JP2015072636A - Information processing apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an information processing apparatus configured to properly determine whether a vehicle can turn right/left at an intersection with poor visibility.SOLUTION: An information processing apparatus 200 acquires a first distance between a vehicle and an object located on a road to be entered after turning left/right and a second distance between the vehicle and an interface of an obstacle located on the road, from a radar device 100 which detects the obstacle by penetrating through the obstacle by means of a wall-through radar. The information processing apparatus 200 includes: object position estimation means 33 which estimates a position of the object, on the basis of the first distance, the second distance, and an object direction; and information output means 29 which outputs information that the vehicle may not turn right/left, on the basis of the position.

Description

  The present invention relates to an information processing apparatus that determines whether a right or left turn is possible at an intersection.

  When the vehicle is traveling on a general road, the vehicle may turn left or right due to an intersection where the turn angle is steep or an intersection where the vehicle body is too long for the road width to turn right or left. It can be difficult. Since the driver notices that it is difficult to turn right or left after actually starting the right or left turn, it is necessary to complete the right or left turn operation by stopping, turning back, or suddenly steering during the right or left turn.

  Therefore, a technique for avoiding such a difficult right / left turn has been devised (for example, see Patent Document 1). Patent Document 1 discloses a navigation device that provides a route that avoids a point where a right or left turn cannot be made on a searched route, based on the vehicle length / width and the width of a road that affect the passability. Yes.

JP 2006-177905 A

  However, in the method of determining the possibility of a right or left turn based on the vehicle length / width and the width of the road as in the navigation device of Patent Document 1, the possibility of a right / left turn when there is a stopped vehicle on the approach road Cannot be judged. Whether the vehicle can turn right or left varies depending not only on the vehicle length / width and road width, but also on the stopping position of the stopped vehicle on the approach path. Therefore, it is not possible to accurately determine whether the turn is right or left.

  Regarding such inconvenience, it is also considered to determine whether or not the vehicle can turn left and right by communicating with an infrastructure that transmits an optical beacon or the like. For example, a camera placed at an intersection monitors whether or not a vehicle has stopped on an approach road that enters due to a right or left turn. Notify that.

  However, the possibility of making a right / left turn using infrastructure is not always available at intersections with poor visibility because infrastructure must be prepared at the intersection. Even if the infrastructure is established, it may be difficult to make an accurate judgment because the recognition performance of the camera deteriorates at night or in bad weather.

  In view of the above problems, an object of the present invention is to provide an information processing apparatus that can more accurately determine whether a right turn or a left turn is possible at an intersection with poor visibility.

  The present invention provides a first distance between an object on a right turn or a left turn approaching road and the host vehicle, and the obstacle on the approaching road from a radar device that detects an object through an obstacle through a wall-transmitting radar. An information processing apparatus for acquiring a second distance between an interface of an object and a host vehicle, wherein the position of the object is determined based on the first distance, the second distance, and the direction of the object. An object position estimating means for estimating; and an information output means for outputting information indicating that the host vehicle may be unable to turn right or left based on the position.

  It is possible to provide an information processing apparatus that can more accurately determine whether a right turn or a left turn can be made at an intersection with poor visibility.

It is an example of a schematic block diagram of a radar apparatus and an information processing apparatus. It is a figure which shows a left turn typically. It is an example of the flowchart figure explaining the process sequence of information processing apparatus. It is an example of the schematic block diagram of a radar apparatus and information processing apparatus (Example 2). It is an example of the figure explaining the approach path width | variety d3, the stop position d4 of a stop vehicle, etc. FIG. It is an example of the figure which shows distribution of the set of approach path width | variety d3 and stop position d4 when there is no intersection passage operation. FIG. 10 is an example of a flowchart for explaining a processing procedure of the information processing apparatus (second embodiment);

  DESCRIPTION OF EMBODIMENTS Hereinafter, embodiments for carrying out the present invention will be described with reference to the drawings.

