WO2014123112A1 - 車両の周囲の物標を検出する装置及び方法 - Google Patents
車両の周囲の物標を検出する装置及び方法 Download PDFInfo
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- WO2014123112A1 WO2014123112A1 PCT/JP2014/052546 JP2014052546W WO2014123112A1 WO 2014123112 A1 WO2014123112 A1 WO 2014123112A1 JP 2014052546 W JP2014052546 W JP 2014052546W WO 2014123112 A1 WO2014123112 A1 WO 2014123112A1
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
- G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
- G01S13/88—Radar or analogous systems specially adapted for specific applications
- G01S13/93—Radar or analogous systems specially adapted for specific applications for anti-collision purposes
- G01S13/931—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of land vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
- G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
- G01S13/02—Systems using reflection of radio waves, e.g. primary radar systems; Analogous systems
- G01S13/04—Systems determining presence of a target
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
- G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
- G01S13/02—Systems using reflection of radio waves, e.g. primary radar systems; Analogous systems
- G01S13/06—Systems determining position data of a target
- G01S13/08—Systems for measuring distance only
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
- G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
- G01S13/02—Systems using reflection of radio waves, e.g. primary radar systems; Analogous systems
- G01S13/06—Systems determining position data of a target
- G01S13/08—Systems for measuring distance only
- G01S13/32—Systems for measuring distance only using transmission of continuous waves, whether amplitude-, frequency-, or phase-modulated, or unmodulated
- G01S13/34—Systems for measuring distance only using transmission of continuous waves, whether amplitude-, frequency-, or phase-modulated, or unmodulated using transmission of continuous, frequency-modulated waves while heterodyning the received signal, or a signal derived therefrom, with a locally-generated signal related to the contemporaneously transmitted signal
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
- G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
- G01S13/02—Systems using reflection of radio waves, e.g. primary radar systems; Analogous systems
- G01S13/06—Systems determining position data of a target
- G01S13/46—Indirect determination of position data
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
- G01S7/00—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00
- G01S7/02—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00 of systems according to group G01S13/00
- G01S7/35—Details of non-pulse systems
- G01S7/352—Receivers
- G01S7/354—Extracting wanted echo-signals
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
- G01S7/00—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00
- G01S7/02—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00 of systems according to group G01S13/00
- G01S7/41—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00 of systems according to group G01S13/00 using analysis of echo signal for target characterisation; Target signature; Target cross-section
- G01S7/411—Identification of targets based on measurements of radar reflectivity
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
- B60R2021/0027—Post collision measures, e.g. notifying emergency services
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
- G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
- G01S13/02—Systems using reflection of radio waves, e.g. primary radar systems; Analogous systems
- G01S13/06—Systems determining position data of a target
- G01S13/08—Systems for measuring distance only
- G01S13/32—Systems for measuring distance only using transmission of continuous waves, whether amplitude-, frequency-, or phase-modulated, or unmodulated
- G01S13/34—Systems for measuring distance only using transmission of continuous waves, whether amplitude-, frequency-, or phase-modulated, or unmodulated using transmission of continuous, frequency-modulated waves while heterodyning the received signal, or a signal derived therefrom, with a locally-generated signal related to the contemporaneously transmitted signal
- G01S13/345—Systems for measuring distance only using transmission of continuous waves, whether amplitude-, frequency-, or phase-modulated, or unmodulated using transmission of continuous, frequency-modulated waves while heterodyning the received signal, or a signal derived therefrom, with a locally-generated signal related to the contemporaneously transmitted signal using triangular modulation
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
- G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
- G01S13/86—Combinations of radar systems with non-radar systems, e.g. sonar, direction finder
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
- G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
- G01S13/02—Systems using reflection of radio waves, e.g. primary radar systems; Analogous systems
- G01S13/06—Systems determining position data of a target
- G01S13/46—Indirect determination of position data
- G01S2013/462—Indirect determination of position data using multipath signals
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
- G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
- G01S13/88—Radar or analogous systems specially adapted for specific applications
- G01S13/93—Radar or analogous systems specially adapted for specific applications for anti-collision purposes
- G01S13/931—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of land vehicles
- G01S2013/93185—Controlling the brakes
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
- G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
- G01S13/88—Radar or analogous systems specially adapted for specific applications
- G01S13/93—Radar or analogous systems specially adapted for specific applications for anti-collision purposes
- G01S13/931—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of land vehicles
- G01S2013/932—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of land vehicles using own vehicle data, e.g. ground speed, steering wheel direction
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
- G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
- G01S13/88—Radar or analogous systems specially adapted for specific applications
- G01S13/93—Radar or analogous systems specially adapted for specific applications for anti-collision purposes
- G01S13/931—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of land vehicles
- G01S2013/9327—Sensor installation details
- G01S2013/93271—Sensor installation details in the front of the vehicles
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
- G01S7/00—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00
- G01S7/02—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00 of systems according to group G01S13/00
- G01S7/35—Details of non-pulse systems
- G01S7/352—Receivers
- G01S7/356—Receivers involving particularities of FFT processing
Definitions
- the present invention relates to an apparatus and a method for detecting a target existing around a vehicle, and more particularly, to an apparatus and a method for generating information indicating the presence including information on the height direction of the target.
