JP2021140537A - Sensing system - Google Patents

Abstract

To provide a sensing system that allows a driver to know a timing of steering without colliding with an obstacle in a dead angle while concentrating on driving.SOLUTION: A sensing system comprises: a position storage unit 105 that stores position information in which a height and a position of an obstacle around a vehicle are associated with each other; and a driving support processing unit 106 that provides a driving support when the vehicle enters a road with a curved route, using the position information. The driving support includes notifying a passenger of a steering timing of the vehicle when the route becomes a route for avoiding the obstacle.SELECTED DRAWING: Figure 4

Description

The present invention relates to a sensing system.

Patent Document 1 is a background technique in this technical field. In this publication, as an issue, "when passing through a point where the slope of the road surface is changing, such as a step or slope between a sidewalk and a road, the bottom of the vehicle and the road surface often come into contact with each other. "A system that can accurately determine whether or not the bottom of the vehicle is in contact with an obstacle or the road surface has not been proposed." As a solution, "obtained from a monitoring means that monitors the surroundings of the vehicle." Based on the information, the obstacle factor analysis means for analyzing the obstacle factor including at least one of the shape of the obstacle around the vehicle, the road surface shape, and the change point of the road surface shape, and the current ground height of the vehicle are analyzed. The bottom of the vehicle is the obstacle based on the obtained ground height calculation means, the information on the obstacle factor analyzed by the obstacle factor analysis means, and the current ground height of the vehicle calculated by the ground height calculation means. It is characterized by being provided with a contact determination means for determining whether or not it is possible to pass over the obstacle without contacting an object, and a notification means for making a predetermined notification based on the determination result by the contact determination means. It is stated. "

JP-A-2007-112317

In Patent Document 1, when an obstacle enters a blind spot, for example, when a vehicle approaches an obstacle, the driver keeps the timing of steering without colliding with the obstacle in the blind spot while concentrating on driving. There is a problem with notifying.

The present invention has been made in view of the above problems, and an object of the present invention is to provide a sensing system that allows a driver to know the timing of steering without colliding with an obstacle in a blind spot while concentrating on driving. That is.

In order to achieve the above object, the sensing system according to the present invention uses a position storage unit that stores position information in which the height and position of obstacles around the vehicle are associated with each other, and the position information. It has a driving support processing unit that provides driving support when a vehicle enters the road with a curved route, and the driving support is provided when the route becomes a route for avoiding the obstacle. This includes notifying the passenger of the steering timing of the vehicle.

According to the present invention, the driver can know the timing of steering without colliding with an obstacle in the blind spot without troublesome operation.

Issues, configurations and effects other than those described above will be clarified by the description of the following embodiments.

Explanatory drawing which shows the whole structure of the obstacle detection system in Example 1. FIG. Explanatory drawing of the positional relationship between an obstacle and a vehicle. Explanatory drawing of the positional relationship between an obstacle and a vehicle. The explanatory view which shows the structure of the sensing system in Example 1. FIG. The flowchart which shows the operation example of the sensing system in Example 1. FIG. Explanatory diagram of the route. The explanatory view which shows the structure of the sensing system in Example 2. FIG. The flowchart which shows the operation example of the sensing system in Example 2. The explanatory view which shows the structure of the sensing system in Example 3. FIG. Explanatory diagram of the route. The explanatory view which shows the structure of the sensing system in Example 4. FIG. The flowchart which shows the operation example of the sensing system in Example 4. FIG. Explanatory drawing which shows the structure of the sensing system in Example 5. Explanatory drawing which shows the structure of the sensing system in Example 6.

Hereinafter, examples of the present invention will be described with reference to the drawings. In the description of the following examples, parts having the same function may be designated by the same reference numerals and repeated description may be omitted.

ここで、Z[mm]は対象物体までの距離、f[mm]は焦点距離、w[mm/px]は画素ピッチ、B[mm]はカメラ間の距離（基線長）、D[px]は視差を表す。 [Example 1]
A stereo camera system is well known as a means for estimating the three-dimensional position of an object. In the stereo camera system, the cameras are arranged at a plurality of positions, the same target object is imaged from a plurality of different viewpoints, and the deviation of the appearance in the obtained image, that is, the distance from the parallax to the target object is calculated. In a general stereo camera system using two cameras, this conversion is expressed by Equation 1 below.
(Number 1)

Here, Z [mm] is the distance to the target object, f [mm] is the focal length, w [mm / px] is the pixel pitch, B [mm] is the distance between cameras (baseline length), and D [px]. Represents parallax.

