JP4885793B2 - Obstacle monitoring device - Google Patents

Description

  The present invention relates to an obstacle monitoring apparatus that recognizes an obstacle imaged by a vehicle-mounted camera with a camera field of view directed to the front or side of the vehicle and notifies the obstacle to the driver of the vehicle. The present invention relates to an obstacle monitoring device that can reduce a burden on a person and avoid a dangerous situation to sufficiently exert the effect of vehicle periphery monitoring.

  Conventionally, by displaying an image picked up by a camera provided in the front of the vehicle, other obstacles such as other vehicles or pedestrians existing in front of the vehicle or in the traveling direction can obstruct the running of the host vehicle. Devices have been proposed that allow the driver to recognize

  For example, in Patent Document 1, the troublesome operation of the driver is reduced by automatically displaying an image of the left and right side field of view of the host vehicle based on the detection result of the traveling environment of the host vehicle. Discloses a vehicle peripheral visual recognition device that assists in ensuring safety of the left and right side field of view of the host vehicle.

  Further, Patent Document 2 discloses a vehicle periphery visual recognition device that displays an image of an obstacle when it is detected that the distance between the own vehicle and the obstacles on both the left and right sides of the own vehicle is equal to or less than a reference value. Is disclosed.

  Patent Document 3 discloses a display screen of a display device when the position information of the host vehicle acquired from the car navigation device is a predetermined position and the vehicle speed is equal to or lower than a predetermined value and the brake is applied. Discloses a vehicle side monitoring device that forcibly switches and displays peripheral images on the left and right sides of the vehicle.

  Further, in Patent Document 4, while a left and right image of the vehicle is acquired and stored by a left and right monitoring camera arranged at the front of the vehicle, other vehicles and pedestrians at an intersection where the vehicle enters are stored. Based on information such as presence / absence, the display screen of the display device is divided at a predetermined ratio to display a left-right image of the vehicle, thereby allowing the driver to recognize the approach of another vehicle or a pedestrian in advance. A possible vehicle periphery monitoring device is disclosed.

  Further, in Patent Document 5, when the vehicle speed is equal to or lower than a predetermined value and the position information of the own vehicle acquired from the car navigation device is information indicating an intersection, the traveling of the own vehicle existing in the vicinity of the intersection A nose view device is disclosed that displays a peripheral image on the left and right sides of the vehicle on the display screen of the display device when the situation is an obstacle.

JP-A-10-264722 JP 2001-315575 A Japanese Patent No. 3417134 JP 2006-119904 A JP 2004-322797 A

  However, in the conventional techniques represented by Patent Documents 1 to 5, since the camera field of view for monitoring the left and right sides of the vehicle is fixed, a blind spot is generated in the camera field of view depending on the traveling direction of the vehicle, and an obstacle is detected. In some cases, it was not possible to fully demonstrate the effect of vehicle periphery monitoring.

  Moreover, the prior art represented by the said patent documents 1-5 only displayed the camera image on the monitor, and identification of the danger which exists in the display image was left to the driver | operator. For this reason, the driver pays attention to the monitor screen without looking directly at the outside of the vehicle, which is a burden on the driver and a dangerous situation.

  The present invention has been made to solve the above problems (problems), and in vehicle periphery monitoring, while avoiding dangerous situations while reducing the burden on the driver, the effect of vehicle periphery monitoring is sufficiently achieved. An object of the present invention is to provide an obstacle monitoring device that can be exhibited.

  In order to solve the above-described problems and achieve the object, the present invention provides an image of an image captured by an in-vehicle camera in which a camera field of view is directed to the front or side of the vehicle according to the vehicle speed of the vehicle. In the obstacle monitoring device that displays and notifies on the display screen of the predetermined image display device when the obstacle is recognized around the vehicle, the obstacle is detected regardless of the vehicle speed of the vehicle. It has a reporting means for displaying and notifying on the display screen of the image display apparatus.

  Further, according to the present invention, in the above invention, when the obstacle is recognized, the risk of collision with the vehicle is high based on at least one of a relative position of the obstacle to the vehicle or a relative speed of the vehicle. A risk determination unit that determines whether or not the vehicle is greater than or equal to a predetermined value; and the notification unit determines whether the risk of collision between the obstacle and the vehicle is high by the risk determination unit. When it is determined that the value is equal to or greater than a predetermined value, the obstacle is highlighted in a distinguishable manner on the display screen of the image display device, regardless of the vehicle speed of the vehicle.

  Further, the present invention provides the braking device for a vehicle according to the above invention, wherein when the risk determination means determines that the risk of collision between the obstacle and the vehicle is greater than or equal to the predetermined value. And drive limiting means for controlling the driving device to limit driving of the vehicle.

  Further, the present invention is the above invention, wherein the risk determination means determines the risk of collision between the vehicle and the obstacle based on information acquired from a car navigation device included in the vehicle. Features.

  Further, the present invention is characterized in that, in the above invention, the risk determination means determines the risk of collision between the vehicle and the obstacle based on road traffic information acquired from the outside.

  Further, in the present invention according to the above-mentioned invention, the risk determination means may determine a risk of collision between the vehicle and the obstacle when the number of times the obstacle is recognized in a predetermined unit time is equal to or more than a predetermined number. It is characterized by determining the height higher.

  In addition, the present invention is characterized in that, in the above-mentioned invention, the risk determination means holds a determination result obtained by determining a higher risk of collision between the vehicle and the obstacle for a predetermined time.

  Further, the present invention provides the camera field angle control means for controlling an angle formed by the camera field of view with the front direction of the vehicle in accordance with the speed or traveling direction of the vehicle when the obstacle is not recognized. The camera viewing angle control means controls the angle of the vehicle to a predetermined angle or more by controlling the angle when the vehicle speed is less than a predetermined speed and the traveling direction is a predetermined direction. When the speed of the vehicle is greater than or equal to the predetermined speed and the traveling direction is different from the predetermined direction, the angle of view of the vehicle is controlled to be less than the predetermined angle. It is directed to the front of.

