm the current determination result, an alarm message is output according to the confirmed determination result. Therefore, there are variations in the detection accuracy of individual obstacle sensors, variations in the detection position for stationary obstacles caused by changes in the position of the obstacle sensors themselves due to vehicle vibration, and variations in position data values due to acoustic noise. It is possible to output a stable notification result with respect to the variation factor, and the stability / reliability of the system is improved.

Further, as in the second determination mode and the third determination mode, the current determined determination result is a non-detection signal and the past determination result is a predetermined number of times (four times in this embodiment).
It was not the same continuously, but the distance data was first
When it is detected that the distance is equal to or shorter than (= 100 cm), the latest distance value can be compared with the second distance (= 50 cm) to determine contact prediction or contact avoidability. Third Embodiment In the present embodiment, as shown in FIG. 21A, the obstacle sensor D
It is characterized in that S1, DS2, DS3 and DS4 are arranged at the rear end of the vehicle. The method of contact determination is the same as in the first embodiment, and this embodiment will be described with reference to the same reference numerals. The obstacle sensors are embedded in the left and right corners and the left and right center of the rear bumper so as to be bilaterally symmetrical with respect to the center axis of the vehicle.

The determination reference creating unit sets the determination lines L0 and L8 which are separated by a predetermined margin distance from the trajectory drawn by the rear end portion of the vehicle, which differs depending on the steering angle. The contact determination unit refers to this determination line,
The position data of each obstacle sensor is analyzed, and a contact prediction signal, a contact avoidable signal, and a non-detection signal are generated as in the first embodiment. For example, as shown in FIG. 21B,
When the vehicle moves backwards almost straight, the two left and right judgment lines L
If 0 is selected and position data indicating an obstacle is detected by any obstacle sensor in the area sandwiched by the determination lines L0, a contact prediction signal is generated. As shown in FIG. 21C, during rotation of the vehicle, position data indicating an obstacle is detected by any obstacle sensor in an area inside the determination line L8 on the outer side of rotation set according to the steering angle. For example, if a contact prediction signal is generated and position data indicating an obstacle is detected from the obstacle sensor outside the determination line L8,
A contact avoidable signal is generated. If no obstacle is recognized within the detection area of any obstacle sensor, a non-detection signal is generated.

Further, in the present embodiment, similar obstacle sensors DS5 and DS6 are installed at both left and right corners of the front bumper of the vehicle, and the judgment reference creating unit is
Based on the output of the direction detector, it is determined that the vehicle is moving backward, and an additional determination line is created outside the vehicle according to the vehicle trajectory when the vehicle is moving backward. The additional judgment line extends rearward by a predetermined distance from the position corresponding to the front end of the vehicle, and the additional judgment line R0 when straight ahead extends on the same line as the upper judgment line L0, and the additional judgment line when the vehicle rotates. The judgment line R8 is a curve that changes according to the steering angle. When the contact determination means determines the backward movement from the output of the direction detector, the obstacle sensors DS1 to D at the rear end are detected.
Not only the position data from S4 but also the position data from the obstacle sensors DS5 and DS6 at the front end are fetched, and the determination as to whether or not the vehicle front end contacts the obstacle is performed by referring to the additional determination lines R0 and R8. Based on the method of. As a result,
It is possible to perform contact determination at the front end of the vehicle, which causes unexpectedly large displacement when the vehicle moves backward, and it is possible to safely move the vehicle backward.

In the figure, only one kind is shown as the judgment line L8 and the additional judgment line R8 when the vehicle is rotating, but a plurality of judgment lines according to the steering angle are provided as in the first embodiment.

