JP2005009992A - Periphery monitoring apparatus for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a periphery monitoring apparatus capable of determining the distance between two obstructions in the periphery of a vehicle. <P>SOLUTION: A processing unit 2 repeatedly computes the distance to an obstruction through the use of a range finding sensor 1 and determines whether the obstruction is present or not based on the computed distance for every computation. When the processing unit 2 determines that the obstruction is present, by computing distances based on output of a vehicle sensor 4 between the time of the determination and the following determination that an obstruction is present, it is possible to determine the distance between the two obstructions in the periphery of the vehicle. As a result, it is possible to determine whether parallel parking between vehicles 152 and 153 as the obstructions is, for example, possible or not. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a vehicle periphery monitoring device that monitors obstacles around a vehicle.
[0002]
[Prior art]
Conventionally, an ultrasonic wave is transmitted toward the periphery of the vehicle using ultrasonic waves as a medium, the ultrasonic wave reflected by an obstacle around the vehicle is received, and the vehicle on which the user rides based on the reflected wave An ultrasonic sensor for a vehicle that calculates a distance between an obstacle (hereinafter referred to as a host vehicle) and an obstacle has been proposed.
[0003]
In such an ultrasonic sensor, there is a problem that the driver cannot be notified of the shape of the obstacle only by notifying the driver of the distance between the vehicle and the obstacle.
[0004]
On the other hand, the position of the obstacle around the vehicle detected using the laser radar is stored, and the position of the obstacle is displayed on the top view centered on the vehicle, so that the driver can A monitoring device that clarifies the positional relationship of an obstacle (hereinafter referred to as a first monitoring device) has been proposed (see, for example, Patent Document 1).
[0005]
In addition, the camera is photographed around the vehicle, and the captured camera image around the vehicle is converted into a bird's-eye view (top view) to display the positional relationship between the vehicle and the obstacles around the vehicle on a plane. A monitoring device (hereinafter referred to as a second monitoring device) has been proposed (see, for example, Patent Document 2).
[0006]
[Patent Document 1]
JP-A-8-50699
[0007]
[Patent Document 2]
JP 2002-120675 A
[0008]
[Problems to be solved by the invention]
However, the first monitoring apparatus described above has a problem that the shape of the obstacle cannot be specified only by clarifying the positional relationship between the vehicle and the obstacle.
[0009]
Further, in the second monitoring device described above, since the camera image around the vehicle is converted into a bird's eye view and displayed, the obstacle originally standing on the ground is displayed as if it has fallen down, so that the driver feels uncomfortable. In addition, the driver has a problem that it is difficult to understand the distance between the vehicle and the obstacle and the shape of the obstacle is difficult to understand.
[0010]
By the way, for example, as shown in FIG. 4, when a user's vehicle (hereinafter referred to as own vehicle 151) tries to park in parallel with respect to two vehicles 152 and 153 that individually become obstacles, If the width between the vehicles 152 and 153 can be obtained in advance, it is considered that interference with the vehicles 152 and 153 that are obstacles can be prevented in advance.
[0011]
An object of the present invention is to provide a vehicle periphery monitoring device that allows an occupant to easily understand the shape of an obstacle around the vehicle.
[0012]
In addition, a second object of the present invention is to provide a vehicle periphery monitoring device that can determine the distance between two obstacles around the vehicle.
[0013]
[Means for Solving the Problems]
In order to achieve the above object, according to the present invention, in the invention described in claim 1, a display (3), a distance measuring sensor (1) for measuring a distance to an obstacle around the vehicle, and a distance For each measurement, the distance is a radius, and an arc centering on the position of the distance measurement sensor is obtained, and the tangent line connecting the arc obtained for each measurement and the arc obtained prior to this arc is an obstacle. And control means (2) for displaying the estimated outer edge on a display.
[0014]
Since the outer edge of the obstacle is displayed in this way, the shape of the obstacle around the vehicle can be easily understood by the occupant.
