JP2018040713A - Periphery monitoring device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To actualize obstacle detection in a dead-angle area by a vehicle.SOLUTION: A periphery monitoring device 100 comprises: first sonars 25L, 25R which consist of ultrasonic obstacle detection sensors provided at back parts or outer shell parts of storage type door mirrors 20L, 20R for a vehicle 1, and also having transmission directions of ultrasonic waves directed to below a horizontal direction; and an obstacle detection part 33 which makes the first sonars 25L, 25R transmit ultrasonic waves when the door mirrors 20L, 20R are put back to fixed positions from storage positions, and stored from the fixed positions, and detects an obstacle present in detection object areas A1R, A1L of the first sonars 25L, 25R using reception results of reflected waves by the first sonars 25L, 25R. The detection object areas A1R, A1L correspond to dead-angle areas by the vehicle.SELECTED DRAWING: Figure 6

Description

  The present invention relates to a vehicle periphery monitoring device.

  2. Description of the Related Art Conventionally, an apparatus for monitoring the periphery of a vehicle using a sonar composed of an ultrasonic obstacle detection sensor provided in the vehicle has been developed. For example, Patent Literature 1 and Patent Literature 2 disclose a technique for detecting an obstacle existing around a vehicle using a sonar provided on a door mirror of the vehicle.

Japanese Utility Model Publication No. 6-60542 Japanese Utility Model Publication No. 5-37581

  Generally, a region below a lower end portion of a window provided in the vehicle in a lateral region with respect to the vehicle is a blind spot for the vehicle occupant. Hereinafter, this area is referred to as a “blind spot area”.

  For example, when the vehicle starts while turning to the left, if there is an obstacle in the blind spot area on the left side of the vehicle, the left lateral rear portion of the vehicle may come into contact with the obstacle due to an inner wheel difference. Similarly, when the vehicle starts turning right and there is an obstacle in the blind spot area on the right side of the vehicle, the right lateral rear portion of the vehicle may come into contact with the obstacle due to an inner ring difference. Also, when opening the driver's seat door from the inside to get off in a so-called “right handle” vehicle, if there is an obstacle in the blind spot area on the right side of the vehicle, the door may come into contact with the obstacle. is there. Similarly, when the passenger's seat door is opened from the inside in order to get off, if there is an obstacle in the blind spot area on the left side of the vehicle, the door may come into contact with the obstacle. From the viewpoint of avoiding such contact, the blind spot area is required to detect a wide range of obstacles over substantially the entire area.

  Here, in order to realize a wide range of obstacle detection, for example, it is conceivable to increase the number of sonars provided in the vehicle. However, there is a problem that the cost increases by increasing the number of sonars provided in the vehicle.

  The present invention is intended to solve the above-described problems, and an object thereof is to realize obstacle detection for a blind spot area on the side of a vehicle with an inexpensive configuration.

  The perimeter monitoring device of the present invention is configured by an ultrasonic obstacle detection sensor that is provided on the rear surface or outer shell of a retractable door mirror for a vehicle and in which the ultrasonic wave transmission direction is directed downward from the horizontal direction. When the first sonar and the door mirror return to the home position from the storage position and when the door mirror is stored from the home position, the first sonar is caused to transmit an ultrasonic wave, and the reception result of the reflected wave by the first sonar is used. And an obstacle detection unit for detecting an obstacle present in the detection target area of the first sonar. Note that the “vehicle retractable door mirror” is an electric type that opens to the side (fixed position) of the vehicle in a steady state, and rotates and stores the vehicle side as necessary.

  Since the periphery monitoring device of the present invention is configured as described above, it is possible to realize obstacle detection for a blind spot area on the side of the vehicle with an inexpensive configuration.

It is a functional block diagram which shows the state with which the periphery monitoring apparatus which concerns on Embodiment 1 of this invention was mounted in the vehicle. FIG. 2A is an explanatory diagram illustrating a state in which the right door mirror in the open state and the closed state according to Embodiment 1 of the present invention is viewed from above with respect to the vehicle. FIG. 2B is an explanatory diagram illustrating a state in which the left door mirror in the open state and the closed state according to Embodiment 1 of the present invention is viewed from above with respect to the vehicle. FIG. 3A is an explanatory diagram showing a state in which the opened right door mirror according to Embodiment 1 of the present invention is viewed from the front of the vehicle. FIG. 3B is an explanatory diagram illustrating a state in which the left door mirror in the open state according to Embodiment 1 of the present invention is viewed from the front of the vehicle. It is explanatory drawing which shows the radiation pattern of the ultrasonic wave by the 1st sonar provided in the door mirror of the open state which concerns on Embodiment 1 of this invention. (For clarity, the vehicle is represented by a pentagon with a sharp front.) It is explanatory drawing which shows the radiation pattern of the ultrasonic wave by the 1st sonar provided in the door mirror of the closed state which concerns on Embodiment 1 of this invention. It is explanatory drawing which shows the detection object area | region by the 1st sonar which concerns on Embodiment 1 of this invention. FIG. 7A is an explanatory diagram illustrating an example of obstacle detection using a single stationary sonar. FIG. 7B is an explanatory diagram illustrating another example of obstacle detection using a single stationary sonar. It is explanatory drawing which shows an example of the obstruction detection by the opening synthetic | combination process using the movable single sonar. FIG. 9A is a hardware configuration diagram illustrating a main part of the control device according to Embodiment 1 of the present invention. FIG. 9B is another hardware configuration diagram showing the main part of the control device according to Embodiment 1 of the present invention. It is a flowchart which shows operation | movement of the control apparatus which concerns on Embodiment 1 of this invention. It is a flowchart which shows the other operation | movement of the control apparatus which concerns on Embodiment 1 of this invention. It is a functional block diagram which shows the state by which the other periphery monitoring apparatus which concerns on Embodiment 1 of this invention was mounted in the vehicle. FIG. 13A is an explanatory diagram showing an indicator provided in the left door mirror according to Embodiment 1 of the present invention. FIG. 13B is an explanatory diagram illustrating an indicator provided in the right door mirror according to the first embodiment of the present invention. It is a functional block diagram which shows the state with which the periphery monitoring apparatus which concerns on Embodiment 2 of this invention was mounted in the vehicle. FIG. 15A is an explanatory diagram illustrating a state in which the right door mirror in the open state and the closed state according to Embodiment 2 of the present invention is viewed from above with respect to the vehicle. FIG. 15B is an explanatory diagram showing a state in which the left door mirror in the open state and the closed state according to Embodiment 2 of the present invention is viewed from above with respect to the vehicle. FIG. 16A is an explanatory diagram showing a state in which the opened right door mirror according to the second embodiment of the present invention is viewed from the front of the vehicle. FIG. 16B is an explanatory diagram illustrating a state in which the left door mirror in the open state according to Embodiment 2 of the present invention is viewed from the front of the vehicle. It is explanatory drawing which shows the radiation pattern of the ultrasonic wave by the 1st sonar and the 2nd sonar provided in the door mirror of the open state which concerns on Embodiment 2 of this invention. It is explanatory drawing which shows the radiation pattern of the ultrasonic wave by the 1st sonar and the 2nd sonar provided in the door mirror of the closed state which concerns on Embodiment 2 of this invention. It is explanatory drawing which shows the detection object area | region by the 1st sonar and 2nd sonar which concerns on Embodiment 2 of this invention. The ultrasonic wave transmitted by the first sonar according to the second embodiment of the present invention is reflected by the curb and the ultrasonic wave path when the first sonar receives the reflected wave, and the ultrasonic wave transmitted by the second sonar Is an explanatory diagram showing an ultrasonic path when the second sonar receives the reflected wave after being reflected by a pole. It is a functional block diagram which shows the state with which the periphery monitoring apparatus which concerns on Embodiment 3 of this invention was mounted in the vehicle. FIG. 22A is an explanatory diagram illustrating a state in which the right door mirror in the open state and the closed state according to Embodiment 3 of the present invention is viewed from above with respect to the vehicle. FIG. 22B is an explanatory diagram illustrating a state in which the left door mirror in the open state and the closed state according to Embodiment 3 of the present invention is viewed from above with respect to the vehicle. FIG. 23A is an explanatory diagram showing a state in which the right door mirror in the open state according to Embodiment 3 of the present invention is viewed from the front of the vehicle. FIG. 23B is an explanatory diagram showing a state in which the left door mirror in the open state according to Embodiment 3 of the present invention is viewed from the front of the vehicle. It is explanatory drawing which shows the radiation pattern of the ultrasonic wave by the 1st sonar and 3rd sonar provided in the door mirror of the open state which concerns on Embodiment 3 of this invention. It is explanatory drawing which shows the radiation pattern of the ultrasonic wave by the 1st sonar and the 3rd sonar provided in the door mirror of the closed state which concerns on Embodiment 3 of this invention. It is explanatory drawing which shows the detection target area | region by the 1st sonar and 3rd sonar which concerns on Embodiment 3 of this invention.