It is desirable that four or more obstacle sensors are arranged at the front end and four or more at the rear end to determine contact with the obstacle both during forward movement and during backward movement. in this case,
The contact determination unit and the determination reference creation unit are designed so that the position data obtained from the obstacle sensors at the left and right corners at the front end can be determined based on different determination lines when moving forward and when moving backward. Fourth Embodiment This embodiment is characterized in that contact determination with an obstacle is performed using four obstacle sensors S1, S2, S3, S4 that can detect only distance as an obstacle sensor. Is. As shown in FIG. 22, these obstacle sensors are attached to the front bumper of the vehicle and are arranged symmetrically with respect to the central axis running in the longitudinal direction of the vehicle as in the first embodiment. The object sensors S2 and S3 are provided to the central portion in the width direction of the vehicle and the remaining two obstacle sensors S1 and S4.
Are arranged at corners at both ends in the width direction. Each obstacle sensor is an ultrasonic sensor, has a limited detection area determined by a predetermined azimuth angle range and a predetermined detectable distance, and the detection areas of the obstacle sensors are set to be the same. For example, as shown in FIG. 5, the shape of each detection area is a semi-circular shape in which the azimuth angle range is 180 ° and the detectable distance is 100 cm in the horizontal plane, and obstacles detected in this detection area are shown. Gives an output that indicates the distance to an object.

FIG. 23 shows the system of the present embodiment. As in the first embodiment, the direction detector 120 for detecting the traveling direction of the vehicle and the steering detector for detecting the steering angle of the steering of the vehicle. And 130 are provided. Outputs from the obstacle sensors S1 to S4, the direction detector 120, and the steering detector 130 are output to the electronic control unit 140.
Sent to.

The electronic control unit 140 includes an ultrasonic signal transmission / reception unit 141, a distance calculation unit 142 for calculating a distance to an obstacle, a judgment reference preparation unit 143 for preparing a judgment reference for contact judgment, and an obstacle. A contact determination unit 144 that determines the possibility that the detected obstacle contacts the vehicle by comparing the distance to the vehicle with the determination standard.

The ultrasonic wave transmission / reception unit 141 periodically transmits an ultrasonic wave signal from each obstacle sensor and receives a reflected signal indicating a reflected wave from the obstacle.

The distance calculating unit 142 obtains distance data to the obstacle detected by each obstacle sensor by arithmetically processing the reflection signal. Distance calculation unit 142
Then, the reflected wave from the obstacle which is separated from each obstacle sensor S1, S2, S3, S4 by a predetermined distance, for example, a distance exceeding 100 cm, is invalidated, and the effective detection distance is within 100 cm. If the object is recognized to be over 100 cm, distance data assuming that there is no obstacle is created.

The determination reference creating unit 143 receives the outputs from the direction detector 120 and the steering detector 130, that is, the traveling direction of the vehicle and the steering angle,
The course of travel of the vehicle is determined, and a criterion specific to the determined course of travel is created. The determination standard is created according to this path trajectory that changes depending on the steering angle. Taking the case where the vehicle moves forward while rotating to the right,
As shown in FIG. 24, the criterion is a predetermined margin distance from the line traced by the left corner portion of the front end of the vehicle, for example, 25 cm outside the criterion line L0, depending on the steering angle.
It is set for each detection area in order to cover the area inside L8. That is, the radius R that defines a predetermined range in the detection area located inside the assumed determination line is set for each detection area as the determination reference.

The judgment standard preparation unit 143 holds a plurality of judgment standards which differ depending on the steering angle in the table. Table 3 below shows the judgment criteria (= radius) set in the detection area of each obstacle sensor according to the steering angle.
An example is shown. In this table, the criteria for judging whether the vehicle is going straight or rotating to the right are shown. Left rotation is symmetric to right rotation and therefore omitted.

[0086]

[Table 3]

For example, in FIG. 22, if the judgment line L8 is applied at the maximum steering angle, the sensor R1 closest to the judgment line L8 is judged to have a radius R = 25 cm which draws an arc in contact with the judgment line L8. For the sensor S2, which is set as a reference, the radius R = 63 cm that draws an arc that contacts the judgment line L8 is set as a reference, and for the sensor S3, the radius R that draws an arc that contacts the judgment line L8 similarly. 100 cm is set as the judgment standard, and the radius R = 100 which is the default value for the sensor S4 which is inside the judgment line L8 but whose detection area does not contact the judgment line.
cm is set. In other words, these judgment criteria (= radius) are calculated as the radius that draws an arc that touches the judgment line in the detection area when the selected judgment line crosses the detection area. For remote detection areas, the radius of the default detection area (= 1
00 cm) is calculated as a criterion.

