JP2006216066A - Vehicular obstacle detecting device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicular obstacle detecting device to be made useful by the operation of a vehicle driver. <P>SOLUTION: An obstacle position detecting means consists of ultrasonic sensors 4FL, 4FR, 4RL, 4RR arranged near four corners of a vehicle, a signal transmitting/receiving part 11, and a position detecting part 12. A contact predicting part 15 as a contact determining means determines the possibility of contact of the vehicle 1 with an obstacle in accordance with a current position of the obstacle detected by the position detecting part 12 and the moving track of the vehicle 1 predicted by a moving track predicting part 14. The display of a display 6 and the frequency of an alarm with a buzzer 5 are each changed between the case of determining that there is the possibility of the contact with the obstacle B whose relative position is detected by the obstacle position detecting means and the case of determining that there is no possibility of the contact with the obstacle B whose relative position is detected by the obstacle position detecting means. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a vehicle obstacle detection device that detects an obstacle that may come into contact with a vehicle and allows a vehicle occupant to recognize the obstacle.

Conventionally, as this kind of vehicle obstacle detection device, there are four ultrasonic sensors respectively arranged in the vicinity of four corners of the vehicle to detect obstacles around the vehicle, and obstacles exist around the vehicle. A device including a display unit and a notification unit (for example, a speaker, a buzzer, etc.) for causing a vehicle occupant to recognize this has been proposed (for example, Patent Document 1). Here, as the display means, the danger area and the safety area, which are divided according to the distance to the obstacle at each of the four corners of the vehicle, blink appropriately in different colors, so that the danger area and the safety area are displayed according to the display color. There is a distinction. In addition, as a notification means, there is one in which an alarm sound to be output is changed according to the distance between the vehicle and the obstacle only when the vehicle is likely to contact the obstacle.
JP-A-6-331739

  By the way, the above-mentioned conventional obstacle detection device for vehicles is useful for driving the driver of the vehicle. However, depending on the driver, there is a possibility of contact with the obstacle when performing the width adjustment in the parking lot. It is known that there is a desire to know the presence or absence of an obstacle regardless of the presence or absence.

  However, in the alarm means of the conventional vehicle obstacle detection device, the alarm sound is changed according to the distance between the vehicle and the obstacle only when there is a possibility of contact. In order to recognize the presence or absence of obstacles that do not have sex, it was necessary to check the display means, and it was difficult to use it for width adjustment in a parking lot.

  Further, since the display means in the conventional vehicle obstacle detection device flashes either the dangerous area or the safety area in accordance with the distance between the vehicle and the obstacle, the position of the shift lever and the handle for the driver. There is a problem that it is difficult to know how to drive without knowing whether or not to proceed with the rotation position maintained as it is. In particular, there is a problem that it is very difficult to understand when an obstacle is detected by a plurality of ultrasonic sensors among the ultrasonic sensors respectively arranged near the four corners (each corner portion) of the vehicle. Further, the display means described above has a problem that it is difficult to understand the relationship between the traveling direction of the vehicle, the position of the steering wheel, and the area where the obstacle is detected.

  This invention is made | formed in view of the said reason, The objective is to provide the obstruction detection apparatus for vehicles which can be utilized by the driving | running | working of the driver | operator of a vehicle.

  The invention according to claim 1 is a travel trajectory prediction means for predicting a travel trajectory of a vehicle, an obstacle position detection means for detecting a relative position of an obstacle mounted on the vehicle, an output of the travel trajectory prediction means, and an obstacle Contact determination means for determining the possibility of contact between the obstacle and the vehicle based on the output of the position detection means, display means for displaying information on the position of the obstacle with respect to the vehicle, and an alarm sound for the vehicle occupant An output notification means, and the contact determination means detects when there is a possibility of contact with an obstacle whose relative position is detected by the obstacle position detection means, and detects the relative position by the obstacle position detection means. The frequency of the alarm sound generated by the display unit and the notification unit is changed when it is determined that there is no possibility of contact with the obstacle.

  According to the present invention, the possibility of contact between the vehicle and the obstacle is determined on the basis of the predicted travel locus of the vehicle and the relative position of the obstacle with respect to the vehicle, and the contact determination means is relative to the obstacle position detection means. When it is determined that there is a possibility of contact with the obstacle whose position is detected, and when it is determined that there is no possibility of contact with the obstacle whose relative position is detected by the obstacle position detection means, Since the frequency of the warning sound by the display and notification means is changed, the obstacle can be recognized by the driver by the display sound of the display means and the warning sound of the notification means even when it is determined that there is no possibility of contact. Therefore, it can also be used for width adjustment at the time of parking or the like, and can be used more effectively by driving of the driver of the vehicle.

  According to a second aspect of the present invention, in the first aspect of the invention, when the contact determining means determines that the possibility of contact is low, the display means displays a content allowing the vehicle to travel in the traveling direction. Features.

  According to the present invention, since the driver can recognize whether or not the vehicle is moving by checking the display means, it is possible to make the vehicle driver more useful by driving.

  According to a third aspect of the present invention, in the first aspect of the invention, the contact determining means causes the display means to display a predicted traveling locus of the vehicle predicted by the traveling locus predicting means.

  According to the present invention, the driver can easily recognize the positional relationship between the traveling direction of the vehicle and the obstacle by checking the display means, and can recognize whether the vehicle is traveling. It is possible to make more use of the operation.

  According to a fourth aspect of the present invention, in the third aspect of the present invention, the display means is provided with a plurality of display areas indicating areas where obstacles to the vehicle are present, and the contact determination means corresponds to the predicted progress trajectory. The display area is changed.

