JP6597861B2 - Vehicle obstacle detection device and erroneous start suppression device using the same - Google Patents

Description

  The present disclosure relates to a vehicle obstacle detection device and a false start suppression device using the same.

When an obstacle is detected within a predetermined distance in front of the vehicle by the obstacle detection means while the vehicle is traveling at or below a predetermined vehicle speed or stopped, the engine output is suppressed even if the accelerator pedal is depressed. An erroneous start suppression device that suppresses acceleration or start is known.
For example, Patent Document 1 shows an erroneous start suppressing device for a vehicle, and includes a traveling path prediction unit that predicts a traveling path of a vehicle based on a steering angle, and an obstacle detected by the detection unit is predicted. The obstacle is regarded as an obstacle for erroneous start suppression control only when it exists in the traveling path, and when the obstacle detected by the detection means is outside the predicted traveling path, the obstacle is detected. It is shown that it is not regarded as an obstacle for erroneous start suppression control.

JP 2014-29591 A

In the erroneous start suppressing device disclosed in Patent Document 1, three obstacles are detected by irradiating three infrared beams (left / middle / right) in front of the vehicle.
The obstacle detection device transmits three infrared beam waves to the front of the vehicle at the same time, the first infrared beam wave is transmitted slightly to the left of the front of the vehicle, and spreads in the horizontal direction at a predetermined spread angle in front of the vehicle. The fan-shaped first detection region S1 is formed as viewed. The second infrared beam wave is transmitted to the front of the vehicle and forms a fan-shaped second detection region S2 in front of the vehicle 1 in a horizontal direction with a predetermined spread angle. The third infrared beam wave is transmitted slightly to the right of the front of the vehicle, and forms a fan-shaped third detection region S3 in a plan view spreading in the horizontal direction at a predetermined spread angle in front of the vehicle. These first to third detection areas S1 to S3 are arranged adjacent to each other in the horizontal direction, and form one wide-angle total detection area S in front of the vehicle 1 as a whole.

  However, the three infrared beams (left / middle / right) forming the first to third detection areas S1 to S3 of Patent Document 1 have the same horizontal spread angle and obstacle detection distance, respectively. Yes. For this reason, if the effective distance for obstacle detection is lengthened, the infrared beams on both the left and right sides will be emitted beyond the width of the vehicle, thereby detecting pedestrians and installations in the roadside band, and obstacle detection in front of the vehicle Incorrect detection includes a problem in detection accuracy.

  For this reason, by restricting the obstacle detection distance of the infrared beams on both the left and right sides so as not to exceed the vehicle width, the erroneous detection is prevented, that is, the obstacle detected within the vehicle width range. It is considered that the control of only the engine is performed to prevent unnecessary engine torque suppression and improve the accuracy of erroneous start suppression control.

  However, when the obstacle detection distance of the left and right infrared beams is limited and the central infrared beam is lengthened, the obstacle is detected first by the central infrared beam and the engine torque is suppressed. At the same time, before the obstacle enters the effective range of the left and right infrared beams, there is a case where the obstacle can not be detected by entering under the effective range of the central infrared beam or moving to the left or right. In this case, once applied engine torque suppression is released, the risk of collision with an obstacle increases.

  Accordingly, in view of the above-described technical problems, an object of at least one embodiment of the present invention is to detect an obstacle ahead by irradiating an infrared beam to at least one of the center and the left-right direction with respect to the front of the host vehicle. In the vehicle obstacle detection device, the obstacle detection accuracy is prevented by preventing the deterioration of the obstacle detection accuracy that occurs when the obstacle detection distance of the central infrared beam is set longer than either the left or right infrared beam. It is to improve. More specifically, it is to increase the certainty of the erroneous start suppression control of the vehicle by improving the detection accuracy of the obstacle.