Embodiment 1 FIG.
FIG. 1 is a functional block diagram showing a state in which the periphery monitoring device according to Embodiment 1 of the present invention is mounted on a vehicle. FIG. 2A is an explanatory diagram illustrating a state in which the right door mirror in the open state and the closed state according to Embodiment 1 of the present invention is viewed from above with respect to the vehicle. FIG. 2B is an explanatory diagram illustrating a state in which the left door mirror in the open state and the closed state according to Embodiment 1 of the present invention is viewed from above with respect to the vehicle. FIG. 3A is an explanatory diagram showing a state in which the opened right door mirror according to Embodiment 1 of the present invention is viewed from the front of the vehicle. FIG. 3B is an explanatory diagram illustrating a state in which the left door mirror in the open state according to Embodiment 1 of the present invention is viewed from the front of the vehicle. FIG. 4 is an explanatory diagram showing an ultrasonic radiation pattern by the first sonar provided in the open door mirror according to the first embodiment of the present invention. FIG. 5 is an explanatory diagram showing an ultrasonic radiation pattern by the first sonar provided in the door mirror in the closed state according to the first embodiment of the present invention. FIG. 6 is an explanatory diagram showing a detection target area by the first sonar according to the first embodiment of the present invention. FIG. 7A is an explanatory diagram illustrating an example of obstacle detection using a single stationary sonar. FIG. 7B is an explanatory diagram illustrating another example of obstacle detection using a single stationary sonar. FIG. 8 is an explanatory diagram showing an example of obstacle detection by aperture synthesis processing using a single movable sonar. FIG. 9A is a hardware configuration diagram illustrating a main part of the control device according to Embodiment 1 of the present invention. FIG. 9B is another hardware configuration diagram showing the main part of the control device according to Embodiment 1 of the present invention.

  With reference to FIGS. 1-9, the periphery monitoring apparatus 100 of Embodiment 1 is demonstrated centering on the example applied to the vehicle 1 which consists of what is called a "4-door" and a "right steering wheel" four-wheeled vehicle. For convenience of explanation, the vehicle 1 is represented by a pentagon with a sharp forward point for the sake of convenience, and is not a replica of the actual shape.

  The vehicle 1 is provided with an ignition switch 2. The output signal of the ignition switch 2 is used by the control device 30 for processing for determining whether or not the vehicle 1 starts traveling, processing for determining whether or not the vehicle 1 is stopped or parked, and the like.

  The vehicle 1 is provided with a steering angle sensor 3, a vehicle speed sensor 4, and a yaw rate sensor 5. The steering angle sensor 3 detects the steering angle of the vehicle 1 and outputs a signal indicating the steering angle. The vehicle speed sensor 4 detects, for example, the rotational speeds of four wheels of the vehicle 1, processes the rotational speeds, and outputs them as vehicle speed signals. The yaw rate sensor 5 detects the yaw rate of the vehicle 1 and outputs a signal indicating the yaw rate. Output signals from the steering angle sensor 3, the vehicle speed sensor 4, and the yaw rate sensor 5 are used by the control device 30 for processing for predicting the travel locus of the vehicle 1.

  The vehicle 1 is provided with doors 6L and 6R for front seats and doors 7L and 7R for rear seats. Of the front seat doors 6L and 6R, the passenger door 6L is provided with a left door mirror 20L, and the driver seat door 6R is provided with a right door mirror 20R. Hereinafter, the left door mirror 20L and the right door mirror 20R are collectively referred to simply as “door mirrors”.

  As shown in FIG. 2, the door mirrors 20 </ b> L and 20 </ b> R are rotatably supported by rotating shaft portions 21 </ b> L and 21 </ b> R that extend in the vertical direction with respect to the vehicle 1. Rotating devices 22L and 22R such as motors are attached to the rotating shaft portions 21L and 21R. Angle devices 23L and 23R such as rotary encoders are attached to the rotation devices 22L and 22R.

  Hereinafter, the state in which the opening angle of the door mirrors 20L and 20R with respect to the doors 6L and 6R (hereinafter, simply referred to as “opening angle”) is set to the maximum value is “open state” (that is, the state where the door mirror is opened at a fixed position). A state in which the opening angle is set to the minimum value is referred to as a “closed state” (that is, a state in which it is closed at the storage position), and a state between the open state and the closed state is referred to as an “intermediate state”. The maximum position of the opening angle is a position where the door mirrors 20L and 20R are opened, and the value at that time is a preset value, for example, 90 degrees. The minimum position of the opening angle is a position where the door mirrors 20L and 20R are closed, and the value at that time is 0 degree as a reference.

  First sonars 25L and 25R are provided in portions (hereinafter referred to as “rear portions”) of the main body portions of the door mirrors 20L and 20R excluding the mirror surface portions 24L and 24R. The first sonars 25L and 25R are constituted by, for example, an ultrasonic obstacle detection sensor for both transmission and reception.

  As shown in FIG. 3, the first sonars 25 </ b> L and 25 </ b> R have the ultrasonic wave transmission direction directed downward from the horizontal direction. Therefore, the first sonars 25L and 25R radiate ultrasonic waves downward from the horizontal direction. P1L and P1R shown in FIG. 3 show an example of an ultrasonic radiation pattern by the first sonars 25L and 25R.

  Moreover, the 1st sonar 25L and 25R are arrange | positioned in the vicinity of the front-end | tip part of the door mirrors 20L and 20R among the back surface parts or outer shell parts of the door mirrors 20L and 20R, as shown in FIG. Thus, the first sonars 25L and 25R radiate ultrasonic waves in a direction along the direction from the root portion of the door mirror 20L and 20R toward the tip portion (hereinafter referred to as “lateral direction”). That is, the first sonars 25L and 25R emit ultrasonic waves in different directions depending on the opening angles of the door mirrors 20L and 20R. P1L and P1R shown in FIG. 4 show an example of an ultrasonic radiation pattern by the first sonars 25L and 25R when the door mirrors 20L and 20R are set in the open state. P1L and P1R shown in FIG. 5 show an example of an ultrasonic radiation pattern by the first sonars 25L and 25R when the door mirrors 20L and 20R are set in the closed state.

  The open / close state determination unit 31 determines the open / close state of the door mirrors 20L and 20R when the vehicle 1 starts traveling. Specifically, for example, the open / close state determination unit 31 calculates the opening angle of the door mirrors 20L and 20R using the output signals of the angle sensors 23L and 23R. The open / close state determination unit 31 determines in which direction the door mirrors 20L and 20R are directed in the open state, the closed state, or the intermediate state according to the calculated opening angle.

  The rotation control unit 32 rotates the door mirrors 20L and 20R by controlling the rotation devices 22L and 22R when the vehicle 1 starts traveling. At this time, the rotation control unit 32 rotates the door mirrors 20L and 20R according to the determination result of the open / close state by the open / close state determination unit 31. Specifically, when it is determined that the door mirrors 20L and 20R are in the closed state, the rotation control unit 32 rotates the door mirrors 20L and 20R from the closed state to the open state. When it is determined that the door mirrors 20L and 20R are in the open state, the rotation control unit 32 rotates the door mirrors 20L and 20R once from the open state to the closed state, and again rotates from the closed state to the open state.

  Moreover, the rotation control part 32 rotates the door mirrors 20L and 20R by controlling the rotation devices 22L and 22R when the vehicle 1 stops or parks. Normally, when the vehicle 1 stops or parks from the running state, the door mirrors 20L and 20R are set to the open state. Therefore, when the vehicle 1 stops or parks, the rotation control unit 32 closes the door mirrors 20L and 20R from the open state. Rotate to state.

  The obstacle detection unit 33 executes processing for detecting an obstacle using the first sonars 25L and 25R when the vehicle 1 starts traveling and when the vehicle 1 stops or parks. At this time, the obstacle detection unit 33 transmits ultrasonic waves to the first sonars 25L and 25R while the door mirrors 20L and 20R are rotated by the rotation devices 22L and 22R, and the reflected waves of the first sonars 25L and 25R are transmitted. Obstacles are detected using the reception result.