The contact judgment unit 144 refers to these judgment criteria set according to the steering angle, and when the distance data from any obstacle sensor satisfies the condition shown in Table 3, the contact prediction signal. To occur. When any obstacle sensor detects an obstacle in the detection area in the situation where the contact prediction signal is not generated, the contact avoidance signal is generated. In addition, none of the obstacle sensors generate a non-detection signal when the obstacle is not detected in the detection area.

The contact judgment unit 144 operates the alarm unit 150 in accordance with the judgment results indicated by these signals, similarly to the first embodiment, to notify the driver of a predetermined warning message.

The radius (100 cm in the case of the present embodiment) of the predetermined detection area of each sensor can be changed according to different vehicle types and sensor mounting positions. The above-mentioned judgment line is set by giving a predetermined margin value to the vehicle locus for each vehicle type obtained in advance, and the radius of the detection area is set in consideration of the mounting position of the sensor according to this judgment line. Is. That is, as shown in the figure, when four sensors are arranged in the left and right in the center and two in the left and right corners, the radius of the detection area is set so as to satisfy the following conditions. Of the central sensors S2 and S3 located inside the judgment line L8 at the maximum steering angle, the boundary of the detection area of the sensor S3 located inside the rotation is the judgment line L8.
Touch. The boundary between the detection areas of the central sensors S2 and S3 located inside the determination line L0 when traveling straight ahead contacts the determination line L0. Part of the determination lines L0 and L8 are included in the detection areas of the sensors S1 and S4 at the corners.

Further, in Table 3, in order to facilitate understanding of the present invention, as an example, the range of the steering angle from straight running to right rotation is classified into three, but the present invention is not limited to this example. Instead of this, it is possible to give a judgment criterion (radius) within the detection area of each sensor for each of a larger number of angle ranges. The changing radius may be set in the detection area of the corresponding obstacle sensor. In this case, the judgment criterion creating unit 143 creates an expression representing a judgment line according to the detected steering angle based on the vehicle trajectory prepared in advance for each vehicle type, and calculates the above judgment criterion from this expression. The desired function is given.

The contact determination unit 144 determines the contact by comparing the distance data from the obstacle sensor with the determination reference in different order according to the steering angle, and determines the contact. Angle Θ ≦ 18
In the case of 0 °), the obstacle sensors S on the left and right sides of the center are first
The contact determination is performed based on the distance data from S2 and S3, and then the contact determination is performed based on the distance data from the obstacle sensors S1 and S4 at the left and right corners. When the vehicle is rotating,
First, the contact determination is performed based on the distance data from the obstacle sensor located on the outer side of the rotation in order from the obstacle sensor located on the inner side of the rotation. It is possible to judge the contact with an object at an early stage.

The operation of this embodiment will be described below with reference to FIGS.
This will be described with reference to 0.

FIG. 25 is a flow chart showing the procedure of contact judgment when the vehicle is straight ahead. In this case, as shown in FIG. 26, two judgment lines L0 running to the left and right of the vehicle are applied. The contact determination unit 144 first checks whether the left and right sensors S2 and S3 in the center detect an obstacle within the detection area (the detection areas B2 and B3 shown by hatching in FIG. 26A), and the obstacle is detected. If so, a contact prediction signal is generated. When an obstacle is not detected in any of these detection areas, a range of a predetermined radius R (32 cm in the case of this embodiment) within the detection areas B1 and B4 of the sensors S1 and S4 at the left and right corners (Fig. 26B) (indicated by diagonal lines in FIG. 26B), it is checked whether an obstacle is detected. If an obstacle is detected, a contact prediction signal is generated. If it is not detected in any range, all the sensors are in the detection area (radius =
It is determined whether an obstacle is detected within 100 cm), that is, whether the obstacle is detected in any of the detection areas B1 and B4, and the obstacle is detected in this detection area. For example, a contact avoidable signal is generated, and a non-detection signal is generated otherwise.

