JP4961991B2 - Vehicle periphery monitoring device - Google Patents

Description

  The present invention relates to a vehicle periphery monitoring device that monitors obstacles around a vehicle.

  In recent years, techniques for monitoring the presence of obstacles such as preceding vehicles, stopped vehicles, and pedestrians using monitoring means such as radar and cameras, and performing inter-vehicle distance control, collision prediction control, and the like have been put into practical use.

As an application example of such technology, an invention relating to a peripheral monitoring device that selectively uses a long-range radar device and a short-range radar device is disclosed (see, for example, Patent Document 1). In this device, a short-distance radar device is selected when traveling in an intersection or a curve, and a long-distance radar device is selected otherwise.
JP 2005-165752 A

  However, in the above-described conventional device, since the radar device for a long distance does not operate at an intersection or the like, it may be delayed to detect the presence of an obstacle existing ahead. In addition, since the short-distance radar device does not operate at a point other than an intersection or the like, it may be delayed to detect the vehicle jumping out from the side.

  The present invention has been made to solve such problems, and a main object of the present invention is to provide a vehicle periphery monitoring device that can more appropriately monitor obstacles around the vehicle.

  In order to achieve the above object, a first aspect of the present invention includes a front monitoring means for monitoring an obstacle in a predetermined front area extending forward of the host vehicle, and a side of the host vehicle as compared with the predetermined front area. And a front side monitoring means for monitoring obstacles in a predetermined front side area extending to the side, wherein the host vehicle travels in a predetermined warning area including the predetermined area near the intersection. Predetermined warning area travel determination means for determining whether or not the vehicle is traveling in the predetermined warning area by the predetermined warning area travel determination means, the predetermined warning area travel determination means Compared to the case where it is determined that the host vehicle is not traveling in the predetermined alert area, the monitoring of obstacles by the front side monitoring means is promoted. Here, the front monitoring means and the front side monitoring means are not necessarily separate.

  According to the first aspect of the present invention, when it is determined that the host vehicle is traveling in a predetermined warning area where the existence probability of an obstacle entering the vehicle front from the side is considered to be high. Since the front side monitoring means facilitates the monitoring of obstacles compared to the case where it is determined that the host vehicle is not traveling within the predetermined warning area, the obstacles around the vehicle can be monitored more appropriately. .

  In the first aspect of the present invention, the predetermined alert area may include an area centered around an accident occurrence point.

  Further, the first aspect of the present invention is configured such that, for example, when the predetermined warning area travel determination unit determines that the host vehicle is traveling in the predetermined warning area, the predetermined warning area travel determination unit performs the predetermined warning area travel. The output of the front side monitoring means is increased as compared with the case where it is determined that the host vehicle is not traveling inside. In this way, it is possible to suppress power consumption except when passing through the predetermined alert area.

  Further, the first aspect of the present invention is configured such that, for example, when the predetermined warning area travel determination unit determines that the host vehicle is traveling in the predetermined warning area, the predetermined warning area travel determination unit performs the predetermined warning area travel. As compared with the case where it is determined that the host vehicle is not traveling inside, the sensitivity of the front side monitoring means is increased. In this way, unnecessary erroneous detection of obstacles or the like other than when passing through the predetermined alert area can be suppressed.

  The second aspect of the present invention is a predetermined warning area including a front side monitoring means for monitoring obstacles existing on the front side of the host vehicle, a predetermined area near the intersection, and / or an area centered on the accident frequent occurrence point. A predetermined warning area travel determination means for determining whether or not the host vehicle is traveling in the vehicle, and when the predetermined warning area travel determination means determines that the host vehicle is traveling in the predetermined warning area The vehicle is characterized by facilitating the monitoring of obstacles by the front side monitoring means as compared with the case where the predetermined warning area traveling determination means determines that the host vehicle is not traveling in the predetermined warning area. Perimeter monitoring device.

  ADVANTAGE OF THE INVENTION According to this invention, the vehicle periphery monitoring apparatus which can monitor the obstacle around a vehicle more appropriately can be provided.

  Hereinafter, the best mode for carrying out the present invention will be described with reference to the accompanying drawings.

