JP3189711B2 - Vehicle front recognition device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a forward recognition device for a vehicle, and more particularly, to a forward recognition device capable of accurately grasping the position of an object ahead of a vehicle.

[0002]

2. Related Background Art In recent years, a forward recognition device that recognizes a vehicle or the like traveling ahead of a vehicle in place of human eyes has been developed and is being mounted on vehicles. In addition to an imaging camera such as a CCD camera, a radar apparatus of a laser radar system is also used as a front recognition means of such a front recognition apparatus because an object in front of the vehicle can be reliably recognized even at night or the like. Tend to be adopted.

Based on information from the imaging camera and the radar device, various traveling controls such as an inter-vehicle distance control for properly maintaining the inter-vehicle distance and a departure prevention control for preventing the vehicle from deviating from the traveling lane are performed. ing. by the way,
In such a front recognition device, the direction in which the radar device or the like faces may not always be the front direction of the vehicle depending on the mounting state when the radar device or the like is assembled. That is, the direction of the optical axis of the radar device or the like may not exactly match the direction of the longitudinal axis of the vehicle.

If the direction of the optical axis of the radar device or the like deviates from the longitudinal axis of the vehicle, the position of an object ahead of the vehicle cannot be correctly recognized, which is not preferable. That is, if the optical axis direction of the radar device or the like is shifted to the right from the longitudinal axis of the vehicle, for example, the forward recognition device erroneously recognizes an object located on the right front of the vehicle as being in front of the vehicle. There is a fear.

[0005] For this reason, it is necessary to improve the mounting accuracy of the radar device and the like periodically and to correct the mounting accuracy of the radar device and the like periodically or appropriately so as to eliminate the displacement in the optical axis direction due to vibrations during running of the vehicle. Can be considered. However, there is a problem that the correction is not easy, and it is necessary to make frequent corrections in order to increase reliability, which is troublesome.

Therefore, even when the optical axis of a radar device or the like is deviated, the position of an object ahead of the vehicle can be properly determined by regarding the longitudinal direction of the vehicle in a straight running state as optical axis data. Japanese Patent Application Laid-Open No. 7-120 discloses a device for enabling recognition.
No. 555, for example.

[0007]

However, in the apparatus disclosed in the above publication, the optical axis data is not updated unless the vehicle is in a straight running state. In other words, in the device disclosed in the above publication, when the road is slightly curved, the optical axis data is not updated, and, for example, the vehicle keeps traveling only on the road with continuous curves. In such a case, even if the optical axis is deviated due to vibration of the vehicle or the like, the optical axis data will not be updated for a long period of time. Therefore, such a device is not preferable because accurate control may not be performed when running control of the vehicle is performed using recognition information from a radar device or the like.

The present invention has been made in view of the above-mentioned circumstances, and an object of the present invention is to provide a vehicle forward recognition device capable of always accurately recognizing an object position ahead of the vehicle.

[0009]

In order to achieve the above object, according to the first aspect of the present invention, a vehicle behavior detecting means for detecting a behavior of a vehicle from a running state of the vehicle, and information from the vehicle behavior detecting means is provided. Based on how the vehicle travels during the predetermined period
Vehicle movement amount calculating means for calculating direction information , forward object recognizing means for recognizing an object in front of the vehicle, and forward object relative position recognition for recognizing a relative position to the object based on information from the forward object recognizing means. Means, a stationary object determining means for determining a stationary object ahead of the vehicle based on a calculation result by the vehicle moving amount calculating means and relative position information from the forward object relative position recognizing means, and information from the stationary object determining means. A movement trajectory calculating means for calculating a relative position movement trajectory of the stationary object ahead of the vehicle in the predetermined time period, a calculation result of the relative position movement trajectory of the stationary object by the movement trajectory calculation means, and the vehicle movement amount calculation Means for calculating the direction shift between the recognition direction axis of the front object recognition means and the front-rear axis of the vehicle based on the calculation result of the movement of the vehicle by the means. Calculation means; and position information correction means for correcting the relative position information recognized by the front object relative position recognition means based on the calculation result of the direction deviation amount by the direction deviation amount calculation means. And

Therefore, when there is a direction shift between the recognition direction axis of the front object recognition means and the front-rear axis of the vehicle,
Since the shifted recognition direction axis is regarded as the front-back axis of the vehicle, the relative position of the front object and the vehicle recognized by the front object relative position recognition means cannot be accurately grasped as it is, Even in such a case, the direction shift amount between the recognition direction axis of the front object recognizing unit and the front-rear axis of the vehicle is determined by the direction shift amount calculating unit regardless of the straight road or the curved road. The relative position information of the object in front of the vehicle, which is easily obtained by calculation based on the relative position movement trajectory of the stationary object and the information on the traveling direction of the vehicle by the vehicle movement amount calculation means, is recognized by the front object relative position recognition means. It is always corrected to an appropriate one.