[0015]
In the second aspect of the present invention, the transmission wave is transmitted toward the vehicle periphery, the transmission / reception means (1) for receiving the reflected wave of the transmitted transmission wave, and the vehicle periphery based on the received reflected wave. In order to calculate the distance to the obstacle and to determine whether there is an obstacle based on the calculated distance (S130, S130A, S130B, S130C) and to measure the moving distance of the vehicle Based on the movement distance measured by the movement measurement means, the distance between the movement measurement means (4) and the determination means that the obstacle is present until the judgment means again determines that the obstacle is present. And calculating means (S140) for calculating.
[0016]
Thus, the distance between the two obstacles around the vehicle is calculated by calculating the distance from when the determination means determines that an obstacle is present until the determination means determines again that the obstacle is present. Can be requested.
[0017]
Specifically, as in the invention described in claim 3, the determination means determines whether or not an obstacle exists by determining whether or not the distance to the obstacle is shorter than a threshold value. You may do it.
[0018]
For example, as in the invention described in claim 4, the determination means may determine that an obstacle exists when the distance to the obstacle is other than zero.
[0019]
Further, as in the invention described in claim 5, each time the distance to the obstacle is calculated, the storage means (S110) for storing the calculated distance to the obstacle, and the distance for each calculation stored. And calculating the difference between the average value and the threshold value. If the difference between the calculated average value and the threshold value is less than a predetermined value, the threshold value is updated according to the average value. And updating means (S147, S148).
[0020]
Further, in determining whether or not an obstacle exists, as in the invention described in claim 6, the determining means sets a distance as a radius and an arc centered at the position of the distance measuring sensor for each distance calculation. In addition, when it is determined that there is a tangent line connecting the arc obtained for each calculation and the arc obtained prior to the arc, it may be determined that an obstacle exists.
[0021]
Incidentally, the reference numerals in parentheses of each means described above are an example showing the correspondence with the specific means described in the embodiments described later.
[0022]
DETAILED DESCRIPTION OF THE INVENTION
(First embodiment)
FIG. 1 shows an electrical schematic configuration of the vehicle peripheral display device according to the first embodiment of the present invention.
[0023]
As shown in FIG. 1, the vehicle peripheral display device includes a distance measuring sensor 1, a processing unit 2, a display 3, and a vehicle sensor 4. The distance measuring sensor 1 is arranged toward the side of the vehicle with a bumper or the like, for example, in order to obtain the distance between the obstacle on the side of the vehicle (left side of the vehicle) and the host vehicle.
Specifically, the distance measuring sensor 1 includes a transmission ultrasonic transducer and a reception ultrasonic transducer, and the transmission ultrasonic transducer is an ultrasonic wave (transmission wave) output from the processing unit 2. ). The receiving ultrasonic transducer receives an ultrasonic wave reflected by an obstacle.
The processing unit 2 is composed of a microcomputer and a memory. As will be described later, the processing unit 2 repeatedly calculates the distance between the obstacle and the host vehicle, and the distance between the obstacles according to the repeatedly calculated distance. Execute the process to measure.
[0024]
The indicator 3 is arranged toward the vehicle rear side on the instrument panel in the vehicle interior, and is controlled by the processing unit 2 to display the outer edge of the obstacle as will be described later. As the display 3, for example, a liquid crystal display or the like is used.
[0025]
The vehicle sensor 4 uses a vehicle speed sensor that measures the rotational speed of the driving wheel of the vehicle and detects the vehicle speed based on the rotational speed, a gyro sensor or a steering angle sensor that detects the rotational angle of the automobile, and a GPS system. It is comprised from the GPS receiver which detects the positional information on the own vehicle.
[0026]
Hereinafter, prior to the description of the specific operation of the present embodiment, an outline of the processing for calculating the width of the area without an obstacle will be described with reference to FIGS.
[0027]
That is, as shown in FIG. 2, the processing unit 2 repeatedly transmits an ultrasonic wave from the distance measuring sensor 1 and receives a reflected wave reflected by the obstacle. Calculate the distance between cars. In addition to this, as shown in FIG. 3, the processing unit 2 obtains the position information of the own vehicle for each distance calculation based on the sensor output from the vehicle sensor 4, and based on the output from the vehicle sensor 4, Find your vehicle's location information (obstacle detection location).