  (1) A vehicle obstacle detection device according to at least one embodiment of the present invention is a vehicle obstacle detection device that detects an obstacle ahead by irradiating an infrared beam in front of the host vehicle. A first transmission / reception unit that transmits an infrared beam to a central area in front of the vehicle and receives a reflected signal from an obstacle, and is provided on at least one of the left and right sides of the first reception / transmission unit. A second receiving / transmitting unit for receiving a transmission and a reflected signal from an obstacle so as to spread in at least one of the left and right sides adjacent to a detection region of the infrared beam from the first receiving / transmitting unit; and the first receiving / transmitting unit An effective range control unit that controls a maximum effective distance for obstacle detection and a maximum effective distance for obstacle detection by the second transmission / reception unit, and a transmission / reception area from the second transmission / reception unit includes 1 Calling / receiving area of the sending / receiving unit The effective range control unit sets the maximum effective distance by the first transmission / reception unit to be longer than the maximum effective distance by the second reception / transmission unit, and the first transmission / reception unit. When the obstacle is detected by the unit, the maximum effective distance of the second transmitting / receiving unit is extended from an initial value.

In the vehicle obstacle detection device that detects an obstacle ahead by irradiating an infrared beam to at least one of the center and the left and right directions with respect to the front of the host vehicle, as described above, a pedestrian or installation in the roadside band In order to prevent the obstacle from being erroneously detected as an obstacle ahead of the vehicle and preventing the obstacle from being accurately detected, the effective distance for obstacle detection by the second transmitter / receiver that transmits and receives infrared beams to at least one of the left and right The obstacle detection by the second receiving / transmitting unit that transmits and receives the infrared beam to at least one of the left and right is made longer, and the effective distance of obstacle detection by the first receiving / transmitting unit that transmits and receives the infrared beam in the central area is long. The effective distance is set short. In this case, the obstacle is first detected by the central infrared beam and the engine torque is suppressed.However, as the vehicle subsequently travels, the obstacle sinks below the vertical beam spread range of the central infrared beam. There is a risk that it will be outside the left and right spreads and will not be detected.
Therefore, once the engine torque suppression that has been activated is released, the risk of collision with an obstacle increases.

  According to the configuration of (1), when the effective range control unit detects an obstacle with the first transmission / reception unit, the maximum effective distance for obstacle detection by the second transmission / reception unit is extended from an initial value. Thus, even if a situation occurs in which the obstacle is outside the spread range of the center infrared beam and cannot be detected, the detection accuracy of the obstacle can be detected by the infrared beam from the second transmitter / receiver unit. Can be prevented.

  In addition, since the transmission / reception area from the second transmission / reception unit is provided adjacent to the lower side of the transmission / reception area of the first reception / transmission unit, the first reception / transmission unit can no longer detect an obstacle. Even in this case, the second receiving / transmitting unit can detect the obstacle.

  (2) In some embodiments, in the configuration of (1), the second receiving / transmitting unit is provided on each of the left and right sides of the first receiving / transmitting unit.

  According to the configuration of (2) above, even if a situation occurs in which the obstacle is out of the spread range of the central infrared beam and cannot be detected, the second receivers provided on the left and right sides of the first receiver / transmitter are provided. Obstacles can be detected in a wider range by the infrared beam from the transmitter.

(3) In some embodiments, in the configuration of (1) or (2), the transmission / reception area from the second transmission / reception unit and the transmission / reception area of the first reception / transmission unit overlap in the vertical direction. It is formed with.

  According to the configuration of (3), since the transmission / reception area from the second transmission / reception unit and the transmission / reception area of the first reception / transmission unit overlap in the vertical direction, an obstacle is detected by the first transmission / reception unit. Even when it becomes impossible, the second receiving / transmitting unit can instantly detect an obstacle.

  (4) In some embodiments, in any one of the configurations (1) to (3), the effective range control unit performs control to extend the maximum effective distance of the second transmitting / receiving unit from an initial value. This is performed for a predetermined time after the obstacle is detected by the first transmission / reception unit.

  According to the configuration of (4) above, the control for extending the maximum effective distance of the second transmitter / receiver unit from the initial value is performed only for a certain time after the obstacle is detected by the first transmitter / receiver unit. 2. Even if the maximum effective distance of the receiving / transmitting part is extended, erroneous determination of obstacles that do not affect the collision can be reduced as much as possible.

  (5) In some embodiments, in the configuration of (4), the certain time is in a range of 100 milliseconds to several seconds.

