JP2008152389A - Periphery-monitoring device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a periphery-monitoring device for a vehicle for monitoring an object at the front side of a vehicle, for avoiding or reducing the collision of a vehicle. <P>SOLUTION: A left front monitoring radar 110 is provided with a detection range at the front left of a vehicle, and a right front monitoring radar 120 is provided with a detection range at the right front of the vehicle. A first angle, formed by the center axis of the detection range of the left-front monitoring radar 110 and the center axis of the vehicle is set larger than a second angle formed by the central axis of the detection range of the right-front monitoring radar 120 and the center axis of the vehicle. This is setting for road environment of a left-hand traffic system. A PSC/ECU 130 is provided with a monitoring part 131 and a setting part 132. The monitoring part 131 monitors the object of the front side of the vehicle, based on the detection signal received from the left-front monitoring radar 110 and the right-front monitoring radar 120. The setting part 132 switches the relation of the detection ranges and vehicle center axes of the left-front monitoring radar 110 and the right-front monitoring radar 120, according to the traffic environment of the destination country of the vehicle. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a vehicle periphery monitoring device that monitors an object on the front side of a host vehicle.

Conventionally, in order to avoid or reduce collisions, a peripheral monitoring device that monitors the surroundings of a host vehicle, using a long range radar device and a short range radar device, based on the traveling condition of the host vehicle, 2. Description of the Related Art A peripheral monitoring device that monitors the surroundings of a host vehicle by selecting driving of a radar device for distance or short distance is known. This long-range radar device is used for monitoring the front of the host vehicle, and the short-range radar device is used for monitoring the front side (see, for example, Patent Document 1).
JP 2005-165752 A

  By the way, in the conventional periphery monitoring device, an object can be detected in a wide area by expanding the detection area to the front side, and even an unnecessary object may be detected. Thereby, the detection accuracy may be reduced. In addition, although a radar device for short distance is used for front side monitoring, it is suitable for the driving environment (left side traffic environment or right side traffic environment) to detect other vehicles traveling from the front side. The detection range was not set.

  The present invention has been made in view of the above-described problems, and an object of the present invention is to provide a vehicle periphery monitoring device that monitors an object on the front side of a vehicle in order to avoid or reduce the collision of the vehicle. And

  A vehicle periphery monitoring apparatus according to one aspect of the present invention includes a first object detection unit having a first detection range on a vehicle front side on one side of a vehicle central axis, and a vehicle front side on the other side of the vehicle central axis. Second object detection means having a second detection range, and monitoring means for monitoring an object on the front side of the vehicle based on object detection signals of the first object detection means and the second object detection means, A first angle formed by the central axis of the first detection range and the vehicle central axis is larger than a second angle formed by the central axis of the second detection range and the vehicle central axis. Thereby, the detection range of the left front of a vehicle and the right front can be set asymmetrically.

  The vehicle further includes an intersection detection unit that outputs an intersection detection signal when the approach of the host vehicle to the intersection is detected, and the monitoring unit monitors an object on the front side of the vehicle when receiving the intersection detection signal. Also good. Thereby, the front side of the vehicle can be monitored in the vicinity of the intersection.

  Of the first detection range and the second detection range, the detection range on the side where the vehicle passing the side close to the host vehicle arrives in the road intersecting the traveling lane of the host vehicle is the other. You may make it set larger than the detection range in the side. Thereby, the range which can detect the passing vehicle near the own vehicle expands.

  Further, at least one of the first detection range and the second detection range may be enlarged as the vehicle approaches the intersection. Thereby, the range which can detect the passing vehicle of the road which crosses is expanded, so that it is near an intersection.

  Moreover, the period in which at least one of the first object detection means or the second object detection means detects an object may be shortened as the vehicle approaches the intersection. Thereby, the traffic vehicle of the road which cross | intersects can be detected more frequently so that it is near an intersection.