In calculating the parallax, images captured from a plurality of positions are arranged horizontally, and a position in which the same point is captured in the right image is searched for a specific point in the left image. In order to carry out this search efficiently, the parallelization process is generally carried out in advance.

Parallelization means vertical alignment of an image. That is, it is a process of calibrating the left and right images so that the same points are captured at the same height. In a parallelized image, when searching for a corresponding point, it is only necessary to search for a certain horizontal row, and the processing efficiency is high.

In the following, an obstacle detection system using a stereo camera system will be described as an example as a means for estimating the three-dimensional position of the target object (obstacle). However, as a means for estimating the three-dimensional position of the target object (obstacle), it suffices if the distance (height) of the target object (obstacle) can be estimated in association with the position. For example, an infrared sensor or a millimeter-wave radar. , Lidar, and any other means other than the stereo camera system can be applied.

FIG. 1 is an overall configuration diagram of an obstacle detection system according to the first embodiment. For example, a sensing system 201 including a stereo camera system as an image processing device is installed on the windshield of a vehicle 200. The sensing system 201 is connected to the vehicle information ECU 202, and the steering device 204 and the brake control device 205 can control steering and acceleration / deceleration according to instructions from the vehicle information ECU 202. For example, when obstacles 210 and 211 are detected, the positions of the obstacles 210 and 211 are detected by the sensing system 201, and the result of measuring the distance to the obstacles 210 and 211 is transmitted to the vehicle information ECU 202. If the vehicle information ECU 202 is likely to collide with obstacles 210 and 211, the vehicle information ECU 202 is a system capable of reducing the damage of the collision by instructing the brake control device 205 to brake or instructing the steering device 204 to steer. ..

2 and 3 are explanatory views of the positional relationship between the obstacle 301 and the vehicle 200. As shown in FIGS. 2 and 3, when the vehicle 200 approaches the obstacle 301 and passes in the vicinity of the obstacle 301 or on the obstacle 301 with the obstacle 301 in the blind spot, the sensing is performed as described above. The system 201 cannot detect the position or distance of the obstacle 301. However, as shown in FIG. 2, when the vehicle 200 and the obstacle 301 are on the flat road surface 302, even when the vehicle 200 approaches the obstacle 301 and the obstacle 301 enters the blind spot, the obstacle 301 and the obstacle 301 Since the positional relationship of the vehicle 200 (bottom surface) does not change from the relationship detected in advance by the sensing system 201 (in other words, the relationship detected in advance by the sensing system 201 can be used as it is), the vehicle can be seen from the road surface 302. If the height to the bottom of the 200 is lower than the height of the obstacle 301 from the road surface 302 (specifically, if it can be detected in advance that it is low), no collision will occur. However, in an actual road environment, as shown in FIG. 3, the road surface 303 has irregularities. In particular, there are often steps at the entrance and exit of the parking lot, and there are irregularities like the road surface 303, so that the vehicle 200 tilts. Therefore, even if it is determined in advance from the detection result of the positional relationship between the obstacle 301 and the vehicle 200 (bottom surface) that the vehicle 200 does not collide, when the vehicle 200 approaches the obstacle 301 and the obstacle 301 enters the blind spot. (For example, when the obstacle 301 enters the blind spot due to steering when turning left or right), the positional relationship between the obstacle 301 and the vehicle 200 (bottom surface) is detected in advance by the sensing system 201 due to the unevenness of the road surface 303. If the vehicle changes from, the vehicle 200 (bottom surface) may collide with the obstacle 301. That is, in order to determine whether or not to collide with the obstacle 301, it is necessary to determine the possibility of collision from the unevenness of the road surface 303 and the posture of the vehicle 200.

The sensing system 201 of the present embodiment mainly steers the vehicle 200 from a parking lot or a side road and enters a road while turning left or right (that is, accompanied by a curved route), or at an intersection or a T-junction. When entering the other road while steering the vehicle 200 from one road such as, turning left or right (that is, with a curved path), an obstacle of a size (height) that enters the blind spot as described above. This is a system that provides driving support (steering support) to avoid collision with the object 301.