  Hereinafter, a vehicle periphery monitoring device 1 according to an embodiment of the present invention will be described. FIG. 1 is a diagram illustrating an example of the overall configuration of the vehicle periphery monitoring device 1. The vehicle periphery monitoring device 1 includes a front radar 10, front side radars 20A and 20B, a periphery monitoring device ECU (Electronic Control Unit) 30, and a navigation device 40 as main components. In addition, as what controls using the output of this apparatus, ECU50 for PCS (PreCrush Safety) and ECU60 for ACC (Adaptive Cruise Control) are shown in figure. In addition, the solid line arrow in a figure shows the flow of the main information by wired or wireless communication.

  The front radar 10 and the front side radars 20A and 20B are, for example, millimeter wave radar devices, and use the time until the reflected wave of the output millimeter wave returns, the angle of the reflected wave, and the frequency change to the object ( This is a device for detecting the distance, direction, and speed of an obstacle. Each radar periodically performs such detection, and outputs information about the detected object to the periphery monitoring device ECU 30 via a communication line or the like. The surrounding monitoring device ECU 30 monitors obstacles based on information received from each radar. The power used to operate each radar is, for example, high voltage power generated by an alternator connected to a crankshaft via a belt, and low voltage (for example, 12 [V], etc.) via a DC / DC converter. After being converted into electric power, the auxiliary drive battery is temporarily stored and used.

  In addition to the millimeter wave radar device, a laser radar, an infrared radar, a sound wave radar (sonar), a stereo camera device, etc. can be considered as means for detecting the distance of the object.

  FIG. 2 is a diagram illustrating an example of detection areas of the front radar 10 and the front side radars 20A and 20B. The front radar 10 is disposed, for example, behind the front grille, and uses the front of the host vehicle as a detection region (corresponding to a predetermined front region in the claims). The front side radar 20A is disposed, for example, in a hole formed in the right side portion of the front bumper, and uses a right diagonal front of the host vehicle as a detection region (corresponding to a part of a predetermined front side region in the claims). The front side radar 20B is disposed, for example, in a hole formed in the left side portion of the front bumper, and uses the diagonally left front of the host vehicle as a detection region (corresponding to a part of the predetermined front side region in the claims).

  As shown in FIG. 2, the front radar 10 is an obstacle that exists mainly in front of the host vehicle (preceding vehicle (a vehicle that travels in front of the host vehicle and travels in the same lane as the host vehicle). The front side radars 20A and 20B mainly detect obstacles (for example, interrupting vehicles, pedestrians, bicycles, etc.) that enter the front of the vehicle from the side at intersections and the like. It is for monitoring.

  The peripheral monitoring device ECU 30 is, for example, a computer unit in which a ROM, a RAM, and the like are connected to each other via a bus with a CPU at the center. In addition, a storage medium such as a hard disk or a DVD (Digital Versatile Disk) or an I / O Ports, timers, counters, etc. are provided. The ROM stores programs and data executed by the CPU. The surrounding monitoring device ECU 30 performs output control and on / off control of the front radar 10 and the front side radars 20A and 20B, and any one of the front radar 10 and the front side radars 20A and 20B generates a reflected wave having an intensity greater than a predetermined threshold. When detected, it is determined that an obstacle is present, and the position and relative speed of the obstacle are output to the PCS ECU 50 and the ACC ECU 60 via a multiple communication line or the like. The communication via the multiplex communication line and the communication between the ECU 30 for the periphery monitoring device and the navigation device 40 described later are appropriate communication protocols such as CAN (Controller Area Network), BEAN, AVC-LAN, and FlexRay. It is performed using.

  The PCS ECU 50 is a computer unit having the same hardware configuration as the periphery monitoring device ECU 30, for example. For example, when an obstacle approaching the host vehicle at a relative speed equal to or higher than a predetermined speed enters the range within a predetermined distance from the host vehicle, the PCS ECU 50 determines that a collision with the obstacle is inevitable. Then, various pre-crash safety controls (collision prediction control) are performed. As the pre-crash safety control, for example, a seat belt automatic winding control for making the occupant posture appropriate, a pre-crash airbag deployment control (may include primary deployment of a multistage airbag), Possible obstacle avoidance and buzzer sounds by brake control and steering control.

  The ACC ECU 60 is a computer unit having the same hardware configuration as the periphery monitoring device ECU 30, for example. The ACC ECU 60 controls the throttle motor, the transmission, and the like so that the vehicle travels while maintaining the inter-vehicle distance from the preceding vehicle detected as an obstacle at a preset target inter-vehicle distance. The target inter-vehicle distance is set, for example, by a hard switch or GUI (Graphical User Interface) operation by a user, voice input, or the like.