  According to the present invention, it becomes easier for the driver to understand the position of the obstacle with respect to the predicted traveling locus of the vehicle.

  In the first aspect of the invention, even when it is determined that there is no possibility of contact, the obstacle can be recognized by the driver by the display of the display means and the alarm sound of the notification means. It can also be used by driving the vehicle driver. There is an effect.

(Embodiment 1)
As shown in FIG. 2, the vehicle obstacle detection device according to the present embodiment includes four ultrasonic sensors 4FR, 4FL, 4RR, 4RL respectively disposed near four corners (each corner portion) of the vehicle 1 and the vehicle. The steering angle sensor 3 for detecting the rotation angle of one handle 111 and the position of a shift lever (not shown) of the vehicle 1 (that is, automatic modes such as parking, reverse, neutral, drive, etc., which are modes of the automatic transmission of the automobile) For detecting a gear position of the transmission) (in other words, detecting information such as a traveling direction of the vehicle 1 and a stop state) and for appropriately notifying the driver of the vehicle 1 by sound. A buzzer 5, a display 6 for performing appropriate notification by display to the driver of the vehicle 1, and a control unit connected thereto Has a 0 and. In FIG. 2, the ultrasonic sensor 4FL is mounted on the left front corner portion of the vehicle 1, the ultrasonic sensor 4FR is mounted on the right front corner portion of the vehicle 1, and the ultrasonic sensor 4RL is the left rear corner of the vehicle 1. The ultrasonic sensor 4RR is mounted on the right rear corner of the vehicle 1.

  Here, as shown in FIG. 1, the control unit 10 is based on a signal transmission / reception unit 11 that transmits / receives signals to / from the ultrasonic sensors 4FR, 4FL, 4RR, 4RL, and a signal received by the signal transmission / reception unit 11. Based on the position detector 12 that calculates the relative position of the obstacle with respect to the ultrasonic sensors 4FR, 4FL, 4RR, and 4RL, and the output of the shift position sensor 2 and the output of the steering angle sensor 3, the traveling locus of the vehicle 1 (here The traveling locus is a traveling locus predicting section 14 that predicts the traveling locus of the vehicle 1 assuming that the vehicle 1 has advanced while maintaining the position of the shift lever and the rotation angle of the handle 111, Based on the output of the detection unit 12 and the output of the travel locus prediction unit 14, the contact prediction unit 15 that determines the possibility of contact between the vehicle 1 and the obstacle, and the output of the contact prediction unit 15 A buzzer driving unit 16 for driving the Heather 5, and a display drive unit 17 that drives the display 6 based on the output of the predicted contact portion 15. In addition, regarding the signal transmission from the display drive part 17 to the indicator 6, the multiplex transmission using vehicle LAN etc. may be performed, and serial transmission and parallel transmission, such as RS232C, may be performed. Further, if a buzzer is built in the display 6 and the display 6 is displayed by the output of the display drive unit 17 and the buzzer is sounded, it is not necessary to provide the buzzer 5 separately. Further, as shown in FIG. 3, the signal transmission / reception unit 11 is time-sequential in the order of the ultrasonic sensor 4FL → the ultrasonic sensor 4RR → the ultrasonic sensor 4FR → the ultrasonic sensor 4RL → the ultrasonic sensor 4FL → the ultrasonic sensor 4RR →. It is designed to send and receive signals.

  In the following description, when there is no need to particularly distinguish the four ultrasonic sensors 4FR, 4FL, 4RR, and 4RL, all the ultrasonic sensors 4FR, 4FL, 4RR, and 4RL are referred to as the ultrasonic sensor 4. The ultrasonic sensor 4 is attached to a bumper or the like of the vehicle 1 for monitoring the periphery of the vehicle 1. Accordingly, the directivity of the ultrasonic sensor 4 is set to be broad in the lateral direction along the road surface in order to reliably detect obstacles existing around the vehicle 1, and the directivity is set in the vertical direction so as not to detect the road surface. It is set sharply.

  The ultrasonic sensor 4 is an ultrasonic transmitter / receiver ultrasonic sensor 4a serving as an ultrasonic transmitter / receiver, a dedicated ultrasonic sensor 4b serving as an ultrasonic receiver, and a drive for driving both ultrasonic sensors 4a and 4b. The position detection unit 12 signals each time from when the ultrasonic wave is transmitted from the ultrasonic sensor 4a until the ultrasonic sensors 4a and 4b receive the reflected wave. The distance and angle from the ultrasonic sensor 4 to the obstacle obtained from the transmission / reception unit 11 are calculated. The distance and angle calculated by the position detection unit 12 based on the signal from the signal transmission / reception unit 11 are output to the contact prediction unit 15. Here, the ultrasonic sensor 4, the signal transmission / reception unit 11, and the position detection unit 12 constitute an obstacle position detection unit. Note that the above-described ultrasonic sensor 4a for both transmission and reception is arranged closer to the center of the vehicle 1 than the ultrasonic sensor 4b dedicated to reception.

  By the way, the contact predicting unit 15 in the present embodiment is based on the current position of the obstacle detected by the position detecting unit 12 and the traveling locus of the vehicle 1 predicted by the traveling locus predicting unit 14. The possibility of contact is judged. In the present embodiment, the travel trajectory prediction unit 14 constitutes a travel trajectory prediction unit, and the contact prediction unit 15 constitutes a contact determination unit.