  Further, the present invention is the above-described invention, wherein the in-vehicle camera has a camera field of view directed to the left side of the vehicle, a first in-vehicle camera that forms a first angle with the traveling direction, and the right side of the vehicle. And at least a second vehicle-mounted camera that is directed to the camera field and forms a second angle with the traveling direction, wherein the camera field angle control means is configured such that the speed of the vehicle is less than a predetermined speed and the traveling direction is a predetermined direction. The first angle and the second angle are controlled to be equal to or greater than the predetermined angle, and the camera view of the in-vehicle camera in which the camera view is directed in the traveling direction is the front direction of the vehicle. Control is performed so that an angle formed by a camera field of view of the in-vehicle camera in which the camera field of view is directed in a direction different from the traveling direction rather than an angle with a front direction of the vehicle is increased.

  According to the present invention, when an obstacle is recognized, the obstacle is displayed on the display screen of a predetermined image display device and notified regardless of the vehicle speed. There is an effect that it is possible to reliably perform.

  Further, according to the present invention, when it is determined by the risk determination means that the risk of collision between the obstacle and the vehicle is greater than or equal to a predetermined value, the image display device Since the obstacle is highlighted on the display screen so as to be identifiable and notified, it is possible to notify the obstacle more easily.

  Further, according to the present invention, when it is determined that the degree of risk of collision between the obstacle and the vehicle is equal to or higher than a predetermined value, the vehicle is driven by controlling the braking device and the driving device of the vehicle. Therefore, the collision with obstacles existing around the vehicle is automatically avoided by restricting the driving of the vehicle, so that the collision with the obstacle due to human error can be prevented.

  Further, according to the present invention, the risk determination means determines the risk of collision between the vehicle and the obstacle based on information acquired from the car navigation device provided in the vehicle. It is possible to determine the degree of risk with higher accuracy based on the road conditions and surrounding conditions.

  Further, according to the present invention, since the risk of collision between the vehicle and the obstacle is determined based on road traffic information acquired from the outside, the risk is based on road traffic information such as traffic congestion or lane restrictions due to construction. This makes it possible to perform the determination with higher accuracy.

  Further, according to the present invention, the risk determination means determines a higher risk of collision between the vehicle and the obstacle when the number of times the obstacle is recognized in the unit time is a predetermined number or more. Therefore, there is an effect that the higher the frequency of obstacle recognition, the higher the risk determination and the higher the risk recognition.

  Further, according to the present invention, the risk determination means holds the determination result obtained by determining the higher risk of collision between the vehicle and the obstacle for a predetermined time, so that the obstacle recognition frequency is high. It is possible to hold the determination result of the degree of risk determined to be very high, and to make it possible to more continuously recognize the danger.

  According to the present invention, the angle that the camera view forms with the front direction of the vehicle is controlled according to the speed or the traveling direction of the vehicle. There is an effect that it becomes possible to monitor obstacles existing in the vicinity. The camera view angle control means controls the angle to a predetermined angle or more to move the camera view to the side of the vehicle when the speed of the vehicle is less than a predetermined speed and the traveling direction becomes a predetermined direction. When the vehicle speed is equal to or higher than the predetermined speed and the traveling direction is different from the predetermined direction, the angle of view is controlled to be less than the predetermined angle so that the camera field of view is directed to the front of the vehicle. Therefore, there is an effect that it is possible to appropriately secure the camera field of view in front of or to the side of the vehicle according to the speed of the vehicle and to monitor obstacles existing around the vehicle.

  Further, according to the present invention, the camera view angle control means controls the first angle and the second angle to be equal to or greater than the predetermined angle when the traveling direction becomes the predetermined direction, and the camera is moved in the traveling direction. The angle formed by the camera view of the in-vehicle camera with the camera view directed in a direction different from the traveling direction is greater than the angle formed by the camera view of the vehicle-mounted camera with the view directed toward the front direction of the vehicle. Therefore, the camera field of view is appropriately secured forward or to the side of the vehicle according to the traveling direction of the vehicle, and the camera field of view is changed to a direction that becomes a blind spot depending on the traveling direction of the vehicle. There is an effect that it becomes possible to efficiently monitor obstacles existing around the vehicle.

  Embodiments according to the obstacle monitoring apparatus of the present invention will be described below in detail with reference to the accompanying drawings. In the following embodiments, it is assumed that two surveillance cameras are provided at the front of the vehicle. In this case, the two monitoring cameras are a left monitoring camera whose camera field of view is directed to the left side of the vehicle and a right monitoring camera whose camera field of view is directed to the right side of the vehicle. The left surveillance camera and the right surveillance camera usually direct their camera view toward the left side and the right side of the vehicle, but when a predetermined condition is satisfied (for example, the vehicle speed is equal to or higher than a predetermined speed, etc.) Can be changed from the left side and the right side to the front of the vehicle. That is, the left surveillance camera and the right surveillance camera can change the camera field of view arbitrarily by controlling the direction of the camera.

  In the following embodiments, the obstacle recognized by the obstacle monitoring apparatus is assumed to be a pedestrian or another vehicle. However, the present invention is not limited to this, and the obstacle may be a general object that obstructs the course of the host vehicle and may come into contact with the host vehicle.

  Embodiment 1 according to the present invention will be described below with reference to FIGS. In the first embodiment, the obstacle of the vehicle is recognized from the left and right side or front images of the vehicle imaged by the monitoring camera, the risk of contact between the obstacle and the host vehicle is determined, and the risk is predetermined. In this embodiment, when the value is equal to or greater than the value, the driver is notified of the danger and the driving of the vehicle is restricted. When taking a left or right side or front image of the vehicle with the monitoring camera, if the vehicle speed is not equal to or higher than the predetermined value and the tire steering angle is equal to or higher than the predetermined value, the camera field of view of the monitoring camera is When the vehicle speed is greater than or equal to a predetermined value or the tire steering angle is not greater than or equal to the predetermined value, control is performed so that the camera view of the monitoring camera is directed forward of the host vehicle.