  Thus, the information regarding the obstacle detected by each radar is used for safety control based on collision prediction, inter-vehicle distance control for reducing driving load, and the like. In particular, by using the front radar 10 and the front side radars 20A and 20B in combination, both an obstacle in front of the host vehicle and an obstacle that enters (jumps out) ahead of the host vehicle from an intersection or the like. It is possible to monitor, and vehicle periphery monitoring with less leakage is realized.

  However, when a plurality of millimeter wave radar devices (three in this embodiment) are provided, there may arise a problem that power consumption increases in accordance with the number of millimeter wave radar devices. Since the power consumption of the millimeter wave radar device is so large that it cannot be ignored when considering the energy consumption of the vehicle, some kind of suppression measure is desired from the viewpoint of suppressing the energy consumption. Furthermore, the heat generation of the millimeter wave radar device is not negligible especially in a traffic jam.

  Further, when a plurality of millimeter wave radar devices are provided, there is a problem that the frequency of erroneously detecting an obstacle or the like due to various noise elements around the host vehicle increases. An erroneous detection of an obstacle or the like is also a problem to be suppressed because it causes unnecessary operation of the hunting in the inter-vehicle distance control, the seat belt automatic winding control in the collision prediction control, or the pre-crash airbag.

  These problems can also occur to some extent when laser radar, infrared radar, sound wave radar (sonar), stereo camera device, or the like is used as an alternative to the millimeter wave radar device.

  Therefore, in the vehicle periphery monitoring device 1 according to the present embodiment, it is determined whether or not the host vehicle is traveling in a predetermined warning area, which is considered to have a high probability of existence of an obstacle entering from the side to the front of the host vehicle. The determination is made by the monitoring device ECU 30, and detection by the front side radars 20A and 20B is more actively performed (promoted) when the host vehicle is traveling in a predetermined alert area (specifically, described later). To do). By doing so, detection by the front side radars 20A and 20B is performed in a scene where the host vehicle is not traveling in the predetermined warning area, that is, in a scene where the importance of monitoring by the front side radars 20A and 20B is considered to be relatively low. Is more passive (suppressed). Accordingly, unnecessary erroneous detection of power consumption, obstacles, and the like of the front side radars 20 </ b> A and 20 </ b> B when the host vehicle is not traveling in the predetermined alert area can be suppressed. The above determination is made based on information input from the navigation device 40.

  The navigation device 40 includes a GPS receiver 42, a reference station radio wave receiver 44, a memory 46, and a navigation computer 48 as main components.

  The GPS receiver 42 receives a radio signal including satellite orbit and time data from a GPS satellite. The received data is transmitted to the navigation computer 48 and used for specifying the current position of the host vehicle. The reference station radio wave receiver 44 receives radio waves from a reference station used for DGPS (Diffrential GPS) and RTK-GPS (Real Time Kinematic GPS).

  As the memory 46, for example, a storage medium such as a hard disk, a DVD, or a CD-ROM is used, and map information is stored. In the map information, the road shape is expressed by nodes and links connecting the nodes. Further, the nodes are classified and stored as intersection nodes representing intersections and the like (including so-called intersections in which roads are orthogonal to each other, as well as three- and five-way intersections) and other general nodes.

  Further, the map information stored in the memory 46 includes coordinates of accident-prone points that are updated as needed by the in-vehicle internet facility or the like.

  The navigation computer 48 performs a correction operation based on the above-described methods such as DGPS and RTK-GPS based on the radio signal from the satellite received by the GPS receiver 42 and the radio signal from the reference station received by the reference station radio receiver 44. To obtain the current position (latitude, longitude, altitude) of the vehicle. By using a method such as DGPS or RTK-GPS, the accuracy of GPS positioning can be improved and more precise control can be performed. Note that, when a method such as DGPS or RTK-GPS is not used, the reference station radio wave receiver 44 is not necessary, but the accuracy of GPS positioning is slightly reduced. Then, a recommended route from the current position of the own vehicle thus identified to the destination input by the user is generated, and known route guidance using a liquid crystal display device or a speaker is performed.

  In addition, the navigation computer 48 periodically monitors the current position of the host vehicle, the coordinates of intersection nodes existing within a predetermined distance (for example, several [km]) from the current position, and the coordinates of frequent accident points. To the ECU 30.

