JP2020159692A - Object detection device - Google Patents

Abstract

To provide an object detection device capable of reducing the possibility of failing to recognize short-distance objects that are likely to collide with a vehicle when the vehicle makes a right or left turn at a crossroads.SOLUTION: An object detection device includes: a long-distance object detection sensor that can detect long-distance objects located in a long-distance region; a short-distance object detection sensor that can detect short-distance objects located in a short-distance region; and a control device that recognizes the long-distance object with a long-distance upper limit number as the upper limit, and the short-distance object with a short-distance upper limit number as the upper limit, and determines the possibility of collision with the vehicle based on the recognized long-distance object and the recognized short-range object. When crossroads right/left turn conditions are satisfied, the control device sets the long-distance upper limit number to a long-distance upper limit number at crossroads right/left turn that is obtained by subtracting a first predetermined number from a long-distance upper limit number at normal times, and the short-distance upper limit number to a short-distance upper limit number at crossroads right/left turn that is obtained by adding a second predetermined number equal to or less than the first predetermined number to a short-distance upper limit number at normal times.SELECTED DRAWING: Figure 5

Description

The present invention includes a long-distance target detection sensor and a short-distance target detection sensor, recognizes a long-distance target detected by the long-distance target detection sensor up to an upper limit of the long-distance target, and detects a short-distance target. The present invention relates to a target detection device that recognizes a short-distance target detected by a sensor with the upper limit of the short-distance upper limit as the upper limit.

In one of the conventionally known target detection devices (hereinafter, referred to as "conventional device"), each of the above-mentioned long-distance upper limit number and the above-mentioned short-distance upper limit number is preset to eight.

JP-A-2007-232411

By the way, at an intersection, there are many targets (other vehicles, pedestrians, etc.) in the short distance area of the vehicle. In addition, the vehicle makes a right or left turn at a relatively low speed at an intersection. Therefore, when a vehicle makes a right or left turn at an intersection, it is considered that the vehicle is more likely to collide with a short-distance target than a long-distance target. Therefore, when a vehicle makes a right or left turn at an intersection, it is necessary to prioritize recognition of a short-distance target over a long-distance target.

When the vehicle makes a right / left turn at an intersection, the upper limit of the short distance remains the same in the conventional device. Therefore, when the vehicle makes a right / left turn at the intersection, the number of targets existing in the short distance area Is likely to exceed the maximum number of short distances. As a result, the conventional device may fail to recognize short-range targets that are likely to collide with the vehicle.

The present invention has been made to address the above-mentioned problems. That is, one of the objects of the present invention is to reduce the possibility of failing to recognize a short-distance target that is likely to collide with the vehicle when the vehicle makes a right or left turn at an intersection.

The target detection device of the present invention (hereinafter, also referred to as "the device of the present invention") is
A long-distance target detection sensor (11) capable of detecting a long-distance target that is a target located in the long-distance region (LA) of the vehicle, and a long-distance target detection sensor (11).
A short-distance target detection sensor (12) capable of detecting a short-distance target, which is a target located in the short-distance region (NA) of the vehicle,
The long-distance target is recognized with the upper limit of the long-distance target as the upper limit, the short-distance target is recognized with the upper limit of the short-distance as the upper limit, and based on the recognized long-distance target and the recognized short-distance target. A control device (10, steps 605 to 625) for determining the possibility of collision with the vehicle is provided.

The control device is
When the intersection right / left turn condition that is satisfied when the vehicle is making a right or left turn at the intersection is not satisfied (step 505 “No”), the long distance upper limit is set to the normal long distance upper limit. The upper limit of the short distance is set to the upper limit of the normal short distance (step 515).
When the intersection right / left turn condition is satisfied (step 505 “Yes”), the long distance upper limit is set to the intersection right / left upper limit number obtained by subtracting the first predetermined number from the normal long distance upper limit number. The upper limit of the short distance is set to the upper limit of the short distance when turning left or right at the intersection, which is obtained by adding the second predetermined number which is equal to or less than the first predetermined number to the normal short distance upper limit (step 515).
It is configured as follows.

As a result, when the vehicle makes a right or left turn at an intersection, the maximum number of short distances can be increased from the maximum number of short distances at normal times, so there is a possibility of failing to recognize short-distance targets that are likely to collide with the vehicle. Can be reduced.