Further, in the invention according to claim 2, the direction shift amount calculating means includes statistical processing means for statistically processing the distribution of the direction shift amount, and outputs a center of gravity value of the distribution as an optimum direction shift amount. It is characterized by. Therefore, the direction shift amount between the recognition direction axis of the front object recognizing means and the front-rear axis of the vehicle can be easily calculated by the direction shift amount calculating means, and the center of gravity of the distribution of the direction shift amount is determined by the statistical processing means in the optimum direction. Since the deviation amount is determined, even if the direction deviation amount varies due to the influence of an external noise signal or the like, the direction deviation amount is always appropriate, and the vehicle recognized by the forward object relative position recognition means is recognized. The position information of the object ahead is corrected very suitably.

[0012]

Embodiments of the present invention will be described below in detail with reference to the drawings. FIG. 1 shows a vehicle 1 on which a forward recognition device according to the present invention is mounted. As shown in the figure, a front portion of the vehicle 1 (for example,
A scanning laser radar (front object recognizing means) 2 is attached to a bumper section or the like with a fastener or the like.

The scanning laser radar 2 is a high-precision radar device capable of recognizing an object by irradiating a laser beam and recognizing a relative position of the object with respect to the laser radar 2. (E.g., 12 ° to 24 ° in the horizontal direction, 4 ° in the vertical direction) and irradiates a thin laser beam to measure distances in several hundred directions at equal intervals. Since such a scanning laser radar is known, a detailed description of its configuration is omitted here.

The vehicle 1 is provided in the cabin of the vehicle 1.
The steering column 12 of the steering wheel 10 for steering the pair of front wheels 4, 4 is provided with a steering wheel angle sensor 14 for detecting a steering angle, that is, a steering wheel angle θH. Further, a pair of wheel speed sensors 20, 20 for detecting the wheel speeds of the rear wheels 6, 6 are provided near the pair of rear wheels 6, 6, respectively. The pair of wheel speed sensors 20, 20 function as a vehicle speed sensor, that is, the pair of wheel speed sensors 20, 20,
The vehicle speed V can be detected based on the information from the vehicle (vehicle speed detecting means). Transmission (not shown)
May be provided with a shaft rotation sensor, and the vehicle speed V may be obtained based on information from the shaft rotation sensor.

Then, the scanning laser radar 2,
The steering wheel angle sensor 14 and the wheel speed sensors 20, 20 are C
Electronic control unit (E) consisting of PU, ROM, RAM, etc.
CU) 30 is electrically connected to the input side. on the other hand,
Various running control units 40 such as an inter-vehicle distance control system are connected to the output side of the ECU 30. The ECU 30
Is a main control unit that controls various controls related to the operation of the vehicle 1. Therefore, various sensors are connected to the input side of the ECU 30 in addition to the above, and various drive devices and control devices are also provided on the output side. It is connected.

In the following, the operation of the preceding vehicle recognition device configured as described above will be described. In the preceding vehicle recognition device, normally, for example, a preceding vehicle is recognized in front of the vehicle 1 by the laser radar 2 during traveling, and the recognition information is set to EC.
When supplied to the U30, the recognition information is processed by the ECU 30, the position of the preceding vehicle is recognized, and this position information is supplied to various traveling control units 40. Then, in the various traveling control units 40, traveling control such as inter-vehicle distance control is performed. In the inter-vehicle distance control, for example, acceleration / deceleration control of the vehicle speed V is performed, whereby the traveling safety of the vehicle 1 is maintained.