[0028]
In the graph of FIG. 3, the vertical axis indicates the calculated distance, the horizontal axis indicates the detection position, and when the distance measuring sensor 1 passes through the positions Pt, Pt + 1. In this example, the distance between the vehicle and the host vehicle is calculated, and the distance for each calculation is plotted, for example, as point 1.1, point 1.2, and point 1.5.
[0029]
Here, the positions Pt... Pm-1 in the region 1.3 indicate that they are substantially equidistant from the own vehicle, and some obstacles (surfaces) are present in the vicinity of the line segment 1.6 obtained by averaging these points. I can guess that there is. However, it can be determined that the points from the positions Pm to Pn are sufficiently far from the line segment 1.6 and are not arranged in the same plane.
[0030]
Here, as a criterion for determination, a line segment 1.4 set far from the above-described line segment 1.6 by a margin of 1.7 is set as a threshold value. Then, it is determined that a point far from the threshold value 1.4 does not form the same plane as the obstacle, and if the margin 1.7 is set sufficiently far, a position where the threshold value is continuously exceeded (that is, farther than the threshold value). For (location), it is determined that there is no obstacle. By such a determination process, a distance (Pm−Pn) between two obstacles around the vehicle, that is, a width of an area without an obstacle (hereinafter referred to as an empty area width) is measured.
[0031]
Next, as a specific process of the processing unit 2 of this embodiment, as shown in FIG. 4, when the own vehicle 151 is parked in parallel with respect to the vehicles 152 and 153, the vehicle 152 and 153 as an obstacle is between An example of measuring the free space width will be described with reference to FIGS. FIG. 4 is a flowchart showing the free space width calculation process. Hereinafter, the free space width calculation process will be described.
[0032]
First, when the own vehicle 151 travels parallel to the vehicles 152 and 153 as indicated by the arrow Y, the processing unit 2 executes a free space width calculation process according to the flowchart of FIG.
[0033]
Here, a register (hereinafter referred to as a register W) for storing an empty area width in the processing unit 2 is reset (S100), and the distance from the distance measuring sensor 1 to the obstacle (using the distance measuring sensor 1) ( Hereinafter, the calculation distance L0 is also calculated (S110).
[0034]
Specifically, an ultrasonic wave is transmitted from the distance measuring sensor 1, and after transmitting this ultrasonic wave, a propagation time Δt required to receive the reflected wave of the ultrasonic wave from the obstacle is obtained, and this propagation time is obtained. The distance (Δt × c) is calculated by multiplying Δt by the speed of sound c. Furthermore, this distance (Δt × c) is divided by 2 to obtain a calculated distance L0 (= Δt × c / 2).
[0035]
Next, the position information of the own vehicle (hereinafter also referred to as own vehicle position information) is calculated based on the output from the vehicle sensor 4, and the position information of the own vehicle and the calculated distance L0 are stored in the memory (S120).
[0036]
Here, the difference ΔK (= L0−S) between the calculated distance L0 and the predetermined threshold S is calculated. (1) When the difference ΔK is less than zero (ΔK ≦ 0), it is determined that there is an obstacle and YES Determine (S130). Along with this, “zero” is output from the register W as the “free area width”, and the register W is reset (S150, S160).
[0037]
Thereafter, after the distance calculation process (S110) and the data storage process (S120) are executed, (1) when the difference ΔK (= L0−S) between the calculated distance L0 and the threshold value S is greater than or equal to (ΔK> 0), {circle around (2)} In one of the cases where the reflected wave of the ultrasonic wave cannot be received and the calculated distance L0 cannot be obtained, NO is determined that there is no obstacle (S130).
[0038]
At this time, the current vehicle position information is calculated based on the output from the vehicle sensor 4, and the “own vehicle position information determined that an obstacle is present last time” is called from the memory, and the called vehicle position information and Based on the current vehicle position information, the distance from the “vehicle position where it was determined that an obstacle was present last time” to the current position is obtained as a free space width, and this free space width is stored in the register W.