(Structure explanation)
FIG. 4 is a diagram showing a configuration of a sensing system according to the first embodiment. The sensing system 201 mounted on the vehicle 200 includes a CPU 103, a memory 102, an image input unit 101, a distance measurement unit 100, an object detection unit 104, a position storage unit 105, a driving support processing unit 106, a route estimation unit 120, and an external input. It is composed of an output unit 110. Each component constituting the sensing system 201 is communicably connected via a communication line. The CPU 103 executes the arithmetic processing described below according to the instructions of the program stored in the memory 102.

The image input unit 101 is an interface for inputting data output by an external image data output device (not shown). In the case of a stereo camera, the distance can be obtained more accurately when synchronized images are input so that the left and right images are taken at the same time. The data input by the image input unit 101 is stored in the memory 102.

The distance measuring unit 100 corrects the mounting position, distortion due to the lens, etc. so that the left and right images input from the image input unit 101 are parallel, and calculates the parallax, which is the difference in the appearance of the two cameras for each pixel. , Calculate the distance for each pixel. The distance can be calculated from the parallax by measuring the distortion of the camera and the positional relationship between the lens, the image sensor, and the camera in advance (Formula 1).

The object detection unit 104 extracts an object area (corresponding to a position on the image) from the distance data (distance information) output from the distance measurement unit 100. The method of extracting the area of the object includes a method of grouping areas having a short distance, a method of detecting a pattern of a person or a car from the image data input from the image input unit 101, and the like. These calculations are performed by the CPU 103.

The method of acquiring and detecting the distance information of an object (obstacle) around the vehicle 200 is limited to the illustrated example as long as the distance (height) and the position of the object (obstacle) can be acquired and detected in association with each other. I can't.

The position storage unit 105 stores the distance information obtained from the distance measurement unit 100. Here, the position storage unit 105 stores the distance information obtained from the distance measurement unit 100 as the position information in which the distance (height) of the object (obstacle) and the position are associated with each other. The position storage unit 105 estimates how the vehicle has moved from vehicle information such as vehicle speed information, steering angle information, yaw rate information, or absolute position information input from the external input / output unit 110, and the vehicle own vehicle. Update and retain peripheral distance information. Since the unevenness of the road surface (see FIG. 3) can be restored from this distance information, it is possible to always grasp the unevenness information around the own vehicle. For example, in a camera mounted in front of a vehicle, the vicinity or the side of the camera is out of the angle of view of the lens (blind spot). Therefore, outside the angle of view of the image input unit 101, the unevenness around the own vehicle can be determined by continuously updating the information of the position storage unit 105.

The external input / output unit 110 is used for transmitting information between the sensing system 201 and other devices. For example, in the case of an automobile, a CAN (Car Area Network) can be connected to communicate with other devices. By connecting the user notification unit 150 composed of a display device, a speaker device, and the like to the driver, the driver can be alerted (described later). In particular, in the case of this embodiment, by notifying with a speaker device that emits a warning sound, it is possible to notify without interfering with the driver's left-right safety confirmation, which is preferable.

Here, the route of the vehicle 200 will be described. FIG. 6 shows an explanatory diagram of the route. In FIG. 6, 702 to 705 indicate the position of the own vehicle for each time, and an example is shown in which the own vehicle moves in the order of 702, 703, 704, 705 at each position where the time elapses from 702. 720 is an obstacle consisting of a low step, and it was possible to take a picture with the camera at the position 702 at _{time T 0 , but at the position 703 at time T 1} , it becomes a blind spot of the camera, and the obstacle 720 cannot be seen by the driver. 701 indicates the route of the own vehicle, and in this example, the route is a locus having the width of the vehicle. Reference numeral 710 is a lane marking line (center line, lane boundary line, etc.) on the road, and in the example of FIG. 6, an example of a broken white line is shown. Reference numeral 711 is a section on the road on which the route 701 (that is, the own vehicle) enters. In the example of FIG. 6, the own vehicle steers and turns left, and moves into the section 711 defined by the section line 710 in the order of positions 702, 703, 704, and 705 with the curved path 701. The obstacle 720 near the path 701 could be photographed by the camera at the position 702 at _{the time T 0} , but becomes a blind spot of the camera at the position 703 at the _{time T 1.} Therefore, by the own vehicle while avoiding collision with the obstacle 720 in the blind spot of the camera Turn left steering at position 703 at time T _1, it is desired to enter the compartment 711 on the road.