[About wall-penetrating radar equipment]
There is known a radar device that detects an object to be detected over an obstacle such as a wall by radio waves. In such a radar apparatus, a transmission radio wave transmitted through an obstacle such as a wall is transmitted from the transmission apparatus, and a reception apparatus receives the radio wave transmitted through the obstacle and reflected from the detection target. Therefore, if such a radar device is mounted on a vehicle, it is possible to detect in real time that there is a stopped vehicle on an approach destination road, for example, when turning left and right at an intersection with a blind spot. In addition, it is possible to make judgments that are less affected by the weather and the environment using only the system installed in the vehicle without relying on infrastructure.

  In the following, a case where the host vehicle makes a left turn will be described as an example. This is because it is highly necessary to detect a stopped vehicle when making a left turn at an intersection with poor visibility in a left-handed country or region. Therefore, when the host vehicle turns right in a right-hand traffic country or region, a stopped vehicle is detected at an intersection with poor visibility.

[Outline of information processing apparatus of this embodiment]
An outline of the information processing apparatus of this embodiment will be described. First, the radar device detects a detection object that exists over an obstacle such as a wall at an intersection with poor visibility. If there is a stopped vehicle, the information processing apparatus refers to the past travel history of the intersection that is about to turn left and determines whether or not the vehicle can travel. In the past travel history, the number of operations (hereinafter referred to as intersection passing operations) indicating that turning to the left, such as turning back, sudden stopping, and sudden steering is difficult is registered in association with the intersection identification information.

  The information processing apparatus notifies the driver that the vehicle may be unable to turn left at the intersection when the number of intersection passing operations equal to or greater than a threshold (corresponding to a risk threshold described later) is registered in the past travel history. To do.

  As described above, the information processing apparatus according to the present embodiment can not only detect other vehicles existing over obstacles such as walls with a wall-transmitting radar apparatus, but can also pass through an intersection by using past travel history. Whether or not can be determined with high accuracy.

[Configuration example]
FIG. 1 shows an example of a schematic configuration diagram of a radar apparatus and an information processing apparatus of the present embodiment. The radar apparatus 100 includes a detection unit 11, a tracking unit 12, and an object recognition unit 13.

  Although the antenna and the like are not shown in the radar apparatus 100, the radar apparatus 100 according to the present embodiment transmits, for example, a UWB (Ultra Wideband) radar as a transmission radio wave that easily passes through an obstacle. The radar device 100 using radio waves in the UWB band can detect a detection object of a blind spot of a wall at an intersection with a poor visibility because of a wall, for example.

  The radar apparatus 100 transmits, for example, a broadband impulse signal as a transmission signal from the transmission antenna. At least two receiving antennas are mounted, and a reflected wave that has passed through a shielding object such as a wall and reflected by a detection target is received as a reception signal. Note that when the radar apparatus 100 scans the front of the vehicle while changing the transmission direction of the transmission signal, the number of reception antennas may be one. The received signal received by the receiving antenna is A / D converted and input to the detector 11.

  The detection unit 11 performs a Fourier transform on the A / D converted reception signal, and determines that the transmitted radar is reflected and received by the detection target when the frequency of power equal to or higher than the threshold is specified. Then, the distance to the detection target is calculated from the time from when the transmission signal is transmitted until the reception signal is received. Further, the azimuth is calculated based on the time difference at which each of the plurality of antennas receives the reception signal and the distance between the antennas. Alternatively, Σ / Δ may be converted into a direction using a phase comparison monopulse method. The relative speed is obtained using, for example, the Doppler frequency. When the object to be detected has a relative velocity, the amplitude of the transmitted pulse is amplitude-modulated. Therefore, the Doppler frequency can be calculated by monitoring the amplitude, and the relative velocity can be obtained from the Doppler frequency and the frequency of the transmission signal. .