  In the vicinity monitoring device ECU 30, the area near the coordinates of the intersection node and the area near the coordinates of the accident occurrence point are regarded as a predetermined warning area, and when the current position of the host vehicle is within the predetermined warning area, the front side radars 20A and 20B More positive detection by This is because it is considered that a vehicle enters from a side road and a pedestrian jumps out frequently in a predetermined alert area. Here, “near” is, for example, a square (or circular) area centered on the coordinates of an intersection node or an accident occurrence point (see FIG. 3A). Further, it may be a rectangular (or elliptical) region in which the side on which the vehicle approaches the coordinate is increased in consideration of the traveling direction (see FIG. 3B).

  As a specific example of “more positively detecting by the front side radars 20A and 20B”, (1) increasing the output value of the millimeter wave (increasing power consumption accompanying operation), (2) It is conceivable to change the threshold value when determining that an obstacle exists (that is, increase the sensitivity). In the following, both of these are adopted, that is, when the current position of the vehicle is within the predetermined warning area, the output value of the millimeter wave is increased and the sensitivity is increased, and the current position of the host vehicle is outside the predetermined warning area. In this case, it is assumed that the output value of the millimeter wave is reduced and the sensitivity is lowered (see FIG. 4).

  FIG. 5 is a diagram showing an example of a predetermined warning area on an actual road, and changes in the output and sensitivity of the monitoring means associated therewith. As shown in the figure, when the host vehicle passes through a predetermined warning area, control is performed to increase the output value of the millimeter wave and increase the sensitivity. As a result, the detectable area when the vehicle passes through the predetermined alert area is expanded and the intensity of the reflected wave is increased, so that the obstacle can be detected more reliably (due to (1) above). . Moreover, since even a relatively small reflected wave is determined as an obstacle, an object that may be an obstacle can be monitored without omission (caused by (2) above).

  On the other hand, control is performed to reduce the output value of the millimeter wave and lower the sensitivity except when the host vehicle passes through the predetermined alert area. As a result, it is possible to reduce the power consumption of the millimeter wave radar device in a scene where the probability of existence of an obstacle entering the road from the side is low, and to suppress unnecessary false detection of an obstacle or the like.

  That is, these are actively used in situations where the operations of the front side radars 20A and 20B are originally required, and are suppressed in other situations. Therefore, the front side radars 20A and 20B can be operated with an appropriate output and sensitivity according to the existence probability of an obstacle entering the road from the side.

  Even when the host vehicle passes through the predetermined alert area, the forward monitoring by the forward radar 10 may be continued without any change. Further, it may be accompanied by a slight change (for example, the output is slightly reduced in a predetermined alert area). Thus, by continuing the forward monitoring by the forward radar 10, it is possible to appropriately monitor an obstacle present ahead even within a predetermined alert area. In particular, when the inter-vehicle distance control is performed, it is necessary to continuously recognize the presence of the preceding vehicle even in the predetermined alert area, so that it is significant to continue the forward monitoring by the front radar 10. .

  In addition, since the detection of obstacles by the front side radars 20A and 20B is continued while being suppressed even when the vehicle is not passing through the predetermined warning area, for example, the obstacle is located at a place other than the predetermined warning area. In a scene where the vehicle enters the road from the side (for example, starting of a vehicle from a garage or jumping out of a pedestrian / bicycle), an obstacle can be recognized and appropriate control can be performed.

  According to the vehicle periphery monitoring device 1 of the present embodiment, based on whether or not the vehicle is traveling in a predetermined warning area where the existence probability of an obstacle entering the vehicle front from the side is considered to be high. Since the operation control of the front side radars 20A and 20B is performed, it is possible to more appropriately monitor the obstacles around the vehicle while suppressing unnecessary power detection of the front side radars 20A and 20B and obstacles. . Moreover, since the front monitoring by the front radar 10 is continued when the host vehicle passes through the predetermined warning area, an obstacle existing ahead can be monitored continuously. Further, since the front side radar 20A, 20B continues to be monitored even when the vehicle is not passing through the predetermined alert area, an obstacle entering the road from the side can be continuously monitored.

  The best mode for carrying out the present invention has been described above with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the scope of the present invention. And substitutions can be added.

  For example, as a specific method for promoting the monitoring by the front side radars 20A and 20B, it has been exemplified that the output value of the millimeter wave is increased and the sensitivity is increased. However, the output value of the millimeter wave may be simply increased. However, it is also possible to simply increase the sensitivity (see FIG. 6B). In the former case, it is possible to suppress power consumption except when passing through the predetermined alert area. In the latter case, unnecessary false detection of an obstacle or the like other than when passing through the predetermined alert area can be suppressed.