  First, the configuration of the obstacle monitoring apparatus according to the first embodiment will be described. FIG. 1 is a diagram illustrating the configuration of the obstacle monitoring apparatus according to the first embodiment and the network configuration of a related in-vehicle apparatus. As shown in the figure, in the vehicle 1, an obstacle monitoring device 10, a car navigation device 20 a, a traffic information receiving device 20 b that receives traffic information such as VICS (registered trademark), and a front portion of the vehicle 1. A left-side monitoring camera 30a configured to capture an obstacle by setting a camera field of view from the front side to the left side of the vehicle 1, and also provided between the front side and the right side of the vehicle 1 provided in the front part of the vehicle 1 A right-side monitoring camera 30b that sets the camera field of view and images an obstacle, an outfitting system control unit 40 that controls an electrical equipment group of the vehicle, and an engine control apparatus 50 that controls the electronic fuel injection of the engine (Controller Area Network) 2 are connected to be able to communicate with each other.

  The obstacle monitoring device 10 is a device that recognizes an obstacle included in an image captured by the left monitoring camera 30a or the right monitoring camera 30b (hereinafter collectively referred to as the monitoring camera 30). The obstacle monitoring apparatus 10 includes a display unit 11a that is a display unit such as a display device, a sound generation unit 11b that is a sound generation unit such as a speaker, a storage unit 12, and a control unit 13.

  The storage unit 12 is a storage unit that further includes an obstacle image pattern data storage unit 12a. In the obstacle image pattern data storage unit 12a, as shown in FIG. 2, “image pattern data” and “image pattern data” are stored in association with each other in the image pattern data table. The “image pattern name” is a name for identifying an obstacle. In the example of FIG. 2, there are “pedestrian” and “vehicle”. “Pedestrian image pattern data” and “vehicle image pattern data” are associated with these as “image pattern data”.

  “Image pattern data” is image data for extracting a specific image pattern from an image captured by the monitoring camera 30. “Image pattern data” is an image pattern specific to an image when the likelihood of matching by pattern matching with at least a part of the image captured by the monitoring camera 30 is a predetermined value or more (for example, 90% or more). Is determined to be included. In this way, it is possible to recognize what image (“pedestrian” or “vehicle”) is included in at least a part of the image captured by the monitoring camera 30.

  In FIG. 2, only one “image pattern data” corresponds to one “image pattern name”, but there are various patterns in the forms and modes of “pedestrian” and “vehicle”. Therefore, a plurality of “image pattern data” may correspond to one “image pattern name”.

  The control unit 13 is a control unit that controls the entire obstacle monitoring apparatus 10, and as a configuration particularly related to the first embodiment, a camera view angle control unit 13a, an obstacle recognition unit 13b, and a risk determination unit. 13c, a risk notification control unit 13d, a drive restriction control unit 13e, and a display control unit 13f.

The camera view angle control unit 13 a is a control unit that controls the camera view angle of the monitoring camera 30. As shown in FIG. 3, the angle of the camera view of the monitoring camera 30 is the angle formed by the center line of the traveling direction of the vehicle 1 and the camera view of the left monitoring camera 30a (hereinafter referred to as the left monitoring camera view). _1. These θ ₁ and θ ₂ when the angle formed by the traveling direction of the vehicle 1 and the center line of the camera view of the right monitoring camera 30b (hereinafter referred to as the right monitoring camera view) is θ ₂ .

By controlling the above-described θ ₁ and θ ₂ by the camera view angle control unit 13a, the camera view of the monitoring camera 30 can be changed from the front of the vehicle 1 to the left and right sides as shown in FIG. . For example, if θ ₁ and θ ₂ are both about 0 [°], the left surveillance camera view and the right surveillance camera view can be directed to the front of the vehicle 1. On the other hand, for example, if both θ ₁ and θ ₂ are about 90 °, the left monitoring camera view can be directed to the left side of the vehicle 1, and the right monitoring camera view is directed to the right side of the vehicle 1. Is possible. In this way, it is possible to control the surveillance camera field of view by changing each of θ ₁ and θ ₂ between approximately 0 [°] and 90 [°].

Needless to say, the above-described θ ₁ and θ ₂ are not necessarily the same, and can be individually controlled according to the situation where the vehicle 1 is placed. As shown in FIG. 5, in the situation where the vehicle 1 turns to the right, the left side opposite to the right turn direction of the vehicle 1 tends to be a blind spot, but the left surveillance camera 30a with the camera field of view directed to the opposite side of the traveling direction. By controlling the camera view angle θ ₁ and the camera view angle θ ₂ and θ ₁ > θ _{2 of} the right monitoring camera 30b with the camera view directed toward the traveling direction, the blind angle of the camera view is reduced. It becomes possible to do. What is necessary is just to control (theta) ₁ and (theta) ₂ in the condition where the vehicle 1 turns left so that it may become (theta) ₁ <(theta) ₂ .

Further, the camera view angle control unit 13a controls θ ₁ and θ ₂ based on at least one of the vehicle speed or the tire steering angle of the vehicle 1. The vehicle speed of the vehicle 1 can be acquired from the vehicle speed sensor 40 a of the outfit system control unit 40. Further, the tire steering angle can be acquired from the tire steering angle detection unit 40b of the outfit system control unit 40. The tire steering angle refers to an angle formed by a tire steered by a steering operation with the front direction of the vehicle 1. For example, if the vehicle speed is a high speed equal to or higher than a predetermined value, it is estimated that the vehicle 1 is traveling straight, so it is important to focus on the obstacles ahead of the vehicle 1. For this reason, when θ ₁ and θ ₂ are set to about 0 [°] when the vehicle speed is equal to or higher than a predetermined value, the possibility of recognition of an obstacle ahead is further increased.