  The detection unit 11 acquires one piece of target information including distance, azimuth, relative speed, and reflection intensity by one transmission of the radar. The detection unit 11 uses the target information to calculate the coordinates (x, y) of the detection target on a two-dimensional plane whose origin is the radar position of the host vehicle. Hereinafter, the coordinates (x, y) are referred to as detection points.

  The tracking unit 12 accurately obtains the position of the detection target by tracking the detection point based on the tracking filter and the equation of motion. For example, the tracking point of the detection target is calculated using a tracking filter such as a Kalman filter. Specifically, a detection point and a tracking point are paired to calculate a tracking point at the next measurement timing, or a detection point suitable for pairing is selected from a plurality of detection points. While the detection point is likely to be blurred, the tracking point tracked by the tracking filter can reduce the position error of the detection target. The tracking unit 12 calculates a tracking point in time series for each measurement cycle for one detection target.

  In addition to the Kalman filter, there are filters such as an αβ filter, an αβγ filter, and a particle filter. Further, the tracking unit 12 may track only the detection point on the assumption that the detection target object moves at a constant linear velocity without using such a filter.

  The object recognition unit 13 monitors the target information of the tracking point for each detection target and determines whether the object is a stationary object or a moving object. If the relative speed is a negative value (approaching) and the absolute value is comparable to the speed of the host vehicle, it can be estimated that the detection target is a stationary object.

  Next, the information processing apparatus 200 will be described. The information processing device 200 is, for example, a navigation device or an arbitrary electronic control device mounted on the vehicle. The information processing apparatus 200 detects the position (latitude, longitude, altitude) of the own vehicle using, for example, a GNSS (Global Navigation Satellite System). The information processing apparatus 200 has road map data or can download road map data from a server (not shown) via a mobile phone network or a wireless LAN network. The information processing apparatus 200 accurately detects that the host vehicle is approaching the intersection by map matching the position of the host vehicle detected by the GNSS with an appropriate road in the road map data.

  At least intersections are registered in the road map data. Information indicating whether the line of sight is bad due to an obstacle such as a wall at the intersection may be added. Also, in the road map data, general road shapes such as a T-shaped road and a parking lot that may have a poor view are registered in addition to the intersection.

  A wheel speed sensor 22, a steering sensor 23, a yaw rate sensor 24, and a shift position sensor 25 are connected to the information processing apparatus 200. The wheel speed sensor 22 detects the rotational speed of each wheel of the wheel. The steering sensor 23 detects the steering angle of the steering. The yaw rate sensor 24 detects the rotational speed of the host vehicle in a direction horizontal to the road surface. The shift position sensor 25 detects the set position of the shift lever.

  Further, in this embodiment, since it is only necessary to know whether or not the position of the vehicle is in front of the intersection, the roadside device in front of the intersection communicates with the own vehicle (road-to-vehicle communication), and the own vehicle is in front of the intersection. You may receive the information that it is drive | working. For example, it can be received by a VICS (Vehicle Information and Communication System) (registered trademark) optical beacon or radio wave beacon.

  The information processing apparatus 200 has a past travel history DB (database) 21 or can read data by accessing the past travel history DB 21 at least. Accessing and reading data means that the past travel history DB 21 is mounted on a server outside the vehicle, for example, and the information processing apparatus 200 reads the data via a mobile phone network or a wireless LAN network.

  In the past travel history DB 21, the number of intersection passage operations and the past number of passages are registered in association with intersection identification information (for example, intersection name, longitude / latitude, nationwide unique intersection number, etc.). The intersection passing operation is an operation performed by the driver when it is difficult to make a left turn at the intersection, and examples thereof include turning back, sudden stop, sudden handle, and setting the shift lever to the back.