The route estimation unit 120 of the sensing system 201 determines which position the own vehicle is in based on the steering angle of the steering wheel, the state of the direction indicator, the speed of the vehicle, the yaw rate, the absolute position of the vehicle, etc., which are input from the external input / output unit 110. Predict whether it will pass. The route estimation unit 120 obtains a position from the current time to a few seconds ahead. Here, a plurality of paths assuming a case where the steering angle of the steering wheel is changed from the current steering angle are obtained. It should be noted that a plurality of routes may be obtained assuming that the speed and yaw rate of the vehicle are changed from the current values. The plurality of routes are collectively stored as a travelability route in the distance information held by the position storage unit 105 as a route.

From the distance information (position information) output from the position storage unit 105, the driving support processing unit 106 obtains vehicle parameters such as the height of the vehicle bottom surface and the positional relationship between the front and rear wheels held in the memory 102 in advance. Use it to calculate the difference in height between the obstacle and the vehicle. The driving support processing unit 106 may collide with an obstacle (that is, the route is obstructed) based on the difference between the position of the obstacle on the route (specifically, on the route stored in the distance information) and the height. If there is a possibility of a collision, the external input / output unit 110 warns the driver via the user notification unit 150 with a warning sound or a warning display. Further, the driving support processing unit 106 determines whether or not the vehicle collides with an obstacle even if the steering is started at the same time (that is, whether or not the route has become a route for avoiding the obstacle), and the driving support processing unit 106 determines on the route. When passing through a route near an obstacle, when it is determined that the vehicle does not collide with the obstacle even when steering is started, a warning sound is emitted from the external input / output unit 110 to the driver via the user notification unit 150. Notify with a warning display (in this example, notify by turning off the warning sound and warning display). As a result, when the vehicle 200 is steered to enter the road while turning left or right, and when the vehicle no longer collides with an obstacle even when the steering is started, the driver (passenger) is notified of the steering timing of the vehicle. .. For example, the path taken by the driver is calculated from the steering angle, etc. (route estimation unit 120), and a warning sound is emitted when approaching an obstacle, and steering may be started when the warning sound disappears. The driver can concentrate on left and right safety checks, proper speed control, and proper steering (steering timing). In particular, even for obstacles that have disappeared in the blind spot area, by using the distance information (position information) output from the position storage unit 105, the sensor that monitors the side surface and the posture and height of the vehicle Collision can be avoided without adding a sensor to measure.

(Operation explanation)
A series of operations will be described with reference to the flowchart of FIG. The camera and the subsequent processing shown in FIG. 5 are executed in a predetermined periodic processing, and a series of operations thereof will be described.

First, as step S1001, a camera image is acquired from the image input unit 101, and the distance measurement unit 100 calculates the distance of each pixel. Next, in step S1002, the object detection unit 104 detects an object (obstacle) from the distance information generated by the distance measurement unit 100.

Next, in step S1003, the position storage unit 105 stores the output result (distance information (position information)) of the object detection unit 104. In step S1003, the position of the obstacle and the small unevenness of the road surface are memorized. As for the memory of the unevenness, for example, it is assumed that the three-dimensional position information from the starting point located every 10 cm square is stored. The starting point may be determined by the current position information obtained from the external input / output unit 110 or when the power of the camera is turned on. The point cloud of these three-dimensional position information calculates and saves how much the vehicle has moved from the previous frame from the vehicle information such as the own vehicle speed, steering angle, yaw rate, and absolute position input from the external input / output unit 110. (Step S1004 (previous position update)). In step S1005, the route estimation unit 120 predicts the vehicle position after the time T has elapsed from the vehicle information such as the vehicle speed, steering angle, yaw rate, and vehicle position input from the external input / output unit 110. A route (a travelability route consisting of a plurality of routes) composed of those own vehicle positions is generated.