  The above-described traveling locus prediction unit 14 does not rotate the handle 111 from the reference position as shown in FIG. 4 for the ultrasonic sensors 4a and 4b of the ultrasonic sensor 4FL disposed at the left front corner of the vehicle 1. When the vehicle travels forward (the rotation angle of the handle 111 is 0 °), the vehicle 1 travel locus line F0 on the left side, the handle 111 is rotated clockwise by 0.5 from the reference position (the rotation angle of the handle 111 is clockwise) Vehicle 1 in the case where the vehicle travels in a state in which the vehicle 1 travels forward at a maximum angle of 180 degrees from the reference position and the handle 111 is rotated clockwise by a maximum angle (1.3 rotation). The left travel locus line FR2 of the vehicle 1 and the left travel locus line of the vehicle 1 when the steering wheel 111 moves forward by a maximum angle (1.3 rotation) in the counterclockwise direction. FL1 is predicted. Here, each of the traveling locus lines F0, FR1, FR2, and FL1 is a straight line obtained by linearly approximating the traveling locus.

  As shown in FIG. 4, the contact prediction unit 15 divides the detection area of the ultrasonic sensor 4 by three F0, FR1, and FR2 of the four travel locus lines F0, FR1, FR2, and FL1 described above. Based on the points where obstacles exist in the four areas A1, A2, A3 and A4 and the number of rotations of the handle 111 obtained from the rotation angle of the handle 111 detected by the steering angle sensor 3, the following Table 1 The possibility of contact between the vehicle 1 and the obstacle is determined based on such criteria. In FIG. 4, the area A1 is a region on the left side of the traveling locus line F0 in the detection area of the ultrasonic sensor 4, the area A2 is the region between the traveling locus line F0 and the traveling locus line FR1, and the area A3 is the traveling locus. The area between the line FR1 and the travel trajectory line FR2, area A3, is an area on the right side of the travel trajectory line FR2.

  Explaining about Table 1, when the position of the obstacle detected by the position detection unit 12 is in, for example, the area A1, the contact prediction unit 15 rotates the handle 111 counterclockwise (left 1.3 ≧ number of rotations). > 0), it is determined that there is a possibility of contact (that is, the possibility of contact is high), and the handle 111 is not rotated or the handle 111 is rotated less than 0.5 clockwise (0 ≦ number of rotations <0. 5) When rotating at the number of rotations, it is determined that there is no possibility of contact (that is, the possibility of contact is low), the handle 111 is rotated clockwise and the number of rotations is 0.5 or more and less than 1.3. (0.5 ≦ rotation speed <right 1.3), it is determined that there is no possibility of contact, and when the handle 111 is rotated clockwise 1.3 times (rotation speed = right 1.3), contact Judge that there is no possibility.

  Further, when the position of the obstacle detected by the position detection unit 12 is in, for example, the area A2, the contact prediction unit 15 is rotated counterclockwise (left 1.3 ≧ rotation number> 0). Determines that there is a possibility of contact, and when the handle 111 is not rotated or the handle 111 is rotated clockwise by less than 0.5 rotations (0 ≦ rotational speed <right 0.5) It is determined that there is a possibility, and when the handle 111 is rotated clockwise and the rotation speed is 0.5 or more and less than 1.3 (0.5 ≦ rotation speed <right 1.3), it is determined that there is no possibility of contact. When the handle 111 is rotated 1.3 clockwise (rotation number = 1.3 on the right), it is determined that there is no possibility of contact.

  Further, when the position of the obstacle detected by the position detection unit 12 is in the area A3, for example, the contact prediction unit 15 is rotated counterclockwise (left 1.3 ≧ number of rotations> 0). Determines that there is a possibility of contact, and when the handle 111 is not rotated or the handle 111 is rotated clockwise by less than 0.5 rotations (0 ≦ rotation speed <right 0.5) It is determined that there is a possibility, and it is determined that there is a possibility of contact when the handle 111 is rotated clockwise and the rotation number is 0.5 or more and less than 1.3 (0.5 ≦ rotation number <right 1.3). When the handle 111 is rotated 1.3 clockwise (rotation number = 1.3 on the right), it is determined that there is no possibility of contact.

  Further, when the position of the obstacle detected by the position detection unit 12 is in the area A4, for example, the contact prediction unit 15 is rotated counterclockwise (left 1.3 ≧ rotation number> 0). Determines that there is a possibility of contact, and when the handle 111 is not rotated or the handle 111 is rotated clockwise by less than 0.5 rotations (0 ≦ rotation speed <right 0.5) It is determined that there is a possibility, and it is determined that there is a possibility of contact when the handle 111 is rotated clockwise and the rotation number is 0.5 or more and less than 1.3 (0.5 ≦ rotation number <right 1.3). When the handle 111 is rotated 1.3 clockwise (rotation number = 1.3 on the right), it is determined that there is a possibility of contact.

  Although the above description is about the ultrasonic sensor 4FL disposed at the left front corner of the vehicle 1, the contact possibility is similarly determined for the other ultrasonic sensors 4FR, 4RL, and 4RR.

  By the way, the contact predicting unit 15 controls the buzzer driving unit 16 based on the above-described determination result and the distance L from the vehicle body 1 to the obstacle obtained by the position detecting unit 12 to output an alarm sound output from the buzzer 5. Is changed as shown in Table 2 below.

  Explaining Table 2, when the contact prediction unit 15 determines that there is a possibility of contact, for example, when the distance L between the vehicle 1 and the obstacle detected by the position detection unit 12 is 20 cm or less, it is output from the buzzer 5. The buzzer driving unit 16 is controlled so that the alarm sound becomes a continuous tone and the sounding frequency of the buzzer 5 becomes 4 kHz.