When the past travel history DB 21 exists in the host vehicle, the number of times of passing the intersection of the driver of the host vehicle and the number of passes are registered. Therefore, for example, the following past operation history is registered in the past travel history DB 21.
Intersection A = Number of past passes: 10
Switch back: 5
Sudden stop: 3
Steep handle: 7
Back setting: 5
When the past travel history DB 21 exists in an external server, the number of times of passing the intersection of the driver of the own vehicle and the number of times of passing may be registered. The number of operations and the number of passes may be registered. In the latter case, the ease of making a left turn depends on the minimum turning radius and the size of the vehicle body. It is preferable that the number of times and the number of times of passage are registered. By doing so, it is possible to accurately notify the driver whether or not the intersection can be turned to the left depending on the size of the vehicle body.

  In the past travel history DB 21, only intersections with poor visibility (having blind spots) may be registered, or all intersections may be registered.

  The information processing apparatus 200 includes a microcomputer having a CPU, a RAM, a ROM, an input / output interface, and the like. The ROM stores a built-in program, and the CPU executes this program to determine whether it is possible to turn left at the intersection and to notify the driver. Specifically, the information processing apparatus 200 is realized by the CPU executing a program and cooperating with the hardware resources of the information processing apparatus 200, and the operation history registration unit 26, the travel risk level calculation unit 27, the travel A risk determination unit 28 and an information providing unit 29 are provided.

  The operation history registration unit 26 detects an intersection passing operation based on detection signals from the wheel speed sensor 22, the steering sensor 23, the yaw rate sensor 24, the shift position sensor 25, and the like when turning left at the intersection. If detected, the number of intersection passing operations associated with the intersection identification information and the past number of passes are increased by one.

The travel risk level calculation unit 27 calculates the travel risk level from the following equation.
Traveling risk level = total intersection passing operation / past number of passing passes In the above example of the past operation history, the driving risk level is “2”.

  The travel risk determination unit 28 compares the travel risk with the risk threshold and determines that the travel is possible if the travel risk is less than the risk threshold. The information providing unit 29 displays an object to be detected that moves to the display of the meter panel or the head-up display with an icon, or lights an alarm lamp on the meter panel. In addition, by outputting a warning sound, outputting a warning message (for example, “It is difficult to turn left”), changing the blinker lamp blinking cycle, or vibrating the steering wheel, Notify the driver that it is difficult to turn left.

[Operation of information processing device]
FIG. 2 is a diagram schematically showing a left turn, and FIG. 3 is an example of a flowchart for explaining the processing procedure of the information processing apparatus 200.

  According to FIG. 2, this intersection is an intersection with poor visibility because there are obstacles such as walls at the corner when turning left. The own vehicle A exists in front of the stop line of the own lane and will turn left at the intersection. Although the stop vehicle B has stopped beyond the stop line on the approach road that turns left, the driver of the host vehicle A cannot see the oncoming vehicle B.

  Moreover, since the radar apparatus 100 periodically transmits and receives a radar that can pass through an obstacle, the radar apparatus 100 detects a stopped vehicle B that is a detection target. The distance to the stop vehicle B is d1, and the direction is θ (normally, the angle from the front is the direction, but here the angle with respect to the axle direction is the direction.

  The information processing apparatus 200 first detects the driver's intention to turn left (S10). For example, it is detected that the blinker switch is operated to the left. Note that the fact that it is in front of the intersection is detected by the current position and road map data.

  When the intention to turn left is detected (Yes in S10), the information processing apparatus 200 determines whether or not the stopped vehicle B exists on the approach road (S20). Specifically, it is determined whether the distance d1 is less than the distance threshold. This is because if the stop vehicle B does not exist, the host vehicle A can easily turn left. Moreover, even if the stop vehicle B exists, the own vehicle A can easily turn left if the distance is long.

  It may be determined whether the azimuth θ is small enough to indicate that the oncoming vehicle B is in the blind spot. In this way, it is not necessary to determine whether or not there is a stopped vehicle in front of the driver of the host vehicle A that can be viewed.

  When there is a stopped vehicle on the approach road (Yes in S20), the travel risk level calculation unit 27 calculates a travel risk level and determines whether it is less than the risk level threshold value (S30). That is, the travel risk is calculated by dividing the total number of intersection passing operations stored in the past travel history DB 21 in association with the current intersection by the past number of passages, and is compared with the risk threshold.