  Further, as the vehicle approaches the intersection, the output of at least one of the first object detection unit or the second object detection unit may be increased. As a result, the closer to the intersection, the greater the intensity of the reflected wave, and the higher the accuracy with which a passing vehicle on the intersecting road can be detected.

  The first detection range is a part of a range in which the first object detection unit can detect an object, and the second detection range can be detected by the second object detection unit. It is a part of the range, and the monitoring means may monitor the presence of an object in the first detection range and the second detection range. Thereby, an object can be detected by narrowing the detection range.

  The first object detection means may include a first sub-detection range having a lower threshold for object determination than the first detection range, within the range in which the object can be detected. And the second object detection means has a second sub-detection range having a lower threshold for object determination than the second detection range, within the range in which the object can be detected. You may make it have. Thereby, priority can be given to the range to be detected.

  Moreover, you may further provide the setting means which sets the said 1st detection range and the said 2nd detection range to the any one side of a vehicle center axis | shaft. Thereby, the first detection range and the second detection range can be selectively set.

  According to the present invention, in order to avoid or reduce the collision of the vehicle, there is obtained a specific effect that it is possible to provide a vehicle periphery monitoring device that can monitor an object on the front side of the vehicle with high accuracy.

  Embodiments to which the vehicle periphery monitoring device of the present invention is applied will be described below. Here, the term “intersection” is used to mean a point where an arbitrary number of roads intersect at an arbitrary angle.

  FIG. 1 is a diagram illustrating a configuration of a vehicle periphery monitoring device according to the present embodiment. In FIG. 1, a vehicle periphery monitoring apparatus 100 includes a left front monitoring radar 110 (first object detection means), a right front monitoring radar 120 (second object detection means), and a pre-crash safety ECU 130 (hereinafter abbreviated as PCS / ECU 130). ). The PCS / ECU 130 includes a monitoring unit 131 and a setting unit 132. It should be noted that the vehicle periphery monitoring device of the present embodiment further includes a front monitoring radar, so that the PCS / ECU 130 prevents pre-crash control or slanting from obliquely forward, or ECU for inter-vehicle control. Although it can also be configured to perform inter-vehicle control (radar cruise control) according to the above, it will be described here as a vehicle periphery monitoring device that monitors only the front side.

  The left front monitoring radar 110 and the right front monitoring radar 120 are radar sensors used to prevent an encounter collision at an intersection or the like, and monitor the front left and front right of the vehicle near the front grille or inside the front bumper, for example. Are respectively arranged.

  Each of the left front monitoring radar 110 and the right front monitoring radar 120 includes a reception antenna, a transmission antenna, a receiver, a transmitter, and a signal processing unit (not shown). The transmitter radiates a transmission wave toward a predetermined range on the front side of the vehicle via the transmission antenna. The receiver receives the reflected wave generated by reflecting the transmission wave by the front side object via the receiving antenna. The signal processing unit calculates the relative velocity of the front object using the Doppler frequency (frequency shift) of the reflected wave, calculates the relative distance of the front side object using the delay time of the reflected wave, and further receives a plurality of receiving antennas. The direction of the front side object is calculated based on the phase difference between the received waves. In this way, information representing the distance of the front side object (typically, another vehicle) from the host vehicle and the relative direction and speed of the front side object with respect to the host vehicle is generated as the front side object information. The front side object information is transmitted to the monitoring unit 131 for a predetermined time every predetermined cycle after a request is received from the monitoring unit 131 in the PCS / ECU 130.

  As such left front monitoring radar 110 and right front monitoring radar 120, an electronic scan type radar sensor that emits radio waves (for example, millimeter waves) or light waves (for example, laser waves) as transmission waves can be used. As long as the scanning method of the left front monitoring radar 110 and the right front monitoring radar 120 is a mode in which the direction of the front side object (the relative direction of the front side object with respect to the vehicle) can be measured, in addition to the electronic scanning method, A mechanical scan system that mechanically moves the transmitting antenna or the receiving antenna may be used. In the present embodiment, an electronic scanning radar sensor that emits millimeter waves as transmission waves is used.