In the above description, in order to help the understanding of the invention, the name and / or the code used in the embodiment is added in parentheses to the structure of the invention corresponding to the embodiment described later. However, each component of the invention is not limited to the embodiments defined by the names and / or symbols.

FIG. 1 is a schematic system configuration diagram of a target detection device (this detection device) according to an embodiment of the present invention. FIG. 2 is a top view of a vehicle for explaining the detection range of the long-distance millimeter-wave radar device and the detection range of the short-distance millimeter-wave radar device shown in FIG. FIG. 3 is an explanatory diagram of an outline of processing of this detection device. FIG. 4 is a flowchart showing a routine executed by the CPU of the control ECU shown in FIG. FIG. 5 is a flowchart showing a routine executed by the CPU of the control ECU shown in FIG. FIG. 6 is a flowchart showing a routine executed by the CPU of the control ECU shown in FIG.

The target detection device (hereinafter, referred to as “the detection device”) according to the embodiment of the present invention is mounted on the vehicle VA (see FIG. 2). The detection device includes a control ECU 10, an engine ECU 20, and a brake ECU 30. These ECUs are connected to each other in a data exchangeable manner (communicable) via a CAN (Controller Area Network) (not shown).

The ECU is an abbreviation for an electronic control unit, and is an electronic control circuit having a microcomputer including a CPU, ROM, RAM, an interface, and the like as a main component. The CPU realizes various functions by executing instructions (routines) stored in a memory (ROM). These or some ECUs may be integrated into one ECU.

Further, in addition to the above ECU, this detection device includes a long-range millimeter-wave radar device 11, a short-range millimeter-wave radar device 12, a map database 13, a GPS receiver 14, a steering angle sensor 15, a camera device 16, and an accelerator pedal operation. It includes an amount sensor 22, an accelerator pedal 22a, an engine sensor 24, an engine actuator 26, a drive device (internal engine) 28, a wheel speed sensor 32, a brake pedal operation amount sensor 34, a brake pedal 34a, and a brake actuator 36. The long-distance millimeter-wave radar device 11 may be referred to as a "long-distance target detection sensor", and the short-range millimeter-wave radar device 12 may be referred to as a "short-range target detection sensor".

The long-range millimeter-wave radar device 11, the short-range millimeter-wave radar device 12, the map database 13, the GPS receiver 14, the steering angle sensor 15, and the camera device 16 are connected to the control ECU 10. The camera device 16 will be described in detail with reference to a modification described later.

Each of the long-distance millimeter-wave radar device 11 and the short-distance millimeter-wave radar device 12 is a sensor for detecting a target using millimeter waves. As shown in FIG. 2, each of the long-distance millimeter-wave radar device 11 and the short-range millimeter-wave radar device 12 is referred to as a front end portion of the vehicle VA and a central portion in the vehicle width direction (hereinafter, referred to as a “front end central portion”). ), And includes a "millimeter wave transmitter / receiver and processing unit" (not shown).

The millimeter wave transmitter / receiver of the long-distance millimeter-wave radar device 11 transmits millimeter waves propagating to the long-distance region LA (see FIG. 2). Similarly, the millimeter wave transmitter / receiver of the short range millimeter wave radar device 12 transmits millimeter waves propagating in the short range region NA (see FIG. 2). The long-distance region LA is a sector having a radius Lf and a central angle of "2θf (= θf + θf)", and the short-distance region NA is a sector having a radius Ln and a central angle of "2θn (= θn + θn)". Each of the central angles 2θf and 2θn is divided into two equal parts by the central axis C1 extending from the central portion of the front end along the central axis in the vehicle width direction of the vehicle VA. The radius Lf is longer than the radius Ln, and the central angle 2θf is smaller than the central angle 2θn. Therefore, the long-distance region LA can be expressed as a region in which the distance from the central portion of the front end is longer than the short-distance region NA and narrower than the short-distance region NA.

The millimeter wave transmitter / receiver of the long-range millimeter wave radar device 11 receives "the reflected wave in which the millimeter wave transmitted by the millimeter wave transmitter / receiver is reflected by an object (for example, another vehicle, a pedestrian, a two-wheeled vehicle, etc.)". .. Similarly, the millimeter wave transmitter / receiver of the short-range millimeter wave radar device 12 receives the reflected wave of the millimeter wave transmitted by the millimeter wave transmitter / receiver.