On the other hand, when the vehicle speed is a low speed less than a predetermined value and the tire steering angle is a predetermined value or more, it is estimated that the vehicle 1 is turning left or right. It is important to focus on obstacles. For this reason, when the vehicle speed is a low speed less than a predetermined value and the tire steering angle is equal to or greater than the predetermined value, if θ ₁ and θ ₂ are set to about 90 °, recognition of obstacles on the left side or the right side is recognized. More possibilities.

  The obstacle recognizing unit 13b performs image pattern matching between at least a part of the image captured by the monitoring camera 30 and "image pattern data" stored in the obstacle image pattern data storage unit 12a. An image recognition processing unit. In addition, the obstacle recognition unit 13b, based on the obstacle image recognition result, the relative positional relationship between the vehicle 1 and the obstacle, the distance between the vehicle 1 and the obstacle, the relative speed of the obstacle with respect to the vehicle 1, and the like. Is estimated.

  As for the relative positional relationship between the vehicle 1 and the obstacle, the three-dimensional position (distance / direction) of the obstacle can be estimated from the coordinate position on the image. For example, when the obstacle is near the center of the surveillance camera field of view, it can be estimated that the obstacle is located in the traveling direction of the vehicle, and when the obstacle is at a position off the center of the surveillance camera field of view, It can be estimated that the obstacle is located on the left and right sides of the vehicle. Further, the distance between the obstacle and the vehicle 1 can be estimated from the image size of the captured obstacle. Moreover, it is possible to estimate the relative speed of the obstacle with respect to the vehicle speed of the vehicle 1 acquired from the vehicle speed sensor 40a by using a method such as a moving stereo method or an optical flow.

  The risk determination unit 13c determines the risk of contact between the obstacle and the vehicle 1 based on the image recognition result by the obstacle recognition unit 13b. For example, it is determined that the risk is higher as the total value obtained by scoring the relative positional relationship between the vehicle 1 and the obstacle, the distance between the vehicle 1 and the obstacle, and the relative speed of the obstacle with respect to the vehicle 1 is larger. Also good. In this case, the risk level is evaluated in 10 stages of 1 to 10. The closer to 1, the lower the risk level, and the closer to 10, the higher the risk level. Then, when the evaluated risk exceeds a predetermined threshold (for example, risk 5), it is determined that the danger notification to the driver is necessary. In this way, obstacles such as pedestrians and other vehicles move differently depending on the surrounding environment and situation, so even if they are located at the same position, the risk indicator is different and alerts the driver By changing the level, the danger notification effect can be further enhanced.

  Based on the risk determination result by the risk determination unit 13c, the risk notification control unit 13d displays an image of the surroundings of the vehicle 1 including an obstacle on the display unit 11a, and the sound generation unit 11b communicates with the obstacle. Control is performed to emit a sound to notify the danger of contact. In this manner, by selectively performing image display and sound generation based on the risk determination result by the risk determination unit 13c, only the necessary danger information is notified to the driver, thereby reducing the burden on the driver. It becomes possible to do.

  The drive restriction control unit 13e detects a detection result of a tire steering angle detection unit 40b, which will be described later, when the risk level determination unit 13c determines that the risk level is equal to or greater than a predetermined threshold value and the driver needs to be notified of the risk level. When the traveling direction of the vehicle 1 estimated based on the vehicle and the obstacle existing direction based on the relative positional relationship between the vehicle 1 and the obstacle estimated by the obstacle recognition unit 13b coincide with each other, engine control is performed. The throttle control unit 50a of the device 50 is controlled to limit energy supply to the prime mover of the vehicle 1, and the brake control unit 40c of the outfit system control unit 40 is controlled to increase the brake hydraulic pressure to brake the traveling of the vehicle 1. Take control. Thereby, when there is an obstacle in the traveling direction of the vehicle 1, it is possible to prevent a human error that the vehicle 1 and the obstacle come into contact with each other.

  When the vehicle speed of the vehicle 1 becomes less than a predetermined value (for example, 20 km / h), the display control unit 13f displays the image of the monitoring camera 30 on the display unit 11a regardless of the recognition of the obstacle. Furthermore, if the obstacle is recognized, the recognized obstacle is displayed on the display unit 11a regardless of the vehicle speed of the vehicle 1. At this time, the recognized obstacle is displayed on the display unit 11a when the risk is determined to be higher than a predetermined position according to the risk determination result by the risk determination unit 13c. For example, when the vehicle speed is 25 km / h, conventionally, the pedestrian is not displayed on the display unit 11a. However, according to the first embodiment, for example, even when the vehicle speed is 25 km / h, the pedestrian is recognized. Since it displays on the display part 11a, the contact accident by jumping out etc. can be prevented beforehand irrespective of a vehicle speed.

  The display control unit 13f is configured to frame or zoom in the image display on the display unit 11a for an obstacle that has been determined by the risk level determination unit 13c to have a risk level equal to or greater than a predetermined threshold value and to notify the driver of the risk level. It is highlighted by an up (enlarged) display, etc., and control is performed to make it easier for the driver to recognize. In addition, the effect of the danger notification is improved by changing the display mode according to the risk level, and performing the emphasis display and sound generation that are easier to recognize when the risk level is higher.

  Next, an outline will be described in which an obstacle monitoring apparatus according to the first embodiment recognizes an obstacle in front or left and right sides of the vehicle and displays the obstacle on the display screen of the display unit 11a. FIG. 6 is a diagram for explaining an outline in which an obstacle is recognized and the obstacle is displayed on the display screen of the display unit 11a. As shown in the figure, the obstacle recognition unit 13b recognizes an obstacle included in the front or left and right side images of the vehicle 1 captured by the left monitoring camera 30a and the right monitoring camera 30b. Based on the recognition result, the risk determination unit 13 c determines the risk of contact between the obstacle and the vehicle 1. Then, the obstacle is displayed on the display screen of the display unit 11a according to the risk level of the obstacle that is the recognition target of the obstacle recognition unit 13b.