  When the distance L is greater than 20 cm and equal to or less than 50 cm, the buzzer driving unit 16 sounds the buzzer 5 with a driving voltage as shown in FIG. 5 to output an alarm sound consisting of intermittent sounds. At this time, the ON time in FIG. 5 is constant at 50 ms, and the OFF time is changed in the range of 50 to 150 ms according to the distance L as shown in FIG. That is, since the possibility of contact decreases as the distance L increases, the OFF time is lengthened as the distance L increases. Further, the ringing frequency of the buzzer 5 during the ON period of the buzzer 5 is 4 kHz.

  Further, when the distance L is larger than 50 cm, the buzzer 5 is not turned on with the buzzer 5 turned off.

  On the other hand, when the contact prediction unit 15 determines that there is no possibility of contact, for example, when the distance L between the vehicle 1 and the obstacle detected by the position detection unit 12 is 20 cm or less, it is output from the buzzer 5. The buzzer drive unit 16 is controlled so that the alarm sound becomes an intermittent sound and the sounding frequency of the buzzer 5 becomes 4 kHz.

  When the distance L is greater than 20 cm and equal to or less than 50 cm, the buzzer drive unit 16 sounds the buzzer 5 with a drive voltage as shown in FIG. 7 to output an alarm sound consisting of intermittent sounds. At this time, the ON time in FIG. 7 is constant at 50 ms, and the OFF time is changed in the range of 50 to 150 ms according to the distance L as shown in FIG. That is, since the possibility of contact decreases as the distance L increases, the OFF time is lengthened as the distance L increases. The ringing frequency of the buzzer 5 during the ON period of the buzzer 5 is 1 kHz. In short, the frequency is lower than 4 kHz, which is the ringing frequency when it is determined that there is a possibility of contact. Therefore, the driver of the vehicle 1 can determine whether or not there is a possibility of contact by an alarm sound from the buzzer 5. Even if there is no possibility of contact, when the distance L between the vehicle 1 and the obstacle is 20 cm or less, the ringing frequency of the buzzer 5 is 4 kHz, so that the obstacle exists within a short distance of 20 cm or less. Can recognize.

  Further, when the distance L is larger than 50 cm, the buzzer 5 is not turned on with the buzzer 5 turned off.

  The above-mentioned indicator 6 is for displaying information on the position of the obstacle with respect to the vehicle 1 to make the driver recognize the position of the obstacle, etc. What is necessary is just to be able to change a display according to a judgment result, for example, the display of a navigation system, a light emitting diode, EL (electroluminescence) display, a fluorescent tube etc. may be used. The contents displayed on the display device 6 will be described later.

  Hereinafter, the operation of the vehicle obstacle detection device of the present embodiment will be described with reference to FIG.

  The contact prediction unit 15 determines whether or not the shift lever is in drive (D) or reverse (R) based on the output of the shift position sensor 2 (S1), and if it is in D or R, the four ultrasonic sensors 4 The ultrasonic sensor 4 to be processed is determined (S2), and ultrasonic waves are transmitted from the ultrasonic sensor 4 via the signal transmission / reception unit 11 (S3). The signal transmission / reception unit 11 receives the reflected wave (S4), the position detection unit 12 determines whether there is an obstacle (S5), and if there is an obstacle, the distance L between the vehicle 1 and the obstacle is calculated. Then, the position (angle) of the obstacle is calculated (S7). Then, the contact prediction unit 15 determines whether or not an obstacle is in the area A1 based on the output of the position detection unit 12 (S8). If the obstacle is in the area A1, it is based on the output of the steering angle sensor 3. Whether or not the handle 111 is rotated counterclockwise is determined (S9), and when the handle 111 is rotated counterclockwise, the display 6 displays a content indicating that there is a possibility of contact ( S10), an alarm sound indicating that there is a possibility of contact with the buzzer 5 is output (S11). On the other hand, when it is determined in S9 that the handle 111 is not rotating counterclockwise, a display indicating that there is no possibility of contact is displayed on the display 6 (S12), and an alarm sound indicating that there is no possibility of contact is output. (S13).

  If the obstacle is not in area A1 in S8, it is determined whether or not the obstacle is in area A2 (S14). If the obstacle is in area A2, the steering wheel 111 is determined based on the output of the steering angle sensor 3. Is determined to be rotated counterclockwise (S15), and when the handle 111 is rotated counterclockwise, the display 6 is displayed to indicate that there is a possibility of contact (S10). An alarm sound indicating that there is a possibility of contact with the buzzer 5 is output (S11). If it is determined in S15 that the handle 111 is not rotated counterclockwise, it is determined whether the handle 111 is not rotated or rotated clockwise by less than 0.5 rotations ( S16) When the number of rotations of the handle 111 is within this range, the display 6 displays a content indicating that there is a possibility of contact (S10), and an alarm sound indicating that there is a possibility of contact with the buzzer 5 is displayed. Output (S11). On the other hand, when the rotation number of the handle 111 is not in the above range in S16, a display indicating that there is no possibility of contact is performed on the display 6 (S12), and an alarm sound indicating that there is no possibility of contact is output (S13). ).