  According to the configuration of (5), the fixed time is in the range of 100 milliseconds to several seconds. Therefore, even if the maximum effective distance between the left and right second transmission / reception units is extended, the obstacle does not affect the collision caused thereby. Can be reduced as much as possible.

  (6) The erroneous start suppressing device for a vehicle according to at least one embodiment of the present invention is based on the engine torque based on the obstacle detection signal from the vehicle obstacle detection device of any one of (1) to (5). A torque suppression control unit that suppresses and controls the torque is provided.

  According to the configuration of (6), the engine torque suppression control can be accurately performed by the obstacle detection signal obtained by the vehicle obstacle detection device of any of (1) to (5). . As a result, erroneous start suppression control is reliably performed.

  According to at least one embodiment of the present invention, in an obstacle detection device for a vehicle that detects an obstacle in front by irradiating an infrared beam to at least one of the center and the left-right direction with respect to the front of the host vehicle, The obstacle detection accuracy can be improved by preventing a decrease in obstacle detection accuracy that may occur when the obstacle detection distance of the infrared beam is set longer than either the left or right infrared beam. More specifically, the reliability of the vehicle erroneous start suppression control can be increased by improving the obstacle detection accuracy.

1 is an overall configuration block diagram of an obstacle detection device and an erroneous start suppression device according to an embodiment of the present invention. It is plane view explanatory drawing which shows the detection area | region of the infrared beam of an obstruction detection apparatus. It is side view explanatory drawing which shows the detection area | region of the infrared beam of an obstacle detection apparatus, and is explanatory drawing in the initial value state of the obstacle detection distance of a 2nd transmission / reception part on either side. 4 is a timing chart of erroneous start suppression control based on an obstacle detection result by the obstacle detection device in FIG. 3. It is side view explanatory drawing which shows the infrared beam detection area | region of an obstruction detection apparatus, and is an explanatory view in the case of extending the obstruction detection distance of the left and right second transmission / reception units. 6 is a timing chart of erroneous start suppression control based on an obstacle detection result by the obstacle detection device in FIG. 5. It is a control flowchart of the whole obstacle detection apparatus and a false start suppression apparatus. It is a flowchart of a subroutine for detection distance extension flag setting.

Several embodiments of the present invention will be described below with reference to the accompanying drawings. However, the dimensions, materials, shapes, and relative arrangements of the components described in these embodiments or shown in the drawings are not intended to limit the scope of the present invention, but are merely illustrative examples. Only.
For example, expressions expressing relative or absolute arrangements such as “in a certain direction”, “along a certain direction”, “parallel”, “orthogonal”, “center”, “concentric” or “coaxial” are strictly In addition to such an arrangement, it is also possible to represent a state of relative displacement with an angle or a distance such that tolerance or the same function can be obtained.
For example, an expression indicating that things such as “identical”, “equal”, and “homogeneous” are in an equal state not only represents an exactly equal state, but also has a tolerance or a difference that can provide the same function. It also represents the existing state.
For example, expressions representing shapes such as quadrangular shapes and cylindrical shapes represent not only geometrically strict shapes such as quadrangular shapes and cylindrical shapes, but also irregularities and chamfers as long as the same effects can be obtained. A shape including a part or the like is also expressed.
On the other hand, the expressions “comprising”, “comprising”, “comprising”, “including”, or “having” one constituent element are not exclusive expressions for excluding the existence of other constituent elements.

The overall configuration of the obstacle detection device 3 of the vehicle 1 according to this embodiment and the erroneous start suppression device 7 using the same will be described with reference to FIG.
As an overall configuration, the obstacle detection device 3 of the vehicle 1 detects the presence of the obstacle 5 within a predetermined distance in front of the vehicle 1 while the vehicle 1 is traveling at a predetermined vehicle speed or less or stopped. Yes, when the obstacle detection device 3 detects the obstacle 5 in front of the vehicle, the erroneous start suppression device 7 suppresses acceleration or start of the vehicle 1.

  The obstacle detection device 3 includes a control device 9 including an ECU (electronic control unit) and an obstacle sensor unit 11 that transmits and receives an infrared beam to the obstacle 5.