  If the travel risk is less than the risk threshold (Yes in S30), the information processing apparatus 200 does not give a special notification to the driver because the travel is permitted (S40). Alternatively, for example, a message such as “the vehicle is stopped but it is possible to turn left” may be output as voice and displayed.

  If the travel risk is not less than the risk threshold (No in S30), the information processing unit 200 does not recommend travel, so the information providing unit 29 notifies that travel is not recommended (S50).

  Thereafter, the operation history registration unit 26 increases the number of times of passing through the past intersection associated with the identification information of the intersection in the past travel history DB 21 by one, and when the intersection passing operation is detected, the number of times of passing the intersection. Is increased by one (S60).

  As described above, the information processing apparatus 200 according to the present embodiment recommends a left turn with reference to whether it has been easy to make a left turn in the past when a detection object in a blind spot is detected by a wall-transmitting radar. Whether or not can be determined in real time.

  In the present embodiment, the radar device 100 detects the secondary reflection from the wall, and calculates the stop position of the stopped vehicle and the width of the approach path of the left turn (approach path width). The information processing apparatus 200 that determines whether or not a left turn is often possible will be described.

  FIG. 4 shows an example of a schematic configuration diagram of the radar apparatus 100 and the information processing apparatus 200 of the present embodiment. In the present embodiment, the components denoted by the same reference numerals in FIG. 1 perform the same function, and therefore, only the main components of the present embodiment may be mainly described.

  The information processing apparatus 200 of the present embodiment has a past passage record DB 31 instead of a past operation history DB. The past passage record DB 31 is a database in which a plurality of sets of approach road widths that can pass and stop positions of stopped vehicles that can pass are recorded. Details will be described later.

  In addition, the information processing apparatus 200 according to the present embodiment includes an approach path width calculation unit 32, a stop position calculation unit 33, a past passage record recording unit 34, an approach limit determination unit 35, and an information providing unit 29. Each function will be described with reference to FIG.

FIG. 5 is an example of a diagram illustrating the approach path width d3, the stop position d4 of the stopped vehicle, and the like. The own vehicle A is going to turn left from the vicinity of the stop line before the intersection. At this time, the radar device 100 transmits a wall-transmitting radar to detect that the stop vehicle B has stopped at a position separated by a distance d1 in the direction of azimuth θ through an obstacle such as a wall. To do.
By the way, most of the wall-transmitting radars pass through the wall, but a part of the radar that cannot pass through is reflected at the interface on the approach path side. That is, the radar apparatus 100 receives a radar reflected wave (hereinafter referred to as an interface reflected wave) from the interface on the approach path side of the wall. Since the direction of the interface reflected wave is the direction of an obstacle such as a wall, it may be the direction θ where the stop vehicle B exists. Further, the distance d2 to the interface can be calculated from the time from when the radar is transmitted until the interface reflected wave is detected.

The approach path width calculation unit 32 calculates the approach path width d3 using the distance d1 to the stopped vehicle and the distance d2 to the interface in the direction θ. The approach path width d3 is a distance from the side surface of the stopped vehicle to the interface of an obstacle such as a wall.
Approach road width d3 = d1 · sinθ−d2 · sinθ
The stop position calculation unit 33 calculates a stop position d4 of the stopped vehicle. The stop position d4 is a distance between a virtual straight line when the host vehicle A goes straight without turning left and the tip of the stopped vehicle.
Stop position d4 = d1 · cosθ
Note that the distance d1 is not necessarily the distance between the tip of the stopped vehicle B and the host vehicle (the distance d1 is the distance between the site where the reflected intensity of the radio wave is high, such as the center of the stopped vehicle B, and the host vehicle). The stop position d4 tends to be longer than the actual stop position. However, the deviation between the actual stop position and the stop position d4 may be corrected by reducing the predetermined distance Δ.