In step S1006, the driving support processing unit 106 has passed the route based on the information updated in step S1004 (previous position update) and the route obtained in step S1005 (travelability route generation). From the unevenness of the car tire and the road surface at that time, the position of hitting the obstacle is calculated, and whether or not the vehicle collides with the obstacle (that is, whether or not the route has become a route for avoiding the obstacle) is determined. The determination of whether or not a collision occurs is determined by whether or not the position of the obstacle is higher than the minimum ground clearance outside the vehicle. If there is a possibility of collision (S1007: Yes), the external input / output unit 110 notifies the user in step S1008. User notification is performed by the user notification unit 150 connected to the external input / output unit 110. For example, the user is notified by sounding a warning sound with a speaker as the user notification unit 150. If there is no possibility of collision even after the steering is started (S1007: No), the external input / output unit 110 notifies the user in step S1009. User notification is performed by the user notification unit 150 connected to the external input / output unit 110. For example, the user is notified by turning off the warning sound of the speaker as the user notification unit 150 (stops the ringing).

(Explanation of action and effect)
As described above, the sensing system 201 of the present embodiment uses the position storage unit 105 that stores the position information in which the height and the position of the obstacle around the vehicle are associated with each other, and the position information. It has a driving support processing unit 106 that provides driving support when the vehicle enters the road with a curved route, and the driving support is provided when the route becomes a route for avoiding the obstacle. , Including notifying the passenger of the steering timing of the vehicle.

According to this embodiment, the driver can know the timing of steering without colliding with an obstacle in the blind spot without troublesome operation. Further, the sensor for detecting an obstacle is, for example, only a sensor for monitoring the front, and the obstacle can be avoided.

[Example 2]
An example of driving assistance when entering a road from a parking lot in consideration of a lane marking will be described with reference to FIGS. 7 and 8.

In the second embodiment, the partition detection unit 107 is added in addition to the first embodiment. The section detection unit 107 detects the section 711 defined by the white line and the section line 710, which are the section lines 710 of the road shown in FIG. As a method for detecting a lane marking with a camera, there is a method of extracting an edge from an image and detecting a straight line. However, the method of detecting the lane marking and the lane marking is not limited to this. When the section can be detected, the driving support processing unit 106 avoids the obstacle so that the route fits within the detected section, that is, the route is in front of the section line on the road as shown in FIG. The driver is notified from the external input / output unit 110 via the user notification unit 150 so as to pass through. As a result, when the vehicle 200 is steered to enter the road while turning left or right, and when the vehicle no longer collides with an obstacle even when the steering is started, the route of the vehicle passing in front of the lane marking on the road. Notify the driver (passenger) of the steering timing.

The partition detection process is performed by the partition detection unit 107 at the timing of step S2001 in FIG. 8, for example. That is, in step S1007, it is determined that there is no possibility of collision (S1007: No), the partition detection unit 107 detects the partition in step S2001, and then the external input / output unit 110 notifies the user in step S2002. User notification is performed by the user notification unit 150 connected to the external input / output unit 110.

As described above, in the sensing system 201 of the present embodiment, in the driving support of the driving support processing unit 106, the obstacle is outside the route and the route is in front of the lane marking on the road. This includes notifying the passenger of the steering timing of the passing vehicle. Since the route can actually be expressed as a region having a certain width, the outside of the route can be expressed as the outside of the region through which the vehicle passes.

According to this embodiment, by using the detection result of the compartment detection unit 107, it is possible to avoid the danger that the steering becomes slow and the own vehicle (route) protrudes outside the compartment.

[Example 3]
An example of driving support when the user notification is divided into two stages to improve the route options when entering the road from the parking lot will be described with reference to FIG.

In the third embodiment, the route support unit 108 is added in addition to the second embodiment. When entering without protruding from the section while avoiding the obstacle, the solution of the route may be lost depending on the route to approach the vicinity of the obstacle. For example, if the vehicle goes too close to the obstacle 720 and goes to the road as shown in the route 721 of FIG. 10, the steering start timing for avoiding a collision is delayed due to the difference in the inner wheels of the vehicle, and as a result, the lane marking 710 (section 711) There is a situation where you cannot bend unless you stick out. Therefore, the route support unit (also referred to as the advance notification unit) 108 determines the route of the own vehicle from the position of the obstacle and the output result of the division detection unit 107, and the route 722 does not collide with the obstacle. When the vehicle is likely to be on the 721 side, the external input / output unit 110 notifies the driver via the user notification unit 150 once in front of the obstacle so as to be the route 722 with a warning sound or a warning display. By this notification, the driver (passenger) is notified of the position where the route options for turning left and right increase in front of the obstacle, and the driver (passenger) moves to the position where the route options for turning left and right increase in front of the obstacle. Guide the passenger). If the driver cannot determine whether to turn right or left without going beyond the compartment, inform the driver (passenger) of the position where there are many route options for turning left or right in front of the obstacle, or inform the driver (passenger) of the obstacle. The first support (that is, notification to the driver) is provided to guide the driver (passenger) to a position where there are many route options for turning left or right in front of the vehicle, obstacles can be avoided, and the driver can divide the area. The second support (that is, the same notification to the driver as in Examples 1 and 2) is performed at the timing when the vehicle can turn right or left without protruding, and by combining these supports, the route is surely contained in the section. be able to.