[0039]
Thereafter, after executing the data storage process (S120) and the obstacle presence / absence determination process (S130), if it is determined that there is no obstacle in the determination process of S130, the current vehicle position information is based on the output from the vehicle sensor 4. Is calculated.
[0040]
Prior to this calculation, “location information of the vehicle determined to have no obstacles in the previous time” is called from the memory, and based on the called vehicle location information and current vehicle location information, The distance from the vehicle position determined to be free of obstacles to the current location is obtained. Thereafter, the free space width is updated by adding this distance to the free space width in the register W.
[0041]
Thereafter, as long as it is determined that there is no obstacle in the determination process of S130, the distance calculation process (S110), the data storage process (S120), the obstacle presence / absence determination process (S130), and the free space width update process ( S140) is repeated.
[0042]
Therefore, if it is determined in step S130 that there is an obstacle, the free space width is output from the register W (S150) and the register W is reset (S160).
[0043]
Here, the empty space width output from the register W is compared with the total vehicle length (that is, the dimension in the longitudinal direction of the vehicle) stored in advance in the memory. When the vacant area width is longer than the total vehicle length, it is determined that tandem parking is possible (that is, the own vehicle 151 can be parked in the vacant area between the vehicles 152 and 153), and tandem parking is possible. A message to that effect is displayed on the display 3 to notify the driver. Thereafter, the processing unit 2 executes an obstacle interference determination process according to the flowchart of FIG.
[0044]
First, each calculated distance and each vehicle position information between the own vehicle and the obstacle calculated in the above-described free space width calculation process are called from the memory (S200), and each calculated distance and each own vehicle position information ( Based on the position information of the detected position), as shown in FIG. 7, the calculated distance for each vehicle position information is represented by a point (for example, the vertical axis is the calculated distance and the horizontal axis is the own vehicle position (detected position)). , The symbols 90, 92, 94, 95) in FIG. 7 are plotted.
[0045]
Here, the area from the position Pm to the position Pn is an area where it is determined that no obstacle exists. Then, an average value of calculated distances from the point 90 to the point 92 is obtained, and as shown in FIG. 7, a line segment 91a indicating the average value is drawn and a line segment 91b including the position Pm and parallel to the vertical axis is drawn. Draw.
[0046]
Further, an average value of calculated distances from the point 96 to the point 97 is obtained, and as shown in FIG. 7, a line segment 91d indicating the average value is drawn, and a line segment 91c including the position Pn and parallel to the vertical axis is drawn. Draw. Then, the line segments 91c and 91d whose corners are the points 95 and the line segments 91a and 91b whose corners are the points 93 are estimated as the outer edges of the obstacle (S210).
[0047]
Thereafter, the rotation angle of the vehicle is acquired from the vehicle sensor 4 (gyro sensor) (S220), and the predicted course of the host vehicle is estimated based on the steering angle (S230). It is determined whether or not the vehicle interferes with the obstacle based on the outer edge of the object (S240). When it is determined that the own vehicle interferes with the obstacle, the driver 3 is warned by displaying on the display 3 the content that the own vehicle interferes with the obstacle (S250).
Hereinafter, the operational effects of this embodiment will be described. That is, the processing unit 2 repeatedly calculates the distance to the obstacle using the distance measuring sensor 1 and determines whether or not an obstacle exists for each calculation based on the calculated distance. When the processing unit 2 determines that there is an obstacle, the processing unit 2 calculates the distance from that time until it is determined again that there is an obstacle based on the output from the vehicle sensor 4. The distance between two obstacles can be determined. Accordingly, for example, it can be determined whether or not parallel parking is possible for the vehicles 152 and 153 as obstacles.
[0048]
(Second Embodiment)
In the first embodiment described above, the processing unit 2 only determines that there is no obstacle when the difference ΔK (= L0−S) between the calculated distance L0 and the threshold S is greater than or equal to zero (ΔK> 0). In addition, the example in which it is determined that there is no obstacle when the calculated distance L0 is not obtained and the calculated distance L0 is equal to “zero” has been described, but instead, as shown in FIG. Only when the difference ΔK (= L0−S) between the distance L0 and the threshold S is greater than or equal to zero (ΔK> 0), it may be determined that there is no obstacle (S130A).
