JP3014879B2 - Obstacle detection device for vehicles - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an obstacle detecting device mounted on a vehicle for preventing a collision or the like, and more particularly, to predicting a traveling route of a host vehicle and detecting an obstacle existing on the traveling route. It relates to improvement of things.

[0002]

2. Description of the Related Art Conventionally, as this kind of vehicle obstacle detecting device, for example, as disclosed in Japanese Patent Publication No. 51-7892, radar waves such as ultrasonic waves and radio waves are directed toward the front of a vehicle. A radar device for transmitting and detecting an obstacle such as a preceding vehicle existing in front of the vehicle, turning means for turning the radar device in a horizontal direction, and steering angle detecting means for detecting a steering angle of the host vehicle; The radar device is configured to rotate the radar device by a predetermined angle by the turning device according to the steering angle detected by the steering angle detecting device so as to direct a radar wave in a traveling direction of the vehicle. Have been. In recent years,
While using a scanning type radar device to perform scanning at a relatively wide angle in the horizontal direction, from the information obtained by the scanning, using a microcomputer,
By picking up only those in the area along the traveling path of the host vehicle predicted based on the steering angle, the detection of obstacles by the radar device is limited to the above area in software. Things are being developed. In addition, Japanese Patent Publication No. 3-42797 discloses that a plurality of radar devices are provided so that the front of the vehicle can be detected over a wide range.

[0003]

When an obstacle is detected only within the area along the traveling path of the host vehicle as described above, the width of the detection area is usually limited to the guide rail at the road end. In order to prevent false detection as an obstacle,
The value is set to a value close to the width of the host vehicle.

[0004] However, there are various problems in relation to the traveling environment of the vehicle on the road. That is, when the host vehicle is traveling to one side from the center of one traveling lane, the detection area may also be offset to one side of the traveling lane, and the other preceding vehicle may be overlooked. If there is another lane in the same direction adjacent to the driving lane of the vehicle,
When the preceding vehicle changes lanes ahead of the own vehicle in the traveling lane from another lane, the preceding vehicle cannot be detected early. Further, there is a problem that the detection distance by the radar device is shorter during the turning travel than in the straight traveling.

The present invention has been made in view of the foregoing, and an object of the present invention is to detect an obstacle only in an area along a traveling path of a host vehicle, and to detect an obstacle at a road edge. An object of the present invention is to provide a vehicular obstacle detection device capable of appropriately changing a detection area and appropriately detecting an obstacle while preventing a guide rail or the like from being erroneously detected as an obstacle.

[0006]

According to a first aspect of the present invention, there is provided a radar apparatus for transmitting a radar wave toward the front of a host vehicle and detecting an obstacle present in front of the host vehicle. A vehicle obstacle detecting device configured to predict a traveling path along which the vehicle travels and to detect an obstacle by the radar device only in an area along the traveling path includes: A traveling environment detecting means for detecting a traveling environment of the own vehicle in the vehicle, and receiving a signal from the detecting means, and when the own vehicle is traveling to one side from the center of one traveling lane, the vehicle travels along the traveling path. And a correction means for performing correction so as to enlarge the obstacle detection area limited to the area to the other side.

According to a second aspect of the present invention, there is provided a radar device for transmitting a radar wave forward of the own vehicle to detect an obstacle existing in front of the own vehicle, and predicting a traveling path on which the own vehicle travels. In a vehicle obstacle detection device configured to detect an obstacle by the radar device only in an area along the traveling path, a traveling environment for detecting a traveling environment of the own vehicle on a road is provided. Detecting means for receiving a signal from the detecting means, and when there is another lane in the same direction adjacent to the traveling lane of the own vehicle, the detecting area of the obstacle limited to the area along the traveling path is changed. And a correcting means for performing a correction so as to expand toward the lane side of the vehicle.