  As shown in FIG. 6, by the rotation of the door mirrors 20 </ b> L and 20 </ b> R, the areas to be detected by the first sonars 25 </ b> L and 25 </ b> R (hereinafter referred to as “detection target areas”) A <b> 1 </ b> L and A <b> 1 </ The region includes a region on the side of the vehicle 1. Here, as shown in FIG. 3, since the first sonars 25L and 25R are directed downward from the horizontal direction, the detection target areas A1L and A1R are areas corresponding to the blind spot area for the passenger of the vehicle 1. That is, by causing the first sonars 25L and 25R to transmit ultrasonic waves while the door mirrors 20L and 20R are rotating, a wide range of obstacle detection is performed on the blind spot area using the pair of left and right first sonars 25L and 25R. be able to.

  At this time, the obstacle detection unit 33 estimates the position of the obstacle present in the detection target areas A1L and A1R by a so-called “aperture synthesis process”, and the obstacle in which the obstacle is moving (hereinafter referred to as “the obstacle”) In the case of “dynamic obstacle”), the direction and speed of movement are estimated. That is, the obstacle detection unit 33 transmits the ultrasonic waves to the first sonars 25L and 25R a plurality of times while the door mirrors 20L and 20R are rotated by the rotation control unit 32. When an obstacle exists in the detection target areas A1L and A1R, the first sonars 25L and 25R receive the reflected wave from the obstacle. The obstacle detection unit 33 uses the output signals of the angle sensors 23L and 23R to calculate the opening angles of the door mirrors 20L and 20R when the first sonars 25L and 25R transmit and receive ultrasonic waves. The obstacle detection unit 33 calculates the positions of the first sonars 25L and 25R when the first sonars 25L and 25R transmit and receive ultrasonic waves using the calculated opening angle. The obstacle detection unit 33 uses the calculated positions of the first sonars 25L and 25R to perform an aperture synthesis process on the reception results of the reflected waves by the first sonars 25L and 25R.

  Hereinafter, a specific example of the aperture synthesis process will be described. Usually, the obstacle detection by a single stationary sonar detects the distance between the sonar and the obstacle, and cannot detect the position of the obstacle with respect to the sonar. For this reason, when there is a dynamic obstacle in the detection target area of the sonar, even if the sonar transmits and receives the ultrasonic wave a plurality of times, the position of the dynamic obstacle at each transmission / reception timing cannot be detected. Also, the direction and speed of the movement of the dynamic obstacle cannot be detected.

  For example, in FIG. 7A, a stationary single sonar S is arranged, a dynamic obstacle O is present in the detection target area of the sonar S, and the ultrasonic radiation direction (see FIG. A state in which the dynamic obstacle O moves along the middle Y-axis) is shown. In the state shown in FIG. 7A, when the sonar S transmits and receives an ultrasonic wave twice, the distance indicated by the first detection result is D1, and the distance indicated by the second detection result is D2. On the other hand, FIG. 7B shows a single sonar S that is stationary, a dynamic obstacle O exists in the detection target area of the sonar S, and is orthogonal to the direction of ultrasonic wave emitted by the sonar S. The state where the dynamic obstacle O moves along the direction (direction along the X axis in the drawing) is shown. In the state shown in FIG. 7B, when the sonar S transmits and receives an ultrasonic wave twice, the distance indicated by the first detection result is D1, and the distance indicated by the second detection result is D2.

  That is, since the direction and speed of movement of the dynamic obstacle O are different from each other in the state shown in FIG. 7A and the state shown in FIG. 7B, the position of the dynamic obstacle O is different at the second transmission / reception timing. Nevertheless, the detection results by the sonar S are the same. As described above, the obstacle detection by the stationary single sonar S cannot detect the position of the dynamic obstacle O at each transmission / reception timing even if the sonar S transmits / receives an ultrasonic wave a plurality of times. The direction and speed of the movement of the dynamic obstacle O cannot be detected.

  On the other hand, the position of an obstacle is estimated by transmitting and receiving ultrasonic waves at a plurality of different positions using a plurality of stationary sonars or a single or a plurality of movable sonars. If the obstacle is a dynamic obstacle, the direction and speed of the movement can be estimated. In the technical field of in-vehicle sonar, processing for estimating the position (direction, distance, etc.) of an obstacle by transmitting and receiving ultrasonic waves at a plurality of different positions is collectively referred to as “aperture synthesis processing”.

  For example, in FIG. 8, a single sonar S that is movable along a direction orthogonal to the radiation direction of ultrasonic waves (a direction along the X axis in the figure) is arranged, and the sonar S moves within the detection target region. This shows a state in which the dynamic obstacle O exists and the dynamic obstacle O moves along the same direction as the movement direction of the sonar S (the direction along the X axis in the figure). In the state shown in FIG. 8, ultrasonic waves are transmitted and received four times while the sonar S moves. In the figure, C1 indicates an arc centered on the position of the sonar S when the sonar S transmits and receives the first ultrasonic wave, and having a radius of the distance D1 indicated by the first detection result. C2 indicates an arc centered on the position of the sonar S when the sonar S transmits / receives the second ultrasonic wave, and having a radius of the distance D2 indicated by the second detection result. C3 indicates an arc centered on the position of the sonar S when the sonar S transmits and receives the third ultrasonic wave, and the radius is the distance D3 indicated by the third detection result. C4 indicates an arc centered on the position of the sonar S when the sonar S transmits and receives the fourth ultrasonic wave, and the radius is the distance D4 indicated by the fourth detection result.

  At this time, it is assumed that the intersection I1 of the arcs C1 and C2 indicates the position of the dynamic obstacle O at the first and second transmission / reception timings, and the intersection I2 of the arcs C2 and C3 is the second and first times. It is assumed that the position of the dynamic obstacle O at the third transmission / reception timing is indicated, and the intersection I3 of the arcs C3 and C4 indicates the position of the dynamic obstacle O at the third and fourth transmission / reception timings. By assuming that it is shown, the position of the dynamic obstacle O at each transmission / reception timing can be estimated. As a result, the direction and speed of the movement of the dynamic obstacle O can be estimated.

  In the first embodiment, when the door mirrors 20L and 20R are rotated, the first sonars 25L and 25R are moved by the rotation, and the positions of the first sonars 25L and 25R are changed. For this reason, when the first sonars 25L and 25R transmit and receive the ultrasonic waves a plurality of times while the door mirrors 20L and 20R are rotating, the aperture synthesis process described with reference to FIG. 8 is possible. The obstacle detection unit 33 is static when there is a stationary obstacle (hereinafter referred to as “static obstacle”) in the detection target areas A1L and A1R of the first sonars 25L and 25R by the aperture synthesis process. The position of the obstacle is estimated, and when the dynamic obstacle exists, the position of the dynamic obstacle and the direction and speed of the movement are estimated.

  In order to determine whether the detected obstacle is a static obstacle or a dynamic obstacle, for example, the difference value of the distance between the first sonars 25L and 25R indicated by the reflected wave of each time and the obstacle. Is used. That is, the obstacle detection unit 33 is preset with a threshold value to be compared with the difference value. The obstacle detection unit 33 determines that the obstacle that has reflected the reflected wave is a dynamic obstacle when the difference value is equal to or greater than the threshold value, and if the difference value is less than the threshold value, It is determined that the obstacle reflecting the reflected wave is a static obstacle.

  When the obstacle detection unit 33 detects an obstacle present in the detection target areas A1L and A1R, the display device 8 displays an image (hereinafter referred to as “notification image”) indicating the estimated position of the obstacle. It may be displayed. The notification image is, for example, an image in which icons corresponding to obstacles are arranged around an icon corresponding to the vehicle 1 viewed from above.

  The display device 8 is, for example, a liquid crystal display or an organic EL (Electro Luminescence) display provided in an in-vehicle information device such as a car navigation device or a display audio device mounted on the vehicle 1, a smartphone or PND (PND) brought into the vehicle 1. A liquid crystal display or an organic EL display provided in a portable information terminal such as a portable navigation device or a HUD (Head-Up Display) mounted on the vehicle 1 is used.

  The contact determination unit 34 predicts a travel locus of the vehicle 1 using output signals of the steering angle sensor 3, the vehicle speed sensor 4, and the yaw rate sensor 5 when the vehicle 1 starts traveling. The contact determination unit 34 determines whether or not the vehicle 1 and the obstacle detected by the obstacle detection unit 33 are in contact with each other by the traveling of the vehicle 1 using the predicted traveling locus and the detection result of the obstacle detection unit 33. Is determined. At this time, the contact determination unit 34 determines the presence or absence of contact in consideration of the inner wheel difference of the vehicle 1 when the predicted travel locus indicates a locus that starts while turning left or right.