[0049]
8 is a flowchart used instead of the flowchart of FIG. 5. In FIG. 8, steps having the same reference numerals as those in FIG. 5 indicate the same processes as those in FIG.
[0050]
(Third embodiment)
In the second embodiment described above, the processing unit 2 determines that an obstacle is present when the difference ΔK (= L0−S) between the calculated distance L0 and the threshold S is greater than or equal to zero (ΔK> 0). However, instead of this, as shown in FIG. 9, only when the calculated distance L0 is not obtained and the calculated distance L0 is equal to zero (ΔK = 0), it is determined that there is no obstacle. (S130B). That is, when the calculated distance L0 is other than zero (ΔK ≠ 0), it may be determined that an obstacle exists.
9 is a flowchart used instead of the flowchart of FIG. 8. In FIG. 9, steps having the same reference numerals as those in FIG. 8 indicate the same processes as those in FIG.
[0051]
(Fourth embodiment)
In the first embodiment described above, an example in which the threshold value S used for determination of the presence or absence of an obstacle is a constant value has been described. In this case, the surface of the obstacle, that is, the outer edge of the obstacle is not necessarily parallel to the own vehicle. For example, when a vehicle that becomes an obstacle moves and the distance between the vehicle and the obstacle increases with time, the presence or absence of the obstacle cannot be accurately determined. Therefore, in this embodiment, the threshold value S is updated as needed.
[0052]
In this case, the processing unit 2 executes the free area width calculation process according to the flowcharts shown in FIGS. The flowcharts shown in FIGS. 10 and 11 are used in place of the flowchart shown in FIG. In FIG. 10, steps denoted by the same reference numerals as those in FIG. 5 indicate the same processes as those in FIG. Hereinafter, the free space width calculation processing by the processing unit 2 will be described with reference to FIGS.
[0053]
First, the processing unit 2 executes a computer program according to the flowcharts shown in FIGS. That is, in the processing unit 2, not only the register W for storing the free space width but also the register V for storing the threshold value S is reset (S100A). Accordingly, after executing the distance calculation process (S110) and the data storage process (S120), it is determined whether or not the threshold value S stored in the register V is “zero” (S125).
[0054]
Here, after the execution of the computer program is started, when the determination process of S125 is performed first, the register V is reset and the threshold value S in the register V is “zero”, and it is determined as NO. The threshold update process (S145) is skipped, a predetermined initial value is called from the memory, and the called initial value is stored in the register V as a threshold value.
[0055]
Then, after executing the distance calculation process (S110) and the data storage process (S120), when the threshold value stored in the register V is a numerical value other than “zero”, it is determined YES in the determination process of S125. In this case, when the difference ΔK (= L0−S) between the calculated distance L0 and the threshold S is calculated and the difference ΔK is greater than or equal to zero, it is determined that there is no obstacle and YES is determined in S130, and the free space width is updated. Processing (S140) and threshold update processing (S145) are executed. The threshold update process (S145) will be described later.
[0056]
Thereafter, distance calculation processing (S110), data storage processing (S120), threshold value determination processing (S125), obstacle presence / absence determination processing (S130C), free space width update processing (S140), and threshold value update processing (S145) Will be executed repeatedly.
[0057]
Thereafter, for example, when the difference ΔK is less than zero (ΔK <0), it is determined as NO because an obstacle exists (S130C). Along with this, the “vacant area width” is output from the register W, and the registers W and V are reset (S150, S160, S170). Then, it is determined whether or not parallel parking is possible using the “vacant area width” output from the register W.
[0058]
Next, the threshold update process (S145) will be described with reference to FIG. 11. For example, 10 calculated distances stored in the memory are called for each process of step 120, and the 10 calculated distances are averaged to obtain an average value. (Hereinafter referred to as the current average value Av) is obtained (S146).
[0059]
Here, the determination value R is obtained by substituting the current average value Av, the threshold value S, and the margin M, which is a predetermined constant value, into Equation 1. When the determination value R is less than the permissible value Ko, it is determined that the threshold value S can be updated using the current calculation distance (that is, the calculation distance calculated immediately before) among the ten calculation distances, and YES is determined. On the other hand, when the determination value R is equal to or larger than the allowable value Ko, NO is determined as prohibiting the update of the threshold value S using the current calculated distance (S147).