According to the third aspect of the present invention, when the radar device is provided in a pair of right and left in the first or second aspect, the correction means is provided by one of the radar devices when the vehicle travels straight. While detecting obstacles only within the area along the travel path of the vehicle, the other radar device detects the area adjacent to the travel path of the own vehicle, and when the vehicle turns, the radar device outside the turn The radar device inside the turning direction is corrected so that the radar device inside the turning direction detects an area adjacent to the turning direction outside the turning direction of the own vehicle while detecting an obstacle only in an area along the traveling path of the own vehicle. .

The invention according to claim 4 is dependent on the invention according to claim 1 or 2, and the driving environment detecting means, which is one of the components, is constituted by a camera that recognizes an image in front of the own vehicle. Things.

[0010]

According to the above-mentioned structure, according to the first aspect of the present invention,
When detecting an obstacle by the radar device only in an area along the traveling path during traveling of the own vehicle, the traveling environment of the own vehicle on the road is detected by the traveling environment detecting means,
The correction means receiving the signal from the detection means allows the detection area of the obstacle limited to the area along the traveling path to be shifted to the other side when the own vehicle is traveling to one side from the center of one traveling lane. Is corrected so as to expand to the side of the vehicle, regardless of the traveling state of the own vehicle, it is possible to reliably detect the preceding vehicle existing on the traveling lane of the own vehicle without overlooking it.

According to the second aspect of the present invention, when an obstacle is detected by the radar device only in an area along the traveling path during traveling of the own vehicle, the traveling environment of the own vehicle on the road is changed. When there is another lane in the same direction adjacent to the traveling lane of the host vehicle, the correction is limited to the area along the traveling path by the correction means which is detected by the traveling environment detection means and receives a signal from the detection means. Correction is made to expand the obstacle detection area to the other lane side, so when a vehicle suddenly cuts in front of the traveling lane of the own vehicle from another lane, this vehicle can be detected early. it can.

Further, according to the third aspect of the present invention, when the radar device is provided in a pair of right and left, one of the radar devices is limited to an area along the traveling path of the vehicle when the vehicle travels straight. If the other radar device makes a correction so as to detect an area adjacent to the traveling path of the own vehicle while detecting an obstacle, a sudden appearance of an obstacle such as an interrupt can be detected at an early stage. In addition, when the own vehicle turns, the radar device on the outer side of the turn detects an obstacle only in an area along the traveling path of the own vehicle, and the radar device on the inner side of the turn turns the radar outside the own vehicle's path. If a correction is made so as to detect an area adjacent to, the detection area is extended to a distant place and the blind spot is reduced even in a so-called blind corner where the line of sight is not effective.

[0013]

Embodiments of the present invention will be described below with reference to the drawings.

FIG. 1 shows a block diagram of a vehicle obstacle detecting device according to a first embodiment of the present invention. In this embodiment, the obstacle detection device is equipped with an automatic braking device that automatically applies a braking force to each wheel to a vehicle, and information of an obstacle detected by the obstacle detection device is automatically transmitted to the automatic braking device. Control.

In FIG. 1, reference numeral 1 denotes a radar head unit provided at a front portion of a vehicle body. The radar head unit 1 transmits a pulse laser beam as a radar wave from a transmitting section toward the front of the host vehicle. The receiving unit receives a reflected wave reflected by an obstacle such as a preceding vehicle existing in front of the vehicle. The radar head unit 1 is of a scanning type that scans a pulse laser beam transmitted from its transmitter at a relatively wide angle in the horizontal direction. The signal of the radar head unit 1 is input to a calculation unit 3 through a signal processing unit 2, and the calculation unit 3 determines that each obstacle existing within a scanning range due to a delay time from the transmission time of the laser reception light and the own vehicle. , The direction of the obstacle with respect to the own vehicle, and the like. The radar head unit 1, the signal processing unit 2, and the calculation unit 3 constitute a scanning radar device 4 for detecting an obstacle existing in front of the host vehicle.

Reference numeral 5 denotes a steering angle sensor for detecting a steering angle of a steering handle (hereinafter, simply referred to as a steering angle). Reference numeral 6 denotes a vehicle speed sensor for detecting a vehicle speed of the host vehicle. The signals are both input to the traveling route prediction means 7.