  The contact determination unit 34 stores in advance information indicating the size of the doors 6L, 6R, 7L, and 7R, the rotation range by opening and closing, and the like. When the vehicle 1 stops or parks and the doors 6L, 6R, 7L, and 7R are opened, the contact determination unit 34 uses the information stored in advance and the detection result by the obstacle detection unit 33 to use the door 6L, It is determined whether or not the doors 6L, 6R, 7L, 7R and the obstacle detected by the obstacle detection unit 33 come into contact with each other by opening / closing 6R, 7L, 7R.

  When the vehicle 1 starts traveling, the warning control unit 35 displays an image indicating that the vehicle 1 and the obstacle are in contact when the contact determination unit 34 determines that the vehicle 1 and the obstacle are in contact with each other. It is displayed on the device 8. The warning control unit 35 determines that the door 6L, 6R, 7L, 7R and the obstacle come into contact with each other when the vehicle 1 stops or parks and opens the doors 6L, 6R, 7L, 7R. In this case, an image indicating that the doors 6L, 6R, 7L, and 7R are in contact with the obstacle is displayed on the display device 8.

  Hereinafter, an image that the warning control unit 35 displays on the display device 8 is referred to as a “warning image”. For example, the warning image is an image similar to the notification image, in which an icon corresponding to an obstacle in contact with the vehicle 1 or the doors 6L, 6R, 7L, 7R is highlighted. Alternatively, for example, the warning image is an image including a sentence or a picture indicating that the vehicle 1 or the doors 6L, 6R, 7L, 7R and an obstacle existing in the blind spot area are in contact with each other.

  In addition, when the vehicle 1 starts traveling, the warning control unit 35, when the contact determination unit 34 determines that the vehicle 1 and the obstacle are in contact with each other, a sound indicating that the vehicle 1 and the obstacle are in contact with each other. Is output to the audio output device 9. The warning control unit 35 determines that the door 6L, 6R, 7L, 7R and the obstacle come into contact with each other when the vehicle 1 stops or parks and opens the doors 6L, 6R, 7L, 7R. In this case, the sound output device 9 is made to output a sound indicating that the doors 6L, 6R, 7L, 7R are in contact with the obstacle.

  Hereinafter, the sound that the warning control unit 35 outputs to the sound output device 9 is referred to as “warning sound”. The audio output device 9 is constituted by, for example, a speaker mounted on the vehicle 1.

  When the vehicle 1 starts traveling, the vehicle control unit 36 performs control for avoiding contact between the vehicle 1 and the obstacle when the contact determination unit 34 determines that the vehicle 1 and the obstacle are in contact with each other. To do. Specifically, for example, the vehicle control unit 36 controls the brake operation using the brake control system 10 provided in the vehicle 1 or the engine torque using the engine control system 11 provided in the vehicle 1. The vehicle 1 is stopped or decelerated by executing at least one of the lowering controls.

  The opening / closing state determination unit 31, the rotation control unit 32, the obstacle detection unit 33, the contact determination unit 34, the warning control unit 35, and the vehicle control unit 36 constitute a main part of the control device 30. The first sonars 25L and 25R and the obstacle detection unit 33 constitute a main part of the periphery monitoring device 100.

  In addition, the battery which is not illustrated is mounted in the vehicle 1, and the display apparatus 8 and the control apparatus 30 operate | move with the electric power supplied from the said battery.

  FIG. 9 shows an example of a hardware configuration of a main part of the control device 30. As illustrated in FIG. 9A, the control device 30 is configured by a general-purpose computer and includes a memory 41 and a processor 42. In the memory 41, a program for causing the computer to function as the open / close state determination unit 31, the rotation control unit 32, the obstacle detection unit 33, the contact determination unit 34, the warning control unit 35, and the vehicle control unit 36 illustrated in FIG. Is remembered. When the processor 42 reads and executes the program stored in the memory 41, the open / close state determination unit 31, the rotation control unit 32, the obstacle detection unit 33, the contact determination unit 34, the warning control unit 35, and the warning control unit 35 illustrated in FIG. The function of the vehicle control unit 36 is realized.

  The memory 41 is, for example, a RAM (Random Access Memory), a ROM (Read Only Memory), a flash memory, an EPROM (Erasable Programmable Read Only Memory), or an EEPROM (Electrically Erasable Programmable Memory). (Hard Disk Drive) or the like. The processor 42 includes, for example, a CPU (Central Processing Unit), a DSP (Digital Signal Processor), a microcontroller, or a microprocessor.

  Alternatively, as illustrated in FIG. 9B, the control device 30 is configured by a dedicated processing circuit 43. The processing circuit 43 is, for example, ASIC (Application Specific Integrated Circuit), FPGA (Field-Programmable Gate Array), system LSI (Large-Scale Integration), or a combination thereof.

  Note that the processing circuit 43 realizes the functions of the open / close state determination unit 31, the rotation control unit 32, the obstacle detection unit 33, the contact determination unit 34, the warning control unit 35, and the vehicle control unit 36 shown in FIG. Alternatively, the functions of the respective units may be integrated and realized by the processing circuit 43. Specifically, for example, the functions of the open / close state determination unit 31 and the rotation control unit 32 are realized by a processing circuit 43 provided in a first ECU (Electronic Control Unit), and the function of the obstacle detection unit 33 is the first. 2 is realized by another processing circuit 43 provided in the ECU, and the functions of the contact determination unit 34, the warning control unit 35, and the vehicle control unit 36 are realized by another processing circuit 43 provided in the third ECU. It may be.

  9A shows some functions of the open / close state determination unit 31, the rotation control unit 32, the obstacle detection unit 33, the contact determination unit 34, the warning control unit 35, and the vehicle control unit 36 shown in FIG. It may be realized by the memory 41 and the processor 42, and the remaining functions may be realized by the processing circuit 43 shown in FIG. 9B.

  Next, the operation of the control device 30 when the vehicle 1 starts traveling will be described with reference to the flowchart of FIG. The control device 30 uses the output signal of the ignition switch 2 to determine that the vehicle 1 starts to travel when the ignition switch 2 is switched from the off state to the on state, and starts the process of step ST1.

  First, in step ST1, the open / close state determination unit 31 determines the open / close state of the door mirrors 20L and 20R. Specifically, for example, the open / close state determination unit 31 calculates the opening angle of the door mirrors 20L and 20R using the output signals of the angle sensors 23L and 23R. The open / close state determination unit 31 determines whether the door mirrors 20L and 20R are in the open state, the closed state, or the intermediate state according to the calculated opening angle.

  Next, in step ST2, the rotation control unit 32 rotates the door mirrors 20L and 20R by controlling the rotation devices 22L and 22R. At this time, the rotation control unit 32 rotates the door mirrors 20L and 20R according to the open / closed state determination result in step ST1. Specifically, when it is determined that the door mirrors 20L and 20R are in the closed state, the rotation control unit 32 rotates the door mirrors 20L and 20R from the closed state to the open state. When it is determined that the door mirrors 20L and 20R are in the open state, the rotation control unit 32 once rotates the door mirrors 20L and 20R from the open state to the closed state, and again rotates from the closed state to the open state.

  In parallel with the process of step ST2, in step ST3, the obstacle detection unit 33 executes a process of detecting an obstacle using the first sonars 25L and 25R. Specifically, for example, when the door mirrors 20L and 20R are rotating from the closed state to the open state, the obstacle detection unit 33 causes the first sonars 25L and 25R to transmit ultrasonic waves a plurality of times. The obstacle detection unit 33 estimates the position of the obstacle present in the detection target areas A1L and A1R by executing aperture synthesis processing on the reception result of the reflected waves of the plurality of times by the first sonars 25L and 25R. If the obstacle is a dynamic obstacle, the direction and speed of movement are estimated. The detection target areas A1L and A1R of the first sonars 25L and 25R correspond to blind spot areas.

  Next, in step ST4, the obstacle detection unit 33 determines whether an obstacle is detected by the process in step ST3. When an obstacle is detected by the process of step ST3 (step ST4 “YES”), the obstacle detector 33 displays a notification image indicating the position of the obstacle on the display device 8 in step ST5.

  Next, in step ST <b> 6, the contact determination unit 34 predicts the travel locus of the vehicle 1 using the output signals of the steering angle sensor 3, the vehicle speed sensor 4, and the yaw rate sensor 5. The contact determination unit 34 determines whether or not the vehicle 1 and the obstacle come into contact with the traveling of the vehicle 1 using the predicted traveling locus and the detection result obtained in the process of step ST3. At this time, the contact determination unit 34 determines the presence / absence of contact in consideration of the inner wheel difference of the vehicle 1 when the predicted travel locus indicates a locus that starts while turning left or right.