- Patent Document 1 the height of the target from the road surface is estimated from the power distribution of the received power (the occurrence pattern of null points) for the target detected continuously over multiple measurement cycles.
- the null point refers to a point where the received power of the reflected wave is minimized.
- the generation pattern of null points is usually made of a metal embedded in a road surface such as a manhole, as the height from the road surface is lower, the generation interval of null points becomes wider.
- a road surface object hereinafter also referred to as a low-level target
- no null point is generated.
- an object of the present invention is to provide an apparatus and a method for identifying a low-level target by a simple method regardless of the road shape.
- the target detection apparatus includes target detection means, determination value calculation means, and low-level target determination means.
- the target detection means is an object existing around the vehicle based on a detection result of a radar sensor that transmits and receives a radar wave and detects the position and speed of a reflection point that reflects the radar wave for each predetermined measurement cycle. Detect the mark.
- the determination value calculation means obtains a depth determination value representing the depth of the target detected by the target detection means. Then, when the depth determination value calculated by the determination value calculation unit is smaller than a preset threshold value, the low-level target determination unit determines that the target is a low-level target that can be overridden by the vehicle.
- a target detection method for generating information related to a target mounted on a vehicle and present around the vehicle. This detection method is based on a detection result of a radar sensor that detects the position and speed of a reflection point that transmits and receives a radar wave and reflects the radar wave for each predetermined measurement cycle.
- a target is detected (26, S110 to S170), a depth determination value representing the depth of the detected target is obtained (26, S230), and the calculated depth determination value is compared with a preset threshold value. (26, S240), when it is determined by this comparison that the depth determination value is smaller than the threshold, the target is determined to be a low-level target that the vehicle can get over (26, S250).
- This detection method can provide the same effects as described above.
- the present invention also includes a vehicle control system having the target detection device as a constituent element, a program for causing a computer to function as each means constituting the target detection device, and a target detection method It can be realized in various forms.
- (A) is an explanatory diagram showing the road shape and the positional relationship between the host vehicle and the low-level target (the vehicle and the low-level target exist on a flat road), and (b) is the low-level vehicle in the situation of (a). It is the graph which showed in time series the distance with the low level target detected when approaching a standard, and the receiving intensity of the reflected wave from a low level target.
- (A) is an explanatory diagram showing the road shape and the positional relationship between the host vehicle and the low level target (the vehicle is located on the way downhill, and the low level target exists on the flat road ahead).
- b) is a graph showing, in a time series, the distance from the low-level target detected when the vehicle approaches the low-level target in the situation of (a) and the reception intensity of the reflected wave from the low-level target; ) Is a graph showing a change in the depth determination value with respect to the distance.
- (A) is an explanatory diagram showing the road shape and the positional relationship between the host vehicle and a target with depth (another vehicle) (the host vehicle and a target with depth exist on a flat road), and
- (b) is ( A graph showing in time series the distance from a target having a depth detected when the vehicle approaches a target having a depth in the state of a) and the reception intensity of a reflected wave from the target having a depth.
- (C) is a graph which shows the change of the depth determination value with respect to distance. It is explanatory drawing which shows the positional relationship of a road shape and a vehicle, and a low level target. It is a flowchart which shows the content of the height determination process in 2nd Embodiment. It is explanatory drawing which shows the search range of a peripheral reflector. It is a flowchart which shows the content of the height determination process in other embodiment.