The traveling path predicting means 7 predicts the traveling path of the host vehicle based on the steering angle θH and the vehicle speed v0, and specifically calculates the radius of curvature R of the traveling path. Further, the traveling route prediction means 7 also calculates the vehicle sideslip angle β. The curvature radius R and the sideslip angle β are calculated by the following equation (1).

[0018]

## EQU1 ## Further, among the obstacles detected by the radar device 4 within an area along the travel path predicted by the travel path prediction means 7, the obstacle closest to the own vehicle (hereinafter referred to as 8) , Which is referred to as a nearest obstacle). The identification of the nearest obstacle by the identification means 8 is performed by detecting the obstacle by the radar device 4 only in an area along the traveling path. It is the same as that. Information on the nearest obstacle identified by the identification means 8 is input to the control unit 21 of the automatic braking device, and is used by the control unit 21 to judge the risk of collision between the vehicle and the obstacle. .

In addition, 10 is a CC provided at the front of the vehicle body.
The camera 10 is a D camera, and functions as a driving environment detecting unit that recognizes an image in front of the host vehicle and detects a driving position of the host vehicle on a road and a driving environment such as presence or absence of another lane. And the detection signal of the correction means 11
Is input to The correction means 11 applies a predetermined correction to the identification of the closest obstacle by the identification means 8 (that is, detection of an obstacle limited to an area along the traveling path) according to the traveling environment. It has become.

The identification of the closest obstacle by the identification means 8 and the like are performed according to the flowcharts shown in FIGS.

In FIGS. 2 and 3, after starting,
First, in step S11, data from the traveling path prediction means 7 (that is, the turning radius R and the sideslip angle β of the traveling path) is obtained, and in step S12, data from the radar device 4 (the arithmetic unit 3) is obtained. The data of this radar device 4 is M
And the distance Li between the obstacle and the vehicle (i = 1 to M).
), The horizontal angle φi of the obstacle from the center line of the radar device 4 (which substantially coincides with the center line of the host vehicle) and the no-echo counter Ci. Note that the no-echo counter Ci is required between one obstacle (i = n) in scanning in one direction of the radar device 4 and an obstacle (i = n−1) adjacent to the leading side in the scanning direction. It shows the time when it was done.

Subsequently, at step S13, ln is set to infinity, t
Initial values are set by setting n to 0 and i to 0. Where ln
Means the distance from the obstacle closest to the host vehicle among the obstacles existing on the traveling path.

After the initial value is set, i is counted up by 1 in step S14, and it is determined in step S15 whether i is equal to or less than M. If the determination is YES, ψo is calculated by the following equation in step S16, and ψmax is calculated in step S17 according to the flowchart shown in FIG.
And the calculation routine of ψmin is executed.

Ψo = (Li / 2R) -β where ψo is the vehicle A and the vehicle A as shown in FIG.
From the center line CL of the traveling path B ahead of
Is the included angle formed with respect to the center line a1 of the vehicle A (the center line of the radar device 4). Also, ψmax and ψmin are the center lines of the own vehicle A (the radar device 4), which are straight lines connecting the own vehicle A and the left and right ends of the obstacle detection area at a point on the traveling path B in front of the own vehicle A. Is the included angle with respect to the center line a1. In FIG. 5, W is the width of the traveling path B, and is set to be larger than the vehicle width of the host vehicle A.
R is the radius of curvature of the traveling path B, and β is the side slip angle of the vehicle A, which is the included angle between the traveling direction (velocity vector vo) of the vehicle A and the center line a1. Also, o, ψmax and ψmi
Since the sign of n is positive in the clockwise direction, there is a magnitude relationship of ψmin <ψo <ψmax among these three.