However, as described above, when the optical axis direction (recognition direction axis) of the laser radar 2 is deviated from the front-rear axis direction of the vehicle 1, an object in front of the vehicle 1 (hereinafter, referred to as the vehicle).
Position (referred to as the front object) cannot be correctly recognized. That is, the laser radar 2 normally has its optical axis direction within an allowable error range (for example, ± 0.5 deg) from the longitudinal axis of the vehicle 1.
Although it is attached to the vehicle 1 with high accuracy, if the optical axis is shifted left and right from the longitudinal axis of the vehicle 1 beyond the permissible error range due to a temporal change due to, for example, vehicle vibration, the forward recognition device Is assumed that the front-rear axis of the vehicle 1 coincides with the optical axis of the laser radar 2 and recognizes the position of the front object. Therefore, the front object is actually located on the right or left side of the front-rear axis of the vehicle 1. May be erroneously recognized as being in front of the vehicle 1. That is, if the direction of the optical axis of the laser radar 2 is deviated from the front-rear axis direction of the vehicle, the above-mentioned inter-vehicle distance control is desired to be performed on the road using the front recognition device. It is possible that the vehicle is incorrectly determined to be the preceding vehicle, and that accurate inter-vehicle distance control may not be performed.

Therefore, in the forward recognition device of the present invention, the deviation ψ of the optical axis of the laser radar 2 from the longitudinal axis of the vehicle 1 is accurately obtained, and this optical axis deviation ψ is added to the information from the laser radar 2. By doing so, the position of the object in front of the vehicle 1 is always accurately grasped. FIG. 2 is a block diagram showing a function of detecting the optical axis shift amount に お け る in the forward recognition device, and FIG. 3 is a block diagram showing the optical axis shift amount executed by the ECU 30 at a cycle of, for example, 150 msec. The flowchart of the calculation routine of ψ is shown. Hereinafter, a procedure for detecting the optical axis shift amount の of the forward recognition device according to the present invention will be described with reference to FIGS.

In step S10 of FIG.
0 is the vehicle speed information V from the wheel speed sensors 20 and 20 first.
And the handle angle information θH from the handle angle sensor 14 is read. And further, in step S12,
The recognition information from the laser radar 2 is read. Step S1
4, the vehicle behavior calculation unit (vehicle behavior detection means) in FIG.
At 50, the yaw rate γ and the vehicle center-of-gravity slip angle β, which are factors of the vehicle behavior, are calculated based on the vehicle speed information V and the steering wheel angle information θH. Here, the yaw rate γ is a yaw angular velocity when the vehicle 1 performs a yaw motion by operating a steering wheel or the like, and the vehicle center-of-gravity slip angle β
Is the angle between the longitudinal axis direction of the vehicle 1 and the traveling direction of the vehicle 1. Since the method of calculating the yaw rate γ and the vehicle center-of-gravity slip angle β is known, the description thereof is omitted here.

In the next step S16, the vehicle movement amount calculating unit (vehicle movement amount calculating means) 52 in FIG. 2 calculates the per unit time of the vehicle 1 based on the vehicle speed V, the yaw rate γ and the vehicle center of gravity slip angle β. , That is, the minute movement amounts Δx, Δy, of the vehicle 1 in each execution cycle (for example, 150 msec) of the routine viewed in the coordinate system (xy) on the ground.
Calculate Δφ. Here, Δx is the lateral direction of the vehicle 1, Δy
Is a minute movement amount in the front-rear direction, and Δφ is a minute rotation angle of the vehicle 1. Note that these small movement amounts Δx, Δ
The method of calculating y and Δφ is also known, and a description thereof will be omitted.

In the next step S18, on the other hand, on the basis of information from the laser radar 2, a stationary object in front of the vehicle 1, specifically, a pole-shaped reflector attached to a roadside in front of the vehicle 1 ( Hereinafter, the position of the delineator D) is obtained in the vehicle coordinate system (x′−y ′). Note that the vehicle coordinate system (x'-y ') is a system in which the optical axis of the laser radar 2 is viewed in the front-rear direction of the vehicle 1, that is, the y' axis. Is distinguished.

More specifically, in step S18, first, the front object recognition unit (front object relative position recognition means) in FIG.
At 60, the positions (relative positions) of all forward objects recognized by the laser radar 2 are recognized in the vehicle coordinate system (x'-y '). Then, the position information of these forward objects is sent to a stationary object determination processing unit (stationary object determining means) 62 next.