  FIG. 2 is a diagram schematically showing detection ranges of the left front monitoring radar 110 and the right front monitoring radar 120. FIG. 2 shows the detection range 110a (first detection range) of the left front monitoring radar 110 and the detection range 120a (second detection range) of the right front monitoring radar 120 in a plan view of the vehicle 200. The left front monitoring radar 110 can detect an object even in the detection range 110b, and the right front monitoring radar 120 can detect an object in the detection range 120b. Here, in order to improve the detection accuracy, the detection is performed. A description will be given of a case where the front side object is detected near the intersection using only the detection ranges 110a and 120a that are part of the detection range of the left front monitoring radar 110 and the right front monitoring radar 120 without using the ranges 110b and 120b. To do. Specifically, the detection ranges 110b and 120b are output restriction ranges in which the front side object information is not output even if the left front monitoring radar 110 and the right front monitoring radar 120 detect an object.

  The detection ranges 110a and 120a of the left front monitoring radar 110 and the right front monitoring radar 120 extend relatively close to the vicinity of the vehicle, and may be a short distance of, for example, several tens of meters. In this respect, it differs from the detection range of the forward monitoring radar that extends relatively far because of the use in radar cruise control or the like.

  Further, in the example shown in FIG. 2, the angle between the longitudinal axis 200a (hereinafter abbreviated as the vehicle central axis) 200a of the vehicle 200 and the central axis 110b of the detection range 110a is set to be set for a left-handed driving environment. α, when the angle between the vehicle central axis 200a and the central axis 120b of the detection range 120a is β, the left front monitoring is performed so that the angle α is larger than the angle β (α> β is satisfied). The radar 110 and the right front monitoring radar 120 are set. The reason for setting in this way is to improve the detection accuracy of a vehicle arriving from the right side at an intersection in a left-hand traffic environment, which will be described later with reference to FIG. Also, in order to expand the detection range of vehicles coming from the right side at the intersection, the detection angle δ of the detection range 120a is larger than the angle γ that defines the range of the detection range 110a (hereinafter referred to as the detection angle) γ. Set to. At this time, it is necessary to optimize the angle δ so that the detection accuracy is not lowered by expanding the detection range 120a.

  Next, the PCS / ECU 130, the monitoring unit 131, and the setting unit 132 will be described.

  The PCS / ECU 130 is configured with a microcomputer including a CPU, a ROM, a RAM, and the like connected to each other via a bus (not shown).

  The monitoring unit 131 of the PCS / ECU 130 is connected to the left front monitoring radar 110, the right front monitoring radar 120, the setting unit 132, and the navigation system 140. Further, the setting unit 132 supervises information indicating the vehicle body specifications (for example, information including information indicating which body is for left-hand traffic or right-hand traffic, hereinafter referred to as body information). A body ECU 150 is connected. These are communicably connected via an appropriate wireless or wired communication path.

  The monitoring unit 131 receives an intersection detection signal from the navigation device 140 indicating an approach to an intersection with a stop line without a traffic signal (that is, an approach to a priority road), and the front side object information is transmitted to the left front monitoring radar. 110 and the right front monitoring radar 120. For example, the intersection detection signal may be set to be sent to the monitoring unit 131 whenever the navigation device 140 detects an intersection with a stop line without a traffic light. The navigation device 140 may be any device that has map information and can detect the approach of the host vehicle to the intersection using GPS (Global Positioning System), and is used as an intersection detection means in the present embodiment. Further, the timing at which the navigation device 140 transmits the intersection detection signal may be set, for example, at the time when the host vehicle reaches a predetermined distance (for example, several tens of meters) from the intersection where there is a stop line without a traffic light. You may make it take this predetermined distance long according to a vehicle speed.

  Also, body information is sent from the body ECU 150 to the setting unit 132. The setting unit 132 to which the body information is sent sets the detection ranges of the left front monitoring radar 110 and the right front monitoring radar 120 based on the body information. Specific processing contents will be described later.