FIG. 27 is a flow chart showing the procedure of contact judgment in the case where the vehicle is rotated to the right at a relatively gentle steering angle (-630 ° <Θ ≦ -180 °). In this case,
As shown in FIG. 28, the judgment line L2 is applied. The contact determination unit 144 first detects an obstacle in the detection area B4 (indicated by diagonal lines in FIG. 28A) of the sensor S4 at the right corner, which is the inner side of the rotation, and then the sensors S3 at the center left and right. , S2 detection areas B3 and B2 (indicated by diagonal lines in FIG. 28A) are detected, and then a predetermined radius R (in the detection area S1 inside the left corner sensor S1 located outside the rotation) In the case of the present embodiment, an obstacle is detected within a range of 25 cm (shown by the diagonal lines in FIG. 28B), and a contact prediction signal is generated when the obstacle is detected in any of the detection areas and ranges. To do. If not, it is checked whether an obstacle is detected in the detection area B1 of the sensor S1. If no obstacle is detected, it is determined that no obstacle is detected in the detection areas of all the sensors, and a non-detection signal is output. Occurs, and the detection area B1 of the sensor S1
If an obstacle is detected inside, an avoidable signal is generated.

FIG. 29 is a flow chart when the vehicle is rotated to the right at the maximum steering angle (Θ ≦ −630 °). In this case, the judgment line L8 is applied as shown in FIG. The contact determination unit 144 first detects an obstacle in the detection area B4 (indicated by diagonal lines in FIG. 30A) of the sensor S4 at the right corner, which is the inner side of the rotation, and then detects the sensor S3 at the center right. Of the obstacle is detected in the detection area B3 (shown by diagonal lines in FIG. 30A), and subsequently, a predetermined radius R in the detection area B2 of the sensor S2 at the center left is detected.
An obstacle is detected within a range (in the case of the present embodiment, 63 cm) (shown by the diagonal lines in FIG. 30B), and then a predetermined area within the detection area S1 within the sensor S1 at the left corner located outside the rotation. The obstacle is detected within a radius R (25 cm in the case of the present embodiment) (indicated by diagonal lines in FIG. 30C), and contact is made when the obstacle is detected in any of the detection areas or ranges. Generate a prediction signal. If not, it is checked whether an obstacle is detected in the detection area B2 of the sensor S2 or an obstacle is detected in the detection area B1 of the sensor S1, and no obstacle is detected in any of the detection areas B2 and B1. In this case, an obstacle is not detected in the detection areas of all the sensors, a non-detection signal is generated, and if an obstacle is detected in any of the detection areas B1 and B2, an avoidable signal is generated. .

As shown in the above flow chart, one contact determination routine ends at the time when any of the contact prediction signal, avoidable signal, and non-detection signal is generated, and this routine is repeated.

Also in this embodiment, similarly to the first embodiment described with reference to FIG. 11, the judgment reference creating unit 143 is added inside the rotation in consideration of the inner ring difference of the vehicle. The determination line Lx ′ may be set so that the contact determination unit 144 generates a contact prediction signal when an obstacle is detected in a range sandwiched between the left and right determination lines Lx and Lx ′.

Further, in this embodiment, the obstacle sensor is set to 4
However, the present invention is not necessarily limited to this, and any number of obstacle sensors can be used as needed. For example, when using only one obstacle sensor, use a sensor that can detect a relatively long distance, and make sure that all of the judgment lines set to change with the steering angle touch or cross this detection area. The determination criterion creating unit 143 is configured to change the radius defining the range in contact with the determination line passing through the detection area according to the steering angle, that is, to give the radius according to the steering angle as the determination criterion. Constitute. In this case, the contact determination unit generates a contact prediction signal when detecting an obstacle within the radius range determined by the steering angle, and when the obstacle is detected within the detection area outside the radius range, , It is designed to generate a contact avoidance signal and generate a non-detection signal when an obstacle is not detected in the detection area.

In the above embodiment, the ultrasonic sensor is used as the obstacle sensor, but the present invention is not limited to this, and the distance to the obstacle and the position of the obstacle are detected. Any sensor can be used as long as it can. For example, an electromagnetic sensor using laser, microwave, or millimeter wave, or an ultrasonic sensor array can be used.