The stationary object determination processing section 62 determines the position information of the delineator D from the front objects recognized by the front object recognition section 60. Specifically, here, the position information of the forward object at the time of the previous execution of the routine by the laser radar 2 is compared with the current position information, and the position information of the vehicle in the coordinate system (x′−y ′) at this time is compared. The differences Δx ′ and Δy ′ are the minute movement amounts Δ of the vehicle 1 as viewed in the coordinate system (xy) on the ground.
Judgment is made based on whether they substantially match x and Δy. That is,
In the case of a stationary object, Δx ′, Δy ′ and Δx, Δy should substantially coincide with each other, and therefore Δx ′, Δy ′ and Δx, Δy
Is determined as a delineator D for a pole-shaped object having substantially the same values as. Then, only the position information determined to be the delineator D is sent to the next stationary object movement trajectory calculation unit 64.

At this time, the information of the delineator D determined by the stationary object determination processing unit 62 is not limited to one. Therefore, the information of all recognized delineators D is sent to the stationary object movement trajectory calculation unit 64 and processed. However, here, for the sake of simplicity, the description will be made assuming that there is one recognized delineator D.

The stationary object movement trajectory calculation unit (movement trajectory calculation means) 64 calculates the position information K1 of the current delineator D.
(X'1, y'1) and, for example, the position information K0 of the same delineator D at the time of execution (predetermined period) five times before this routine.
The movement trajectory (relative position movement trajectory) of the delineator D is obtained based on the difference from (x'0, y'0). Note that the determination of the identity of the delineator D is based on Δx ′, Δy ′ and Δx, Δy.
Is determined based on whether or not approximately matches.
That is, the delineators D in which the added values of Δx ′ and Δy ′ for the five executions of the routine and the added values of Δx and Δy for the five executions substantially match are regarded as the same.

Thus, K0 (x 'of the delineator D)
After the movement trajectory from (0, y'0) to K1 (x'1, y'1) is calculated, in the next step S20, an optical axis shift amount calculating unit (direction shift amount calculating means) 70 uses a laser radar. 2
Of the optical axis of the vehicle 1 and the longitudinal axis of the vehicle 1, that is, the optical axis deviation ず れ. Referring to the schematic diagram of FIG. 4, the actual recognition range of the laser radar 2 and the optical axis O when the optical axis O of the laser radar 2 is actually shifted by the angle ψ are shown by solid lines. The delineator D attached to the roadside in front of the vehicle 1 is shown as viewed in the actual vehicle coordinate system. Further, the actual movement trajectory in the vehicle coordinate system during five execution cycle periods of the optical axis deviation amount calculation routine of the delineator D is indicated by solid arrows.

FIG. 2 also shows a coordinate system (x'-
In y ′), the range assumed by the forward recognition device as the recognition range is indicated by a two-dot chain line, and the coordinate system (x′−y ′) of the vehicle is used.
Of the delineator D in the position K0 (x'0, y '
0) and K1 (x'1, y'1) are indicated by broken lines, and the trajectory of the delineator D from K0 (x'0, y'0) to K1 (x'1, y'1) is indicated by broken lines. Indicated by arrows.

Still referring to FIG.
With (x'0, y'0) as a base point, the estimated movement trajectory of the delineator D estimated based on the above-described vehicle behavior factor, that is, based on the movement amount of the vehicle 1, is also shown by a dashed line. Originally, the laser radar 2 is set so that the optical axis O of the laser radar 2 coincides with the y 'axis of the vehicle coordinate system (x'-y').
Is correctly installed, the estimated movement trajectory of the delineator D (dot-dash line) and the movement trajectory of the delineator D in the vehicle coordinate system (x'-y ') recognized by the laser radar 2 (dashed line) are completely Should match. However, when the optical axis O is shifted from the y ′ axis by an angle ψ, each movement trajectory (dashed line and broken line) is shifted by an amount corresponding to the angle よ う as shown in FIG. Become.

Therefore, in the forward vehicle recognition device of the present invention,
The shift amount の of the optical axis O of the laser radar 2 is detected by paying attention to the shift of each of these movement trajectories (dashed line and broken line). Hereinafter, a method of calculating the optical axis shift amount ψ will be described. When mathematically analyzing the relationship between the above-mentioned respective movement trajectories (dashed line and broken line), position information K0 (x'0, y'0) and K1 of the delineator D in the vehicle coordinate system (x'-y ') are obtained.
(X′1, y′1) and the sum (hereinafter referred to as ΔX, ΔY, ΔΦ) of each of the above five executions of the routine of Δx, Δy, Δφ in the coordinate system (xy) on the ground, and light The relationship of the following equation (1) is established between the axis shift amount ψ and the axis shift amount ψ based on the coordinate conversion equation.