  In S14, if there is no obstacle in area A2, it is determined whether or not the obstacle is in area A3 (S17). If the obstacle is in area A3, based on the output of steering angle sensor 3. It is determined whether or not the handle 111 is rotated counterclockwise (S18). When the handle 111 is rotated counterclockwise, the display 6 displays a content indicating that there is a possibility of contact (S10). ), An alarm sound indicating that there is a possibility of contact with the buzzer 5 is output (S11). If it is determined in S18 that the handle 111 is not rotated counterclockwise, it is determined whether the handle 111 is not rotated or rotated clockwise by less than 0.5 revolutions ( S19) When the number of rotations of the handle 111 is within this range, the display 6 displays a content indicating that there is a possibility of contact (S10), and an alarm sound indicating that there is a possibility of contact with the buzzer 5 is displayed. Output (S11). When the rotation speed of the handle 111 is not in the above range in S19, it is determined whether or not the rotation speed of the handle 111 is 0.5 or more and less than 1.3 (S20), and the rotation speed of the handle 111 is in this range. Sometimes, the display 6 displays a content indicating that there is a possibility of contact (S10), and outputs an alarm sound indicating that there is a possibility of contact to the buzzer 5 (S11). When the rotation number of the handle 111 is not within the above range in S20, a display indicating that there is no possibility of contact is performed on the display 6 (S12), and an alarm sound indicating that there is no possibility of contact is output (S12). S13).

  S8, S9, and S14 to S20 show the determination conditions when the ultrasonic sensor 4FL at the left front corner of the vehicle 1 is determined as the processing sensor at S2, and the superposition of other corners is shown. Although the determination conditions are different from those when the ultrasonic sensors 4RR, 4FR, 4RL are determined as processing sensors, the same determination is performed when the ultrasonic sensors 4RR, 4FR, 4RL in the other corners are determined as processing sensors. Of course, the conditions are used.

  Hereinafter, the display of the display device 6 will be described with reference to the following Table 3 and FIGS. As shown in FIGS. 10B, 11B, and 12B, the display 6 displays the appearance 1a of the vehicle 1 on the display unit 6a, and each corner of the vehicle 1 is displayed. Three zones Z1, Z2, and Z3 are displayed to indicate areas where obstacles exist. Here, the zone Z1 is displayed on the left side or the right side of the vehicle 1, the zone Z2 is displayed obliquely, and the zone Z3 is displayed before or after the vehicle 1.

  For example, when the distance L to the obstacle B is 20 to 50 cm and the obstacle B is in the area A2 as shown in the second row of Table 3 and FIG. 10 (a), the handle 111 is maximized clockwise. Even if the vehicle 1 moves forward in the rotated state, it does not come into contact with the obstacle B, so that the contact predicting unit 15 travels on the display unit 6a of the display unit 6 as a predicted traveling track F as shown in FIG. 10B. Only the position of the obstacle B is not displayed. The traveling locus F at this time is a straight line inclined obliquely to the right from the straight traveling direction of the vehicle 1. Further, the contact prediction unit 15 controls the buzzer driving unit 16 so that an intermittent sound is output from the buzzer 5. At this time, the sounding frequency of the buzzer 5 is 1 kHz.

  As shown in the third row of Table 3 and FIG. 11A, when the distance L to the obstacle B is 20 to 50 cm and the obstacle B is in the area A4, the handle 111 is maximized clockwise. Since the contact is made when the vehicle 1 moves forward in the rotated state, the contact predicting unit 15 displays the traveling locus F on the display unit 6a of the display unit 6 as shown in FIG. The area marked with (corresponding area) is displayed in orange. The traveling locus F at this time is a straight line inclined obliquely to the right from the straight traveling direction of the vehicle 1. Further, the contact prediction unit 15 controls the buzzer driving unit 16 so that an intermittent sound is output from the buzzer 5. Note that the ringing frequency of the buzzer 5 at this time is 4 kHz.

  Also, as shown in the fourth column of Table 3 and FIG. 12A, when the distance (L) to the obstacle B is less than 20 cm and the obstacle B is in the area A4, the handle 111 is on the right side. When the vehicle 1 moves forward with the maximum rotation, the contact predicting unit 15 displays the traveling locus F on the display unit 6a of the display unit 6 as shown in FIG. In the figure, hatched areas (corresponding areas) are displayed in red. The traveling locus F at this time is a straight line inclined obliquely to the right from the straight traveling direction of the vehicle 1. Further, the display in red indicates that the possibility of contact is higher than the display in orange. Further, the contact prediction unit 15 controls the buzzer driving unit 16 so that a continuous sound is output from the buzzer 5. The notification with the continuous sound indicates that the possibility of contact is higher than the notification with the intermittent sound. Note that the ringing frequency of the buzzer 5 at this time is 4 kHz.

  Thus, in the vehicle obstacle detection device of the present embodiment, the contact prediction unit 15 determines the possibility of contact based on the predicted travel locus of the vehicle 1 and the relative position of the obstacle B with respect to the vehicle 1, When it is determined that there is a possibility of contact with the obstacle B whose relative position is detected by the obstacle position detection means, and when there is a possibility of contact with the obstacle B whose relative position is detected by the obstacle position detection means Since the display 6 and the buzzer 5 change the frequency of the alarm sound when it is determined that there is no contact, the obstacle of the display 5 is displayed to the driver even when it is determined that there is no possibility of contact. Since it can be recognized by the display and the alarm sound of the buzzer 5, it can be used for width adjustment at the time of parking or the like, and can be used by driving of the driver of the vehicle.

  Further, the contact predicting unit 15 displays the predicted traveling locus of the vehicle 1 predicted by the traveling locus predicting unit 14 on the display device 6, and if there is a possibility of contact, the corresponding region where the obstacle is located is orange or Since the display is made in red, the driver can recognize whether or not the vehicle 1 is moving by checking the display 6, so that the driver of the vehicle 1 can make further use of the vehicle.

  In the present embodiment, the case where one buzzer 5 is provided has been described. However, as shown in FIG. 13, two buzzers 5a and 5b are provided, the ringing frequency of one buzzer 5a is 4 kHz, and the other buzzer 5 is provided. The contact prediction unit 15 may control the buzzer driving unit 16 with the ringing frequency of 5b as 1 kHz.