Subsequently, in step S18, the no-echo counter Ci is added to to, and the added value is newly set as to. Thereafter, in step S19, it is determined whether or not the horizontal angle φi of the obstacle is a value between ψmin and ψmax, that is, whether or not the obstacle is within the detection area. Subsequently, in step S20, it is determined whether or not the distance Li between the obstacle and the host vehicle is smaller than In. If the determination is YES, the distance Li is set to In and to is set to tn. . Thereafter, the process returns to step S14. Also, when the determination in step S19 or S20 is NO, the process returns to step S14.

By repeating the above steps S14 to S21, the obstacle closest to the host vehicle in the detection area along the traveling path B of the host vehicle A is selected from the M obstacles detected by the radar device 4. , And the distance between the nearest obstacle and the host vehicle is set to ln.

When all the M pieces of obstacle data have been checked, the value obtained by subtracting tn from T in step S22 is set to to (= T-tn). Here, T is the time required for scanning one frame by the radar device 4, and tn
Is the time required for scanning the nearest obstacle in the one frame scan of the radar device 4 after the replacement in step S21.
Therefore, to is the time from the point of detection of the nearest obstacle to the end of one frame scanning of the radar device 4. When this time to, the nearest obstacle is detected at the time of the next one frame scanning of the radar device 4. No echo counter C until
By adding i, the time required to detect the nearest obstacle twice during two-frame scanning is measured. This time is used for calculating a relative speed V between the host vehicle and the nearest obstacle in step S34 described later.

Subsequently, it is determined in step S23 whether or not ln is infinite, that is, whether or not the initial value is set. If the initial value is still set, ln is set to 0 in step S24, and step S31 is performed. Move to. When ln is a finite value, the process directly proceeds to step S31.

In step S31, it is determined whether or not there is an obstacle (closest obstacle) in the traveling path (specifically, in a detection area along the traveling path). If the determination is YES, n is determined in step S32. After the count is set to 0 and various replacements for calculating the relative speed are performed in step S33, the current distance between the host vehicle and the nearest obstacle is calculated in step S34 by an interpolation method such as the least square method. In addition to calculating the lo, the relative speed V between the current vehicle and the nearest obstacle is calculated using the distance lo, and then the process returns.

On the other hand, if the determination in step S31 is NO, the n count is incremented by one in step S35, and then it is determined in step S36 whether the n count is equal to or less than a predetermined number N, and this determination is YES. In step S37, the distance lo between the current vehicle and the closest obstacle is calculated by extrapolation using the data up to the previous time in step S37, and the current vehicle is closest to the current vehicle using the distance lo. The relative speed V with respect to the obstacle is calculated, and then the process returns.

When the determination in step S36 is NO, that is, when the closest obstacle has disappeared and a predetermined time has elapsed, the n count is set to 0 in step S38, and both lj and tj are set to 0 in step S39. Set. In step S40, the distance lo and the relative speed V between the host vehicle and the nearest obstacle are both set to 0, and then the process returns.

Next, a routine for calculating ψmax and ψmin will be described with reference to the flowchart shown in FIG. This routine is executed by the correction means 11.

In this calculation routine, first, in step S51, image data from the CCD camera 10 is read, and then in step S52, there is another lane in the same direction adjacent to the right side of the traveling lane of the vehicle. It is determined whether or not. If the determination is YES, ψmax is calculated by the following equation (a) in step S53, while if the determination is NO, ψmax is calculated by the following equation (b) in step S54.
Is calculated.

Ψmax = ψo + (W / 2 + e) / Li (a) ψmax = ψo + (W / 2Li) (b) Here, e is a positive predetermined value, but is equal to (W / 2 + e). The value is set so as to be smaller than a half value of the width of the traveling lane.

Subsequently, at step 55, it is determined whether or not there is another lane in the same direction adjacent to the left side of the traveling lane of the vehicle. When the determination is YES, ψmin is calculated by the following equation (c) in step S56, while the determination is NO.
In step S57, ψmi is calculated according to the following equation (d).
Calculate n.