Therefore, here, the optical axis shift amount 求 め る is obtained by solving the equation (1) for ψ.

[0031]

(Equation 1)

Here, R (-ψ) and R (ΔΦ) each represent a rotation matrix. Then, the optical axis shift amount ψ obtained as described above is sent to the statistical processing unit (statistical processing means) 72 in FIG.
It is stored as data in the AM for a certain period. More specifically, the data of the optical axis shift amount 蓄積 accumulated over a certain period as described above is processed as a graph of a frequency distribution as shown in FIG.

Originally, the optical axis shift amount 算出 calculated based on the position information of the delineator D should always be unambiguously determined as a specific value from the above equation (1). However, in practice, as shown in the figure, there is a variation in the optical axis shift amount ψ. This is because the position information may be affected by an external noise signal, and the optical axis shift amount 変 動 varies according to the external noise signal.

Therefore, as shown in step S22, the statistical processing section 72 statistically processes the optical axis shift amount と し て as a histogram shown in FIG. 5, and obtains the barycenter value ψc of the optical axis shift amount か ら from this histogram. And this center of gravity value,
That is, the optimal optical axis deviation amount (optimal direction deviation amount) {c} is finally output as the optical axis deviation amount ψ. Therefore,
The optical axis shift amount ψ is considered to be highly reliable.

When the optimum optical axis deviation amount Δc is obtained in this manner, the optimum optical axis deviation amount information Δc is sent to the position information correction unit (position information correction means) 80 in FIG. The position information correction unit 80 receives the front object position information of the preceding vehicle or the like from the front object recognition unit 60, and the position information correction unit 80 converts the front object position information into the optimal optical axis deviation. Correct according to the amount ψc. Thus, even if the optical axis of the laser radar 2 is deviated from the longitudinal axis of the vehicle 1, the position of the front object can always be accurately grasped.

Accordingly, FIG. 2 shows various traveling control units 40 such as an inter-vehicle distance control system. However, when the various traveling control units 40 are supplied with the position information of the preceding vehicle, etc. Cruise control can be performed. For example, regarding the inter-vehicle distance control system, a vehicle traveling ahead of the vehicle 1 on the same lane can be accurately grasped as a preceding vehicle without erroneously recognizing a vehicle in an adjacent lane as a preceding vehicle, Inter-vehicle distance control can be performed accurately regardless of the displacement of the optical axis of the laser radar 2.

As described above in detail, in the forward vehicle recognizing device of the present invention, even when the optical axis of the laser radar 2 is deviated from the longitudinal axis of the vehicle 1, the optical axis deviation ψ is calculated. It can be easily obtained. Therefore, it is possible to accurately grasp the position of the vehicle ahead without correcting the mounting state of the laser radar 2 itself. In particular,
In the forward vehicle recognition device of the present invention, the moving amount of the vehicle 1 is obtained from the factor of the vehicle behavior, and the optical axis deviation amount 軸 is obtained based on the moving amount, that is, the information (ΔX, ΔY, ΔΦ) of the traveling direction. Since it is possible (see Equation (1)), the optical axis deviation amount 常 に is always favorably obtained not only when the vehicle 1 is traveling on a straight road but also when traveling on a curved road. It is made possible.

Here, instead of using the optical axis deviation ψ obtained by the arithmetic processing as it is to correct the positional information of the preceding vehicle, the frequency distribution of the optical axis deviation ψ accumulated in the past fixed period ( Since the center of gravity value on the histogram), that is, the optimum optical axis shift amount {c} is adopted as the optical axis shift amount ψ, the calculated value of the optical axis shift amount に よ り may vary due to the influence of an external noise signal or the like. In addition, the optical axis deviation amount ψ can be made highly reliable, and various traveling controls such as inter-vehicle distance control, which are controlled based on information from the laser radar 2, are made more accurate.

In the above embodiment, the scanning laser radar 2 is used as the forward recognition means.
However, the same effect can be obtained by using an imaging device such as a CCD camera for the forward recognition means.