  Next, a monitoring process by the monitoring unit 131 of the PCS / ECU 130 of the vehicle periphery monitoring device of the present embodiment will be described with reference to FIG.

  When the vehicle periphery monitoring device according to the present embodiment is activated, the monitoring unit 131 determines whether an intersection detection signal has been received (step S1). As described above, this intersection detection signal is sent to the monitoring unit 131 from the navigation device 140 that detects the approach of the host vehicle to an intersection with a temporary stop line without a traffic light.

  The monitoring unit 131 causes the left front monitoring radar 110 and the right front monitoring radar 120 to emit radio waves (step S2). Thereby, in the left front monitoring radar 110 and the right front monitoring radar 120, information indicating the distance from the own vehicle to the front side object and the relative direction and speed of the front side object with respect to the own vehicle are based on the above-described principle. It is generated as front side object information.

  Next, the monitoring unit 131 determines whether or not front side object information has been received (step S3). The front side object information is sent to the monitoring unit 131 from the left front monitoring radar 110 and the right front monitoring radar 120 that have received the request at predetermined intervals.

  Regarding the distance, relative speed, and relative direction between the host vehicle and the front side object included in the front side object information, the monitoring unit 131 determines whether the distance is equal to or less than a predetermined value (condition 1) or whether the relative speed is equal to or greater than a predetermined value. (Condition 2) The degree of approach to the front side object has a risk of collision depending on whether or not the logical product of the three conditions of (Condition 3) is satisfied. It is determined whether or not there is (step S4).

  Next, when the monitoring unit 131 determines that there is a risk of collision between the host vehicle and the front side object, the monitoring unit 131 outputs an alarm signal (step S5). This alarm signal is an alarm signal that can be used in a pre-crash safety system for preventing side collision or oblique collision.

  When outputting the alarm signal, the monitoring unit 131 returns the processing procedure to step S3. Similarly, when it is determined in step S3 that the front side object information has not been received, and in the case where it is determined in step S4 that the distance from the front side object is longer than the predetermined value, the monitoring unit 131 performs the processing procedure. Return to step S3. With the above procedure, the monitoring unit 131 repeatedly verifies the content of the front side object information at a predetermined cycle after receiving the intersection detection signal.

  Next, the setting process by the setting unit 132 of the PSC / ECU 130 will be described.

  FIG. 4 is a diagram illustrating a processing procedure of setting processing by the setting unit 132. The processing by the setting unit 132 is performed, for example, when the vehicle is shipped from a factory, but is configured so that it can be set as appropriate according to changes in the driving environment (left-hand traffic environment or right-hand traffic environment) of the vehicle. May be. The processing procedure illustrated in FIG. 4 is repeatedly performed while the setting unit 132 is activated.

  When activated, the setting unit 132 acquires radar mode information of the left front monitoring radar 110 and the right front monitoring radar 120 (step S11). The radar mode is a mode of the radar device (the left front monitoring radar 110 and the right front monitoring radar 120). This radar mode includes a detection mode for detecting an object and a setting mode for adjusting the detection range of the radar apparatus. The radar mode information is information indicating whether the radar mode is a detection mode or a setting mode.

  Next, the setting unit 132 determines whether or not the radar devices (the left front monitoring radar 110 and the right front monitoring radar 120) are in the setting mode based on the radar mode information (step S12).

  When the radar mode information is the setting mode, the setting unit 132 acquires vehicle body information from the body ECU 150 (step S13).

  Next, the setting unit 132 determines whether the body is for left-hand traffic (step S14).