Ψmin = ψo− (W / 2 + e) / Li (c) ψmin = ψo− (W / 2Li) (d) Thereafter, in step S 58, the own vehicle is shifted to one side from the center of one traveling lane. The vehicle travels in one direction, and it is determined whether or not the absolute value δ of the offset amount d is larger than a predetermined value. If this determination is NO, the process returns.

On the other hand, if the determination in step S58 is YES, it is determined whether or not the offset amount d is a positive value offset to the right of the center of the traveling lane. If the determination is YES, the value obtained by subtracting the angle (d / Li) corresponding to the offset amount d from the previously obtained ψmin in step S60 is replaced with a new ψmin, and the process returns thereafter. When the determination is NO, that is, when the offset amount d is a negative value and the host vehicle is deviating to the left from the center line of the traveling lane, the offset amount is determined with respect to ψmax previously obtained in step S61. An angle equivalent to d (d
/ Li) is replaced with a new value of .SIGMA.max, and then the process returns.

According to the routine for calculating ψmax and ψmin as described above, there is no other lane in the same direction adjacent to the traveling lane of the own vehicle, and the own vehicle A runs substantially on the center of the traveling lane.い る max and ψmin are calculated by the equations (b) and (d), respectively, and each straight line connecting the host vehicle A and the right end or the left end of the traveling path B in front of the host vehicle Li is located at the center of the host vehicle A. The included angle formed with respect to the line a1. Therefore, the closest obstacle is identified from the obstacles existing in the area having the same width as the traveling path B of the vehicle A, and the closest obstacle is detected in the area where the detection of the closest obstacle is limited. It can be done quickly and effectively.

On the other hand, when there is another lane adjacent to this lane and traveling in the same direction on at least one of the right side and the left side of the traveling lane of the own vehicle, ψmax or ψmin is calculated by the above equation (b) or (b). Instead of d), the formula (a)
Alternatively, it is calculated by (c), whereby the closest obstacle detection area is expanded by a predetermined distance e to the side where another lane exists, with respect to the lateral width W of the traveling path B of the own vehicle. Therefore, when the vehicle suddenly cuts in front of the traveling lane of the own vehicle from the other lane, the vehicle can be detected early.

When the vehicle is traveling to the right side of the center of the traveling lane and offset by the offset amount d, ψmi
n is an angle (d / Li) corresponding to the offset amount d with respect to the value calculated by one of the equations (c) and (d).
Is subtracted, and the detection area of the nearest obstacle is expanded by the offset amount d to the left of the width W of the traveling path B of the own vehicle. Conversely, when the host vehicle is traveling to the left of the center of the traveling lane and offset by the offset amount d, ψmax
Is the value calculated by either of the equations (a) and (b),
This is a value obtained by adding the angle (d / Li) corresponding to the offset d, and the detection area of the nearest obstacle is expanded by the offset d to the right of the lateral width W of the traveling path B of the vehicle. For this reason, even when the host vehicle is running to the left or right, the preceding vehicle existing on the traveling lane of the host vehicle is not overlooked, and the closest obstacle can be reliably detected.

FIG. 6 shows a block diagram of a vehicle obstacle detecting apparatus according to a second embodiment of the present invention. In this embodiment, the obstacle detection device is equipped with an automatic braking device that automatically applies a braking force to each wheel to a vehicle, and information of an obstacle detected by the obstacle detection device is automatically transmitted to the automatic braking device. Control.

In FIG. 6, reference numeral 31 denotes a left radar head unit provided on the left side of the front of the vehicle, and 32 denotes a right radar head unit provided on the right side of the front of the vehicle. Also, a pulse laser beam as a radar wave is transmitted from the transmitting section toward the front of the own vehicle, and the receiving section receives a reflected wave that is reflected by an obstacle such as a preceding vehicle existing in front of the vehicle. I have. In addition, both radar head units 3
Each of the spot lasers 1 and 32 is a spot type that emits a pulse laser beam in a relatively narrow range in a spot-like manner, and is provided so that the transmission direction of the pulse laser beam can be changed left and right by motors 33 and 34, respectively. ing. The signals from the two radar head units 31 and 32 are input to an arithmetic unit 36 through a signal processing unit 35.
The distance or the like between the obstacle and the host vehicle is calculated based on the delay time from the time of transmission of the laser reception light.
The two radar head units 31, 32, the motor 33,
34, a pair of left and right spot horizontally movable radar devices 37, 3 which share an arithmetic unit and the like, and detect an obstacle existing in front of the vehicle by the signal processing unit 35 and the arithmetic unit 36.
8 are configured.