[Brief description of drawings]

FIG. 1 is a schematic diagram showing a vehicle obstacle detection alarm system according to a first embodiment of the present invention.

FIG. 2 is a circuit block diagram of the above system.

FIG. 3 is a perspective view showing a position where an obstacle sensor used in the above is attached to a vehicle.

FIG. 4 is an explanatory view showing conversion of polar coordinates of an obstacle detected by an obstacle sensor used in the above system into XY coordinates.

FIG. 5 is a plan view showing first and second judgment lines used according to a steering angle in the system.

FIG. 6 is a plan view showing a determination line which is different depending on a detection area and a steering angle of each obstacle sensor in the above system.

FIG. 7 is a flowchart showing the operation of the above system when the vehicle is straight ahead.

8A and 8B are schematic plan views illustrating detection of obstacles when the vehicle is straight ahead in the above system.

FIG. 9 is a flowchart showing the operation of the above system when the vehicle is rotating to the right.

10 (A), (B), (C), and (D) are schematic plan views illustrating detection of an obstacle when the vehicle is rotating to the right in the same system.

FIG. 11 is a schematic plan view showing a method of contact determination on the inner side of rotation in the above system.

12 (A), (B), (C), and (D) are schematic diagrams showing an example of visual information indicating a contact determination result in the system.

FIG. 13 is a flowchart showing a processing procedure in the above system.

14 (A), (B) and (C) are explanatory views showing position data detected by an obstacle sensor for an obstacle of a non-diffusive reflector in the same system.

15 (A), (B), and (C) are explanatory views showing dispersion of position data detected by an obstacle sensor with respect to an obstacle of a diffuse reflector in the same system.

16 (A) and 16 (B) are schematic plan views for explaining additional contact determination in the above system.

FIG. 17 is a flowchart for additional contact determination according to the above.

18 (A), (B), (C), (D), and (E) are schematic plan views showing examples by the additional contact determination of the above.

FIG. 19 is a diagram showing the position of an obstacle that changes with time to show the importance of delaying the notification of contact determination;
The top view which shows the detection area of each obstacle sensor, and the relationship with a judgment line.

FIG. 20 is a flowchart showing a confirmation method of contact determination used in the system of the second embodiment of the present invention.

21 (A), (B) and (C) are schematic plan views showing an example of a third embodiment of the present invention in which the system described above is applied to the rear end of a vehicle.

FIG. 22 is a schematic diagram showing a vehicle obstacle detection and warning system according to a fourth embodiment of the present invention.

FIG. 23 is a circuit block diagram of the above system.

FIG. 24 is a plan view showing determination criteria determined by a detection area and a steering angle of each obstacle sensor in the above system.

FIG. 25 is a flowchart showing contact determination based on outputs from two obstacle sensors at the center of the front end of the vehicle in the above system.

26 (A) and 26 (B) are schematic plan views for explaining contact determination when the vehicle goes straight on in the above system.

FIG. 27 is a flowchart showing contact determination based on outputs from four obstacle sensors in the same system.

28 (A) and 28 (B) are schematic plan views for explaining contact determination when the vehicle is gently rotating to the right in the above system.

FIG. 29 is a flowchart showing contact determination based on outputs from four obstacle sensors in the same system.

30 (A), (B), and (C) are schematic plan views illustrating contact determination when the vehicle is suddenly rotated to the right in the same system.

[Explanation of symbols]

DS1, DS2, DS3, DS4 obstacle sensor 20 direction detector 30 steering detector 40 Electronic control unit 42 Position calculation unit 43 Judgment standard preparation unit 44 Contact judgment unit 50 alarm unit S1, S2, S3, S4 obstacle sensor 120 direction detector 130 Steering detector 140 Electronic control unit 142 Distance calculation unit 143 Judgment standard preparation unit 144 Contact judgment unit 150 alarm unit