  The obstacle sensor unit 11 is provided at an upper portion of the front window 12 in the vehicle interior at the center in the width direction of the vehicle 1, and transmits an infrared beam to a central area in front of the host vehicle. A first receiving / transmitting unit 11a that receives a reflected wave signal reflected by the obstacle 5 existing in front of the first and the first receiving / transmitting unit 11a provided on both left and right sides of the first receiving / transmitting unit 11a. The second receiving / transmitting unit 11b, 11c for receiving the transmission signal and the reflected signal from the obstacle 5 so as to spread in the right and left sides adjacent to the detection region of the infrared beam from the plane (FIG. 1). 2).

  The second receiving / transmitting unit does not need to be provided on both the left and right sides of the first receiving / transmitting unit 11a, and may be provided on at least one of the left and right sides of the first receiving / transmitting unit 11a. In the present embodiment, as will be described later, even if there is a situation in which an obstacle is outside the spread range of the central infrared beam and cannot be detected, the first receiving / transmitting unit 11a is provided on both the left and right sides. 2 From the viewpoint that an obstacle can be detected in a wider range by the infrared beam from the receiving / transmitting units 11b, 11c, the second receiving / transmitting units 11b, 11c are respectively provided on the left and right sides of the first receiving / transmitting unit 11a. The structure to provide is preferable.

  The control device 9 includes a traveling state determination unit 13 and an obstacle detection unit 15, and the obstacle detection unit 15 further includes a calculation unit 17 and an effective range control unit 19.

The traveling state determination unit 13 of the control device 9 includes an accelerator opening sensor 23 that detects a signal from a vehicle speed sensor 21 that detects the vehicle speed of the vehicle 1 and an accelerator pedal depression amount that is accelerated or decelerated by a driver's operation. , And other various driving state signals are input.
Then, the traveling state determination unit 13 determines whether the vehicle 1 is traveling at a predetermined vehicle speed (for example, 10 km / h) or less or is stopped. It is also determined whether or not the accelerator pedal has been depressed.

  In the calculation unit 17 of the obstacle detection unit 15, the first reception / transmission unit 11 a and the second reception / transmission unit 11 b, 11 c are based on the time from the transmission point of the infrared beam to the reception point of the reflected signal of the obstacle 5. Determining whether the obstacle 5 is within the maximum effective range (maximum effective distance) and calculating the distance between the vehicle 1 and the obstacle 5, the distance to the obstacle 5, the vehicle speed, and the depression of the accelerator pedal A signal such as an amount is output to an erroneous start suppressing unit 25 described later.

Further, the effective range control unit 19 of the obstacle detection unit 15 transmits the maximum effective range (maximum range) of the infrared beam transmitted from the second transmission / reception units 11b and 11c installed on the left and right sides and determined as the obstacle 5 by the reflected waves. The effective distance is variably controlled.
That is, the maximum effective range (maximum effective distance) is the maximum vehicle front distance determined as the obstacle 5 by the calculation unit 17, and is within the maximum effective range and within the region where the infrared beam spreads (struck the infrared beam). The determination of the presence or absence of an obstacle becomes effective.

In the present embodiment, the obstacle sensor unit 11 will be described by taking an example of three receiving / transmitting units including a central first receiving / transmitting unit 11a and left and right second receiving / transmitting units 11b and 11c. The right and left portions may be divided into two, and there may be two receiving / transmitting units at the central portion, two receiving / transmitting units at the left and right portions, and a total of four receiving / transmitting units.
As shown in FIGS. 2A and 2B, in a plan view, the first transmission / reception unit 11a transmits and receives the second horizontal transmission / reception with a predetermined horizontal spread angle (α1). Each of the regions 11b and 11c is transmitted and received with a predetermined horizontal spread angle (α2) forward, and each region (α1 region and α2 region) forms an adjacent region with a slight overlap. Yes.

  Also, as shown in FIGS. 3 and 5, even in a side view, the first transmitting / receiving unit 11a transmits and receives the signal with a predetermined vertical spread angle (β1), and the second receiving / transmitting unit 11b. 11c are transmitted and received with a predetermined vertical spread angle (β2) in front of each other, and each region (β1 region, β2 region) is slightly overlapped from the second transmitting / receiving unit 11b, 11c. The β2 region of the transmission / reception region forms a region adjacent to the lower side of the β1 region of the first transmission / reception unit 11a. According to this, even when an obstacle cannot be detected by the first transmission / reception unit 11a, the second reception / transmission unit 11b, 11c can instantaneously detect the obstacle.