The processing unit of the long-range millimeter-wave radar device 11 has a phase difference between the millimeter wave transmitted from the millimeter-wave transmitter / receiver of the long-range millimeter-wave radar device 11 and the reflected wave received by the millimeter-wave transmitter / receiver, and the attenuation level of the reflected wave. And each target located in the long-distance region LA (hereinafter, may be referred to as "long-distance target") based on the time from the transmission of the millimeter wave to the reception of the reflected wave. The position and the relative speed of each target with respect to the vehicle VA are acquired every time a predetermined time elapses. Then, this processing unit transmits the position and relative speed of each target as long-distance target information to the control ECU 10 every time a predetermined time elapses.

Similarly, the processing unit of the short-distance millimeter-wave radar device 12 determines the position, relative speed, and the like of each target located in the short-range region NA (hereinafter, may be referred to as “short-range target”). It is acquired and transmitted to the control ECU 10 as short-distance target information.

A long-distance target box 17 and a short-distance target box 18 are set in the RAM of the control ECU 10. The control ECU 10 stores the received long-distance target information in the long-distance target box 17, and stores the received short-distance target information in the short-distance target box 18.

The map database 13 stores map information and the like including the positions of intersections (intersection position Li). The GPS receiver 14 receives a GPS signal for detecting the current position (Lv) of the vehicle VA.

The steering angle sensor 15 outputs a signal representing an operation steering angle θs, which is a rotation angle of a steering wheel (not shown) of the vehicle VA, to the control ECU 10. The operating steering angle θs indicates “0” when the steering wheel is in the neutral position, shows a positive value when the steering wheel is operated from the neutral position to the right, and the steering wheel is operated from the neutral position to the left. Shows a negative value when done. The magnitude of the operation steering angle θs (| θs |) increases as the amount of operation from the neutral position of the steering wheel increases.

The engine ECU 20 is connected to the accelerator pedal operation amount sensor 22 and the engine sensor 24, and receives detection signals from these sensors.

The accelerator pedal operation amount sensor 22 transmits a detection signal representing the operation amount (accelerator pedal operation amount) of the accelerator pedal 22a of the vehicle VA to the engine ECU 20. The engine sensor 24 is a sensor that detects the operating state amount of the internal combustion engine 28, and is, for example, a throttle valve opening degree sensor, an engine rotation speed sensor, an intake air amount sensor, and the like.

Further, the engine ECU 20 is connected to an engine actuator 26 such as a "throttle valve actuator and a fuel injection valve". The engine ECU 20 changes the torque generated by the internal combustion engine 28 by driving the engine actuator 26, thereby adjusting the driving force of the vehicle VA. The engine ECU 20 determines a target throttle valve opening TAtgt that increases as the accelerator pedal operation amount increases, and controls the engine actuator 26 so that the actual throttle valve matches the target throttle valve opening TAtgt.

The brake ECU 30 is connected to a plurality of wheel speed sensors 32 and a brake pedal operation amount sensor 34, and receives detection signals from these sensors.

Each wheel speed sensor 32 is provided on the corresponding wheels (left front wheel, right front wheel, left rear wheel and right rear wheel) of the vehicle VA, and one pulse signal (wheel pulse signal) is provided each time the corresponding wheel rotates by a predetermined angle. Generate PS. The brake ECU 30 calculates the rotation speed (wheel speed) of each wheel based on the number of pulses in a unit time of the wheel pulse signal PS from each wheel speed sensor 32, and calculates the vehicle speed Vs based on the rotation speed of each wheel. .. As an example, the brake ECU 30 calculates the average value of the wheel speeds of the four wheels as the vehicle speed Vs. The control ECU 10 acquires the vehicle speed Vs via communication with the brake ECU 30.

The brake pedal operation amount sensor 34 transmits a detection signal indicating the operation amount (brake pedal operation amount) of the brake pedal 34a of the vehicle VA to the brake ECU 30. The brake ECU 30 is connected to the brake actuator 36. The brake actuator 36 is a hydraulic control actuator. The brake actuator 36 is between "a master cylinder (not shown) that pressurizes hydraulic oil by the pedaling force of the brake pedal 34a" and "a friction braking device (not shown) including a well-known wheel cylinder provided on each wheel". It is arranged in the hydraulic circuit (not shown). Further, the brake actuator 36 adjusts the hydraulic pressure supplied to the wheel cylinder.