  Incidentally, the approach road width d3 and the stop position d4 at the time of a left turn are factors (or factors, parameters) that greatly influence whether or not the host vehicle A can make a left turn. That is, as the stop position d4 is shorter, the possibility that the own vehicle A collides with the stopped vehicle B increases. As the approach path width d3 is shorter, the possibility that the own vehicle A collides with the stopped vehicle B increases. On the other hand, if the approach path width d3 is long even if the stop position d4 is short, the possibility that the own vehicle A collides with the stop vehicle B is reduced. Similarly, even if the approach path width d3 is short, if the stop position d4 is long, the possibility that the host vehicle A collides with the stop vehicle B is reduced.

  Since the set of the approach path width d3 and the stop position d4 affects whether or not the host vehicle A can turn left in this way, when the host vehicle passes through the intersection with the set of the approach path width d3 and the stop position d4, If you record whether or not you have performed an intersection passing operation (turning back, sudden stop, sudden handle, shift lever set to the back), the width of the approach road where your vehicle A can turn left without going through the intersection A set of sets of d3 and stop position d4 is obtained.

The past passage record recording unit 34 registers the set of the approach path width d3 and the stop position d4 and the presence / absence of the intersection passage operation in the past passage record DB 31 in association with each other. The presence / absence of the intersection passing operation may be registered as to whether or not there is an intersection passing operation regardless of the type such as turning back, sudden stop, sudden handle, and shift lever set to the back. A set of the approach path width d3 and the stop position d4 is represented by (d3 [m], d4 [m]).
(5, 10) No (7, 2) No (4, 1) Yes (3, 2) Yes In this way, the past passage record DB 31 includes the set of the approach road width d3 and the stop position d4, and the intersection passing operation. By registering the presence / absence of the vehicle, the range of the approach road width d3 and the stop position d4 that allows the vehicle A to turn left without an intersection passing operation is obtained. Instead of registering the presence / absence of the intersection passing operation, only the set of the approach path width d3 and the stop position d4 when there is no intersection passing operation may be registered.

  FIG. 6 is an example of a diagram showing a distribution of a set of approach path width d3 and stop position d4 when there is no intersection passing operation. In FIG. 6, “x” represents one set of the approach road width d3 and the stop position d4 where there was no intersection passing operation. A range in which “x” is distributed is a set of a set of an approach road width d3 and a stop position d4 in which the vehicle A can turn left at the intersection without performing the intersection passing operation. Hereinafter, the range in which “x” is distributed is referred to as “passing result range”.

  As shown in FIG. 6, the set of approach road width d3 and stop position d4 is distributed, but this distribution is an individual vehicle width sensation (how to determine the distance between the left side wall of the vehicle and the wall at the time of a left turn, need to be turned over) Fluctuating) and driving skills (vehicle speed, steering operation, etc. when turning left). Therefore, by recording the set of the approach road width d3 and the stop position d4 for each driver (for each individual), it can be determined with high accuracy whether the intersection can be turned to the left.

  The shaded portion on the left side of FIG. 6 is the approach limit value range obtained from the vehicle specifications of the host vehicle A. That is, it is a range of combinations of the approach road width d3 and the stop position d4 that are difficult to turn left, such as the vehicle width, the vehicle length, and the minimum turning radius. Therefore, when the set of the actual approach road width d3 and the stop position d4 is included in this approach limit value range, it turns out that it is difficult (almost impossible) to make a left turn without an intersection passing operation.

  The approach limit determination unit 35 determines whether or not the approach path width d3 and the stop position d4 obtained from the distances d1 and d2 detected by the radar device 100 are not included in the approach limit value range and are included in the passing result range. Determine. To not enter the entry limit value range, it may be determined whether or not the entry limit value range is defined by four straight lines.