  As shown in FIG. 2 (A), the relationship between the center first transmission / reception unit 11a and the left and right second transmission / reception units 11b and 11c is the maximum effective range L1 of the left and right second transmission / reception units 11b and 11c. The (initial value) is shorter than the maximum effective range L3 of the first first transmitting / receiving unit 11a in the center so as not to erroneously detect a pedestrian or installation in the roadside band on the left and right outer sides of the traveling range of the vehicle as an obstacle to be collided. The distance is set to the initial value L1 of the maximum effective range.

As described above, if there is a difference between the maximum effective range L3 by the first first transmission / reception unit 11a and the maximum effective range L1 (initial value) by the left and right second transmission / reception units 11b and 11c, the vehicle 1 moves forward and will be described later. The engine torque suppression control that operates is as follows.
(1) As shown in FIG. 3A, when the obstacle 5 enters the maximum effective range L3 in the central region α1 (FIG. 2A) and the region β1, first, the presence of the obstacle 5 is detected. Then, engine torque suppression control is started and acceleration and start are suppressed.
(2) When the vehicle 1 further moves forward, as shown in FIG. 3 (B), the infrared beam from the first transmitting / receiving unit 11a may sink below the vertical spread angle (region β1) (obstacle 5). The engine torque suppression control that was started is released, and the vehicle 1 starts to be accelerated and started.
(3) Further, when the vehicle 1 moves forward, as shown in FIG. 3 (C), the vehicle enters the maximum effective range L1 in the areas α2 and β2 of the left and right second transmission / reception units 11b and 11c, and again serves as an obstacle. As a result, the engine torque suppression control is resumed to suppress acceleration and start. It should be detected by either one of the left and right second transmitting / receiving units 11b and 11c.
Accordingly, since the engine torque suppression once activated is released and acceleration and start control are started, the risk of collision with an obstacle increases.

  The situation where the engine torque suppression once activated in FIG. 3 is released will be described with reference to the timing chart of FIG. The state of (A) of FIG. 3 is shown as (A) time of FIG. 4, the state of (B) of FIG. 3 is shown as (B) time of FIG. 4, and the state of (C) of FIG. It shows as (C) time of FIG.

Therefore, at the time point (A) in FIG. 4, the obstacle detection is performed by the first transmission / reception unit 11a, and the obstacle detection is not performed by the second transmission / reception units 11b and 11c. Yes. At the time point (B) in FIG. 4, no obstacle is detected by both the first transmitting / receiving unit 11a and the second receiving / transmitting units 11b, 11c, and as a result, the operation of the erroneous start suppression control is released. At the time point (C) in FIG. 4, there is no obstacle detection by the first transmission / reception unit 11a, and obstacle detection by the second transmission / reception units 11b and 11c, and as a result, the erroneous start suppression control is operating.
Therefore, at the time point (B) in FIG. 4, once the engine torque suppression that has been activated is released, the risk of collision with an obstacle increases.

  In the present embodiment, the effective range control unit 19 of the obstacle detection unit 15 shows the maximum effective range (maximum effective distance) of the infrared beam from the second transmission / reception units 11b and 11c installed on the left and right sides as shown in FIG. As shown in (B), it is improved by variably controlling the initial value L1 to the extended value L2.

This improved state will be described with reference to FIGS. 5 and 6 corresponding to FIGS.
(1) As shown in FIG. 5A, when the obstacle 5 enters the maximum effective range L3 in the central region α1 (FIG. 2A) and the region β1, first, the presence of the obstacle 5 is detected. Then, engine torque suppression control described later is started, and acceleration and start are suppressed. FIG. 5A is the same as FIG.
(2) When the vehicle 1 further moves forward, as shown in FIG. 5B, the first receiving / transmitting unit 11a may sink under the vertical angle (β1) of the first receiving / transmitting unit 11a. When the obstacle 5 is detected, it is predicted that the obstacle will not be detected by the first transmission / reception unit 11a, and the maximum effective range (maximum effective distance) of the infrared beam from the second reception / transmission unit 11b, 11c. Is extended to the extension value L2. By this extension, the obstacle 5 enters the maximum effective range of the second transmitting / receiving units 11b and 11c, and the obstacle 5 is detected.