The brake ECU 30 determines an operation request deceleration Gbpd that increases as the brake pedal operation amount increases based on the brake pedal operation amount, and supplies the brake actuator 36 to the wheel cylinder by driving the brake actuator 36 based on the operation request deceleration Gbpd. Controls the hydraulic pressure of the hydraulic fluid. As a result, the adjusted braking force (friction braking force) is generated on each wheel, so that the actual vehicle VA deceleration (negative acceleration) matches the operation required deceleration Gbpd.

(Outline of operation)
The control ECU 10 determines whether or not the intersection right / left turn condition that is satisfied when the vehicle VA starts a right turn or a left turn at the intersection is satisfied. More specifically, the present detection device determines that the right / left turn condition at the intersection is satisfied when all of the following conditions A1 to A3 are satisfied.
Condition A1: The vehicle VA has entered the intersection.
Condition A2: The vehicle speed Vs is equal to or less than the threshold speed Vsth.
Condition A3: The magnitude of the operating steering angle θs (| θs |) is equal to or greater than the threshold angle θsth.

In the normal time when the above-mentioned intersection right / left turn condition is not satisfied, the control ECU 10 sets the number of objects (distance upper limit number LUN) stored in the long-distance object box 17 to "8" (hereinafter, "normal time far"). (Sometimes referred to as the "upper limit number of distances"), and the number of target objects (NUN) stored in the short-distance target box 18 is set to "8" (hereinafter, "normal time near"). It is sometimes called "upper limit number of distances").

As shown in FIG. 3, eight storage areas (storage areas of the target numbers "1" to "8") are set in each of the long-distance target box 17 and the short-distance target box 18. The control ECU 10 stores information about one target (that is, target information such as the position and relative speed of one target) in one storage area. In a normal state, the control ECU 10 can recognize a long-distance target as a processing target with an upper limit of eight, and can recognize a short-distance target as a processing target with an upper limit of eight. The control ECU 10 stores the target information in ascending order of the target numbers. For example, when five long-distance targets are detected, the long-distance target information is stored in the storage areas of the target numbers "1" to "5" of the long-distance target box. The reason why the control ECU 10 sets an upper limit on the number of recognizable targets is that if the control ECU 10 recognizes too many targets, the processing load of the control ECU 10 becomes excessive. ..

On the other hand, when the above-mentioned intersection right / left turn condition is satisfied, the control ECU 10 stores the storage areas of the target numbers “5” to “8” of the long-distance target box 17 in the normal state as shown in FIG. , Allocate to the storage area of the target numbers "9" to "12" of the short-distance target box. In other words, the control ECU 10 sets the long-distance upper limit number LUN to "the long-distance upper limit number (4) when turning left or right at the intersection obtained by subtracting a predetermined number (4) from the normal long-distance upper limit number (8)", and the short distance The upper limit number NUN is set to "the upper limit number of short distances when turning left or right at an intersection (12)" by adding a predetermined number (4) to the upper limit number of short distances (8) at normal times. As a result, the number of short-distance targets that can be recognized by the control ECU 10 as a processing target can be increased by "4". When the vehicle VA makes a right or left turn at an intersection, it is possible to reduce the possibility of failing to recognize a short-distance target that is likely to collide.

The outline of the above operation will be specifically described with reference to the example shown in FIG.
In the example shown in FIG. 3, the following assumptions B1 to B3 are satisfied.
Assumption B1: The condition for turning left or right at an intersection is satisfied.
Assumption B2: Twelve targets Ta to Tl are detected in the short-distance region NA.
Assumption B3: Six targets Te to Tg and targets Tn to Tp are detected in the long-distance region FA.

From the above assumption B1, as described above, the storage areas of the target numbers "5" to "8" of the long-distance target box 17 are assigned to the target numbers "9" to "12" of the short-distance target box 18. Be done.

The control ECU 10 stores long-distance target information related to the target Te to Tg in the storage areas of the target numbers "1" to "3" of the long-distance target box 17, respectively, and stores the storage area of the target number "4". The long-distance target information regarding the target Tn is stored in. The control ECU 10 does not recognize the target To and Tp detected in the long-distance region FA.