As described above, the sensing system 201 of the present embodiment includes a route support unit 108 that notifies or guides the passenger to a position where the route options for turning left or right increase in front of the obstacle.

According to this embodiment, it is possible to avoid the danger that the own vehicle (route) protrudes outside the section by improving (increasing) the route options by dividing the user notification into two stages.

[Example 4]
An example of driving assistance when there is another obstacle (moving body) when entering the road from the parking lot will be described with reference to FIGS. 11 and 12.

In the fourth embodiment, the moving object approach prediction unit 109 is added in addition to the third embodiment. The moving object approach prediction unit 109 predicts and determines whether or not a moving object such as an automobile, a bicycle, or a pedestrian will enter the route within the lane marking. As a prediction method, a moving body (vehicle, pedestrian, etc.) is detected by a camera, and the speed of the moving body is predicted. When the prediction results intersect on the route and there is a risk of the vehicle colliding with the moving body, the driving support processing unit 106 outputs a stop instruction instead of a steering instruction. When there is no danger of the vehicle colliding with the moving body, the driving support processing unit 106 tells the driver from the external input / output unit 110 so that the route is within the detected section while avoiding obstacles. Notify via the notification unit 150. The method of predicting a moving body is not limited to this.

The mobile collision determination process is performed by the mobile approach prediction unit 109 at the timing of step S4001 in FIG. 12, for example. That is, in step S1007, it is determined that there is no possibility of collision (S1007: No), and in step S2001, the division detection unit 107 detects the division, and then in step S4001, the moving body approach prediction unit 109 within the division line. Predicts and determines whether or not a moving object will enter the route of. If a moving body enters the route within the lane marking and there is a possibility of collision with the moving body (S4001: Yes), the external input / output unit 110 notifies the user in step S4002. User notification is performed by the user notification unit 150 connected to the external input / output unit 110. Further, in step S4002, a stop instruction is output from the external input / output unit 110. When the moving body does not enter the route in the lane marking and there is no possibility of collision with the moving body (S4001: No), the external input / output unit 110 notifies the user in step S4003 (that is, the first embodiment). Notification of steering timing similar to ~ 3). User notification is performed by the user notification unit 150 connected to the external input / output unit 110.

As a result, the collision can be avoided even if the driver does not notice the obstacle (moving object) at the risk of the collision. Further, even though the driver is aware of the danger of a collision, if the driving support processing unit 106 gives a steering instruction, the driver may be confused or distrust the system. Therefore, by using it in combination with the moving object approach prediction unit 109, it is possible to provide driving support with a more secure feeling.

As described above, the sensing system 201 of this embodiment includes a mobile body approach prediction unit 109 that predicts the presence or absence of a mobile body entering the route.

According to this embodiment, it is possible to avoid a collision with an obstacle (moving body) and to provide driving support with a more secure feeling.

[Example 5]
An example of providing driving support while reducing driver's operation in a multipurpose sensing system will be described with reference to FIG.

In the fifth embodiment, the scene determination unit 111 is added in addition to the fourth embodiment. The scene determination unit 111 determines whether or not driving assistance that avoids obstacles is necessary based on the position information of the position storage unit 105, the image of the camera, and the like. For example, it can be dealt with by detecting that the predicted path is close to an obstacle in the blind spot. When the scene determination unit 111 determines that driving assistance is required, it outputs a signal to start driving assistance to the driving assistance processing unit 106 to provide driving assistance as in the first to fourth embodiments. , Notify the status to the outside. In the case of a system equipped with a side camera module or display module, the signal from the scene judgment unit 111 is automatically displayed as an image, and the driving support result of alerting is superimposed on the position of the obstacle in the blind spot to make it clearer. Can tell the driver. In addition, since the system automatically determines, the driver does not need to operate, and the driver can concentrate on checking the safety on the left and right and operating the accelerator.