  A situation in which an obstacle can be detected by the second transmitting / receiving units 11b and 11c in FIG. 5 will be described with reference to the timing chart of FIG. The state of (A) in FIG. 5 is shown as (A) time in FIG. 6, and the state in (B) of FIG. 5 is shown as (B) in FIG.

Therefore, at the time point (A) of FIG. 6, the obstacle detection is performed by the first transmission / reception unit 11a, and the obstacle detection is not performed by the second transmission / reception units 11b and 11c. As a result, the erroneous start suppression control is activated. Yes. At time (B) in FIG. 6, there is no obstacle detection by the first transmission / reception unit 11a, and obstacle detection by the second transmission / reception units 11b and 11c, and as a result, the erroneous start suppression control is operating. .
Therefore, as shown in FIG. 6, since the engine torque suppression is continued without being released once, the risk of a collision with an obstacle is improved.

As shown in FIG. 2A, the initial value L1 of the maximum effective range (maximum effective distance) is the extension line of the vehicle body width W of the vehicle 1 and the left and right boundary lines of the region α2 of the second transmitting / receiving parts 11b and 11c. It is the distance to the position where.
Thus, the initial value L1 is the distance from the front end of the vehicle 1 to the position where the extension line of the vehicle body width W intersects with the left and right boundary lines of the region α2 from the second transmission / reception units 11b and 11c. In the state of the initial value L1, obstacles outside the vehicle body width W are not detected, thereby reducing erroneous determination for obstacles that do not affect the frontal collision of the vehicle 1.

Further, as shown in FIG. 2B, the extension value L2 is an extension line of a width (W + 2S) obtained by adding the width S of the side mirror 27 to the vehicle body width W of the vehicle 1 and the area from the second transmission / reception units 11b and 11c. The distance to the position where α2 intersects with the left and right boundary lines.
Thus, the extension value L2 is an extension line of the width (W + 2S) obtained by adding the width S of the side mirror 27 to the vehicle body width W of the vehicle 1, and the left and right boundary lines of the region α2 from the second transmitting / receiving units 11b and 11c. It is the distance to the position where
Therefore, even if the maximum effective range of the second transmission / reception units 11b and 11c is extended, erroneous determination on an obstacle that does not affect (involve) the frontal collision can be reduced as much as possible.
Not only the width S of the side mirror 27 but also a value obtained by adding a plus alpha (cm) to the width of the side mirror 27 may be set, and set to a level that does not cause an erroneous determination based on a test or the like. Can do.

Next, the erroneous start suppressing device 7 will be described. As shown in FIG. 1, the erroneous start suppressing device 7 includes a control device 9 including an ECU (electronic control unit) and an engine control unit 29 that executes engine torque suppression control. ing.
The control device 9 includes an erroneous start suppression unit 25, and the erroneous start suppression unit 25 further includes a torque suppression control unit 31.

  The engine control unit 29 that executes torque suppression control of the engine controls the engine output by controlling the fuel injection amount, the ignition timing, and the like based on the signal from the vehicle speed sensor 21 and the signal from the accelerator opening sensor 23. Based on the signal of the detection result of the obstacle 5 from the obstacle detector 15 described above, the engine output is controlled to be suppressed, and the acceleration or start of the vehicle 1 when the accelerator pedal is depressed is suppressed. .

Next, the obstacle detection control and the erroneous start suppression control performed by the control device 9 will be described with reference to the flowcharts of FIGS.
FIG. 7 is an overall control flowchart of obstacle detection control and erroneous start suppression control, and FIG. 8 is a flowchart of a subroutine for setting an effective range extension flag.