(Embodiment 2)
The basic configuration of the vehicle obstacle detection device of the present embodiment is substantially the same as that of the first embodiment, and only the display of the display 6 is different. Therefore, the display of the display 6 is shown in Table 4 and FIGS. Will be described with reference to FIG. In addition, the same code | symbol is attached | subjected to the component similar to Embodiment 1, and description is abbreviate | omitted.

  For example, when the distance L to the obstacle B is 20 to 50 cm and the obstacle B is in the area A2 as shown in the second column of Table 4 and FIG. 14A, the handle 111 is maximized clockwise. Even if the vehicle 1 moves forward in the rotated state, it does not come into contact with the obstacle B, so that the contact predicting unit 15 displays the traveling locus F on the display unit 6a of the display unit 6 as shown in FIG. In the figure, the hatched area (corresponding area) is displayed in green. The traveling locus F at this time is a straight line inclined obliquely to the right from the straight traveling direction of the vehicle 1. Further, the contact prediction unit 15 controls the buzzer driving unit 16 so that an intermittent sound is output from the buzzer 5. At this time, the sounding frequency of the buzzer 5 is 1 kHz.

  As shown in the third column of Table 4 and FIG. 15A, when the distance L to the obstacle B is 20 to 50 cm and the obstacle B is in the area A4, the handle 111 is maximized clockwise. When the vehicle 1 moves forward in the rotated state, the contact predicting unit 15 displays the traveling locus F on the display unit 6a of the display unit 6 as shown in FIG. The area marked with (corresponding area) is displayed in orange. The traveling locus F at this time is a straight line inclined obliquely to the right from the straight traveling direction of the vehicle 1. Further, the contact prediction unit 15 controls the buzzer driving unit 16 so that an intermittent sound is output from the buzzer 5. Note that the ringing frequency of the buzzer 5 at this time is 4 kHz.

  In addition, as shown in the fourth column of Table 4 and FIG. 16A, when the distance L to the obstacle B is a short distance of less than 20 cm and the obstacle B is in the area A4, the handle 111 turns clockwise. Since the contact is made when the vehicle 1 moves forward in a state of being rotated to the maximum, the contact predicting unit 15 displays the traveling locus F on the display unit 6a of the display unit 6 as shown in FIG. A hatched area (corresponding area) is displayed in red. The traveling locus F at this time is a straight line inclined obliquely to the right from the straight traveling direction of the vehicle 1. The display in red indicates that the contact possibility is higher than the display in orange, and the display in orange indicates that the contact possibility is higher than that in green. Further, the contact prediction unit 15 controls the buzzer driving unit 16 so that a continuous sound is output from the buzzer 5. The notification with the continuous sound indicates that the possibility of contact is higher than the notification with the intermittent sound. Note that the ringing frequency of the buzzer 5 at this time is 4 kHz.

  In short, in this embodiment, when an obstacle is detected, the corresponding area where the obstacle is present is displayed, and the display color is distinguished by green, orange, and red depending on the degree of danger. Is easier to do.

(Embodiment 3)
The basic configuration of the vehicle obstacle detection device of the present embodiment is substantially the same as that of the first embodiment, and only the display of the display device 6 is different. Therefore, the display of the display device 6 is shown in Table 5 and FIGS. Will be described with reference to FIG. Here, in this embodiment, as shown in FIGS. 17B, 18B, and 19B, each zone Z1 to Z3 is divided into three areas (less than 20 cm) according to the distance from the vehicle 1. Short distance area, 20 cm to 50 cm medium distance area, and long distance area exceeding 50 cm). In addition, the same code | symbol is attached | subjected to the component similar to Embodiment 1, and description is abbreviate | omitted.

  For example, when the distance L to the obstacle B is 20 to 50 cm and the obstacle B is in the area A2 as shown in the second column of Table 5 and FIG. 17 (a), the handle 111 is maximized clockwise. Even if the vehicle 1 moves forward in the rotated state, it does not come into contact with the obstacle B, so that the contact predicting unit 15 displays only the traveling locus F on the display unit 6a of the display unit 6 as shown in FIG. . The traveling locus F at this time is a straight line inclined obliquely to the right from the straight traveling direction of the vehicle 1. Further, the contact prediction unit 15 controls the buzzer driving unit 16 so that an intermittent sound is output from the buzzer 5. At this time, the sounding frequency of the buzzer 5 is 1 kHz.

  As shown in the third column of Table 5 and FIG. 18A, when the distance (L) to the obstacle B is 20 to 50 cm and the obstacle B is in the area A4, the handle 111 is turned clockwise. Since the contact is made when the vehicle 1 moves forward in the state of being rotated to the maximum, the contact predicting unit 15 displays the traveling locus F on the display unit 6a of the display unit 6 as shown in FIG. The hatched area (corresponding area) is displayed in orange. Here, the corresponding region is a middle distance area of the zone Z3 and is a portion on the right side of the traveling locus line F. The traveling locus F at this time is a straight line inclined obliquely to the right from the straight traveling direction of the vehicle 1. Further, the contact prediction unit 15 controls the buzzer driving unit 16 so that an intermittent sound is output from the buzzer 5. Note that the ringing frequency of the buzzer 5 at this time is 4 kHz.