  Whether or not it is included in the passing record range is determined based on, for example, a generalized Maharanovics between the approach path width d3 and the hit point position of the stop position d4 obtained from the distances d1 and d2 detected by the radar device 100 and the center of the passing record range. The distance is obtained, and if the Mahalanobix's pan-distance is within a threshold, it is determined that it is included in the passing performance range. Alternatively, general pattern recognition can be used by recording not only the passage result range but also the set of the approach path width d3 and the stop position d4 where the intersection passage operation has been performed. That is, whether the approach road width d3 and the stop position d4 obtained from the distances d1 and d2 detected by the radar apparatus 100 belong to the passing result range or the range in which the passing cannot be performed, k-nn method, perceptron, SVM. (Support Vector Machine), neural network, Bayesian identification, etc.

[Operation procedure]
FIG. 7 is an example of a flowchart for explaining the processing procedure of the information processing apparatus 200 according to this embodiment. The information processing apparatus 200 first detects the driver's intention to turn left (S110). For example, it is detected that the blinker switch is operated to the left.

  When the intention to turn left is detected (Yes in S110), the information processing apparatus 200 determines whether there is a stopped vehicle (an oncoming vehicle B) on the approach path (S120). Since the determination in step S120 is the same as that in the first embodiment, description thereof is omitted.

  When there is a stop vehicle on the approach path (Yes in S120), the information processing apparatus 200 calculates the approach path width d3 and the stop position d4 obtained from the distances d1 and d2 detected by the radar apparatus 100 (S130). That is, the approach path width calculation unit 32 calculates the approach path width d3. The stop position calculation unit 33 calculates a stop position d4 of the stopped vehicle.

  Next, the approach limit determination unit 35 determines whether or not the set of the approach path width d3 and the stop position d4 is outside the approach limit value range (S140).

  If the set of the approach road width d3 and the stop position d4 is not outside the approach limit value range (No in S140), the information providing unit 29 notifies that the travel is prohibited (S190) because a left turn is almost impossible. Thereby, since the own vehicle cannot turn left, it can prevent causing traffic congestion by performing a turning operation.

  When the set of the approach path width d3 and the stop position d4 is outside the approach limit value range (Yes in S140), the approach limit determination unit 35 includes the set of the approach path width d3 and the stop position d4 in the passing result range. It is determined whether or not (S150).

  When the set of the approach road width d3 and the stop position d4 is not included in the passage result range (No in S150), the information providing unit 29 recommends traveling because the information processing device 200 does not recommend traveling because the left turn is difficult. Notify (S180).

  When the set of the approach road width d3 and the stop position d4 is included in the passage result range (Yes in S150), the information processing apparatus 200 does not give a special notification to the driver because the travel is permitted (S160). Alternatively, for example, a message such as “the vehicle is stopped but it is possible to turn left” may be output as voice and displayed.

  Thereafter, the past passage record recording unit 34 determines the presence / absence of the intersection passage operation, and records the pair of the approach road width d3 and the stop position d4 and the presence / absence of the intersection passage operation in the past passage record DB 31 (S170). ).

  As described above, the information processing apparatus 200 according to the present embodiment detects the blind spot detection object by the wall-transmitting radar and uses the secondary reflection from the interface to enter the approach path width d3 and the stop position d4. By calculating, it can be determined with higher accuracy whether left turn is possible.

31 Past passage record DB
32 Approach road width calculation unit 33 Stop position calculation unit 34 Past pass record recording unit 35 Approach limit determination unit 100 Radar device 200 Information processing device

Claims (1)

From a radar device that detects an object by transmitting an obstacle through a wall-transmitting radar, a first distance between an object on the right turn or left turn approaching road and the host vehicle, and an interface of the obstacle on the approaching road An information processing apparatus that acquires a second distance from the host vehicle,
Object position estimation means for estimating the position of the object based on the first distance, the second distance, and the orientation of the object;
Information output means for outputting information indicating that the vehicle may be unable to turn right or left based on the position;
An information processing apparatus comprising:

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