  Note that the image display on the display unit 11a may be a continuous one-screen display when the image from the left monitoring camera view and the image from the right monitoring camera view are continuous. In addition, when the image from the left monitoring camera view and the image from the right monitoring camera view are not continuous, the display screen of the display unit 11a may be divided into left and right parts. In this case, an image including an obstacle may be displayed in an enlarged manner from among the image from the left monitoring camera view and the image from the right monitoring camera view. Or it is good also as displaying only the image containing an obstruction on the display screen of the display part 11a among the image by the left surveillance camera view, and the image by the right surveillance camera view. Alternatively, instead of using two surveillance cameras 30, one surveillance camera may be used, and a camera view of one surveillance camera may be simultaneously secured on the left and right sides using image reflection by a mirror. Good. In this case, the angle of view of the camera is determined by controlling the mirror mounting angle.

  Next, an outline of how obstacles are identified and displayed by the display control unit 13f of the obstacle monitoring apparatus according to the first embodiment will be described. FIGS. 7A to 7C are diagrams for explaining an overview of how obstacles are identified and displayed by the display control unit 13f. FIG. 7A illustrates an original image in which an obstacle is normally displayed on the display screen of the display unit 11a.

  As shown in FIG. 7-2, the display control unit 13f can perform highlighting on the original image in FIG. 7-1 by surrounding a pedestrian as an obstacle in the figure with a frame. . Further, as shown in FIG. 7-3, the display control unit 13f can zoom up (enlarge) the portion surrounded by the frame in FIG. 7-2. In this way, the driver can easily recognize and identify obstacles displayed on the display screen of the display unit 11a.

  The manner in which the obstacle is surrounded by a frame and the manner in which the obstacle is zoomed up are varied depending on the degree of danger (for example, the color of the frame, the thickness of the frame, the brightness of the region in which the obstacle is enclosed by the frame, etc.) The risk notification effect is improved.

  Next, the obstacle monitoring apparatus according to the first embodiment recognizes an obstacle in front or left and right sides of the vehicle, and an alarm is issued to the driver from the display unit 11a and the sound generation unit 11b. The brake control unit 40c and the throttle The outline | summary by which the control part 50a is controlled and driving | running | working of a vehicle is restrict | limited is demonstrated. FIG. 8 illustrates an outline in which an obstacle is recognized, a warning is issued to the driver from the display unit 11a and the sound generation unit 11b, and the vehicle travel is restricted by controlling the brake control unit 40c and the throttle control unit 50a. It is a figure for doing.

  As shown in the figure, the obstacle recognition unit 13b recognizes an obstacle included in the front or left and right side images of the vehicle 1 captured by the left monitoring camera 30a and the right monitoring camera 30b. Based on the recognition result, the risk determination unit 13 c determines the risk of contact between the obstacle and the vehicle 1. And according to the danger level of the obstacle which is the recognition target of the obstacle recognition unit 13b and the coincidence between the traveling direction of the vehicle and the existence direction of the obstacle, an alarm to the driver is given from the display unit 11a and the sound generation unit 11b. The brake control unit 40c and the throttle control unit 50a are controlled to limit the travel of the vehicle.

  Next, an obstacle monitoring process executed by the obstacle monitoring apparatus according to the first embodiment will be described. FIG. 9 is a flowchart of the obstacle monitoring process procedure executed by the obstacle monitoring apparatus according to the first embodiment. As shown in the figure, first, the obstacle recognizing unit 13b determines whether or not an obstacle has been recognized (step S101). When it is determined that the obstacle is recognized (Yes at Step S101), the process proceeds to Step S102, and when it is not determined that the obstacle is recognized (No at Step S101), the process proceeds to Step S103.

  In step S102, the obstacle monitoring apparatus 10 performs an obstacle recognition process. Details of the obstacle recognition processing will be described later. When this process ends, the process proceeds to step S104. On the other hand, in step S103, the obstacle monitoring apparatus 10 performs obstacle recognition non-recognition processing. Details of the obstacle recognition non-recognition process will be described later. When this process ends, the process proceeds to step S104.

  In step S104, the obstacle monitoring apparatus 10 determines whether or not to stop the obstacle monitoring. When it is determined that the obstacle monitoring is finished (Yes at Step S104), the obstacle monitoring process is finished, and when it is not judged that the obstacle monitoring is finished (No at Step S104), the process proceeds to Step S101.

  Next, details of the obstacle recognition process executed in step S102 of the obstacle monitoring process shown in FIG. 9 will be described. FIG. 10 is a flowchart illustrating the obstacle recognition processing procedure according to the first embodiment. As shown in the figure, first, the display control unit 13f highlights the recognized obstacle so that it can be identified on the display screen of the display unit 11a (step S111). Subsequently, the risk determination unit 13c determines the risk of contact between the recognized obstacle and the vehicle 1 (step S112). Subsequently, the risk determination unit 13c determines whether or not the risk of contact between the recognized obstacle and the vehicle 1 is greater than or equal to a predetermined value (step S113). If it is determined that the risk of contact between the recognized obstacle and the vehicle 1 is greater than or equal to a predetermined value (Yes at Step S113), the process proceeds to Step S114, and the risk of contact between the recognized obstacle and the vehicle 1 is reached. If the degree is not determined to be greater than or equal to the predetermined value (No at step S113), the process returns to the obstacle monitoring process.

  In step S114, the risk notification control unit 13d notifies the driver of the vehicle 1 of the risk of contact between the recognized obstacle and the vehicle 1, and the drive restriction control unit 13e restricts driving of the vehicle 1. To do. When this process ends, the process returns to the obstacle monitoring process.