  When it is determined that the vehicle 1 and the obstacle are in contact (step ST6 “YES”), in step ST7, the warning control unit 35 displays a warning image on the display device 8 and outputs a warning sound to the voice output device 9. To output.

  Next, in step ST8, the vehicle control unit 36 executes control for avoiding contact between the vehicle 1 and the obstacle. Specifically, for example, the vehicle control unit 36 stops or decelerates the vehicle 1 by executing at least one of control for operating a brake or control for reducing engine torque.

  When no obstacle is detected by the process of step ST3 (step ST4 “NO”), the processes of step ST5 to step ST8 are skipped, and the control device 30 ends the process. When it is determined that the vehicle 1 and the obstacle do not contact each other (step ST6 “NO”), the processes of steps ST7 and ST8 are skipped, and the control device 30 ends the process.

  Next, the operation of the control device 30 when the vehicle 1 stops or parks will be described with reference to the flowchart of FIG. When the ignition switch 2 is switched from the on state to the off state, the control device 30 determines that the vehicle 1 has stopped or parked, and starts the process of step ST11.

  First, in step ST11, the rotation control unit 32 controls the rotation devices 22L and 22R to rotate the door mirrors 20L and 20R. Normally, when the traveling vehicle 1 stops or parks, the door mirrors 20L and 20R are set in the open state, so the rotation control unit 32 rotates the door mirrors 20L and 20R from the open state to the closed state. .

  In parallel with the process of step ST11, in step ST12, the obstacle detection unit 33 executes a process of detecting an obstacle using the first sonars 25L and 25R. Specifically, for example, when the door mirrors 20L and 20R are rotating from the open state to the closed state, the obstacle detection unit 33 causes the first sonars 25L and 25R to transmit ultrasonic waves a plurality of times. The obstacle detection unit 33 estimates the position of the obstacle present in the detection target areas A1L and A1R by executing aperture synthesis processing on the reception result of the reflected waves of the plurality of times by the first sonars 25L and 25R. If the obstacle is a dynamic obstacle, the direction and speed of movement are estimated. The detection target areas A1L and A1R of the first sonars 25L and 25R correspond to blind spot areas.

  Next, in step ST13, the obstacle detection unit 33 determines whether an obstacle is detected by the process in step ST12. When an obstacle is detected by the process of step ST12 (step ST13 “YES”), the obstacle detection unit 33 displays a notification image indicating the position of the obstacle on the display device 8 in step ST14.

  Subsequently, in step ST15, the contact determination unit 34 uses the information about the doors 6L, 6R, 7L, 7R stored in advance and the detection result obtained by the process in step ST12 to move the doors 6L, 6R, 7L, 7R. It is determined whether or not the doors 6L, 6R, 7L, and 7R come into contact with the obstacle when opened.

  When it is determined that the doors 6L, 6R, 7L, 7R and the obstacle come into contact with each other (step ST15 “YES”), the warning control unit 35 displays a warning image on the display device 8 and displays a warning in step ST16. The sound is output to the sound output device 9.

  When no obstacle is detected by the process of step ST12 (step ST13 “NO”), the processes of steps ST14 to ST16 are skipped, and the control device 30 ends the process. If it is determined that the door 6L, 6R, 7L, 7R does not contact the obstacle ("NO" in step ST15), the process in step ST16 is skipped, and the control device 30 ends the process.

  In the example of FIG. 1, an example in which the open / close state determination unit 31, the rotation control unit 32, the contact determination unit 34, the warning control unit 35, and the vehicle control unit 36 are provided outside the periphery monitoring device 100 is shown. At least a part of the open / close state determination unit 31, the rotation control unit 32, the contact determination unit 34, the warning control unit 35, or the vehicle control unit 36 may be provided in the periphery monitoring device 100. Specifically, for example, the rotation control unit 32 provided in the periphery monitoring device 100, that is, the first sonars 25 </ b> L and 25 </ b> R, the rotation control unit 32, and the obstacle detection unit 33 are necessary for the periphery monitoring device 100. The part may be configured.

  The vehicle 1 may be an electric vehicle. In this case, the control device 30 has a function of detecting the on / off of the power switch of the drive motor provided in the vehicle 1, and the vehicle 1 starts running when the power switch is switched from the off state to the on state. Then, it may be determined that the vehicle 1 is stopped or parked when the power switch is switched from the on state to the off state. Further, the vehicle control unit 36 may control a drive motor instead of the engine shown in FIG.

  Further, when executing the opening synthesis process, the obstacle detection unit 33 uses the steering angle sensor 3, the vehicle speed sensor 4, and the yaw rate sensor 5 when the vehicle 1 moves while the door mirrors 20L and 20R are rotating. The position of the vehicle 1 when the sonars 25L and 25R transmit and receive ultrasonic waves may be calculated, and the position of the first sonar 25L and 25R during transmission and reception may be calculated according to the position of the vehicle 1. Thereby, it can suppress that the precision of an opening synthetic | combination process falls by the movement of the vehicle 1. FIG.

  Further, the door mirrors 20L and 20R may be those obtained by removing the angle sensors 23L and 23R shown in FIG. In this case, the opening angle may be calculated by using a current ripple count value output from the motors of the rotation devices 22L and 22R instead of the output signals of the angle sensors 23L and 23R. That is, the open / close state determination unit 31 calculates the opening angle of the door mirrors 20L and 20R using the count value of the current ripple. When executing the aperture synthesis process, the obstacle detection unit 33 calculates the opening angle of the door mirrors 20L and 20R when the first sonars 25L and 25R transmit and receive ultrasonic waves using the count value of the current ripple, and opens the opening angle. Accordingly, the positions of the first sonars 25L, 25R at the time of transmission / reception are calculated.

  Further, the door mirrors 20L and 20R may be configured by removing the angle sensors 23L and 23R shown in FIG. 1, and the control device 30 may be obtained by removing the open / close state determination unit 31 shown in FIG. In this case, the rotation control unit 32 includes a time required to rotate the door mirrors 20L and 20R from the open state to the closed state, and a time required to rotate the door mirrors 20L and 20R from the closed state to the open state (hereinafter collectively referred to as the generic name). Information indicating “reference time”) is stored in advance. When the vehicle 1 starts running, the rotation control unit 32 first generates a force in the closing direction in the rotation devices 22L and 22R for a time longer than the reference time, and then, for a time longer than the reference time. A force in the opening direction is generated in the spanning devices 22L and 22R. Accordingly, the door mirrors 20L and 20R can be rotated in the same manner as the door mirrors 20L and 20R are rotated according to the determination result by the open / close state determination unit 31. Further, when the vehicle 1 stops or parks, the rotation control unit 32 causes the rotation devices 22L and 22R to generate a force in the closing direction for a time longer than the reference time. Thereby, the door mirrors 20L and 20R can be rotated from the open state to the closed state.

  In this case, the obstacle detection unit 33 includes the size of the door mirrors 20L and 20R, the position of the first sonars 25L and 25R on the door mirrors 20L and 20R, and the rotation of the door mirrors 20L and 20R by the rotation control unit 32. Information indicating speed and the like is stored in advance. When the obstacle detection unit 33 executes the aperture synthesis process, the first sonars 25L and 25R transmit and receive ultrasonic waves using the information stored in advance instead of the output signals of the angle sensors 23L and 23R. The positions of the first sonars 25L and 25R are calculated.

  The contact determination unit 34 may determine whether or not the four doors 6L, 6R, 7L, and 7R are individually in contact with an obstacle when the vehicle 1 stops or parks. In this case, the warning image displayed on the display device 8 by the warning control unit 35 may indicate a door that contacts an obstacle among the four doors 6L, 6R, 7L, and 7R. The warning sound to be output to the sound output device 9 may indicate a door in contact with an obstacle among the four doors 6L, 6R, 7L, 7R.

  Further, the warning control unit 35 may execute only one of a process for displaying a warning image on the display device 8 and a process for outputting the warning sound to the audio output device 9. Further, the warning control unit 35 may turn on a dedicated indicator provided in the door mirrors 20L and 20R instead of or in addition to these processes. Hereinafter, an example in which warning indicators 26L and 26R are provided on the door mirrors 20L and 20R will be described with reference to FIGS.