Further, the control ECU 10 stores the short-distance target information related to the target Ta to Th in the storage areas of the target numbers “1” to “8” of the short-distance target box 18, respectively, and the target numbers “9” to “9” to The short-distance target information related to the targets Ti to Tl is stored in the storage area of "12" (target numbers "5" to "8" of the long-distance target box 17 in FIG. 3). Therefore, in this example, the control ECU 10 recognizes all the targets Ta to Tl detected in the short-distance region NA by setting the short-distance upper limit number NUN to the upper limit number (12) when turning left or right at the intersection. become able to.

(Specific operation)
<Condition fulfillment judgment routine>
The CPU of the control ECU 10 (hereinafter, when referred to as “CPU”, refers to the CPU of the control ECU 10 unless otherwise specified) performs the condition establishment determination routine shown by the flowchart in FIG. 4 every time a predetermined time elapses. Execute.

Therefore, at a predetermined timing, the CPU starts the process from step 400 in FIG. 4 and proceeds to step 405 to determine whether or not the value of the intersection right / left turn flag Xi is “0”.

The value of the intersection right / left turn flag Xi is set to "1" when the above intersection right / left turn condition is satisfied (see step 420 described later), and "a right / left turn that is established when the vehicle VA finishes the right / left turn". When the "end condition" is satisfied, it is set to "0" (see step 430 described later). The CPU sets the value of the intersection right / left turn flag Xi to "0" in the initial routine executed when the ignition key switch (not shown) of the vehicle VA is changed from the off position to the on position.

When the value of the intersection right / left turn flag Xi is "0", the CPU determines "Yes" in step 405, proceeds to step 410, and determines whether or not the vehicle VA has entered the intersection. More specifically, the CPU acquires the current position Lv of the vehicle VA from the GPS receiver 14, and acquires the "intersection position Li located within a predetermined distance from the current position Lv" from the map database 13. Then, when the distance L (= | Li-Lv |) between the current position Lv and the intersection position Li is equal to or less than the threshold distance Lth, the CPU determines that the vehicle VA has entered the intersection.

When the distance L is longer than the threshold distance Lth, the CPU determines "No" in step 410, proceeds to step 495, and temporarily ends this routine.

On the other hand, when the distance L is equal to or less than the threshold distance Lth, the CPU determines “Yes” in step 410, proceeds to step 415, and determines whether or not the vehicle VA has started a right turn or a left turn. More specifically, the CPU acquires the vehicle speed Vs from the brake ECU 30 and the operation steering angle θs from the steering angle sensor 15. Then, when the vehicle speed Vs is equal to or less than the threshold speed Vsth and the magnitude of the operation steering angle θs (| θs |) is equal to or greater than the threshold angle θsth, the CPU determines that the right / left turn has started.

When at least one of the cases where the vehicle speed Vs is higher than the threshold speed Vsth and the magnitude of the operation steering angle θs (| θs |) is less than the threshold angle θsth is satisfied, the CPU determines "No" in step 415. The determination is made, and the process proceeds to step 495 to temporarily end this routine.

On the other hand, when the vehicle speed Vs is equal to or less than the threshold speed Vsth when the CPU advances to step 415, and the magnitude (| θs |) of the operating steering angle θs is equal to or greater than the threshold angle θsth (that is, to the right of the intersection). If the left turn condition is satisfied), the CPU determines "Yes" in step 415, sets the value of the intersection right / left turn flag Xi to "1" in step 420, and proceeds to step 495 to perform this routine. Is closed once.

When the CPU advances to step 405 again after the value of the intersection right / left turn flag Xi is set to "1", the CPU determines "No" in that step 405, proceeds to step 425, and the vehicle VA proceeds. Determine if the right or left turn at the intersection has been completed. More specifically, the CPU acquires the operation steering angle θs from the steering angle sensor 15, and the magnitude (| θs |) is equal to or less than the “threshold end angle θsth'set to a value smaller than the threshold angle θth”. If there is, it is determined that the right / left turn has been completed.

When the magnitude of the operation steering angle θs (| θs |) is larger than the threshold end angle θsth', the CPU determines "No" in step 425, proceeds to step 495, and temporarily ends this routine.