Reference numeral 41 denotes a steering angle sensor for detecting a steering angle, and reference numeral 42 denotes a vehicle speed sensor for detecting the vehicle speed of the own vehicle. You. The traveling route prediction means 43
Calculates the radius of curvature R of the traveling path and the side slip angle β of the vehicle based on the steering angle θH and the vehicle speed v0 based on the steering angle θH and the vehicle speed v0, as in the case of the traveling path predicting means 7 in the first embodiment. It has become.

Further, reference numeral 44 denotes a CC provided at the front of the vehicle body.
The D-camera, which functions as a driving environment detecting means for recognizing an image in front of the host vehicle and detecting a driving environment of the host vehicle such as presence or absence of a lane other than the lane in which the host vehicle runs. , And the detection signal is input to the control unit 45. The control unit 45 includes detection signals of the steering angle sensor 41 and the vehicle speed sensor 42, obstacle information (information such as a distance between the obstacle and the host vehicle) obtained by the arithmetic unit 36, and The traveling path information (information such as the radius of curvature of the traveling path) obtained by the road prediction means 43 is input.

The control unit 45 controls the two radar devices 3
Identification means 46 for identifying the nearest obstacle among the obstacles detected by the radar devices 7 and 38;
And motor control means 47 for controlling the operation of the motors 33 and 34. The motor control means 47 basically transmits the radar devices 37 and 38 (radar head unit 31, 38) in the direction of the traveling path predicted by the traveling path prediction means 43.
32) are controlled. Therefore, the identification of the nearest obstacle by the identification means 46 is the same as the detection of the obstacle by the radar device 4 limited to the area along the traveling path. Information on the nearest obstacle identified by the identification means 46 is input to the control unit 51 of the automatic braking device, and is used by the control unit 51 to judge the risk of collision between the vehicle and the obstacle. .

The motor control means 47 is provided with the C
According to the traveling environment of the own vehicle obtained by the CD camera 41,
The operation of the motors 33 and 34 is controlled so that the direction of one of the radar devices 37 and 38 (the transmission direction of the pulse laser light) is changed to a direction different from the traveling path of the vehicle. The motor control unit 47 has a function as a correction unit that applies a predetermined correction to the detection of an obstacle limited to an area along the traveling path. Further, the motor control means 47 compares the obstacle information detected by the two radar devices 37 and 38 with each other, and
It also has a function as a fail detecting means for detecting 38 failures. When a failure is detected, a signal is output from the motor control means 47 to the fail lamp 52 so that the fail lamp is turned on.

Reference numeral 48 denotes an angle sensor for detecting the directions of the radar devices 37 and 38 from the rotation angles of the motors 33 and 34 of the respective radar devices 37 and 38, and a detection signal of the angle sensor 48 is input to the control unit 42. And the motor control means 4
7 for feedback control of the directions of the radar devices 37 and 38.

Next, the operation control of the motor by the motor control means 47 and the direction control of the radar devices 37 and 38 will be described with reference to the flowchart shown in FIG.

In FIG. 7, after starting, first, in step S71, it is determined whether or not the own vehicle is stopped based on the detection signal of the vehicle speed sensor 42. When the determination is NO, the vehicle is running straight ahead based on the detection signal of the steering angle sensor 41 in step S72.