  As shown in FIG. 13, warning indicators 26L and 26R are provided on the mirror surface portions 24L and 24R of the door mirrors 20L and 20R. Indicators 26L and 26R can freely emit light by light emitting elements such as LEDs (Light Emitting Diodes) incorporated in the main body of door mirrors 20L and 20R. In the example of FIG. 13, the indicators 26L and 26R are provided at the corners of the mirror surface portions 24L and 24R, and are configured by a circular first indicator and a second indicator by a downward arrow. The first indicator is an icon corresponding to an obstacle, and the second indicator indicates that the obstacle exists below the door mirrors 20L and 20R.

  When the vehicle 1 starts traveling, the warning control unit 35 turns on the indicators 26L and 26R when the contact determination unit 34 determines that the vehicle 1 and the obstacle are in contact with each other. Further, when the vehicle 1 is stopped or parked, the warning control unit 35 turns on the indicators 26L and 26R when the contact determination unit 34 determines that the doors 6L, 6R, 7L, and 7R are in contact with the obstacle. When the driver of the vehicle 1 visually recognizes the mirror surface portions 24L and 24R of the door mirrors 20L and 20R, the driver can recognize that an obstacle exists in the blind spot area by visually checking the lit indicators 26L and 26R.

  The indicators 26L and 26R only need to indicate that there is an obstacle in the blind spot area, and are not limited to the combination of the first indicator and the second indicator shown in FIG. Indicators 26L and 26R may be composed of only the second indicator, for example.

  As described above, the periphery monitoring device 100 according to the first embodiment is provided on the back surface or outer shell of the drive type door mirrors 20L and 20R for the vehicle 1, and the transmission direction of ultrasonic waves is lower than the horizontal direction. The first sonar 25L, 25R configured by the directed ultrasonic obstacle detection sensor and the first sonar 25L when the door mirrors 20L, 20R return from the storage position to the home position and are stored from the home position. , 25R is used to detect an obstacle present in the detection target areas A1L, A1R of the first sonars 25L, 25R using the reception results of the reflected waves by the first sonars 25L, 25R. Part 33. Thereby, when the vehicle 1 starts to travel, a wide range of obstacle detection for the blind spot area can be performed with an inexpensive configuration using the pair of left and right first sonars 25L and 25R. Further, by using the result of the obstacle detection, when the vehicle 1 starts while turning left or right, the vehicle 1 is informed that the vehicle 1 and the obstacle existing in the blind spot area are in contact with each other due to the difference in the inner wheel. The vehicle 1 can be controlled to warn or avoid contact. Furthermore, when the vehicle 1 stops or parks, a wide range of obstacle detection for the blind spot area can be performed by an inexpensive configuration using the pair of left and right first sonars 25L and 25R. Further, by using the result of the obstacle detection, when the passenger of the vehicle 1 gets off, the obstacle existing in the blind spot area with the doors 6L, 6R, 7L, 7R before opening the doors 6L, 6R, 7L, 7R. A passenger can be warned that an object will come into contact.

  The obstacle detection unit 33 detects a dynamic obstacle. Thereby, a dynamic obstacle such as a child or a small animal existing in the blind spot area can be detected. Further, by using the result of the obstacle detection, when the vehicle 1 starts running, the driver of the vehicle 1 is warned that a dynamic obstacle such as a child or a small animal exists in the blind spot area, The vehicle 1 can be controlled so as to avoid contact between the vehicle 1 and the dynamic obstacle. Further, by using the result of the obstacle detection, when the passenger of the vehicle 1 gets off, the driver of the vehicle 1 is warned that a dynamic obstacle such as a child or a small animal exists in the blind spot area, The vehicle 1 can be controlled to avoid contact between the doors 6L, 6R, 7L, and 7R and the dynamic obstacle.

  In addition, when the vehicle 1 starts traveling, the periphery monitoring device 100 returns the door mirrors 20L and 20R from the storage position to the home position and the door mirrors 20L and 20R to the home position when the door mirrors 20L and 20R are in the storage position. In some cases, a rotation control unit 32 is provided that stores the door mirrors 20L and 20R once from the fixed positions and returns them to the fixed positions again. Thereby, when the vehicle 1 starts traveling, even if the door mirrors 20L and 20R are set to the open state, the door mirrors 20L and 20R are rotated to execute obstacle detection for the blind spot area. Can do.

  In addition, the periphery monitoring device 100 includes a rotation control unit 32 that rotates the door mirrors 20L and 20R from the home position to the storage position when the vehicle 1 stops or parks. Thereby, when the vehicle 1 stops or parks, the obstacle detection with respect to a blind spot area | region can be performed by rotating the door mirrors 20L and 20R.

  Also, the obstacle detection unit 33 transmits the ultrasonic waves to the first sonars 25L and 25R a plurality of times while the door mirrors 20L and 20R are rotating, and responds to the reception results of the reflected waves by the first sonars 25L and 25R. The position of the obstacle is estimated by aperture synthesis processing. By executing the aperture synthesis process, it is possible to estimate the position of the obstacle present in the detection target areas A1L and A1R with an inexpensive configuration using the pair of left and right first sonars 25L and 25R. In addition, when the obstacle is a dynamic obstacle, the direction and speed of movement can be estimated.

Embodiment 2. FIG.
FIG. 14 is a functional block diagram showing a state in which the periphery monitoring device according to Embodiment 2 of the present invention is mounted on a vehicle. FIG. 15A is an explanatory diagram illustrating a state in which the right door mirror in the open state and the closed state according to Embodiment 2 of the present invention is viewed from above with respect to the vehicle. FIG. 15B is an explanatory diagram showing a state in which the left door mirror in the open state and the closed state according to Embodiment 2 of the present invention is viewed from above with respect to the vehicle. FIG. 16A is an explanatory diagram showing a state in which the opened right door mirror according to the second embodiment of the present invention is viewed from the front of the vehicle. FIG. 16B is an explanatory diagram illustrating a state in which the left door mirror in the open state according to Embodiment 2 of the present invention is viewed from the front of the vehicle. FIG. 17 is an explanatory diagram showing an ultrasonic radiation pattern by the first sonar and the second sonar provided in the opened door mirror according to the second embodiment of the present invention. FIG. 18 is an explanatory diagram showing an ultrasonic radiation pattern by the first sonar and the second sonar provided in the closed door mirror according to the second embodiment of the present invention. FIG. 19 is an explanatory diagram showing detection target areas by the first sonar and the second sonar according to Embodiment 2 of the present invention. FIG. 20 shows the ultrasonic path when the ultrasonic wave transmitted by the first sonar according to the second embodiment of the present invention is reflected by the curb and the first sonar receives the reflected wave, and the second sonar It is explanatory drawing which shows the path | route of an ultrasonic wave in case the transmitted ultrasonic wave is reflected by the pole and a 2nd sonar receives the said reflected wave.

  With reference to FIGS. 14-20, the periphery monitoring apparatus 100a of Embodiment 2 is demonstrated. In FIG. 14, blocks similar to those in the functional block diagram of the first embodiment shown in FIG. 15 to 19, the same reference numerals are given to the same constituent members as those in the explanatory view of the first embodiment shown in FIGS. 2 to 6, and the description thereof is omitted.

  In addition to the first sonars 25L and 25R similar to those of the first embodiment, second sonars 27L and 27R are provided on the rear surface portions or outer shell portions of the door mirrors 20L and 20R. The second sonar 27L and 27R are constituted by, for example, an ultrasonic obstacle detection sensor for both transmission and reception.

  The second sonars 27L and 27R are oriented in the direction along the horizontal direction as shown in FIG. For this reason, the second sonar 27L, 27R emits ultrasonic waves in a direction along the horizontal direction. P2L and P2R shown in FIG. 16 show an example of an ultrasonic radiation pattern by the second sonar 27L and 27R.

  Further, as shown in FIG. 15, the second sonars 27L and 27R are disposed in the vicinity of the front end portions of the door mirrors 20L and 20R among the back surface portions or outer shell portions of the door mirrors 20L and 20R. Thereby, the 2nd sonar 27L and 27R radiate | emit an ultrasonic wave toward the direction in alignment with the horizontal direction of the door mirrors 20L and 20R. That is, the second sonars 27L and 27R emit ultrasonic waves in different directions according to the opening angles of the door mirrors 20L and 20R. P2L and P2R shown in FIG. 17 show an example of an ultrasonic radiation pattern by the second sonars 27L and 27R when the door mirrors 20L and 20R are set in the open state. P2L and P2R shown in FIG. 18 show an example of an ultrasonic radiation pattern by the second sonar 27L and 27R when the door mirrors 20L and 20R are set in the closed state.