  If the body is for left-hand traffic, the setting unit 132 first sets the detection range of the left front monitoring radar 110 (step S15), and then sets the detection range of the right front monitoring radar 120. In steps S15 and S16, the setting unit 132 determines that the angle α between the vehicle central axis 200a and the central axis 110b of the detection range 110a is the vehicle center, as shown in FIG. The angle β of the detection range 120a is larger than the angle β between the axis 200a and the central axis 120b of the detection range 120a (so that α> β is established), and the angle δ of the detection range 120a is larger than the angle γ of the detection range 110a. The left front monitoring radar 110 and the right front monitoring radar 120 are set so as to be larger. The reason for this setting will be described later with reference to FIG. The detection ranges 110b and 120b are output limit ranges.

  On the other hand, in the case of the right-hand traffic body, the setting unit 132 sets the detection range of the left front monitoring radar 110 as the angle between the vehicle central axis 200a and the central axis 110b of the detection range 110a in steps S17 and S18. The angle β between the vehicle central axis 200a and the central axis 120b of the detection range 120a is larger than α (so that α <β is satisfied), and the angle γ of the detection range 110a is larger. The left front monitoring radar 110 and the right front monitoring radar 120 are set so that becomes larger than the angle δ of the detection range 120a. This state is not particularly shown, but the detection ranges 110a, 110b, 120a and 120b of the left-hand traffic vehicle shown in FIG. 2 are symmetric with respect to the vehicle center axis 200a.

  If it is determined in step S12 that the mode is not set, the processing procedure returns to step S11.

  As described above, the detection ranges of the left front monitoring radar 110 and the right front monitoring radar 120 can be set in accordance with the traveling environment of the vehicle (the left-hand traffic environment or the right-hand traffic environment).

  FIG. 5 is a diagram showing a traveling state of a vehicle equipped with the vehicle periphery monitoring device of the present embodiment in plan view. FIG. 5A shows that the vehicle 200 reaches a predetermined distance before an intersection with a temporary stop line without a traffic light (that is, an intersection with a priority road) and is monitored by the left front monitoring radar 110 and the right front monitoring radar 120. The state driven by the part 131 is shown. FIG. 5B shows a state where the vehicle 200 has reached an intersection. Here, description will be made with reference to FIGS.

  As described above, according to the vehicle periphery monitoring device of the present embodiment, the angle α between the vehicle central axis 200a and the central axis 110b of the detection range 110a is equal to the difference between the vehicle central axis 200a and the detection range 120a. The left front monitoring radar 110 and the right front monitoring radar 120 are set so as to be larger than the angle β with respect to the central axis 120b (so that α> β is established) (see FIG. 2).

  In such a left-hand traffic environment, the angle β on the right side of the vehicle center axis 200a is set to be smaller than the angle α on the left side of the vehicle center axis 200a as shown in FIG. In this way, at the intersection 500 where there is a stop line without a traffic light in the left-hand traffic environment, there is a high possibility that a collision at the encounter with the vehicle 501 coming from the right side will occur on the near side in the intersection 500. For this reason, it is necessary to detect a vehicle traveling closer to the intersection 500 on the right side of the vehicle center axis 200a. With such a configuration, as shown in FIG. 5A, when the host vehicle 200 is in front of the intersection, a vehicle that travels near the intersection 500 in the lane closer to the host vehicle 200 (right side) Vehicle 501) 501 can be monitored.

  The reason why the angle α on the left side of the vehicle central axis 200a is set to be larger than the angle β on the right side of the vehicle central axis 200a is that there is a temporary stop line without a traffic signal in a left-handed driving environment. At the intersection 500, the possibility of a collision with the vehicle 502 coming from the left side is highly likely to occur in the back of the intersection 500 when the host vehicle 200 enters the intersection to make a right turn or go straight. Therefore, it is necessary to detect the vehicle 502 traveling on the left side of the vehicle center axis 200a at a position where the distance to the intersection 500 is longer than the vehicle 501 coming from the right side. With such a configuration, as shown in FIG. 5 (b), when approaching the intersection 500, the vehicle 501 coming from the right side and detecting the vehicle 501 in the intersection, coming from the left and entering the intersection from now on 502 can be monitored. That is, when the host vehicle 200 turns right or goes straight at the intersection, the vehicle 502 coming from the left can be detected from an early stage.