─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. ⁷ Identification code FI theme code (reference) B60R 21/00 B60R 21/00 624E 626 626D G08B 21/00 G08B 21/00 U G08G 1/16 G08G 1 / 16 C (72) Inventor Naoya Higashi 1048 Kadoma, Kadoma City, Osaka Prefecture Matsushita Electric Works Co., Ltd. (72) Inventor Kazunari Yamauchi 1048, Kadoma, Kadoma City, Osaka Matsushita Electric Works Co., Ltd. F-term (reference) 5C086 AA53 BA22 CA06 CA10 CA22 CB27 CB28 CB40 DA08 EA41 EA45 FA02 FA12 FA18 5H180 AA01 CC03 CC11 CC12 LL01 LL02 LL04 LL07 LL08 LL17

Claims (25)

[Claims] 1. An obstacle detection and warning system for a vehicle having at least one obstacle sensor having the following structure, wherein the obstacle sensor is attached to a front end or a rear end of a vehicle,
A direction detector, this direction detection, which has a detection area with a limited detection angle range, detects an obstacle near the vehicle in this detection area, and gives distance data indicating at least the distance to the detected obstacle. The detector detects the traveling direction of the vehicle, the steering detector, this steering detector detects the steering angle of the vehicle, the alarm means, and this alarm means is the expected effect of the obstacle detected by the obstacle sensor on the vehicle. The determination criterion creating means, which determines the vehicle trajectory to be followed by the vehicle by analyzing the traveling direction and the steering angle, is specific to the determined vehicle trajectory. Contact determination means, which provides a determination reference that changes according to the steering angle. A contact prediction signal is generated when the judgment criteria are satisfied, and a contact avoidable signal is generated when the above distance data does not satisfy the above judgment criteria in the detection area. In response to the signal, a warning message indicating a predicted contact state or a contact avoidable state is issued. 2. The at least one obstacle sensor is a two-dimensional sensor, and provides position data including the direction of the detected obstacle. The determination criterion provided by the determination criterion creating means is a vehicle. A large number of firsts in a two-dimensional coordinate plane that extends substantially horizontally around
The coordinate values are defined, and these first coordinate values change according to the steering angle, and a determination line that is substantially parallel to the above vehicle locus and is separated from this by a predetermined margin distance is set within the above two-dimensional coordinate plane. Draw, the contact determination means generates the contact prediction signal when the position data is inside the determination line in the detection area, and the position data of the determination line of the determination line in the detection area. The vehicle obstacle detection and warning system according to claim 1, wherein the contact avoidable signal is generated when the vehicle is outside. 3. A plurality of the obstacle sensors are arranged along the width direction of the vehicle, and the judgment criterion creating means crosses a detection area defined by at least one obstacle sensor. The contact determination means generates the contact prediction signal when the position data from any obstacle sensor is inside the determination line in the detection area of the obstacle sensor, and The obstacle avoiding signal for vehicles according to claim 2, wherein the contact avoidable signal is generated when the position data from the obstacle sensor is outside the judgment line in the detection area of the obstacle sensor. Detection alarm system. 4. The determination criterion creating means sets a pair of the determination lines on both sides of the vehicle when the steering angle is within a small range indicating the straight running of the vehicle. The vehicle obstacle detection alarm system according to item 3. 5. The determination reference creating means provides a pair of the determination lines when the steering angle exceeds a large angle indicating the rotation of the vehicle, one outside the rotation and the other inside the rotation. The obstacle detection and alarm system for a vehicle according to claim 2, 3 or 4, wherein the obstacle detection and alarm system extends. 6. The vehicle obstacle detection and warning system according to claim 3, wherein the obstacle sensors are arranged symmetrically with respect to a central axis of the vehicle in the front-rear direction. 7. The obstacle detection and warning system for a vehicle according to claim 6, wherein four obstacle sensors are provided, two of which are located at corners of widthwise end portions. 8. The contact determination means analyzes time-series data relating to position data from each of the obstacle sensors DS1 and DS4 located at corners at both ends in the width direction to determine whether the obstacle is the above. 8. The vehicle according to claim 7, wherein it is determined whether or not the vehicle is relatively close to the vehicle at a point outside the line, and the contact prediction signal is generated when it is determined that the vehicle is relatively close to the vehicle. Obstacle detection alarm system. 9. The contact determination means determines that the angle cannot be detected when the position data from the obstacle sensor is accompanied by only the distance data and is not accompanied by the angle data. The vehicle obstacle detection and warning system according to claim 2, wherein the contact prediction signal is generated when the distance data is shorter than a predetermined threshold distance. 10. The contact determination means determines that the angle cannot be detected when the position data from the obstacle sensor is accompanied by only the distance data and is not accompanied by the angle data. When the distance data is shorter than the predetermined threshold distance, the contact prediction signal is generated. According to a predetermined pattern determined by the steering angle,