  Further, as another example of a specific method for promoting and suppressing monitoring by the front side radars 20A and 20B, obstacles and the like are actively detected by changing the detection period of the front side radars 20A and 20B to be shorter. It may be a thing. For example, an obstacle or the like is detected at a cycle of X [sec] outside the predetermined warning area, but an obstacle or the like may be detected at a cycle of Y [sec] shorter than the above X [sec] in the predetermined warning area. It is done. Even with such control, it is possible to more appropriately monitor obstacles around the vehicle while suppressing unnecessary erroneous detection of power consumption and obstacles of the front side radars 20A and 20B. Further, the change of the detection cycle may be combined with the change of the output value and the sensitivity.

  Further, although the promotion and suppression of monitoring by the front side radars 20A and 20B are uniformly performed, they may be performed individually according to the road shape and the like. For example, on a T-junction, it is only possible to promote monitoring with the front side radar on the side where the vehicle enters, or on the sidewalk side, where there is a high possibility that pedestrians will jump out at the point where accidents occur frequently. It is possible to promote only.

  Further, the front radar 10 and the front side radars 20A and 20B may not be configured as separate bodies. For example, the detection area of the front side radars 20A and 20B is assumed to reach the front of the vehicle, and the detection area may be shifted to the side when passing through a predetermined warning area. As a mechanism for changing the detection area at this time, for example, a swing-type radar device or the like may be provided.

  Further, although it has been described that the peripheral monitoring device ECU 30 dedicated to this apparatus is provided as a control subject, other ECUs such as the navigation computer 48, the PCS ECU 50, and the ACC ECU 60 are the controlling subject of this device (perimeter monitoring). The device ECU 30 may be integrated with another ECU).

  Further, the front radar 10 may not be provided, and only the front side monitoring by the front side radars 20A and 20B may be performed.

  The present invention can be used in the automobile manufacturing industry, the automobile parts manufacturing industry, and the like.

It is a figure which shows an example of the whole structure of the vehicle periphery monitoring apparatus. It is a figure which shows an example of the detection area | region of the front radar 10 and front side radar 20A, 20B. It is a figure which shows the positional relationship of a predetermined warning area | region and the own vehicle, such as an intersection. It is a figure which shows the specific example which changes the output and sensitivity of front side radar 20A, 20B. It is a figure which shows an example of the predetermined warning area | region in an actual road, and the change of the output and sensitivity of a monitoring means accompanying this. It is a figure which shows the other example which changes the output and sensitivity of front side radar 20A, 20B.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Vehicle periphery monitoring apparatus 10 Front radar 20A, 20B Front side radar 30 ECU for periphery monitoring apparatus
40 Navigation Device 42 GPS Receiver 44 Reference Station Radio Receiver 46 Memory 48 Navigation Computer 50 PCS ECU
60 ECU for ACC

Claims (2)

Forward monitoring means for monitoring obstacles in a predetermined forward area extending in front of the host vehicle;
A vehicle periphery monitoring device comprising front side monitoring means for monitoring obstacles in a predetermined front side region extending to a side of the host vehicle as compared to the predetermined front region,
An area including coordinates of an intersection or an accident occurrence point, and an area existing between the own vehicle and the coordinates is larger than an area farther than the coordinates when viewed from the own vehicle. A predetermined warning area traveling determination means for determining whether or not the host vehicle is traveling within the predetermined warning area set to
If it is determined by the predetermined warning area travel determination means that the host vehicle is traveling in the predetermined warning area, the host vehicle is not traveling in the predetermined warning area by the predetermined warning area travel determination means. The output of the front side monitoring means is increased and / or the sensitivity of the front side monitoring means is increased as compared with the case where it is determined that,
Vehicle periphery monitoring device. Front side monitoring means for monitoring obstacles existing on the front side of the vehicle;
An area including coordinates of an intersection or an accident occurrence point, and an area existing between the own vehicle and the coordinates is larger than an area farther than the coordinates when viewed from the own vehicle. A predetermined warning area traveling determination means for determining whether or not the host vehicle is traveling in the predetermined warning area set to
If it is determined by the predetermined warning area travel determination means that the host vehicle is traveling in the predetermined warning area, the host vehicle is not traveling in the predetermined warning area by the predetermined warning area travel determination means. The output of the front side monitoring means is increased and / or the sensitivity of the front side monitoring means is increased as compared with the case where it is determined that,
Vehicle periphery monitoring device.

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