  As described above, the detection ranges 110a and 120a as described above can effectively monitor a vehicle at risk of a collision when turning right or left. FIG. 5 shows an intersection where two roads intersect. For example, when entering a T-junction with a stop line without a traffic light from a side road and turning left or right, vehicles coming from the left and right are efficiently used. Can be detected well.

  In the above, since the front side object is detected in the vicinity of the intersection using only the detection ranges 110a and 120a that are part of the detection range of the left front monitoring radar 110 and the right front monitoring radar 120, detection of unnecessary objects is performed. And the detection accuracy can be improved.

  In the above, the detection angle δ of the detection range 120a (for detecting a vehicle coming from the right side) is more (detected) than the detection angle γ of the detection range 110a (for detecting a vehicle coming from the left side). Since the left front monitoring radar 110 and the right front monitoring radar 120 are set to be large (so that the accuracy does not decrease), the vehicle 501 closer to the host vehicle 200 can be monitored better.

  In the above, FIG. 5 shows the state of the periphery monitoring at the intersection in the traffic environment of the left-hand traffic, but the periphery monitoring in the traffic environment of the right-hand traffic is in a state where FIG. 5 is symmetric as shown in FIG. become. It can be seen that the surroundings can be monitored in the right-hand traffic environment as well.

  As mentioned above, according to the vehicle periphery monitoring apparatus of this Embodiment, the vehicle periphery monitoring apparatus which improved the detection precision of the vehicle which cross | intersects the own vehicle in an intersection can be provided.

  In the above, in order to improve the detection accuracy of the front side object in the vicinity of the intersection, the left front monitoring radar 110 and the right front monitoring radar 120 each use only a part of the range in which the object can be detected. As described above, the detection ranges 110b and 120b may be used. In this case, the detection range 110b is used as a sub detection range (first sub detection range) having a determination threshold lower than the object determination threshold in the detection range 110a, and the detection range 120b is set to be lower than the object determination threshold in the detection range 120a. It can also be used as a sub detection range (second sub detection range) having a low determination threshold. Thus, if a difference is provided in the determination threshold value, priority can be given to the determination of the object in the front left and front right of a vehicle. Such expansion of the detection range may be performed as the host vehicle approaches the intersection after the monitoring unit 131 receives the intersection detection signal (as the vehicle enters the intersection).

  Further, as described above, instead of expanding the detection range of the left front monitoring radar 110 and the right front monitoring radar 120 according to the approach of the own vehicle to the intersection (as entering the intersection), or In addition, as the vehicle approaches the intersection (as it enters the intersection), the left front monitoring radar 110 or the right front monitoring radar 120 may be set to gradually shorten the period at which the object is detected. Good. By shortening the cycle for detection, the frequency of detection processing increases, and detection accuracy can be improved. Note that such control is performed by setting a period for either the left front monitoring radar 110 or the right front monitoring radar 120 to detect an object to be shorter than a period for the other to detect the object. Also good. Thereby, the detection accuracy on the side to be preferentially monitored can be improved.

  Further, instead of, or in addition to, shortening the detection cycle, the left front monitoring radar 110 or the right front monitoring radar according to the approach of the own vehicle to the intersection (as the vehicle enters the intersection). The output of 120 may be set to gradually increase. Since the intensity of the reflected wave increases as the output increases, the detection accuracy can be improved.

  In addition, although the form which uses the navigation apparatus 140 as an intersection detection means for detecting the approach to an intersection was demonstrated above, if it is an apparatus which can detect the approach to an intersection, road-to-vehicle communication will be performed for every intersection, for example. It can also be configured with a device that performs.

  In the above, the angle α between the vehicle central axis 200a and the central axis 110b of the detection range 110a is larger than the angle β between the vehicle central axis 200a and the central axis 120b of the detection range 120a ( Although the case where the left front monitoring radar 110 and the right front monitoring radar 120 are set has been described (so that α> β holds), the left and right are reversed from the above description depending on the characteristics of the monitoring radar, the structure of the vehicle, and the like. (That is, α <β may be satisfied).