  The obstacle detection unit 33a executes processing for detecting an obstacle using the first sonars 25L and 25R when the vehicle 1 starts traveling and when the vehicle 1 stops or parks. At this time, the obstacle detection unit 33a estimates the positions of the obstacles existing in the detection target areas A1L and A1R of the first sonars 25L and 25R by the same opening synthesis process as the obstacle detection unit 33 shown in FIG. In addition, when the obstacle is a dynamic obstacle, the direction and speed of the movement are estimated.

  The obstacle detection unit 33a executes processing for detecting an obstacle using the second sonars 27L and 27R when the vehicle 1 starts traveling and when the vehicle 1 stops or parks. At this time, the obstacle detection unit 33a performs the same aperture synthesis process as the process of detecting the obstacle using the first sonars 25L and 25R, and within the detection target areas A2L and A2R of the second sonars 27L and 27R. The position and the speed of movement are estimated when the obstacle is a dynamic obstacle.

  That is, the obstacle detection unit 33a uses the first sonars 25L and 25R directed downward from the horizontal direction and the second sonars 27L and 27R directed in the direction along the horizontal direction, thereby increasing the height. Different types of obstacles can be detected.

  For example, as shown in FIG. 20, in a state where the vehicle 1 is stopped, a pole P exists in a region on the left side of the vehicle 1 in the region around the vehicle 1. A curb C is present at the base of the pole P, that is, the blind spot area on the left side of the vehicle 1. The curb C is wider than the pole P. When the vehicle 1 starts while turning left in such a state, the left side surface portion of the vehicle 1 rubs against the pole P due to the difference in the inner wheel, the left rear wheel of the vehicle 1 rides on the curb C, or the side surface portion of the left rear wheel There is a possibility of rubbing against the curb C.

  On the other hand, the obstacle detection unit 33a can detect the pole P by the second sonars 27L and 27R directed in the direction along the horizontal direction, and the first direction directed downward from the horizontal direction. The curb C can be detected by the sonars 25L and 25R. In the drawing, an arrow A1 shows an example of an ultrasonic path when the ultrasonic waves transmitted by the first sonars 25L and 25R are reflected by the curb C and the first sonars 25L and 25R receive the reflected waves. Yes. An arrow A2 indicates an example of an ultrasonic path when the ultrasonic waves transmitted by the second sonars 27L and 27R are reflected by the pole P and the reflected waves are received by the second sonars 27L and 27R. .

  The opening / closing state determination unit 31, the rotation control unit 32, the obstacle detection unit 33a, the contact determination unit 34, the warning control unit 35, and the vehicle control unit 36 constitute a main part of the control device 30. The first sonars 25L and 25R, the second sonars 27L and 27R, and the obstacle detection unit 33a constitute a main part of the periphery monitoring device 100a.

  Since the hardware configuration of the main part of the control device 30 is the same as that described with reference to FIG. 9 in the first embodiment, illustration and description thereof are omitted.

  Since operation | movement of the control apparatus 30 when the vehicle 1 starts driving | running | working is the same as that of what was demonstrated with reference to the flowchart of FIG. 10 in Embodiment 1, illustration and description are abbreviate | omitted. However, in step ST3, the obstacle detection unit 33a executes processing for detecting obstacles existing in the detection target areas A1L and A1R using the first sonars 25L and 25R, and the second sonars 27L and 27R. The process which detects the obstruction which exists in detection object area | region A2L, A2R using is performed.

  Since operation | movement of the control apparatus 30 when the vehicle 1 stops or parks is the same as that of what was demonstrated with reference to the flowchart of FIG. 11 in Embodiment 1, illustration and description are abbreviate | omitted. However, in step ST12, the obstacle detection unit 33a executes processing for detecting obstacles existing in the detection target areas A1L and A1R using the first sonars 25L and 25R, and the second sonars 27L and 27R. The process which detects the obstruction which exists in detection object area | region A2L, A2R using is performed.

  The first sonars 25L and 25R and the second sonars 27L and 27R may be constituted by so-called “automatic parking” (hereinafter referred to as “automatic parking system”) and a sonar shared. . In general, an automatic parking system that uses sonar detects obstacles that exist on the side of the vehicle using sonar while running the vehicle at a low speed when performing parallel parking or parallel parking. Execute the process. Thereby, a section where there is no obstacle such as another vehicle or a pole over a predetermined distance range, that is, a section where the vehicle can be parked is extracted.

  Usually, when the vehicle is traveling, the door mirror of the vehicle is set to the open state. The first sonars 25L and 25R and the second sonars 27L and 27R according to the second embodiment are ultrasonic waves toward the side with respect to the vehicle 1 as shown in FIG. 17 when the door mirrors 20L and 20R are set in the open state. Is radiated. Therefore, the first sonars 25L and 25R and the second sonars 27L and 27R can be shared by the periphery monitoring device 100a and an automatic parking system (not shown) provided in the vehicle 1.

  In addition, the periphery monitoring device 100a according to the second embodiment can employ various modifications similar to those described in the first embodiment.

  As described above, the periphery monitoring apparatus 100a according to the second embodiment is provided on the back surface or the outer shell of the door mirrors 20L and 20R, and the ultrasonic obstacle detection in which the ultrasonic wave is transmitted in the horizontal direction. The second sonars 27L and 27R each including a sensor are provided, and the obstacle detection unit 33a is provided with the second sonars 27L and 27R when the door mirrors 20L and 20R are returned from the storage position to the home position and stored from the home position. The ultrasonic waves are transmitted to and the obstacles existing in the detection target areas A2L and A2R of the second sonars 27L and 27R are detected using the reception results of the reflected waves by the second sonars 27L and 27R. By using the first sonars 25L and 25R directed downward from the horizontal direction and the second sonars 27L and 27R directed in the horizontal direction, a plurality of types of obstacles having different heights are detected. can do.

  The first sonars 25L and 25R and the second sonars 27L and 27R are shared with the sonar of the automatic parking system. Thereby, the total number of sonar in the vehicle 1 can be reduced, and the cost of the vehicle 1 can be reduced.

Embodiment 3 FIG.
FIG. 21 is a functional block diagram showing a state in which the periphery monitoring device according to Embodiment 3 of the present invention is mounted on a vehicle. FIG. 22A is an explanatory diagram illustrating a state in which the right door mirror in the open state and the closed state according to Embodiment 3 of the present invention is viewed from above with respect to the vehicle. FIG. 22B is an explanatory diagram illustrating a state in which the left door mirror in the open state and the closed state according to Embodiment 3 of the present invention is viewed from above with respect to the vehicle. FIG. 23A is an explanatory diagram showing a state in which the right door mirror in the open state according to Embodiment 3 of the present invention is viewed from the front of the vehicle. FIG. 23B is an explanatory diagram showing a state in which the left door mirror in the open state according to Embodiment 3 of the present invention is viewed from the front of the vehicle. FIG. 24 is an explanatory diagram showing ultrasonic radiation patterns by the first sonar and the third sonar provided in the door mirror in the open state according to the third embodiment of the present invention. FIG. 25 is an explanatory diagram showing ultrasonic radiation patterns by the first sonar and the third sonar provided in the closed door mirror according to the third embodiment of the present invention. FIG. 26 is an explanatory diagram showing detection target areas by the first sonar and the third sonar according to Embodiment 3 of the present invention.

  With reference to FIGS. 21 to 26, the periphery monitoring device 100b of the third embodiment will be described. In FIG. 21, the same blocks as those in the functional block diagram of the first embodiment shown in FIG. Also, in FIGS. 22 to 26, the same reference numerals are assigned to the same components and the like as those in the explanatory view of the first embodiment shown in FIGS.

  In addition to the first sonars 25L and 25R similar to those of the first embodiment, third sonars 28L and 28R are provided on the back surface portions or outer shell portions of the door mirrors 20L and 20R. The third sonars 28L and 28R are constituted by, for example, an ultrasonic obstacle detection sensor for both transmission and reception.

  As shown in FIG. 23, the third sonars 28L and 28R are directed downward from the horizontal direction. Therefore, the third sonars 28L and 28R emit ultrasonic waves downward from the horizontal direction. P3L and P3R shown in FIG. 23 show an example of an ultrasonic radiation pattern by the third sonars 28L and 28R.