[0060]
[Expression 1]
R = | Av−S + M |
For example, when it is determined that the threshold value S can be updated, a new threshold value S is obtained by substituting the current average value Av and the margin M into Equation 3 for Equation 3 (S148).
[0061]
When the threshold value update process (S145) as described above is continuously repeated, the threshold value S before update is the average value of the 10 calculated distances obtained previously (hereinafter referred to as the past average value). It will be required based on.
[0062]
Accordingly, in S147 described above, when the difference between the current average value and the past average value is large, it is determined that the threshold value S is prohibited from being updated using the calculated distance at the present time, while the difference between the current average value and the past average value is determined. If it is smaller, it is determined that the threshold value S using the current calculated distance can be updated.
[0063]
Thus, it is determined that the threshold value S can be updated only when the difference between the current calculated distance and the past average value is less than a predetermined value.
[0064]
(Fifth embodiment)
In the above-described embodiment, an example in which the presence / absence of an obstacle is determined using the threshold value S has been described. However, the present invention is not limited to this, and an example in which the presence / absence of an obstacle is determined using a tangent line will be described.
[0065]
For example, as shown in FIG. 12, distances r1, r2, and r3 between the distance measuring sensor 1 and the obstacle 10 are measured at times t, t + 1... T + 4. The arcs having the center at the position and the radius as the distance are arranged, and tangents (106, 107, 108) are obtained for two adjacent arcs. In this case, the tangent is estimated as the outer edge of the obstacle.
[0066]
For example, as shown in FIG. 13, an arc E1 obtained as a radius R1 at time t and an arc E2 obtained as a radius R2 at time t + 1 overlap each other, but the arc E1 is included in the arc E2. If not, the tangent 113 connecting the arcs E1 and E2 can be obtained.
[0067]
However, as shown in FIG. 14, when the arc E2 obtained as the radius R1 at the time t + 1 includes the arc E1 obtained as the radius R1 at the time t, the tangent 113 connecting the arcs E1 and E2 is displayed. I can't ask for it. In this case, it is estimated that there is no obstacle.
[0068]
The presence / absence of the presence of the tangent line as described above is determined by measuring the distance x of the position of the distance measuring sensor 1 for each hour (for example, the position of the distance measuring sensor 1 at time t and the time interval at time t + 1. This is performed by determining whether or not the radii r1 and r2 for each time satisfy Formula 2 using the parameter (which indicates the distance to the position of the distance sensor 1) as a parameter.
[0069]
[Expression 2]
| R1-r2 | <x
For example, in FIG. 12, from time t + 3 to time t + 4 and time t + 5, when the distance increases sequentially from r1 → r2 → r3, and the distance to the obstacle further increases, a reflected wave is generated as at time t + 6. If the distance cannot be obtained because the signal cannot be received, or if the distance between the obstacle and the obstacle changes rapidly, the tangent cannot be obtained as described above.
[0070]
For example, in FIG. 15, when the distance measuring sensor 1 moves in the order of positions Pt, Pt + 1... Along with the movement of the host vehicle, the distance between the obstacle and the host vehicle is calculated at the positions Pt, Pt + 1. Above, for each calculation, an arc having a radius as a center with respect to the position of the distance measuring sensor 1 is obtained, and a tangent line (bold line 131 in the figure) connecting adjacent arcs among the arcs is obtained.
[0071]
And while estimating each tangent calculated | required in this way as an outer edge of an obstruction, the area | region (position Pm-1-Pn + 1 in FIG. 15) where a tangent does not exist may be estimated as an area | region where an obstruction does not exist. I can do it.
[0072]
Next, the empty area width calculation processing by the processing unit 2 of the present embodiment will be specifically described.
[0073]
First, the processing unit 2 executes a free space width calculation process according to the flowchart shown in FIG.
First, the register W reset process (S100), the distance calculation process (S110), and the data storage process (S120) are sequentially executed, and the process proceeds to the tangential presence / absence determination process (S130D).