[0040]

As described in detail above, according to the vehicle front recognition apparatus of the first aspect of the present invention, the direction of the recognition direction of the front object recognition means and the front and rear axis of the vehicle are deviated. In such a case, the direction shift amount calculating means calculates the direction shift amount between the recognition direction axis of the front object recognizing means and the front-rear axis of the vehicle, regardless of a straight road or a curved road, by moving the relative position of the stationary object by the moving path calculating means. The relative position information of the object ahead of the vehicle, which can be easily obtained by calculation based on the trajectory and the information of the traveling direction of the vehicle by the vehicle movement amount calculating means, is always correct. Can be corrected. Therefore,
For example, even when running control such as inter-vehicle distance control is performed using the position information of the preceding vehicle, the position of the preceding vehicle can always be accurately grasped, and appropriate running control can be realized.

According to the vehicle front recognition apparatus of the second aspect, the direction deviation amount between the recognition direction axis of the front object recognition means and the front-rear axis of the vehicle can be easily obtained by the direction deviation calculation means. In addition, since the center of gravity value of the distribution of the direction shift amount is determined as the optimum direction shift amount by the statistical processing means, even if the direction shift amount varies due to the influence of an external noise signal or the like, the direction shift amount is always determined. The position information of the object ahead of the vehicle recognized by the forward object relative position recognition means can be corrected very suitably.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram of a forward recognition device mounted on a vehicle.

FIG. 2 is a block diagram showing a function of detecting an optical axis shift amount of the forward recognition device according to the present invention.

FIG. 3 is a flowchart illustrating an optical axis shift amount calculation processing routine;

FIG. 4 is a schematic diagram for explaining a method of calculating an optical axis shift amount.

FIG. 5 is a diagram illustrating a histogram of an optical axis shift amount.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Vehicle 2 Scanning laser radar (forward object recognition means) 14 Handle angle sensor 20 Wheel speed sensor 30 Electronic control unit (ECU) 40 Various traveling control units 50 Vehicle behavior calculation unit (Vehicle behavior detection means) 52 Vehicle travel distance calculation unit (Vehicle movement amount calculation means) 60 Forward object recognition unit (Front object relative position recognition means) 62 Stop object determination processing unit (Stop object determination means) 64 Stop object movement trajectory calculation unit (Motion trajectory calculation means) 70 Optical axis deviation amount Calculation unit (direction shift amount calculation means) 72 Statistical processing unit (statistical processing means) 80 Position information correction unit (position information correction means) D Delineator (stop object)

────────────────────────────────────────────────── ─── Continuation of the front page (56) References JP-A-9-281239 (JP, A) JP-A-7-209414 (JP, A) JP-A-6-160510 (JP, A) JP-A-7-281 120555 (JP, A) (58) Fields investigated (Int. Cl. ⁷ , DB name) G01S ⁷ /00-7/51 G01S 17/00-17/95 G01S 13/00-13/95

Claims (2)

(57) [Claims] 1. A vehicle behavior detecting means for detecting a behavior of a vehicle from a traveling state of the vehicle, and a vehicle moving amount calculating means for calculating information on a traveling direction of the vehicle during a predetermined period based on information from the vehicle behavior detecting means. Forward object recognizing means for recognizing an object in front of the vehicle; forward object relative position recognizing means for recognizing a relative position to the object based on information from the front object recognizing means; A stationary object determining unit that determines a stationary object ahead of the vehicle based on the result and the relative position information from the forward object relative position recognizing unit. Based on the information from the stationary object determining unit, the stationary object ahead of the vehicle is A moving path calculating means for calculating a relative position moving path in a predetermined period; a calculation result of a relative position moving path of the stationary object by the moving path calculating means; A direction shift amount calculating unit that calculates a direction shift amount between the recognition direction axis of the front object recognizing unit and the front-rear axis of the vehicle based on a calculation result of the moving amount of the vehicle by the moving amount calculating unit; A position information correcting unit for correcting the relative position information recognized by the forward object relative position recognition unit based on a calculation result of the direction shift amount by the calculation unit; . 2. The method according to claim 1, wherein the direction shift amount calculating unit includes a statistical processing unit that statistically processes the distribution of the direction shift amount, and outputs a centroid value of the distribution as an optimum direction shift amount. 2. The forward recognition device for a vehicle according to claim 1.