When the magnitude of the operation steering angle θs (| θs |) is equal to or less than the threshold end angle θsth', the CPU determines “Yes” in step 425 and sets the value of the intersection right / left turn flag Xi to “Yes” in step 430. Set to "0", proceed to step 495, and temporarily end this routine.

<Maximum number setting routine>
The CPU executes the upper limit number setting routine shown by the flowchart in FIG. 5 every time a predetermined time elapses.

Therefore, at a predetermined timing, the CPU starts the process from step 500 in FIG. 5 and proceeds to step 505 to determine whether or not the value of the intersection right / left turn flag Xi is “0”.

When the value of the intersection right / left turn flag Xi is "0", the CPU determines "Yes" in step 505, proceeds to step 510, and proceeds to the upper limit of the long-distance target box 17 and the short-distance target box 18 Set the upper limit number of each to the upper limit number (“8”) at the normal time. After that, the CPU proceeds to step 595 and temporarily ends this routine.

On the other hand, when the value of the intersection right / left turn flag Xi is "1", the CPU determines "No" in step 505, proceeds to step 515, and as described above, the target of the long-distance target box 17. The numbers "5" to "8" are assigned to the target numbers "9" to "12" of the short-distance target box 18. After that, the CPU proceeds to step 595 and temporarily ends this routine.

<Pre-collision control routine>
The CPU executes the pre-collision control routine shown by the flowchart in FIG. 6 every time a predetermined time elapses.

Therefore, at a predetermined timing, the CPU starts the process from step 600 in FIG. 6, executes steps 605 to 620 in this order, and proceeds to step 625.

Step 605: The CPU acquires long-distance target information from the long-distance millimeter-wave radar device 11.
Step 610: The CPU stores the long-distance target information in the long-distance target box 17 with the upper limit number (long-distance upper limit number FUN) set in the long-distance target box 17 as the upper limit, thereby storing the long-distance target information in the long-distance target box 17. Recognize.
Step 615: The CPU acquires short-range target information from the short-range millimeter-wave radar device 12.
Step 620: The CPU stores the short-distance target information in the short-distance target box 18 with the upper limit number (short-distance upper limit number NUN) set in the short-distance target box 18 as the upper limit, thereby causing the short-distance target. Recognize.

The CPU is specified by the long-distance target information stored in the long-distance target box 17 and the short-distance target information stored in the short-distance target box 18. Step 625 and step 630, which will be described later, are executed for the short-distance target.

Step 625: The CPU determines if there is a target that is likely to collide with the vehicle VA.
More specifically, in the CPU, each target is a vehicle based on the long-distance target information stored in the long-distance target box 17 and the short-distance target information stored in the short-distance target box 18. The time until collision with VA (TTC: Time To Collection) is calculated for each target. That is, the CPU calculates the TTC by substituting the distance D to the target and the relative velocity V of the target into the following equation (1). The CPU may calculate the TTC in consideration of the current acceleration of the vehicle VA and / or the differential value (relative acceleration) of the relative speed.

TTC = D / V ... (1)

Then, the CPU determines whether or not there is a target whose TTC is equal to or less than the threshold time TTCth, and if the TTC of the target is equal to or less than the threshold time TTCth, this target may collide with the vehicle VA. Judged as high. Such collision possibility determination is well known, and for example, the techniques disclosed in JP-A-2010-282350, JP-A-2012-229722, JP-A-2014-93040 and the like can be applied. When there are a plurality of targets to be processed, the CPU selects an object having the smallest TTC as a collision target, and determines whether or not the selected collision target TTC is equal to or less than the threshold time TTCth.

If there is no target with a high possibility of collision, the CPU determines "No" in step 625, proceeds to step 695, and temporarily ends this routine.

On the other hand, when there is a target having a high possibility of collision, the CPU determines "Yes" in step 625, activates the PCS automatic brake in step 630, proceeds to step 695, and temporarily ends this routine. ..

Step 630 will be described in more detail.
The CPU sets the PCS required deceleration Gpcs set to a value that can be stopped before the vehicle VA collides with the above-mentioned "target with high collision possibility" or the maximum deceleration that the vehicle VA can generate by the automatic brake. And the brake ECU 30.