As described above, the sensing system 201 of the present embodiment determines the necessity of the driving support based on the position information and the route, and when it is determined that the driving support is necessary, the driving support is provided. A scene determination unit 111 that outputs a signal to start is provided.

According to this embodiment, it is possible to output a signal that matches the conditions and shift to automatic driving support.

[Example 6]
An example of driving assistance when operating in a system having a small amount of memory will be described with reference to FIG.

In the sixth embodiment, the position information area selection unit 112 is added in addition to the fifth embodiment. When the memory is small, it is effective to reduce the storage amount of the position storage unit 105. The position information area selection unit 112 limits (selects) the information stored in the position storage unit 105 to the area around the position of the object (obstacle) detected by the object detection unit 104. Further, the position information area selection unit 112 selects and stores the position information around the position of the obstacle in the order in which the positional relationship between the path estimated by the route estimation unit 120 and the obstacle is close to each other, and stores the position information in the memory, resulting in insufficient memory. In this case, the position information around the position of the obstacle that is far from the route is not stored. Thereby, the storage amount of the position storage unit 105 can be reduced by limiting and selecting the portion for storing the position information.

As described above, the sensing system 201 of this embodiment includes a position information area selection unit 112 that selects position information around the position of the obstacle in order of proximity to the path.

According to this embodiment, the memory can be saved by reducing the storage amount of the position storage unit 105 as the memory.

The present invention is not limited to the above-described examples, and includes various modifications. For example, the above-described embodiment has been described in detail in order to explain the present invention in an easy-to-understand manner, and is not necessarily limited to those having all the described configurations. Further, it is possible to replace a part of the configuration of one embodiment with the configuration of another embodiment, and it is also possible to add the configuration of another embodiment to the configuration of one embodiment. Further, it is possible to add / delete / replace a part of the configuration of each embodiment with another configuration.

Further, each of the above configurations may be partially or wholly configured by hardware or may be configured to be realized by executing a program by a processor. In addition, the control lines and information lines indicate those that are considered necessary for explanation, and do not necessarily indicate all the control lines and information lines in the product. In practice, it can be considered that almost all configurations are interconnected.

100 Distance measurement unit, 101 Image input unit, 102 Memory, 103 CPU, 104 Object detection unit, 105 Position storage unit, 106 Operation support processing unit, 107 Section detection unit (Example 2), 108 Route support unit (Example 3) ), 109 Moving object approach prediction unit (Example 4), 110 external input / output unit, 111 scene determination unit (Example 5), 112 position information area selection unit (Example 6), 120 route estimation unit, 150 user notification. Department, 200 vehicles, 201 sensing system

Claims (7)

A position storage unit that stores position information that associates the height and position of obstacles around the vehicle,
It has a driving support processing unit that provides driving support when the vehicle enters the road with a curved route by using the position information.
The driving support is a sensing system including notifying a passenger of the steering timing of the vehicle when the route becomes a route for avoiding the obstacle. The sensing system according to claim 1.
The driving assistance includes notifying the passenger of the steering timing of the vehicle in which the obstacle is outside the route and the route passes in front of the lane marking on the road. A sensing system that is outside the area through which the vehicle passes. The sensing system according to claim 1.
A sensing system including a route support unit that notifies or guides a passenger at a position where the route options for turning left or right increase in front of the obstacle. The sensing system according to claim 1.
A sensing system including a moving body approach prediction unit that predicts the presence or absence of a moving body entering the route. The sensing system according to claim 1.
A sensing system including a scene determination unit that determines the necessity of the driving support based on the position information and the route, and outputs a signal for starting the driving support when the driving support is determined to be necessary. The sensing system according to claim 1.
A sensing system including a position information area selection unit that selects position information around the position of the obstacle in order of proximity to the path. The sensing system according to claim 1.
The driving support sounds a warning sound when the route is a route that cannot avoid the obstacle, and turns off the warning sound when the route becomes a route that avoids the obstacle. A sensing system that notifies passengers of steering timing.

Images