[0074]
In this process, an arc is obtained centering on the position of the distance measuring sensor 1 using the distance calculated in the process of S110 as a radius, and is there a tangent line connecting the arc and the arc obtained prior to the arc? Whether or not is determined as described above.
[0075]
Here, if a tangent exists, it is determined that there is an obstacle, YES, a free space width output process (S150) and a register W reset process (S160) are executed, and the process returns to S110. . If there is no tangent, it is determined as NO because there is no obstacle, the free space update process (S140) is executed, and the process returns to S110.
[0076]
In the fourth embodiment described above, by determining whether or not the radii r1 and r2 for each time satisfy the above formula 1, using the interval x of the position of the distance measuring sensor 1 for each time as a parameter. Although an example in which the presence / absence of a tangent line is determined has been shown, the following may be used instead.
[0077]
For example, as shown in FIG. 17, an arc E1 obtained as a radius r1 centered on the position of the distance measuring sensor 1 at time t, and an arc obtained as a radius R2 centered on the position of the distance measuring sensor 1 at time t + 1. When E2 is drawn, it may be determined whether or not the tangent 123 is present by determining whether or not Expression 3 is satisfied.
[0078]
[Equation 3]
cos θ <{(r1-r2) / x}
However, the angle θ indicates an angle in a range in which an obstacle can be detected by one distance measuring sensor 1.
(Other embodiments)
In each of the above-described embodiments, an example has been described in which an outer edge (edge) of an obstacle is estimated by calculating using a threshold value or calculating using a tangent line. It may be as follows.
[0079]
That is, as shown in FIG. 18, in addition to the configuration shown in FIG. 1, a camera 5 is added. This camera 5 is arranged toward the outside of the vehicle in the vicinity of the room mirror in the vehicle interior, and images the situation around the vehicle with a camera. For example, a digital camera or the like is used as the camera 5.
[0080]
Then, the video around the vehicle photographed by the camera 5 is mathematically converted into a bird's-eye view, and as shown in FIGS. 19 and 20, the outer edge of the obstacle estimated as described above in the bird's-eye view, and the own vehicle position You may make it display on the indicator 3 by superimposing a mark (this is a mark which shows the own vehicle position).
[0081]
Here, in this converted bird's-eye view, since an obstacle (car) standing on the ground is actually displayed in a tilted state, there is a problem that it is difficult to grasp the actual position. Therefore, as described above, the actual position of the obstacle can be clarified by superimposing the outer edge of the obstacle on the bird's eye view and causing the display 3 to display it.
[0082]
In FIG. 19 and FIG. 20, the white line 192 and the obstacle (car) 191 are included in the bird's-eye view, and the thick line 194 indicates the estimated outer edge of the obstacle.
[0083]
For example, when the own vehicle 151 is parked in parallel with the vehicles 191a and 191b, as shown in FIG. 21, the vehicle 151 is displayed on the bird's eye view so as to assist the driver in driving. The outer edges 194a and 194b may be superimposed on the obstacles (cars) 191a and 191b.
[0084]
Here, the trajectory of the own vehicle 151 is predicted, and it is determined whether the own vehicle 151 interferes with the obstacles 191a and 191b using the predicted trajectory and the position information of the outer edges 194a and 194b. May be.
[0085]
Further, as shown in FIG. 22, it is preferable to determine whether or not the own vehicle 151 and the obstacle 191b collide when the own vehicle 151 moves backward while turning right. For example, it can be determined that there is no collision unless there is an outer edge of an obstacle at the portion between the predicted innermost track 212 and outermost track 211.
[0086]
In each of the above-described embodiments, when various determinations and display are performed using the position information (edge information) of the outer edge, it is possible to ensure safety by including an error at the end point of the outer edge. For example, the error includes a detection error amount of the distance measurement sensor, a movement distance amount of the distance measurement sensor for each time (and several times that).
[Brief description of the drawings]
FIG. 1 is a diagram showing a schematic configuration of a vehicle peripheral display device according to a first embodiment of the present invention.