- FIG. 1 A vehicle control system to which the present invention is applied is mounted on a vehicle and, as shown in FIG. 1, an inter-vehicle control electronic control device (hereinafter referred to as “inter-vehicle control ECU”) 30, an engine electronic control device (hereinafter referred to as “engine ECU”). And a brake electronic control device (hereinafter referred to as “brake ECU”) 34. These are connected to each other via a LAN communication bus.
- Each of the ECUs 30, 32, and 34 is mainly configured by a known microcomputer, and includes at least a bus controller for performing communication via a LAN communication bus.
- the inter-vehicle control ECU 30 is connected to a radar sensor 1 in addition to an alarm buzzer, a cruise control switch, a target inter-vehicle setting switch, and the like (not shown).
- the radar sensor 1 is configured as a so-called “millimeter wave radar” of the FMCW system, and transmits and receives a radar wave of a frequency-modulated millimeter wave band so that a target such as a preceding vehicle or a roadside object is detected. It recognizes, generates target information that is information about these recognized targets (hereinafter referred to as “recognized targets”), and transmits the target information to the inter-vehicle control ECU 30.
- target information that is information about these recognized targets (hereinafter referred to as “recognized targets”)
- the target information includes the distance to the recognized target, the relative speed, the direction in which the recognized target is located, the level of collision possibility, and the size of the estimated target (height, Width) etc. are included.
- the brake ECU 34 transmits the brake pedal state determined based on information from an unillustrated M / C pressure sensor to the inter-vehicle control ECU 30 in addition to detection information (steering angle, yaw rate) from an unillustrated steering sensor and yaw rate sensor.
- detection information steering angle, yaw rate
- the engine ECU 32 transmits detection information (vehicle speed, engine control state, accelerator operation state) from a vehicle speed sensor, a throttle opening sensor, and an accelerator pedal opening sensor (not shown) to the inter-vehicle control ECU 30, and from the inter-vehicle control ECU 30, the target acceleration.
- detection information vehicle speed, engine control state, accelerator operation state
- a throttle opening sensor e.g., a throttle opening sensor
- an accelerator pedal opening sensor not shown
- the fuel cut request or the like is received, and a drive command is output to a throttle actuator or the like that adjusts the throttle opening of the internal combustion engine in accordance with the operating state specified from the received information.
- the inter-vehicle control ECU 30 receives a vehicle speed and an engine control state from the engine ECU 32 and a steering angle, a yaw rate, a brake control state, and the like from the brake ECU 34. Further, the inter-vehicle control ECU 30 is a control for adjusting the inter-vehicle distance to the preceding vehicle to an appropriate distance based on the set values by the cruise control switch, the target inter-vehicle setting switch, and the target information received from the radar sensor 1.
- a target acceleration, a fuel cut request, and the like are transmitted to the engine ECU 32, and a target acceleration, a brake request, and the like are transmitted to the brake ECU 34.
- the inter-vehicle control ECU 30 is configured to determine whether an alarm has occurred and to sound an alarm buzzer when an alarm is required.
- the radar sensor 1 includes an oscillator 10 that generates a high-frequency signal in the millimeter wave band that is modulated so as to have an upstream section in which the frequency increases linearly with respect to time and a downstream section in which the frequency decreases linearly.
- An amplifier 12 that amplifies the high-frequency signal generated by the power supply 10, a distributor 14 that distributes the output of the amplifier 12 to the transmission signal Ss and the local signal L, and a transmission antenna 16 that radiates a radar wave corresponding to the transmission signal Ss.
- a receiving antenna unit 20 comprising n receiving antennas for receiving radar waves.
- the radar sensor 1 sequentially selects one of the antennas constituting the reception antenna unit 20 and receives the reception signal Sr from the selected antenna to the subsequent stage, and the reception supplied from the reception switch 21.
- An amplifier 22 that amplifies the signal Sr
- a mixer 23 that generates the beat signal BT by mixing the reception signal Sr and the local signal L amplified by the amplifier 22, and an unnecessary signal component from the beat signal BT generated by the mixer 23 Filter 24,
- a / D converter 25 that samples and converts the output of filter 24 into digital data, and control of starting or stopping of oscillator 10 and sampling of beat signal BT via A / D converter 25
- signal processing using the sampling data and communication with the inter-vehicle distance control ECU 30 are necessary for signal processing.
- Information vehicle speed information
- the resulting information of the signal processing and a signal processing unit 26 that performs processing such as transmitting and receiving (such as target information).
- each antenna constituting the receiving antenna unit 20 is set so that the beam width thereof includes the entire beam width of the transmitting antenna 16.