  Next, details of the obstacle recognition non-recognition process executed in step S103 of the obstacle monitoring process shown in FIG. 9 will be described. FIG. 11 is a flowchart illustrating the obstacle recognition non-processing procedure according to the first embodiment. As shown in the figure, the obstacle recognition unit 13b first determines whether or not the vehicle speed acquired from the vehicle speed sensor 40a is equal to or higher than a predetermined value (step S121). When it is determined that the vehicle speed acquired from the vehicle speed sensor 40a is equal to or higher than the predetermined value (Yes at Step S121), the process proceeds to Step S122, and when the vehicle speed acquired from the vehicle speed sensor 40a is not determined to be equal to or higher than the predetermined value. (No at step S121), the process proceeds to step S125.

  In step S122, the display control unit 12f does not display the captured image of the monitoring camera 30 on the display screen of the display unit 11a, but displays an image different from the captured image of the monitoring camera 30 such as map information output from the car navigation device 20a. indicate. Subsequently, the obstacle recognition unit 13b determines whether or not the tire steering angle acquired from the tire steering angle detection unit 40b is equal to or greater than a predetermined value (step S123). When it is determined that the tire steering angle acquired from the tire steering angle detection unit 40b is greater than or equal to a predetermined value (Yes at Step S123), the process returns to the obstacle monitoring process and the tire acquired from the tire steering angle detection unit 40b. When it is not determined that the steering angle is equal to or greater than the predetermined value (No at Step S123), the process proceeds to Step S124.

  In step S124, the camera view angle control unit 13a controls the camera view angle of the monitoring camera 30 to turn the camera view of the monitoring camera 30 forward. When this process ends, the process returns to the obstacle monitoring process.

  On the other hand, in step S125, the display control unit 12f displays the captured image of the monitoring camera 30 on the display screen of the display unit 11a. Subsequently, the obstacle recognition unit 13b determines whether or not the tire steering angle acquired from the tire steering angle detection unit 40b is equal to or greater than a predetermined value (step S126). When it is determined that the tire steering angle acquired from the tire steering angle detection unit 40b is greater than or equal to a predetermined value (Yes at Step S126), the process proceeds to Step S127, and the tire steering angle acquired from the tire steering angle detection unit 40b is When it is not determined that the value is equal to or greater than the predetermined value (No at Step S126), the process returns to the obstacle monitoring process.

  In step S127, the camera view angle control unit 13a controls the camera view angle of the monitoring camera 30 to direct the camera view of the monitoring camera 30 to the left and right sides. When this process ends, the process returns to the obstacle monitoring process.

  The first embodiment according to the present invention has been described above, but the present invention is not limited to this, and can be implemented in various different embodiments within the scope of the technical idea described in the claims. It may be. Hereinafter, various different embodiments will be described as a second embodiment. Although three types of Example 2 are shown below, all are different Examples which differ only in the obstacle recognition process performed by step S102 of the obstacle monitoring process of FIG. 9 of Example 1. FIG. Except for this point, the configuration and processing function of the obstacle monitoring apparatus of the second embodiment are the same as those of the first embodiment, and thus the description thereof is omitted.

  First, the obstacle recognition process according to the second embodiment (part 1) will be described. FIG. 12 is a flowchart illustrating an obstacle recognition processing procedure according to the second embodiment (part 1). As shown in the figure, first, the risk determination unit 13c determines the risk of contact between the recognized obstacle and the vehicle 1 (step S131). Subsequently, the risk determination unit 13c determines whether or not the current position of the vehicle 1 is a danger point based on information acquired from the car navigation device 20a or traffic information received by the traffic information receiving device 20b. Determination is made (step S132). When it is determined that the current position of the vehicle 1 is a dangerous point (Yes at Step S132), the process proceeds to Step S133, and when it is not determined that the current position of the vehicle 1 is a dangerous point (No at Step S132), an obstacle Return to monitoring processing.

  In step S133, the risk of contact between the recognized obstacle and the vehicle 1 is corrected to be higher. Subsequently, it is determined whether or not the risk of contact after correction between the recognized obstacle and the vehicle 1 is greater than or equal to a predetermined value (step S134). When it is determined that the risk of contact between the recognized obstacle and the vehicle 1 after correction is greater than or equal to a predetermined value (Yes at step S134), the process proceeds to step S135, where the recognized obstacle and the vehicle 1 When it is not determined that the contact risk after the correction is equal to or greater than the predetermined value (No at step S134), the process returns to the obstacle monitoring process.

  In step S135, the risk notification control unit 13d notifies the driver of the vehicle 1 of the risk of contact between the recognized obstacle and the vehicle 1, and the drive restriction control unit 13e restricts driving of the vehicle 1. To do. When this process ends, the process returns to the obstacle monitoring process.

  According to the obstacle recognition process of the second embodiment (part 1), information on the current position of the vehicle 1 acquired from the car navigation device 20a (for example, information that the road is narrow, information that the accident is frequent) ) Or the current position of the vehicle 1 received by the traffic information receiving device 20b (infrastructure information, information indicating that the accident is a frequent occurrence point, traffic jam information, etc.) By making corrections that increase the degree of danger depending on whether or not there is a different notification content to the driver, the driver can take a quick and accurate response to a dangerous situation. It becomes possible.

  Next, the obstacle recognition process of the second embodiment (No. 2) will be described. FIG. 13 is a flowchart illustrating an obstacle recognition processing procedure according to the second embodiment (part 2). As shown in the figure, first, the risk determination unit 13c determines the risk of contact between the recognized obstacle and the vehicle 1 (step S141). Subsequently, the obstacle recognizing unit 13b measures a predetermined time and determines whether or not the predetermined time has elapsed (step S142). If it is determined that the predetermined time has elapsed (Yes at Step S142), the process proceeds to Step S143. If it is not determined that the predetermined time has elapsed (No at Step S142), the process proceeds to Step S148.

  In step S143, the obstacle recognition unit 13b counts the number of recognized obstacles. Subsequently, the obstacle recognition unit 13b determines whether or not the number of obstacles counted in step S143 is equal to or greater than a predetermined number (step S144). When it is determined that the number of obstacles counted in step S143 is equal to or greater than the predetermined number (Yes in step S144), the process proceeds to step S145, and when the number of obstacles counted in step S134 is not determined to be equal to or greater than the predetermined number. (No at step S144), the process returns to the obstacle monitoring process.