  As shown in the fourth column of Table 5 and FIG. 19A, when the distance L to the obstacle B is a short distance of less than 20 cm and the obstacle B is in the area A4, the handle 111 turns clockwise. Since the contact is made when the vehicle 1 moves forward in the state of being rotated to the maximum, the contact predicting unit 15 displays the traveling locus F on the display unit 6a of the display unit 6 as shown in FIG. A hatched area (corresponding area) is displayed in red. Here, the corresponding region is a short-distance area of the zone Z3 and is a portion on the right side of the travel locus line F. The traveling locus F at this time is a straight line inclined obliquely to the right from the straight traveling direction of the vehicle 1. The display in red indicates that the possibility of contact is higher than the display in orange. Further, the contact prediction unit 15 controls the buzzer driving unit 16 so that a continuous sound is output from the buzzer 5. The notification with the continuous sound indicates that the possibility of contact is higher than the notification with the intermittent sound. Note that the ringing frequency of the buzzer 5 at this time is 4 kHz.

  Therefore, in this embodiment, since each zone Z1-Z3 is divided into three areas according to the distance from the vehicle 1, the driver can easily recognize the distance from the vehicle 1 to the obstacle B, The driver can easily understand the position of the obstacle B.

(Embodiment 4)
The basic configuration of the vehicle obstacle detection device of the present embodiment is substantially the same as that of the first embodiment, and only the display of the display device 6 is different. Therefore, the display of the display device 6 is shown in Table 6 and FIGS. Will be described with reference to FIG. Here, in this embodiment, as shown in FIGS. 20B, 21B, and 22B, each zone Z1 to Z3 is divided into three areas (less than 20 cm) according to the distance from the vehicle 1. Short distance area, 20 cm to 50 cm medium distance area, and long distance area exceeding 50 cm). In addition, the same code | symbol is attached | subjected to the component similar to Embodiment 1, and description is abbreviate | omitted.

  For example, when the distance L to the obstacle B is 20 to 50 cm and the obstacle B is in the area A2 as shown in the second column of Table 6 and FIG. 20A, the handle 111 is maximized clockwise. Even if the vehicle 1 moves forward in the rotated state, it does not contact the obstacle B, so that the contact predicting unit 15 displays the traveling locus F on the display unit 6a of the display unit 6 as shown in FIG. In the figure, the hatched area (corresponding area) is displayed in green. Here, the corresponding region is a middle distance area of the zone Z3 and is a portion on the left side of the traveling locus line F. The traveling locus F at this time is a straight line inclined obliquely to the right from the straight traveling direction of the vehicle 1. Further, the contact prediction unit 15 controls the buzzer driving unit 16 so that an intermittent sound is output from the buzzer 5. At this time, the sounding frequency of the buzzer 5 is 1 kHz.

  Further, as shown in the third column of Table 6 and FIG. 21A, when the distance (L) to the obstacle B is 20 to 50 cm and the obstacle B is in the area A4, the handle 111 turns clockwise. Since the contact is made when the vehicle 1 moves forward in the state of being rotated to the maximum, the contact predicting unit 15 displays the traveling locus F on the display unit 6a of the display unit 6 as shown in FIG. The hatched area (corresponding area) is displayed in orange. Here, the corresponding region is a middle distance area of the zone Z3 and is a portion on the right side of the traveling locus line F. The traveling locus F at this time is a straight line inclined obliquely to the right from the straight traveling direction of the vehicle 1. Further, the contact prediction unit 15 controls the buzzer driving unit 16 so that an intermittent sound is output from the buzzer 5. Note that the ringing frequency of the buzzer 5 at this time is 4 kHz.

  Further, as shown in the fourth column of Table 6 and FIG. 22A, when the distance (L) to the obstacle B is less than 20 cm and the obstacle B is in the area A4, the handle 111 is on the right side. Since the contact is made when the vehicle 1 moves forward in a state of being rotated to the maximum, the contact prediction unit 15 displays the traveling locus F on the display unit 6a of the display unit 6 as shown in FIG. In the figure, hatched areas (corresponding areas) are displayed in red. Here, the corresponding region is a short-distance area of the zone Z3 and is a portion on the right side of the travel locus line F. The traveling locus F at this time is a straight line inclined obliquely to the right from the straight traveling direction of the vehicle 1. The display in red indicates that the possibility of contact is higher than the display in orange. Further, the contact prediction unit 15 controls the buzzer driving unit 16 so that a continuous sound is output from the buzzer 5. The notification with the continuous sound indicates that the possibility of contact is higher than the notification with the intermittent sound. Note that the ringing frequency of the buzzer 5 at this time is 4 kHz.

  In short, in this embodiment, when an obstacle is detected, the corresponding area where the obstacle is present is displayed, and the display color is distinguished by green, orange, and red depending on the degree of danger. Is easier to do. Moreover, since each zone Z1 to Z3 is divided into three areas according to the distance from the vehicle 1, the driver can easily recognize the distance to the obstacle B, and the driver can determine the position of the obstacle B. Easy to understand.

(Embodiment 5)
The basic configuration of the vehicle obstacle detection device of the present embodiment is substantially the same as that of the first embodiment, and only the display of the display device 6 is different. Therefore, the display of the display device 6 is shown in Table 7 and FIGS. Will be described with reference to FIG. Here, in this embodiment, as shown in FIGS. 23 (b), 24 (b), and 25 (b), the forward movement indicating the forward direction of the vehicle 1 on the portion of the display 6a that overlaps the exterior 1a of the vehicle. An arrow 8a and a reverse arrow 8b indicating the reverse direction are provided, and display areas 7FL, 7FR, 7RL, and 7RR for indicating the presence or absence of an obstacle are provided for each corner portion of the vehicle 1. In addition, the same code | symbol is attached | subjected to the component similar to Embodiment 1, and description is abbreviate | omitted.