The vehicle obstacle detection and warning system according to claim 3, wherein different values of the threshold distance are assigned to different obstacle sensors. 11. The contact determination means analyzes time-series data relating to position data from an obstacle sensor, and in this time-series data, it is shown that the fluctuation of the detected angle exceeds a predetermined value. When the contact angle is unclear, the contact determination means retrieves distance data from the obstacle sensor that causes the unclear angle, and when the distance data is shorter than a predetermined threshold distance, 3. The obstacle detection and warning system for a vehicle according to claim 2, wherein different values of the threshold distance are assigned to different obstacle sensors according to a predetermined pattern that generates the contact prediction signal of 1. 12. The contact determination means analyzes time-series data relating to position data from an obstacle sensor, and in this time-series data, it is shown that the fluctuation of the detected angle exceeds a predetermined value. When the contact angle is unclear, the contact determination means retrieves distance data from the obstacle sensor that causes the unclear angle, and when the distance data is shorter than a predetermined threshold distance, The obstacle detection and warning system for a vehicle according to claim 3, wherein different values of the threshold distance are assigned to different obstacle sensors according to a predetermined pattern that generates the contact prediction signal of (1). 13. The contact determination means generates the contact avoidance signal when the distance data exceeds the threshold distance within a radius defining any of the detection areas. The vehicle obstacle detection and warning system according to claim 9. 14. The judgment criterion creating means gives a strict coordinate value that draws a strict judgment line running outside the judgment line as viewed from the vehicle and running substantially parallel to the judgment line. After the contact prediction signal is generated by referring to the judgment line, if the position data from any obstacle sensor is inside the strict judgment line, the contact prediction signal is generated. The obstacle detection and alarm system for a vehicle according to claim 2 or 3. 15. Each of the obstacle sensors defines a short-distance area and a long-distance area within an effective detection area, and the contact determination means determines that the position data from one of the obstacle sensors is near. When the vehicle enters the distance area, it determines the obstacle proximity state, and the contact determination means allows the alarm means to output the alarm message only when the contact determination means recognizes the obstacle proximity state. The vehicle obstacle detection and warning system according to claim 2 or 3, characterized in that. 16. The obstacle sensor is arranged at a rear end of a vehicle, and two additional obstacle sensors are arranged at corners of a front end of the vehicle, and each additional obstacle sensor has a detection area. The determination criterion creating means for providing the position data of the obstacle is added to the outside of the trajectory drawn by the front end corner portion of the vehicle in the two-dimensional coordinate plane according to the steering angle when the vehicle moves backward. If an additional coordinate value is drawn to draw the judgment line, and the above-mentioned contact judgment means judges from the output of the above-mentioned direction detector that the vehicle is moving backward, one of the above-mentioned additional obstacle sensors indicates When the position data is inside the additional judgment line in the corresponding detection area, the contact prediction signal is generated, and each position data of the additional obstacle sensor is outside the additional judgment line, and Either 4. The vehicle according to claim 2, wherein the contact avoidable signal is generated when it is determined that the position data of the additional obstacle sensor is within the detection area of the corresponding additional obstacle sensor. Obstacle detection alarm system. 17. The contact determination means generates a non-detection signal when the position data is outside the detection area, the contact determination means includes a memory, and a contact prediction signal, a contact avoidance signal, and A predetermined number of time series data relating to past and present determination results regarding non-detection signals are stored in this memory, and a predetermined number of time series data relating to distance data relating to the above determination results are stored in this memory. The contact determination means described above analyzes the current determination result with reference to the past determination result group, analyzes the past or the present distance data related to these determination results, and determines the present determination result. A different mode for validating or correcting and updating it in memory, this different mode being the first mode, which