  Further, as shown in FIG. 22, the third sonars 28L and 28R are disposed in the vicinity of the center part of the door mirrors 20L and 20R in the back surface part or outer shell part of the door mirrors 20L and 20R. Accordingly, the third sonars 28L and 28R emit ultrasonic waves in a direction orthogonal to the lateral direction of the door mirrors 20L and 20R. That is, the third sonars 28L and 28R emit ultrasonic waves in different directions depending on the opening angles of the door mirrors 20L and 20R. P3L and P3R shown in FIG. 24 show an example of an ultrasonic radiation pattern by the third sonars 28L and 28R when the door mirrors 20L and 20R are set in the open state. P3L and P3R shown in FIG. 25 show an example of an ultrasonic radiation pattern by the third sonars 28L and 28R when the door mirrors 20L and 20R are set in the closed state.

  The obstacle detection unit 33b executes processing for detecting an obstacle using the first sonars 25L and 25R when the vehicle 1 starts traveling and when the vehicle 1 stops. At this time, the obstacle detection unit 33b estimates the positions of the obstacles existing in the detection target areas A1L and A1R of the first sonars 25L and 25R by the same opening synthesis process as the obstacle detection unit 33 shown in FIG. In addition, when the obstacle is a dynamic obstacle, the direction and speed of the movement are estimated.

  The obstacle detection unit 33b executes processing for detecting an obstacle using the third sonars 28L and 28R when the vehicle 1 starts traveling and when the vehicle 1 stops or parks. At this time, the obstacle detection unit 33b performs the same aperture synthesis process as the process of detecting the obstacle using the first sonars 25L and 25R, and within the detection target areas A3L and A3R of the third sonars 28L and 28R. The position and the speed of movement are estimated when the obstacle is a dynamic obstacle.

  As the door mirrors 20L and 20R rotate, the detection target areas A3L and A3R of the third sonars 28L and 28R correspond to the left front area and the right front area with respect to the vehicle 1 as shown in FIG. When the vehicle 1 starts, the driver gazes in front of the vehicle 1, so that attention to the left front and right front areas that are outside the object of gaze is reduced, and an obstacle existing in the area is driven. May be overlooked. The obstacle detection unit 33b can perform a wide range of obstacle detection on the left front and right front regions of the vehicle 1 using the pair of left and right third sonars 28L and 28R.

  Further, the third sonars 28L and 28R radiate ultrasonic waves toward the front of the vehicle 1 as shown in FIG. 24 when the door mirrors 20L and 20R are set in the open state. That is, the third sonars 28L and 28R can perform the same function as a so-called “front corner sensor” when the vehicle 1 is traveling. For this reason, the sonar for exclusive use of the front corner sensor provided in the left end part and right end part of a front bumper is unnecessary, and the design freedom degree of a front bumper can be improved.

  The opening / closing state determination unit 31, the rotation control unit 32, the obstacle detection unit 33b, the contact determination unit 34, the warning control unit 35, and the vehicle control unit 36 constitute a main part of the control device 30. The first sonars 25L and 25R, the third sonars 28L and 28R, and the obstacle detection unit 33b constitute a main part of the periphery monitoring device 100b.

  Since the hardware configuration of the main part of the control device 30 is the same as that described with reference to FIG. 9 in the first embodiment, illustration and description thereof are omitted.

  Since operation | movement of the control apparatus 30 when the vehicle 1 starts driving | running | working is the same as that of what was demonstrated with reference to the flowchart of FIG. 10 in Embodiment 1, illustration and description are abbreviate | omitted. However, in step ST3, the obstacle detection unit 33b executes processing for detecting obstacles existing in the detection target areas A1L and A1R using the first sonars 25L and 25R, and the third sonars 28L and 28R. The process which detects the obstruction which exists in detection object area | region A3L, A3R using is performed.

  Since operation | movement of the control apparatus 30 when the vehicle 1 stops or parks is the same as that of what was demonstrated with reference to the flowchart of FIG. 11 in Embodiment 1, illustration and description are abbreviate | omitted. However, in step ST12, the obstacle detection unit 33b executes processing for detecting obstacles existing in the detection target areas A1L and A1R using the first sonars 25L and 25R, and the third sonars 28L and 28R. The process which detects the obstruction which exists in detection object area | region A3L, A3R using is performed.

  In step ST12, the obstacle detection unit 33b does not execute the process of detecting obstacles existing in the detection target areas A3L and A3R using the third sonars 28L and 28R, and the first sonars 25L and 25R. Only the process of detecting obstacles existing in the detection target areas A1L and A1R may be executed. This is because obstacles existing in the detection target areas A3L and A3R have a low probability of coming into contact with the doors 6L, 6R, 7L, and 7R by opening and closing the doors 6L, 6R, 7L, and 7R.

  In addition to the first sonars 25L and 25R and the third sonars 28L and 28R, the periphery monitoring device 100b may have a second sonar similar to the second sonars 27L and 27R according to the second embodiment. good.

  In addition to the first sonars 25L and 25R, the second sonar, and the third sonars 28L and 28R, the periphery monitoring device 100b may include the following fourth sonar. In other words, the fourth sonar is oriented in the direction along the horizontal direction in the same manner as the second sonar. For this reason, the fourth sonar radiates ultrasonic waves in a direction along the horizontal direction. Similarly to the third sonars 28L and 28R, the fourth sonar is disposed in the vicinity of the center part of the door mirrors 20L and 20R in the back surface part or outer shell part of the door mirrors 20L and 20R. For this reason, the fourth sonar emits ultrasonic waves in a direction orthogonal to the lateral direction of the door mirrors 20L and 20R. By using the third sonar 28L, 28R and the fourth sonar, a plurality of types of obstacles having different heights can be detected in the left front and right front regions of the vehicle 1.

  In addition, the periphery monitoring device 100b according to the third embodiment can employ various modifications similar to those described in the first and second embodiments.

  In the present invention, within the scope of the invention, any combination of the embodiments, or any modification of any component in each embodiment, or omission of any component in each embodiment is possible. .

  1 vehicle, 2 ignition switch, 3 steering angle sensor, 4 vehicle speed sensor, 5 yaw rate sensor, 6L, 6R door, 7L, 7R door, 8 display device, 9 audio output device, 10 brake control system, 11 engine control system, 20L Left door mirror, 20R Right door mirror, 21L, 21R Rotating shaft, 22L, 22R Rotating device, 23L, 23R Angle sensor, 24L, 24R Mirror surface, 25L, 25R First sonar, 26L, 26R Indicator, 27L, 27R 1st 2 sonar, 28L, 28R 3rd sonar, 30 control device, 31 open / close state determination unit, 32 rotation control unit, 33, 33a, 33b obstacle detection unit, 34 contact determination unit, 35 warning control unit, 36 vehicle control unit , 41 Memory, 42 Processor, 43 Processing circuit, 100, 10 a, 100b periphery monitoring device.

Claims (7)

A first sonar composed of an ultrasonic obstacle detection sensor provided on the back surface or outer shell of a retractable door mirror for a vehicle, wherein the ultrasonic transmission direction is directed downward from the horizontal direction;
When the door mirror returns to the home position from the storage position and when the door mirror is stored from the home position, the first sonar is caused to transmit an ultrasonic wave, and the reception result of the reflected wave by the first sonar is used. An obstacle detection unit for detecting obstacles existing in the detection target area of
A peripheral monitoring device comprising:   The periphery monitoring apparatus according to claim 1, wherein the obstacle detection unit detects a dynamic obstacle. Provided with a second sonar formed by an ultrasonic obstacle detection sensor provided on the back surface or outer shell of the door mirror, the transmission direction of the ultrasonic wave being directed horizontally.
The obstacle detection unit causes the second sonar to transmit an ultrasonic wave when the door mirror returns to the home position from the storage position and when the door mirror is stored from the home position, and the reception result of the reflected wave by the second sonar The obstacle monitoring device according to claim 1, wherein an obstacle present in the detection target area of the second sonar is detected using a sensor.   The periphery monitoring device according to claim 3, wherein the first sonar or the second sonar is shared with a sonar of an automatic parking system.   When the vehicle starts running, if the door mirror is in the retracted position, the door mirror is returned from the retracted position to the home position, and if the door mirror is in the home position, the door mirror is stored once from the home position, The periphery monitoring device according to claim 1, further comprising a rotation control unit that returns the fixed position.   The periphery monitoring device according to claim 1, further comprising a rotation control unit that rotates the door mirror from a fixed position to a retracted position when the vehicle stops or parks.   The obstacle detection unit transmits the ultrasonic wave to the first sonar a plurality of times during the rotation of the door mirror, and the position of the obstacle is detected by aperture synthesis processing for the reception result of the reflected waves by the first sonar a plurality of times. The periphery monitoring device according to claim 1, wherein

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