  For example, when the distance L to the obstacle B is 20 to 50 cm and the obstacle B is in the area A2 as shown in the second column of Table 7 and FIG. 23 (a), the handle 111 is maximized clockwise. Even if the vehicle 1 moves forward in the rotated state, it does not contact the obstacle B, so that the contact predicting unit 15 displays the display area 7FL in green as shown in FIG. 23B and lights the forward arrow 8a. Display. Further, the contact prediction unit 15 controls the buzzer driving unit 16 so that an intermittent sound is output from the buzzer 5. At this time, the sounding frequency of the buzzer 5 is 1 kHz.

  As shown in the third column of Table 7 and FIG. 24A, when the distance L to the obstacle B is 20 to 50 cm and the obstacle B is in the area A4, the handle 111 is maximized clockwise. When the vehicle 1 moves forward in a rotated state, the vehicle 1 comes into contact, so that the contact predicting unit 15 blinks the display area 7FL in red as shown in FIG. 24B, but does not light the forward arrow 8a. Further, the contact prediction unit 15 controls the buzzer driving unit 16 so that an intermittent sound is output from the buzzer 5. Note that the ringing frequency of the buzzer 5 at this time is 4 kHz.

  In addition, as shown in the fourth column of Table 5 and FIG. 25A, when the distance L to the obstacle B is a short distance of less than 20 cm and the obstacle B is in the area A4, the handle 111 turns clockwise. Since the contact is made when the vehicle 1 moves forward in the state of being rotated to the maximum, the contact predicting unit 15 blinks the display area 7FL in red as shown in FIG. 25B, but does not light the forward arrow 8a. Further, the contact prediction unit 15 controls the buzzer driving unit 16 so that a continuous sound is output from the buzzer 5. The notification with the continuous sound indicates that the possibility of contact is higher than the notification with the intermittent sound. Note that the ringing frequency of the buzzer 5 at this time is 4 kHz.

  Therefore, in this embodiment, the forward arrow 8a indicating the forward direction of the vehicle 1 and the reverse arrow 8b indicating the reverse direction are used to actively inform the driver of the possibility of contact during forward and reverse travel. Can do. In short, when the contact predicting unit 15 determines that the possibility of contact is low, the display 6 displays the content that permits the vehicle 1 to travel in the traveling direction, so that the driver displays the display content on the display 6. By confirming, it is possible to recognize whether or not the vehicle 1 is traveling, so that it is possible to make further use by driving the driver of the vehicle 1.

1 is a schematic configuration diagram illustrating a first embodiment. It is a schematic block diagram same as the above. It is principal part operation explanatory drawing same as the above. It is principal part operation explanatory drawing same as the above. It is principal part operation explanatory drawing same as the above. It is principal part operation explanatory drawing same as the above. It is principal part operation explanatory drawing same as the above. It is principal part operation explanatory drawing same as the above. It is principal part operation explanatory drawing same as the above. It is principal part operation explanatory drawing same as the above. It is principal part operation explanatory drawing same as the above. It is principal part operation explanatory drawing same as the above. It is a schematic block diagram which shows the other structural example same as the above. FIG. 10 is an explanatory diagram of main part operations of the second embodiment. It is principal part operation explanatory drawing same as the above. It is principal part operation explanatory drawing same as the above. FIG. 10 is a diagram for explaining the operation of main parts of the third embodiment. It is principal part operation explanatory drawing same as the above. It is principal part operation explanatory drawing same as the above. FIG. 10 is an explanatory diagram of a main part operation of the fourth embodiment. It is principal part operation explanatory drawing same as the above. It is principal part operation explanatory drawing same as the above. FIG. 10 is an explanatory diagram of main part operations of the fifth embodiment. It is principal part operation explanatory drawing same as the above. It is principal part operation explanatory drawing same as the above.

Explanation of symbols

2 shift position sensor 3 steering angle sensor 4FR ultrasonic sensor 4FL ultrasonic sensor 4RR ultrasonic sensor 4RL ultrasonic sensor 5 buzzer 6 indicator 10 control unit 11 signal transmission / reception unit 12 position detection unit 14 progress track prediction unit 15 contact prediction unit 16 Buzzer drive unit 17 Display drive unit

Claims (4)

  A travel trajectory prediction means for predicting the travel trajectory of the vehicle, an obstacle position detection means for detecting the relative position of the obstacle to the vehicle mounted on the vehicle, an output of the travel trajectory prediction means and an output of the obstacle position detection means Contact determining means for determining the possibility of contact between the obstacle and the vehicle based on the display; display means for displaying information on the position of the obstacle with respect to the vehicle; and notification means for outputting an alarm sound for the vehicle occupant. The contact determination means determines that there is a possibility of contact with the obstacle whose relative position is detected by the obstacle position detection means, and contact with the obstacle whose relative position is detected by the obstacle position detection means. An obstacle detection device for a vehicle, wherein the frequency of an alarm sound by the display of the display means and the warning sound is changed when it is determined that there is no possibility.   2. The obstacle detection device for a vehicle according to claim 1, wherein when the contact determination means determines that the possibility of contact is low, the display means displays a content allowing the vehicle to travel in the traveling direction. .   2. The obstacle detection device for a vehicle according to claim 1, wherein the contact determination means displays the predicted progress trajectory of the vehicle predicted by the progress trajectory prediction means on the display means. 4. The display means is provided with a plurality of display areas indicating areas where obstacles exist with respect to a vehicle, and the contact determination means changes the display area according to the predicted progress locus. The vehicle obstacle detection device as described.

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