- Each antenna is assigned to CH1 to CHn.
- the signal processing unit 26 is mainly configured by a well-known microcomputer (CPU, memory, etc.), and further performs fast Fourier transform (FFT) processing on the data taken in via the A / D converter 25.
- FFT fast Fourier transform
- An arithmetic processing unit for example, a DSP is provided.
- the distributor 14 when the oscillator 10 is started in accordance with a command from the signal processing unit 26, the distributor 14 generates a high-frequency signal generated by the oscillator 10 and amplified by the amplifier 12, and the distributor 14 uses power. By distributing, the transmission signal Ss and the local signal L are generated, and the transmission signal Ss is transmitted as a radar wave through the transmission antenna 16.
- the mixer 23 generates the beat signal BT by mixing the received signal Sr with the local signal L from the distributor 14.
- the beat signal BT is sampled by the A / D converter 25 after the unnecessary signal components are removed by the filter 24 and taken into the signal processing unit 26.
- the reception switch 21 is switched so that all the channels CH1 to CHn are selected a predetermined number of times (for example, 512 times) during one modulation period of the radar wave, and the A / D converter 25 is Sampling is performed in synchronization with this switching timing. That is, during one modulation period of the radar wave, sampling data is accumulated for each channel CH1 to CHn and for each up / down section of the radar wave.
- the ROM constituting the signal processing unit 26 stores at least a null point generation pattern map necessary for execution of processing in addition to a processing program described later.
- this processing is started repeatedly with one modulation period of the radar wave as a measurement cycle.
- frequency analysis processing in this case, FFT processing
- sampling data for one modulation period accumulated during the previous measurement cycle, and each channel CH1 to CHn and the radar wave upswing.
- the power spectrum of the beat signal BT is calculated for each downstream section.
- a peak search is performed to extract a frequency component that becomes a peak on the power spectrum obtained in S110 (hereinafter referred to as “peak frequency component”).
- the peak frequency components extracted by this peak search include those that match the predicted value in S180, which will be described later, and others that do not exist, and there is no peak frequency component that matches the predicted value. Is considered to be buried in noise or other peak frequency components, and extrapolates the peak frequency components.
- “conforming” means matching within a preset allowable range.
- the signal level of the extrapolated peak frequency component is set to zero or the noise level.
- an azimuth calculation process for obtaining the arrival direction of the reflected wave that generated the peak frequency is executed. Specifically, frequency analysis processing (here, FFT processing or super resolution method such as MUSIC) is performed on the peak frequency components of n identical frequencies collected from each channel CH1 to CHn.
- frequency analysis processing here, FFT processing or super resolution method such as MUSIC
- pair matching processing for setting a combination of the peak frequency component during uplink modulation and the peak frequency component during downlink modulation extracted in S120 is executed.
- the signal levels of the peak frequency components extracted in S120 and the arrival directions calculated in S130 substantially match (the difference between the two is equal to or less than a preset match determination threshold).
- the distance and relative speed are calculated using a well-known method in FMCW radar, and only those whose calculated distance and calculated speed are smaller than the preset upper limit distance and upper limit speed are officially determined. Registered as a pair (ie, a radar wave reflection point).
- current cycle pair For each pair registered in S140 of the current measurement cycle (hereinafter referred to as “current cycle pair”), the current cycle pair is registered as a pair registered in S140 of the previous measurement cycle (hereinafter referred to as “previous cycle”).
- previous cycle A history tracking process is executed to determine whether or not the same target is represented (there is a history connection).
- the predicted position and predicted speed of the current cycle pair corresponding to the previous cycle pair are calculated, the predicted position, the predicted speed, and the detected position obtained from the current cycle pair,
- a preset upper limit value upper position difference, upper limit speed difference
- the target recognized in S150 of the current cycle is the current cycle target
- the target recognized in S150 of the previous cycle is the previous cycle target
- the previous cycle target having no history connection with the current cycle target is obtained. If there is, an extrapolation pair is created based on the predicted value for the previous cycle target, and a target extrapolation process for adding the extrapolation pair to the current cycle target is executed.
- an extrapolation flag indicating the presence or absence of extrapolation and an extrapolation counter indicating the number of consecutive extrapolations are set, and the actual pair where the current cycle target is actually detected is set.
- the extrapolation flag GF and the extrapolation counter are cleared to zero. If the current cycle target is an extrapolation pair, the extrapolation flag GF is set to 1 and the extrapolation counter is incremented. When the count value of the extrapolation counter reaches a preset discard threshold, the target is discarded as lost.