In FIG. 7, in step S <b> 1, various sensor signals representing vehicle operating states such as the vehicle speed sensor 21 and the accelerator opening sensor 23 are read. In step S2, it is determined whether the vehicle 1 is traveling at a predetermined vehicle speed (for example, 10 km / h) or less or is stopped.
Next, in step S3, an extension flag for extending the maximum effective range of obstacle detection by the second transmitting / receiving units 11b and 11c is set. This extension flag setting subroutine will be described later.

In step S4, it is determined whether the extension flag set in step S3 is ON or OFF. If the extension flag is ON, the process proceeds to step S6, and the maximum effective range of obstacle detection by the second transmission / reception units 11b and 11c is extended from the initial value L1 to the extension value L2. As already described, the extension value L2 is set as a range in which the infrared beam from the second transmitting / receiving units 11b and 11c spreads to a width (W + 2S) obtained by adding the width S of the side mirror 27 to the vehicle body width W. Yes.
If the extension flag is OFF, the process proceeds to step S5, and the maximum effective range for obstacle detection by the second transmission / reception units 11b and 11c is set to the initial value L1. As described above, the initial value L1 is set as a range in which the infrared beam from the second transmitting / receiving units 11b and 11c spreads to the vehicle body width W.

  In step S7, it is determined whether or not the obstacle 5 has been detected by the first transmission / reception unit 11a or the second transmission / reception unit 11b, 11c. If detected, the process proceeds to step S8 to control engine torque suppression. Judgment is executed to suppress acceleration or start of the vehicle 1. When the obstacle 5 is not detected in step S7, the process proceeds to step S9, and the engine torque suppression control determination is prohibited. If the vehicle speed is not less than or equal to the predetermined vehicle speed in step S2, engine torque suppression control determination based on the detection result of the obstacle 5 by the first receiving / transmitting unit 11a and the second receiving / transmitting units 11b, 11c is prohibited.

Next, the subroutine for setting the effective range extension flag in step S3 will be described with reference to FIG.
In step S11, it is determined whether an obstacle is detected by the first transmission / reception unit 11a. If detected, the process proceeds to step S12 to extend the maximum effective range of the second transmission / reception unit 11b, 11c. The effective range extension flag to be enabled is turned ON, and the extension flag OFF timer is set to 0 (zero).
If it is determined in step S11 that no obstacle is detected by the first transmission / reception unit 11a, the obstacle 5 is detected in at least one of the left and right sides of the second transmission / reception unit 11b, 11c in step S13. It is determined whether or not. If the obstacle 5 is detected by at least one of the second transmission / reception units 11b and 11c, the process proceeds to step S8 in FIG. 7 to execute engine torque suppression control and accelerate the vehicle 1 Or restrain the start.

Moreover, when the obstacle 5 is not detected in any of the second transmission / reception units 11b and 11c in Step S13, the result is No, and the process proceeds to Step S14. In Step S14, the second transmission / reception unit 11b, It is determined whether or not the effective range extension flag 11c is ON.
If the determination result is Yes and the valid range extension flag is ON, in step S15, the control calculation cycle is added to the extension flag OFF timer. That is, the time from when the first receiving / transmitting unit 11a cannot detect an obstacle until the effective range extension flag of the second receiving / transmitting units 11b, 11c is turned off is calculated. In step S16, it is determined whether or not the extension flag OFF timer exceeds a predetermined value. The predetermined value is preferably a value in the range of 100 milliseconds to several seconds, for example.
Thus, even if the maximum effective range for obstacle detection by the left and right second transmitting / receiving units 11b and 11c is extended by extending the effective range only for a predetermined time, a pedestrian in the roadside band thereby And misjudgment of objects that do not affect the collision of vehicles such as installation objects can be reduced as much as possible.

  If the extension flag OFF timer exceeds the predetermined value in step S16, the effective range extension flag of the second transmitting / receiving units 11b and 11c is turned OFF in step S17, and the extension flag OFF timer is also set to 0 (zero). Reset to).