If it is determined in step S72 that the vehicle is running straight, the process proceeds to step S73 in which the CCD camera 4
Then, it is determined whether there is another lane in the same direction adjacent to the left side of the traveling lane of the vehicle based on the image information from Step 4.
When this determination is YES, the direction of the right radar device 38 (right radar head unit 32) is directed to the traveling path of the own vehicle, that is, immediately before, in step S75, and the left radar device 37 (left radar head unit 31) is turned. The direction is directed to the left front of the other lane side on the left side of the traveling path of the host vehicle (FIG. 8
(A)). On the other hand, when the determination in step S73 is NO, that is, when there is no other lane in the same direction on the left side of the traveling lane of the own vehicle and there is another lane in the same direction on the right side,
In step S74, the direction of the left radar device 37 is directed to the traveling path of the own vehicle, that is, immediately before, and the direction of the right radar device 38 is directed to the right front in the other lane on the right side of the traveling path of the own vehicle. 8 (b)).

When the determination in step S72 is NO, that is, when the host vehicle is turning, it is further determined in step S76 whether the turning direction is a right turn. If the determination is YES during a right turn,
In step S77, the direction of the radar device 37 on the left side is directed to the direction of the traveling path of the own vehicle obtained by the traveling route prediction means 43, and the direction of the radar device 38 on the right side is immediately before the own vehicle (that is, (See FIG. 8 (c)). On the other hand, if the determination in step S76 is NO, that is, the vehicle is turning left, the direction of the right radar device 38 is turned to the direction of the traveling path of the host vehicle determined by the traveling path prediction means 43 in step S78. Device 3
The direction of 7 is directed to a position immediately before the own vehicle (that is, a region adjacent to the turning outside of the traveling path) (see FIG. 8D).

Further, the determination in step S71 is YES.
When the vehicle is stopped, both the left and right radar devices 37 and 38 are directed to the position immediately before the own vehicle in step S79, and the obstacle information detected by the two radar devices 37 and 38 is the same in step S80. It is determined whether or not there is. Here, when both the radar devices 37 and 38 are facing immediately before the own vehicle (see FIG. 8E), the both radar devices 37 and 38 are used.
Is normal, the obstacle information detected by the two radar devices 37 and 38 becomes the same. For this reason, when the obstacle information is the same, the process returns as it is, whereas when the obstacle information is different, the radar devices 37 and 38 return.
Is determined to have failed, a fail process such as turning on the fail lamp 52 is performed, and then the control is terminated.

According to the direction control of the radar devices 37 and 38, when the vehicle travels straight on one traveling lane of a road having two or more traveling lanes in the same direction,
Of the pair of left and right radar devices 37 and 38, one of the radar devices detects an obstacle on the traveling lane immediately before the vehicle, that is, toward the traveling lane as the traveling road, and the other radar device detects the obstacle on the traveling road. Another lane in the same direction adjacent to the traveling lane is detected. Therefore, it is possible to detect an obstacle such as a vehicle interrupting the traveling lane of the own vehicle from the other lane at an early stage.

When the vehicle turns on a curved road, the radar device on the outer side of the turn, of the pair of left and right radar devices 37 and 38, is directed forward on the inside of the turn, which is the travel route of the vehicle, on the traveling road. While detecting the obstacle, the radar device on the inside of the turn detects the area immediately before the own vehicle, that is, the area adjacent to the outside of the turn from the traveling path. For this reason, even in the so-called blind corner where the line of sight is not effective, the detection area of the radar devices 37 and 38 can be extended as far as possible on the traveling path, and the blind spot in the area adjacent to the turning outside of the traveling path can be reduced. It can be reduced as much as possible.

Further, the obstacle information detected by the two radar devices 37 and 38 is compared with each other to determine a failure of the radar devices 37 and 38. At the time of the failure, the fail lamp 52 is turned on. Reliability can be improved.

[0056]

As described above, according to the vehicle obstacle detecting device of the first aspect of the present invention, the detection of the obstacle by the radar device is limited to the area along the traveling path while the own vehicle is traveling. When performing, the vehicle exists on the traveling lane of the own vehicle even when the own vehicle is traveling to one side from the center of one traveling lane while avoiding erroneous detection of a guide rail or the like at the road end as an obstacle. It is possible to reliably detect the preceding vehicle without overlooking it.