When the engine ECU 20 receives the PCS required deceleration Gpcs, the engine ECU 20 sets the target throttle valve opening TAtgt to “0” regardless of the accelerator pedal operation amount. The brake ECU 30 controls the brake actuator 36 based on the larger deceleration of the operation required deceleration Gbpd and the PCS required deceleration Gpcs.

The operation of the PCS automatic brake ends when a predetermined time elapses from the time when the vehicle speed Vs becomes "0".

The present invention is not limited to the above-described embodiment, and various modifications of the present invention can be adopted.

The number of storage areas of the long-distance target box 17 and the short-distance target box 18 is not limited to "8". Moreover, the number of these storage areas may be different from each other.

Further, when the intersection right / left turn condition is satisfied, the number of storage areas allocated from the long-distance target box 17 to the short-distance target box 18 is not limited to "4". Further, the upper limit of the long distance when turning right or left at the intersection may be a value obtained by subtracting the first predetermined number from the upper limit of the long distance at the normal time, and the upper limit of the short distance when turning right or left at the intersection is the first upper limit of the short distance at the normal time. It may be a value obtained by adding a second predetermined number which is 1 predetermined number or less.

In step 410 shown in FIG. 4, the CPU may determine whether or not the vehicle VA has entered the intersection based on the white line information from the camera device 16.

As shown in FIG. 2, the camera device 16 is arranged at the center of the front end of the roof of the vehicle interior of the vehicle VA in the vehicle width direction. The camera device 16 includes a camera and an image processing unit. The camera acquires image data by photographing the scenery in front of the vehicle VA. The image processing unit acquires white line information such as the position of the white line on the road with respect to the vehicle VA from the image data, and transmits this white line information to the control ECU 10 every time a predetermined time elapses.

When the white line is interrupted by a predetermined distance or more within a predetermined distance from the vehicle VA, the CPU determines that the vehicle VA has entered the intersection. The process of detecting an intersection based on image data is well known and is described in, for example, Japanese Patent Application Laid-Open No. 2014-149636.

When the CPU proceeds to step 415 shown in FIG. 4, if the magnitude of the operation steering angle θs (| θs |) is equal to or greater than the threshold angle θsth, the CPU may determine “Yes” in step 415.

Further, in step 630 shown in FIG. 6, the CPU may execute alarm control instead of the PCS automatic braking. That is, in step 630, the CPU may display a warning screen (not shown) indicating that there is a possibility of collision. Further, the CPU may output a buzzer sound to the effect that there is a possibility of collision from a speaker (not shown).

The long-range millimeter-wave radar device 11 and the short-range millimeter-wave radar device may be any remote sensing device that can detect a target by transmitting a wireless medium instead of the millimeter wave and receiving the reflected wireless medium.

10 ... Control ECU, 11 ... Long-range millimeter-wave radar device, 12 ... Short-range millimeter-wave radar device, 13 ... Map database, 14 ... GPS receiver, 15 ... Steering angle sensor, 16 ... Camera device, 17 ... Long-range object Marking box, 18 ... Short-range targeting box, 20 ... Engine ECU, 30 ... Brake ECU.

Claims (1)

A long-distance target detection sensor that can detect a long-distance target that is a target located in the long-distance region of the vehicle,
A short-distance target detection sensor capable of detecting a short-distance target, which is a target located in the short-distance region of the vehicle, and a short-distance target detection sensor.
The long-distance target is recognized with the upper limit of the long-distance target as the upper limit, the short-distance target is recognized with the upper limit of the short-distance as the upper limit, and based on the recognized long-distance target and the recognized short-distance target. A control device for determining the possibility of collision with the vehicle is provided.
The control device is
If the intersection right / left turn condition that is satisfied when the vehicle is making a right or left turn at the intersection is not satisfied, the long distance upper limit is set to the normal long distance upper limit, and the short distance upper limit is usually set. Set to the maximum number of short distances
When the intersection right / left turn condition is satisfied, the long distance upper limit is set to the intersection right / left upper limit number obtained by subtracting the first predetermined number from the normal long distance upper limit number, and the short distance upper limit number is set as the short distance upper limit number. Set to the maximum number of short distances when turning left or right at an intersection, which is obtained by adding the second predetermined number, which is equal to or less than the first predetermined number, to the maximum number of short distances at normal times.
Target detection device configured as such.

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