is the current mode When the determination result is the same as all the stored determination results in the past, the current determination result is authenticated as the second mode. The second mode is the current determination when all the following conditions are satisfied. Correct the result as a contact prediction signal, 1) The current judgment result is a non-detection signal, 2) The judgment result of the same signal does not continue for a predetermined first count number, and 3) is shorter than a predetermined first distance. The distance data continues for the second count number, and 4) the third mode when the current distance data is shorter than the predetermined second distance, and this third mode contacts the current judgment result when all of the following conditions are satisfied. Correct it as an avoidable signal 1) The current judgment result is a non-detection signal, 2) The judgment result of the same signal does not continue for the first count above, and 3) Distance data shorter than the predetermined first distance Second above
4) The 4th mode when the current distance data is longer than the 2nd distance mentioned above. This 4th mode corrects the current judgment result as a non-detection signal when all the following conditions are satisfied. , 1) The current judgment result is a non-detection signal, 2) The judgment result of the same signal does not continue for the above first count number, and 3) the distance data shorter than the predetermined first distance is the above second count.
5th mode when the number of counts does not continue, this 5th mode authenticates the present judgment result as correct when all of the following conditions are satisfied 1) The present judgment result is not a non-detection signal, 2) The past The obstacle detection and warning system for a vehicle according to claim 2 or 3, wherein the determination results of the same signal are not consecutive for a predetermined first count number. 18. The alarm means provides visual information for informing a steering direction for avoiding contact when the contact avoidable signal is output from the contact determining means. Item 1. An obstacle detection alarm system for vehicles according to Item 1. 19. The warning information, when the contact determination means outputs the contact avoidable signal, the visual information indicating the minimum steering angle at which contact between the detected obstacle and the vehicle can be avoided. The obstacle detection and warning system for a vehicle according to claim 1 or 18, wherein: 20. The contact judgment means generates a start signal when the position data from any obstacle sensor first enters within a predetermined distance from the vehicle, and the alarm means starts the start signal. The vehicle obstacle detection alarm system according to any one of claims 1 to 3, characterized in that, upon receiving a signal, voice information indicating that the alarm message is ready to be output is given. 21. The determination criterion creating means provides a large number of coordinate values within a two-dimensional coordinate plane extending substantially horizontally around the vehicle, and these coordinate values change according to the steering angle, Drawing a determination line in the two-dimensional coordinate plane that is substantially parallel to the vehicle locus and is separated from the vehicle trajectory by a predetermined margin distance. The determination criterion creating means defines the detection area as the determination criterion. 1 radius and a second radius defining a detection area in contact with the determination line in at least one of the detection areas, wherein the contact determination means is a distance from at least one obstacle sensor. When the data is less than or equal to the second radius, the contact prediction signal is generated, and when the distance data is greater than the second radius and less than the first radius, the contact avoidable signal is generated. Motomeko 1 for a vehicle obstacle detection warning system according. 22. A plurality of the obstacle sensors are arranged along the width direction of the vehicle, and the judgment criterion creating means gives a judgment line intersecting a detection area defined by at least one obstacle sensor, The contact determination means generates the contact prediction signal when the distance data from at least one obstacle sensor is smaller than the second radius, and the distance data from all obstacle sensors have the second radius. 22. The vehicle obstacle detection and warning system according to claim 21, wherein the contact avoidance signal is generated when the distance data from any obstacle sensor is larger than the first radius and is within the first radius. 23. The determination criterion creating means sets the second radius equal to the first radius for the detection areas of one or more obstacle sensors that do not intersect the determination lines. The obstacle detection and alarm system for a vehicle according to claim 22. 24. The contact determination means generates a contact prediction signal when the distance data detected by an obstacle sensor located inside the rotation of the vehicle is less than a predetermined distance. Item 21. The vehicle obstacle detection alarm system according to Item 21. 25. The contact determination means first examines data from an obstacle sensor closest to the inside of the rotation of the vehicle,
23. The obstacle detection and warning system for a vehicle according to claim 3 or 22, wherein data of an obstacle sensor near the outside of the rotation is checked.