- next cycle target prediction process for each of the current cycle targets registered in S150 and S160, the next cycle target prediction process for obtaining the peak frequency to be detected in the next cycle and the azimuth angle to be detected is executed.
- a height determination process for determining the height of the stationary target is executed based on the information obtained in S110 to S170 described above and the vehicle speed information obtained from the inter-vehicular control ECU 30, and recognized in S190. For each target, target information including the speed, position, azimuth angle of the target, and the height estimated in S180 is generated and transmitted to the inter-vehicle distance control ECU 30, and this process is terminated.
- an unprocessed stationary pair that satisfies the representative condition is selected as a representative pair.
- a representative condition the presence at the position closest to the host vehicle is used.
- a depth determination value is generated for the representative pair. Specifically, the depth determination is performed for the number of stationary pairs (same object pairs) that exist in the same authorized range set in advance to select a stationary pair caused by the same object as the representative pair and satisfy the same target condition. Value.
- the same certified range has a vertical position difference between the representative pair within a preset vertical position selection determination value (for example, ⁇ 10 m), and a horizontal position difference with the representative pair is preset.
- the position selection determination value (for example, ⁇ 1.8 m) is used (see FIG. 4B).
- the same target condition uses that the difference in relative speed with the representative pair is within the same determination value (for example, ⁇ 5 km / h).
- a preset low threshold for example, 2. If the depth determination value is equal to or lower than the low threshold, it is determined in S250 that the stationary pair is based on a low target that the host vehicle can get over (turns on the low flag), and the process returns to S210.
- the null point generation pattern map is a null where the distance from the vehicle to the target (for example, 0 m to 100 m) is divided into a plurality of areas, and the received power of the reflected wave affected by the multipath is minimized. If there is at least one point in the area, “1” is set as the map value, and if there is no point, “0” is set as the map value.
- the height from the road surface (for example, 0 to 350 cm) is divided by a predetermined range (for example, 10 cm), and a pattern is stored for each divided range.
- a predetermined range for example, 10 cm
- the target is a low-level target based on the depth determination value, and for the non-low-level target, the height of the target is estimated by a null pattern identification process.
- the target is a low-level target (such as a road surface that the host vehicle can get over)
- the reception intensity of the reflected wave from the target gradually increases as it approaches the target as shown in FIG. Become bigger.
- the target is a non-low-level target (an object having a height with which the host vehicle may collide)
- the received power is reduced due to the multipath effect as shown in FIG. Null points that greatly decrease appear periodically. That is, if the vehicle is only traveling on a flat road, the height of the target can be determined from the null point pattern (S260).
- the target is a low-level target, depending on the road shape and the positional relationship between the host vehicle and the low-level target, as shown in FIG. A null point appears periodically, and it cannot be determined from the null point pattern whether or not this is a low-level target.
- the low-level target with a small depth is 1 or 2 at most, whereas the vehicle with a large depth or the like. Since it is 3 or more for a non-low target, it is possible to determine whether or not it is a low target based on this depth determination value.
- the number of stationary pairs that satisfy the same object selection condition on the basis of the representative pair is used as the depth determination value, and if the depth determination value is equal to or lower than the lower threshold, the lower target and lower threshold are used. If it is larger, it is determined as a non-low target.
- the depth determination value is a value corresponding to the depth of the target regardless of the road shape, even when the received power (null point generation pattern) cannot be identified, the low-level target and the non-low-level target are identified. be able to.
- the second embodiment is the same as the first embodiment except that the content of the height processing is partially different. Therefore, the description of the common configuration will be omitted, and the difference will be mainly described.
- the height determination process of this embodiment is the same as the height determination process of the first embodiment (see FIG. 3) except that S212 and S214 are added. That is, in this embodiment, when there is an unprocessed stationary pair (S210: YES), there is a possibility that the situation of the host vehicle erroneously detects that the low-level target is a non-low-level target in S212. Situation determination information necessary for determining whether or not a specific situation exists is acquired.
- the situation determination information includes at least the number of reflection points within the specified range, the vehicle body tilt angle, and the constant speed duration.
- the number of reflection points within the designated range is the number of pairs (reflection points) registered in the previous S140 that exist within the preset designated range.
- the designated range is a range within 50 m ahead of the host vehicle and within ⁇ 3 m on the side centered on the host vehicle.