According to the second aspect of the present invention, when a vehicle suddenly breaks into the traffic lane of the vehicle from another traffic lane adjacent to the traffic lane of the vehicle, the vehicle is detected early. can do.

Further, according to the third aspect of the present invention, it is possible to detect an abrupt appearance of an obstacle such as an interrupt at an early stage when the host vehicle is traveling straight, and the line of sight is not effective when the host vehicle is turning. Even with a so-called blind corner, the detection area can be extended as far as possible and the blind spot area can be reduced.

[Brief description of the drawings]

FIG. 1 is a block diagram of an obstacle detecting device for a vehicle according to a first embodiment of the present invention.

FIG. 2 is a flowchart illustrating a method for identifying a nearest obstacle.

FIG. 3 is a flowchart illustrating a method for calculating a distance between a host vehicle and a nearest obstacle;

FIG. 4 is a flowchart illustrating a routine for calculating ψmax and ψmin.

FIG. 5 is a schematic diagram showing a positional relationship between a host vehicle and a traveling path.

FIG. 6 is a view corresponding to FIG. 1 showing a second embodiment of the present invention.

FIG. 7 is a flowchart illustrating direction control of the radar device.

FIG. 8 is a schematic diagram illustrating a relationship between a traveling environment of a host vehicle and directions of left and right radar devices.

[Explanation of symbols]

 4,37,38 Radar device 10,44 CCD camera (driving environment detecting means) 11 Correcting means 47 Motor control means (correcting means)

Continuing from the front page (72) Inventor Toru Yoshioka 3-1 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Mazda Corporation (72) Inventor Kenichi Okuda 3-1 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Mazda Corporation (72) Inventor Yasunori Yamamoto 3-1 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Mazda Co., Ltd. (72) Inventor Satoshi Morioka 3-1 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Mazda Co., Ltd. (72) Inventor Tomohiko Adachi 3-1 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture Mazda Co., Ltd. (58) Field surveyed (Int. Cl. ⁷ , DB name) B60R 21/00

Claims (4)

(57) [Claims] 1. A radar device for transmitting a radar wave toward the front of a host vehicle to detect an obstacle existing in front of the host vehicle, and predicting a path along which the host vehicle is traveling. An obstacle detecting device for a vehicle configured to detect an obstacle by the radar device only within an area, wherein: a traveling environment detecting means for detecting a traveling environment of the own vehicle on a road; and Traffic signal, and your vehicle is in one driving lane.
When traveling on one side of the center of the
The obstacle detection area limited to the area along the road is
And a correcting means for performing a correction so as to expand to the side . 2. A radar wave is transmitted forward of the vehicle.
A radar device to detect obstacles in front
Together with predicting the path on which the vehicle will travel,
Obstruction by the above radar device only in the area along the road
Obstacle detection device for a vehicle configured to detect an object
Driving environment detection that detects the driving environment of the vehicle on the road
Receiving the signal from the detecting means and the detecting means, and adjacent to the traveling lane of the own vehicle.
And there is another lane in the same direction,
The detection area for obstacles limited to the
And a correction means for performing correction to increase the power.
Vehicle obstacle detecting device to. 3. The radar device is provided in a pair of right and left, and the correction unit is configured to control an obstacle in one of the radar devices within a region along a traveling path of the own vehicle when the own vehicle is running straight. While performing the detection, the other radar device detects the area adjacent to the traveling path of the own vehicle, and when the own vehicle turns, the radar device outside the turn restricts the obstacle to the area along the traveling path of the own vehicle. while performing detection of the object, turning the inside of the vehicle obstacle detecting device according to claim 1 or 2, wherein in which adding the correction to detect an area adjacent to the turning outside the traveling path of the vehicle by the radar device. Wherein said running environment detecting means, the vehicle obstacle detecting device according to claim 1 or 2, wherein the front of the own vehicle is an image recognizing camera.