  According to the embodiment described above, when the effective range control unit 19 detects the obstacle 5 by the first transmission / reception unit 11a, the maximum effective range of the obstacle detection by the second transmission / reception unit 11b, 11 is set to the initial value. By extending from L1 to the extension value L2, the maximum effective range of the second transmitter / receiver units 11b and 11c is increased so that the second receiving / transmitting unit 11b, 11c is outside the beam spreading range of the central infrared beam and cannot be detected. By making detection possible with the infrared beams from the transmitters 11b and 11c, it is possible to prevent the detection accuracy of the obstacle 5 from being lowered. As a result, the certainty of the erroneous start suppression control of the vehicle 1 can be increased.

  According to an embodiment of the present invention, in the vehicle obstacle detection device that detects an obstacle ahead by irradiating an infrared beam to the center and at least one of the left and right directions with respect to the front of the host vehicle, Preventing the deterioration of obstacle detection accuracy that may occur when the maximum obstacle detection distance of the beam is set longer than either the left or right infrared beam, improving the obstacle detection accuracy, and further Since the certainty of the start suppression control can be increased, it is effective for application to an obstacle detection device and an erroneous start suppression device of the vehicle.

DESCRIPTION OF SYMBOLS 1 Vehicle 3 Obstacle detection apparatus 5 Obstacle 7 False start suppression apparatus 9 Control apparatus 11 Obstacle sensor part 11a 1st transmission / reception part 11b, 11c 2nd transmission / reception part 13 Running state determination part 15 Obstacle detection part 17 Calculation part 19 Effective range control unit 21 Vehicle speed sensor 23 Accelerator opening sensor 25 False start suppression unit 27 Side mirror 31 Torque suppression control unit L1 Initial value L2 of the maximum effective range (maximum effective distance) for obstacle detection by the second transmitting / receiving unit 2 Extension value L3 of the maximum effective range (maximum effective distance) for obstacle detection by the transmission / reception unit Setting value W for maximum effective range (maximum effective distance) for the obstacle detection by the first transmission / reception unit W Body width S Side mirror width α1 Horizontal spread angle α2 of the infrared beam from the first transmitter / receiver unit Horizontal spread angle β1 of the infrared beam from the second receiver / transmitter unit Infrared beam from the first transmitter / receiver unit Up-and-down spread angle β2 of the beam The up-and-down spread angle of the infrared beam from the second transmitting / receiving unit

Claims (6)

In the vehicle obstacle detection device that detects an obstacle ahead by irradiating an infrared beam in front of the vehicle,
A first transmission / reception unit that is provided at a central portion in the width direction of the vehicle and transmits an infrared beam to a central region in front of the vehicle and receives a reflected signal from an obstacle;
Transmitting and reflecting signals from obstacles are provided on at least one of the left and right sides of the first receiving / transmitting unit so as to spread to at least one of the left and right sides adjacent to the detection region of the infrared beam from the first receiving / transmitting unit. A second transmitting / receiving unit for receiving;
An effective range control unit for controlling a maximum effective distance for obstacle detection by the first transmission / reception unit and a maximum effective distance for obstacle detection by the second transmission / reception unit;
The transmission / reception area from the second transmission / reception unit is provided adjacent to the lower side of the transmission / reception area of the first reception / transmission unit,
The effective range control unit sets the maximum effective distance by the first transmission / reception unit to be longer than the maximum effective distance by the second reception / transmission unit, and detects the obstacle by the first transmission / reception unit, 2. An obstacle detection device for a vehicle, wherein the maximum effective distance of the receiving / transmitting unit is extended from an initial value.   The vehicle obstacle detection device according to claim 1, wherein the second transmission / reception unit is provided on each of the left and right sides of the first transmission / reception unit.   The vehicle obstacle detection according to claim 1 or 2, wherein the transmission / reception area from the second transmission / reception unit and the transmission / reception area of the first reception / transmission unit are formed to overlap in the vertical direction. apparatus.   The effective range control unit performs control for extending the maximum effective distance of the second transmission / reception unit from an initial value only for a predetermined time after an obstacle is detected by the first transmission / reception unit. The vehicle obstacle detection device according to any one of 1 to 3.   The vehicle obstacle detection device according to claim 4, wherein the predetermined time is in a range of 100 milliseconds to several seconds.   An erroneous start suppression comprising a torque suppression control unit for suppressing engine torque based on an obstacle detection signal from the vehicle obstacle detection device according to any one of claims 1 to 5. apparatus.

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