- the vehicle body tilt angle is obtained from the detection results of various sensors used for detecting the attitude of the host vehicle via the LAN communication bus and the inter-vehicle control ECU 30, and from the pitch angle of the vehicle body obtained based on the acquired information. Become.
- the constant speed duration is a period that can be regarded as a constant speed obtained by acquiring the detection result of the sensor that detects the vehicle speed via the LAN communication bus and the inter-vehicle control ECU 30 and continuously monitoring the vehicle speed (for example, The speed fluctuation is within 5% of the current vehicle speed).
- the specific situation is present based on the situation determination information acquired in S212. Specifically, the number of reflection points within the specified range is greater than or equal to a preset threshold, the absolute value of the vehicle body tilt angle (forward tilt angle or high tilt angle) is greater than or equal to a preset allowable angle, or If any one of the constant speed duration times is less than the preset lower limit time, it is determined that the specific situation is present.
- the condition of the number of reflection points within the specified range is to determine whether or not there are many ceilings and roadside objects around the host vehicle. Such a situation assumes a self-propelled multi-level parking garage, an underground parking garage, etc., and these parking garages have a specific situation because there are many ramps in the running road.
- the condition of the vehicle body inclination angle is based on a sensor mounted on the vehicle, and directly determines the inclination state of the vehicle body to determine whether or not the vehicle is actually traveling on a slope.
- the constant speed duration condition is based on the difficulty of maintaining a constant speed while traveling on a slope. If the constant speed duration is greater than or equal to the lower limit value, there is a possibility of traveling on a slope. Since it is low, it is judged that it is not a specific situation, and the opposite case is judged to be a specific situation.
- the process proceeds to S220, and the same determination as in the first embodiment using the depth determination value is performed.
- the process proceeds to S260 and a null pattern identification process is executed.
- the efficient determination process is realized. Can do.
- a null pattern identification process is performed on the non-low-level target. You may comprise so that the identification using a depth determination value may be performed with respect to what was identified by the target.
- the representative pairs are narrowed down using the history connection information.
- the height determination process may be performed immediately after the pair match (S140).
- the depth determination value is used as the depth determination value.
- the present invention is not limited to this. Any parameter that can obtain a value reflecting the depth may be used.
- the null pattern identification process (S260) is executed when there is no specific situation (S214: NO) and when the depth determination value is larger than the low threshold (S240: NO).
- S214: NO when there is an unprocessed stationary pair (S210: YES)
- S211 when there is an unprocessed stationary pair (S210: YES)
- S211 when there is an unprocessed stationary pair (S210: YES)
- S211 having the same content as S260 is executed before the situation determination information is acquired (S212). You may comprise. That is, the null pattern identification process may always be executed regardless of the above conditions.
- the null pattern identification process may be executed before the representative pair selection (S220).
- Each component of the present invention is conceptual and is not limited to the above embodiment.
- the functions of one component may be distributed to a plurality of components, or the functions of a plurality of components may be integrated into one component.
- at least a part of the configuration of the above embodiment may be replaced with a known configuration having the same function.
- at least a part of the configuration of the above embodiment may be added to or replaced with the configuration of the other embodiment.