  In step S145, the risk of contact between the recognized obstacle and the vehicle 1 is corrected to be higher. Subsequently, it is determined whether or not the risk of contact after correction between the recognized obstacle and the vehicle 1 is greater than or equal to a predetermined value (step S146). When it is determined that the risk of contact between the recognized obstacle and the vehicle 1 after correction is greater than or equal to a predetermined value (Yes at step S146), the process proceeds to step S147, where the recognized obstacle and the vehicle 1 When it is not determined that the contact risk after the correction is equal to or greater than the predetermined value (No in step S146), the process returns to the obstacle monitoring process.

  In step S147, the risk notification control unit 13d notifies the driver of the vehicle 1 of the risk of contact between the recognized obstacle and the vehicle 1, and the drive restriction control unit 13e restricts driving of the vehicle 1. To do. When this process ends, the process returns to the obstacle monitoring process.

  On the other hand, in step S148, the obstacle recognizing unit 13b resets (initializes) a timer that measures time, resets (initializes) the risk correction by the process in step S145, and returns to the risk before correction. Return (step S149). When this process ends, the process returns to the obstacle monitoring process.

  According to the obstacle recognition process of the second embodiment (No. 2), correction is performed to increase the degree of risk when a predetermined number or more of pedestrians or other vehicles recognized as obstacles are counted during a predetermined unit time. By making the notification content notified to the driver different from usual, more dangerous situations are automatically detected, and the driver must take a quick and accurate response to the dangerous situation. As a result, safety can be improved.

  Further, according to the obstacle recognition processing of the second embodiment (part 2), when the number of obstacles recognized during a predetermined unit time is equal to or greater than a predetermined number, the correction is performed to increase the risk unless the predetermined time elapses. Therefore, it is possible to recognize the high risk level by predicting the appearance of an obstacle in advance and maintaining a state in which a dangerous situation can be continuously dealt with.

  Next, the obstacle recognition process of the second embodiment (No. 3) will be described. FIG. 14 is a flowchart illustrating an obstacle recognition process procedure according to the second embodiment (part 3). As shown in the figure, first, the risk determination unit 13c determines the risk of contact between the recognized obstacle and the vehicle 1 (step S151). Subsequently, the drive restriction control unit 13e determines whether or not the course of the vehicle 1 matches the direction in which the obstacle exists (step S152). In addition, although the advancing direction (track) of the vehicle 1 is estimated based on the tire steering angle acquired by the tire steering angle detection unit 40b, the present invention is not limited thereto, and is based on information acquired from the yaw rate sensor. It may be estimated. The direction indicated by the direction indicator may be the traveling direction of the vehicle 1.

  When it is determined that the course of the vehicle 1 matches the direction in which the obstacle exists (Yes in Step S152), the process proceeds to Step S153, and when the course of the vehicle 1 is not determined to match the direction in which the obstacle exists (Step S152). (No at S152), the process proceeds to step S157.

  In step S153, the risk of contact between the recognized obstacle and the vehicle 1 is corrected to be higher. Subsequently, it is determined whether or not the risk of contact after correction between the recognized obstacle and the vehicle 1 is greater than or equal to a predetermined value (step S154). When it is determined that the risk of contact between the recognized obstacle and the vehicle 1 after correction is greater than or equal to a predetermined value (Yes at Step S154), the process proceeds to Step S155, where the recognized obstacle and the vehicle 1 When it is not determined that the contact risk after the correction is equal to or greater than the predetermined value (No at step S154), the process returns to the obstacle monitoring process.

  In step S155, the risk notification control unit 13d notifies the driver of the vehicle 1 of the risk of contact between the recognized obstacle and the vehicle 1, and the drive restriction control unit 13e restricts driving of the vehicle 1. To do. Subsequently, the display control unit 13f displays, on the display screen of the display unit 11a, an image of a portion in the traveling direction of the vehicle 1 in an enlarged display, framed display, reverse display, blinking display, or the like (step S156). When this process ends, the process returns to the obstacle monitoring process.

  On the other hand, in step S157, the obstacle recognizing unit 13b resets (initializes) the risk level correction by the process in step S153 to return to the risk level before the correction. Subsequently, the display control unit 13f releases the highlighting performed in step S156 (step S158). When this process ends, the process returns to the obstacle monitoring process.

  According to the obstacle recognition process of the second embodiment (part 3), when the direction in which the obstacle is recognized matches the traveling direction of the vehicle 1, the obstacle is emphasized together with the direction on the display screen of the display unit 11a. Since the display is made to warn the driver, the driver can increase the accuracy of obstacle recognition at the time of turning right and left where accidents are likely to occur, and can improve safety.

  As mentioned above, although the Example of this invention was described, this invention is not limited to this, In the range of the technical idea described in the claim, even if it implements in a various different Example, it is. It ’s good. Moreover, the effect described in the Example is not limited to this.

  In addition, among the processes described in the above embodiment, all or part of the processes described as being automatically performed can be manually performed, or the processes described as being manually performed can be performed. All or a part can be automatically performed by a known method. In addition, the processing procedure, control procedure, specific name, information including various data and parameters shown in the above embodiment can be arbitrarily changed unless otherwise specified.

  Each component of each illustrated device is functionally conceptual and does not necessarily need to be physically configured as illustrated. In other words, the specific form of distribution / integration of each device is not limited to that shown in the figure, and all or a part thereof may be functionally or physically distributed or arbitrarily distributed in arbitrary units according to various loads or usage conditions. Can be integrated and configured.

  In addition, each processing function performed in each device is entirely or arbitrarily part of a CPU (Central Processing Unit) (or a microcomputer such as an MPU (Micro Processing Unit) or MCU (Micro Controller Unit)) and It may be realized by a program that is analyzed and executed by the CPU (or a microcomputer such as MPU or MCU), or may be realized as hardware by wired logic.