2 is an explanatory diagram of a schematic operation of the vehicle periphery display device of FIG. 1; FIG.
3 is an explanatory diagram of a schematic operation of the vehicle periphery display device of FIG. 1. FIG.
4 is an explanatory diagram of a schematic operation of the vehicle periphery display device of FIG. 1. FIG.
FIG. 5 is a flowchart showing a part of processing by the processing unit of FIG. 1;
6 is a flowchart showing the rest of the processing by the processing unit of FIG. 1. FIG.
7 is an explanatory diagram of the operation of the vehicle periphery display device of FIG. 1. FIG.
FIG. 8 is a flowchart illustrating processing of a processing unit according to the second embodiment of this invention.
FIG. 9 is a flowchart illustrating processing of a processing unit according to the third embodiment of this invention.
FIG. 10 is a flowchart showing a part of processing of a processing unit according to the fourth embodiment of the present invention.
FIG. 11 is a flowchart showing the rest of the processing of the processing unit of the fourth embodiment.
FIG. 12 is a diagram showing a schematic operation of a vehicle periphery display device according to a fifth embodiment of the present invention.
FIG. 13 is a diagram showing a schematic operation of the vehicle periphery display device of the fifth embodiment.
FIG. 14 is a diagram showing a schematic operation of the vehicle periphery display device of the fifth embodiment.
FIG. 15 is a diagram showing a schematic operation of the vehicle periphery display device of the fifth embodiment.
FIG. 16 is a flowchart showing processing of a processing unit according to the fifth embodiment.
FIG. 17 is an explanatory diagram of a modification of the fifth embodiment.
FIG. 18 is a diagram illustrating a configuration of a modified example.
FIG. 19 is a diagram showing a display in a modified example.
FIG. 20 is a diagram showing a display in a modified example.
FIG. 21 is an explanatory diagram of operation in a modified example.
FIG. 22 is an explanatory diagram of an operation in a modified example.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 ... Distance sensor, 2 ... Processing unit, 3 ... Display, 4 ... Vehicle sensor.

Claims (6)

An indicator (3);
A distance measuring sensor (1) for measuring the distance to obstacles around the vehicle;
Each time the distance is measured, the distance is a radius, and an arc whose center is the position of the distance measuring sensor is obtained, and a tangent line connecting the arc obtained for each measurement and the arc obtained prior to the arc is obtained. A vehicle periphery monitoring device comprising: control means (2) for estimating a line as an outer edge of the obstacle and displaying the estimated outer edge on the display. A transmission / reception means (1) for transmitting a transmission wave toward the periphery of the vehicle and receiving a reflected wave of the transmitted transmission wave;
A determination unit (S130, S130A, S130B, S130C) that calculates a distance to an obstacle around the vehicle based on the received reflected wave and determines whether the obstacle exists based on the calculated distance. )When,
Movement measuring means (4) for measuring the moving distance of the vehicle;
A calculating means for calculating a distance from when the determining means determines that the obstacle is present until the determining means determines again that the obstacle is present based on the moving distance measured by the moving measuring means. (S140) and a vehicle periphery monitoring device. 3. The vehicle according to claim 2, wherein the determination unit determines whether the obstacle exists by determining whether a distance to the obstacle is shorter than a threshold value. 4. Perimeter monitoring device. The vehicle periphery monitoring device according to claim 2, wherein the determination unit determines that the obstacle exists when the distance to the obstacle is other than zero. Storage means (S110) for storing the calculated distance to the obstacle every time the distance to the obstacle is calculated;
The average value of the distance for each calculation stored is obtained, the difference between the average value and the threshold value is obtained, and when the difference between the obtained average value and the threshold value is less than a predetermined value, the average value According to the update means (S147, S148) for updating the threshold,
The vehicle periphery monitoring device according to claim 3, comprising: The determination means uses the distance as a radius and determines an arc centered on the position of the distance measuring sensor for each calculation of the distance, and an arc determined for each calculation and an arc determined prior to the arc. The vehicle periphery monitoring device according to claim 2, wherein it is determined that the obstacle exists when it is determined that there is a tangent line connecting the two.

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