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Abstract
Description
また、本発明の別の態様として、車両に搭載され、該車両の周囲に存在する物標に関する情報を生成する物標検出方法が提供される。この検出方法は、予め設定された測定サイクル毎に、レーダ波を送受信して該レーダ波を反射した反射点の位置及び速度を検出するレーダセンサの検出結果から、前記車両の周囲に存在する物標を検出し(26,S110~S170)、この検出された物標の奥行きを表す奥行き判定値を求め(26,S230)、この算出された奥行き判定値と予め設定された閾値とを比較し(26,S240)、この比較により前記奥行き判定値が前記閾値より小さいと判定された場合に、前記物標は前記車両が乗り越え可能な低位物標であると判定する(26,S250)。この検出方法によっても、上述したと同等の作用効果が得られる。
<<第1実施形態>>
[全体構成]
本発明が適用された車両制御システムは、車両に搭載され、図1に示すように、車間制御電子制御装置(以下「車間制御ECU」と称す。)30、エンジン電子制御装置(以下「エンジンECU」と称す。)32、ブレーキ電子制御装置(以下「ブレーキECU」と称す。)34を備える。これらはLAN通信バスを介して互いに接続されている。また、各ECU30,32,34は、いずれも周知のマイクロコンピュータを中心に構成され、少なくともLAN通信バスを介して通信を行うためのバスコントローラを備えている。
ブレーキECU34は、図示しないステアリングセンサ、ヨーレートセンサからの検出情報(操舵角、ヨーレート)に加え、図示しないM/C圧センサからの情報に基づいて判断したブレーキペダル状態を車間制御ECU30に送信すると共に、車間制御ECU30から目標加速度、ブレーキ要求等を受信し、これら受信した情報や判断したブレーキ状態に従って、ブレーキ油圧回路に備えられた増圧制御弁・減圧制御弁を開閉するブレーキアクチュエータを駆動することでブレーキ力を制御するように構成されている。
エンジンECU32は、図示しない車速センサ、スロットル開度センサ、アクセルペダル開度センサからの検出情報(車速、エンジン制御状態、アクセル操作状態)を車間制御ECU30に送信すると共に、車間制御ECU30からは目標加速度、フューエルカット要求等を受信し、これら受信した情報から特定される運転状態に応じて、内燃機関のスロットル開度を調整するスロットルアクチュエータ等に対して駆動命令を出力するように構成されている。
車間制御ECU30は、エンジンECU32から車速やエンジン制御状態、ブレーキECU34から操舵角、ヨーレート、ブレーキ制御状態等を受信する。また、車間制御ECU30は、クルーズコントロールスイッチ,目標車間設定スイッチなどによる設定値、及びレーダセンサ1から受信した物標情報に基づいて、先行車両との車間距離を適切な距離に調節するための制御指令として、エンジンECU32に対しては、目標加速度、フューエルカット要求等を送信し、ブレーキECU34に対しては、目標加速度、ブレーキ要求等を送信する。また、車間制御ECU30は、警報発生の判定を行い、警報が必要な場合には警報ブザーを鳴動させるように構成されている。
ここで、レーダセンサ1の詳細について説明する。
レーダセンサ1は、時間に対して周波数が直線的に増加する上り区間、及び周波数が直線的に減少する下り区間を有するように変調されたミリ波帯の高周波信号を生成する発振器10と、発振器10が生成する高周波信号を増幅する増幅器12と、増幅器12の出力を送信信号Ssとローカル信号Lとに電力分配する分配器14と、送信信号Ssに応じたレーダ波を放射する送信アンテナ16と、レーダ波を受信するn個の受信アンテナからなる受信アンテナ部20とを備えている。
このように構成された本実施形態のレーダセンサ1では、信号処理部26からの指令に従って発振器10が起動すると、その発振器10が生成し、増幅器12が増幅した高周波信号を、分配器14が電力分配することにより、送信信号Ss及びローカル信号Lを生成し、このうち送信信号Ssは、送信アンテナ16を介してレーダ波として送出される。
次に、信号処理部26での処理について説明する。
なお、信号処理部26を構成するROMには、後述する処理のプログラムの他、処理の実行に必要なヌルポイント発生パターンマップが少なくとも記憶されている。
ここで、信号処理部26が実行するメイン処理を、図2に示すフローチャートに沿って説明する。なお、このフローチャート及び後述する様々なフローチャートに置いて、参照符号Sはステップを示す。
本処理が起動すると、S110では、前回の測定サイクルの間に蓄積された一変調周期分のサンプリングデータについて周波数解析処理(ここではFFT処理)を実行し、チャンネルCH1~CHn毎かつレーダ波の上り/下り各区間毎にビート信号BTのパワースペクトルを算出する。
次に先のS180にて実行する高さ判定処理の詳細を、図3に示すフローチャートに沿って説明する。
[作用]
物標からの反射波の受信強度は、その物標が低位物標(自車両が乗り越え可能な路面物等)である場合は、図5(b)に示すように、物標に近づくに従って徐々に大きくなる。しかし、その物標が、非低位物標(自車両が衝突する可能性のある高さを有する物体)である場合は、図7(b)に示すように、マルチパスの影響によって受信電力が大きく低下するヌルポイントが周期的に現れるものとなる。つまり、平坦な道路を走行するだけであれば、このヌルポイントのパターンから物標の高さを判定(S260)することができる。