  The present invention is useful in vehicle periphery monitoring when it is desired to fully exhibit the effect of vehicle periphery monitoring while avoiding dangerous situations while reducing the burden on the driver, and in particular, in the vehicle speed and traveling direction of the vehicle. Accordingly, it is effective when it is desired to efficiently monitor the vehicle periphery by controlling the viewing direction of the monitoring camera.

It is a figure explaining the structure of the obstruction monitoring apparatus concerning Example 1, and the network structure of the related vehicle equipment. It is a figure which shows the example of an image pattern data table. It is a figure for demonstrating the surveillance camera view angle. It is a figure for demonstrating the surveillance camera view angle. It is a figure for demonstrating the surveillance camera view angle. It is a figure for demonstrating the outline | summary by which an obstruction is recognized and this obstruction is displayed on the display screen of the display part 11a. It is a figure for demonstrating the outline | summary by which the display control part 13f identifies and displays an obstruction. It is a figure for demonstrating the outline | summary by which the display control part 13f identifies and displays an obstruction. It is a figure for demonstrating the outline | summary by which the display control part 13f identifies and displays an obstruction. The figure for demonstrating the outline | summary in which an obstacle is recognized, the warning with respect to a driver | operator is issued from the display part 11a and the sound generation part 11b, and the driving | running | working of a vehicle is restrict | limited by controlling the brake control part 40c and the throttle control part 50a. It is. It is a flowchart which shows the obstruction monitoring process procedure performed with the obstruction monitoring apparatus concerning Example 1. FIG. It is a flowchart which shows the obstruction recognition processing procedure of Example 1. It is a flowchart which shows the obstruction recognition out-of-process procedure of Example 1. It is a flowchart which shows the obstruction recognition processing procedure of Example 2 (the 1). It is a flowchart which shows the obstruction recognition processing procedure of Example 2 (the 2). It is a flowchart which shows the obstruction recognition processing procedure of Example 2 (the 3).

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Obstacle monitoring apparatus 11a Display part 11b Sound generation part 12 Storage part 12a Obstacle image pattern data storage part 13 Control part 13a Camera view angle control part 13b Obstacle recognition part 13c Risk determination part 13d Risk notification control part 13e Drive Restriction control unit 13f Display control unit 20a Car navigation device 20b Traffic information reception device 30 Surveillance camera 30a Left surveillance camera 30b Right surveillance camera 40 Outfitting system control unit 40a Vehicle speed sensor 40b Tire steering angle detection unit 40c Brake control unit 50 Engine control Device 50a Throttle controller

Claims (9)

An obstacle in which an image captured by an in-vehicle camera with a camera field of view directed to the front or side of the vehicle is displayed and notified to a driver of the vehicle on a display screen of a predetermined image display device according to the vehicle speed of the vehicle In the object monitoring device,
In the case where an obstacle is recognized around the vehicle, the vehicle has an informing means for displaying the obstacle on a display screen of the predetermined image display device regardless of the vehicle speed of the vehicle. Obstacle monitoring device. If the obstacle is recognized, whether or not the degree of risk of collision with the vehicle is greater than or equal to a predetermined value based on at least one of the relative position of the obstacle to the vehicle or the relative speed of the vehicle Further comprising a risk determination means for determining
The notification means displays an image regardless of the vehicle speed when the risk determination means determines that the level of risk of collision between the obstacle and the vehicle is greater than or equal to the predetermined value. The obstacle monitoring apparatus according to claim 1, wherein the obstacle is highlighted in a distinguishable manner on the display screen of the apparatus and notified.   When it is determined by the risk determination means that the level of risk of collision between the obstacle and the vehicle is greater than or equal to the predetermined value, the braking device and the drive device of the vehicle are controlled to control the vehicle The obstacle monitoring apparatus according to claim 2, further comprising drive limiting means for limiting driving.   The risk level determination unit determines a risk level of a collision between the vehicle and the obstacle based on information acquired from a car navigation device included in the vehicle. Obstacle monitoring device.   5. The obstacle monitoring according to claim 2, wherein the danger level determination unit determines a risk level of a collision between the vehicle and the obstacle based on road traffic information acquired from the outside. apparatus.   The risk determination means determines a higher risk of collision between the vehicle and the obstacle when the number of times the obstacle is recognized in a predetermined unit time is a predetermined number or more. The obstacle monitoring apparatus according to any one of claims 2 to 5.   The obstacle monitoring apparatus according to claim 6, wherein the risk determination unit holds a determination result obtained by determining a higher risk of collision between the vehicle and the obstacle for a predetermined time. When the obstacle is not recognized, the camera further includes a camera view angle control means for controlling an angle formed by the camera view with the front direction of the vehicle according to a speed or a traveling direction of the vehicle,
The camera view angle control means controls the angle to a predetermined angle or more to direct the camera view to the side of the vehicle when the speed of the vehicle is less than a predetermined speed and the traveling direction becomes a predetermined direction. When the speed of the vehicle is equal to or higher than the predetermined speed and the traveling direction is different from the predetermined direction, the angle of view is controlled to be less than the predetermined angle so that the camera field of view is directed forward of the vehicle. The obstacle monitoring device according to any one of claims 1 to 7, wherein The vehicle-mounted camera has a camera field of view directed to the left side of the vehicle, a first vehicle-mounted camera that forms a first angle with the traveling direction, and a camera field of view directed to the right side of the vehicle. At least a second in-vehicle camera having a second angle,
The camera viewing angle control means controls the first angle and the second angle to be equal to or greater than the predetermined angle when the speed of the vehicle is less than a predetermined speed and the traveling direction is a predetermined direction; The camera view of the in-vehicle camera in which the camera view is directed in a direction different from the advance direction than the angle formed by the camera view of the in-vehicle camera in which the camera view is directed in the advance direction is the vehicle. The obstacle monitoring apparatus according to claim 8, wherein the obstacle monitoring apparatus is controlled so that an angle formed with the front direction is increased.

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