  Also, the detection angle γ of the detection range 110a and the detection angle δ of the detection range 120a can be arbitrarily set.

  The vehicle periphery monitoring device according to the exemplary embodiment of the present invention has been described above, but the present invention is not limited to the specifically disclosed embodiment and departs from the scope of the claims. Without limitation, various modifications and changes are possible.

  The vehicle periphery monitoring device of the present invention can be used in a pre-crash safe system.

It is a figure which shows the structure of the periphery monitoring apparatus for vehicles of embodiment. It is a figure which shows roughly the detection range of the left front monitoring radar and the right front monitoring radar. It is a figure showing the process sequence of the monitoring process by the monitoring part of PCS * ECU. It is a figure showing the process sequence of the setting process by the setting part of PCS * ECU. It is a figure which shows the driving | running | working condition of the vehicle carrying the vehicle periphery monitoring apparatus of this Embodiment by planar view. It is a figure which shows the driving | running | working condition of the vehicle carrying the vehicle periphery monitoring apparatus of this Embodiment by planar view.

Explanation of symbols

DESCRIPTION OF SYMBOLS 100 ... Vehicle periphery monitoring apparatus 110 ... Left front monitoring radar 110a, 110b, 120a, 120b ... Detection range 120 ... Right front monitoring radar 130 ... PCS ECU
131 ... Monitoring unit 132 ... Setting unit 140 ... Navigation device 150 ... Body ECU
200 ... Vehicle 200a ... Vehicle central axis 500 ... Intersections 501, 502 ... Vehicle

Claims (9)

First object detection means having a first detection range on the vehicle front side on one side of the vehicle central axis;
Second object detection means having a second detection range on the vehicle front side on the other side of the vehicle center axis;
Monitoring means for monitoring an object on the front side of the vehicle based on the object detection signals of the first object detection means and the second object detection means,
The first angle formed by the central axis of the first detection range and the vehicle central axis is larger than the second angle formed by the central axis of the second detection range and the vehicle central axis. Perimeter monitoring device. Further comprising an intersection detection means for outputting an intersection detection signal when detecting the approach of the own vehicle to the intersection,
2. The vehicle periphery monitoring device according to claim 1, wherein the monitoring unit monitors an object on a front side of the vehicle when receiving the intersection detection signal.   Of the first detection range and the second detection range, the detection range on the side where the vehicle passing the side close to the host vehicle arrives on the other side is within the road intersecting the traveling lane of the host vehicle. The vehicle periphery monitoring device according to claim 1, wherein the vehicle periphery monitoring device is set to be larger than a certain detection range.   4. The vehicle periphery monitoring device according to claim 1, wherein at least one of the first detection range and the second detection range is expanded in accordance with an approach to an intersection.   4. The method according to claim 1, wherein a period in which at least one of the first object detection unit and the second object detection unit detects an object is shortened as the vehicle approaches the intersection. The vehicle periphery monitoring device described.   4. The vehicle according to claim 1, wherein an output of at least one of the first object detection unit and the second object detection unit is increased according to the approach to the intersection. Perimeter monitoring device. The first detection range is a part of a range in which the first object detection unit can detect an object, and the second detection range is a range in which the second object detection unit can detect an object. Part of it,
The vehicle periphery monitoring device according to claim 1, wherein the monitoring unit monitors the presence of an object in the first detection range and the second detection range. The first object detection means has a first sub-detection range having a lower threshold for object determination than the first detection range within the range in which the object can be detected. ,
The second object detection means has a second sub detection range having a lower threshold for object determination than the second detection range, within the range in which the object can be detected. The vehicle periphery monitoring device according to claim 7.   9. The vehicle according to claim 1, further comprising setting means for setting the first detection range and the second detection range on either side of the vehicle center axis. Perimeter monitoring device.

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