以上説明したように、本実施形態では、代表ペアを基準として同一物体選択条件を満たす静止ペアの数を奥行き判定値として用い、奥行き判定値が低位閾値以下であれば低位物標、低位閾値より大きければ非低位物標であると判定している。
第2実施形態は、高さ処理の内容が一部異なる以外は、第1実施形態と同様であるため、共通する構成については説明を省略し、相違点を中心に説明する。
即ち、本実施形態では、未処理の静止ペアが存在する場合(S210:YES)、S212にて、自車両の状況が、低位物標を非低位物標であると誤検出する可能性がある特定状況にあるか否かの判断に必要な状況判断情報を取得する。
以上詳述した本実施形態によれば、前述した第1実施形態の効果に加え、以下の効果が得られる。
以上、本発明の実施形態について説明したが、本発明は、上記実施形態に限定されることなく、種々の形態を採り得ることは言うまでもない。
Claims (8)
- 車両に搭載され、該車両の周囲に存在する物標に関する情報を生成する物標検出装置であって、
予め設定された測定サイクル毎に、レーダ波を送受信して該レーダ波を反射した反射点の位置及び速度を検出するレーダセンサの検出結果から、前記車両の周囲に存在する物標を検出する物標検出手段(26,S110~S170)と、
前記物標検出手段によって検出された物標の奥行きを表す奥行き判定値を求める判定値算出手段(26,S230)と、
前記判定値算出手段により算出された奥行き判定値と予め設定された閾値とを比較する比較手段(26、S240)と、
前記比較手段により前記奥行判定値が前記閾値よりも小さいと判断された場合に、前記物標は前記車両が乗り越え可能な低位物標であると判定する低位物標判定手段と(26,S250)、
を備えることを特徴とする物標検出装置。 - 前記判定値算出手段は、前記反射点のうち予め設定された代表条件を満たすものを代表反射点とし、該代表反射点を基準として設定された同一認定範囲に存在し且つ前記代表反射点に対して予め設定された同一物標条件を満たす反射点の数を、前記奥行き判定値として求めることを特徴とする請求項1に記載の物標検出装置。
- 前記物標検出手段にて複数の前記測定サイクルに渡って検出される物標である対象物標を追尾する追尾手段(26,S150)を備え、
前記判定値算出手段は、前記対象物標に対応づけられる前記反射点を前記代表反射点として用いることを特徴とする請求項2に記載の物標検出装置。 - 前記低位物標を非低位物標として誤検出する可能性がある特定状況であるか否かを判断する状況判断手段(S212,S214)を備え、
前記低位物標判定手段は、前記状況判断手段により前記特定状況であると判断された場合に作動することを特徴と請求項1ないし請求項3のいずれか1項に記載の物標検出装置。 - 前記状況判断手段は、予め設定された範囲内で検出される前記反射点の数が予め設定された閾値より大きい場合に前記特定状況であると判断することを特徴とする請求項4に記載の物標検出装置。
- 前記状況判断手段は、前記車両の姿勢を表す姿勢情報を取得し、該姿勢情報が予め設定された許容角度以上に前傾または後傾していることを示している場合に前記特定状況であると判断することを特徴とする請求項4または請求項5に記載の物標検出装置。
- 前記状況判断手段は、前記車両の速度を表す速度情報を取得し、該速度情報に基づき一定速度での連続走行時間が予め設定された下限時間に満たない場合に前記特定状況であると判断することを特徴とする請求項4ないし請求項6のいずれか1項に記載の物標検出装置。
- 車両に搭載され、該車両の周囲に存在する物標に関する情報を生成する物標検出方法において、
予め設定された測定サイクル毎に、レーダ波を送受信して該レーダ波を反射した反射点の位置及び速度を検出するレーダセンサの検出結果から、前記車両の周囲に存在する物標を検出し(26,S110~S170)、
この検出された物標の奥行きを表す奥行き判定値を求め(26,S230)、
この算出された奥行き判定値と予め設定された閾値とを比較し(26,S240)、
この比較により前記奥行き判定値が前記閾値より小さいと判定された場合に、前記物標は前記車両が乗り越え可能な低位物標であると判定する(26,S250)、
ことを特徴とする物標検出方法。
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US9891316B2 (en) | 2018-02-13 |
CN104969090A (zh) | 2015-10-07 |
JP2014169996A (ja) | 2014-09-18 |
JP6369035B2 (ja) | 2018-08-08 |
US20150362592A1 (en) | 2015-12-17 |
DE112014000682B4 (de) | 2021-11-11 |
CN104969090B (zh) | 2018-01-16 |
DE112014000682T5 (de) | 2015-10-29 |
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