JP2010018244A - Object detection device - Google Patents

Abstract

An object detection apparatus capable of detecting a target around a host vehicle with a simple configuration while reducing blind spots.
An object detection device is mounted at a position different from the first radar in the vehicle and a first radar that detects an object within a first detection range facing the outside of the vehicle, and is external to the vehicle. A second radar that detects an object within a second detection range toward the vehicle, and a risk that the detected object collides with the vehicle based on the detection result of the first radar and the detection result of the second radar And determining means for determining. Further, the first radar and the second radar are mounted on the vehicle in such a positional relationship that the central axis of the first detection range and the central axis of the second detection range are twisted or intersected outside the vehicle. The
[Selection] Figure 2

Description

  The present invention relates to an object detection device, and more particularly to an object detection device that detects an object around a vehicle.

  2. Description of the Related Art Conventionally, an in-vehicle radar device mounted on a vehicle for monitoring the periphery of the vehicle is known. Specifically, the on-vehicle radar device is an object (for example, another vehicle, a motorcycle, a bicycle, a pedestrian, a building) that is relatively close to the vehicle (hereinafter referred to as the host vehicle) by a millimeter wave radar. Detect objects as targets). And the said vehicle-mounted radar apparatus judges the danger that the own vehicle and a target will collide based on the said detection result. Further, when the on-vehicle radar device determines that there is a risk of collision with an object, the on-vehicle radar device alerts the driver with an alarm device or the like provided in the host vehicle.

  FIG. 17 is a diagram illustrating an example of a detectable range and a mounting direction of a conventional in-vehicle radar device. As shown in FIG. 17, the right-side monitoring radar is installed on the right side of the front part of the host vehicle, and the diagonally right front of the host vehicle is set as a detectable range. Similarly, the left monitoring radar is installed on the left side of the front portion of the host vehicle, and the diagonal left front of the host vehicle is set as a detectable range.

Another example of the in-vehicle radar device is an in-vehicle radar device disclosed in Patent Document 1, for example. Specifically, the above Patent Document 1 has a detection area setting unit that sets the detection direction of the radar according to the traveling environment of the host vehicle, and is transmitted from the radar according to an instruction from the detection area setting unit. An in-vehicle radar device that can arbitrarily change the monitoring direction of the radar by changing the transmission frequency of the radio wave is disclosed.
JP 2007-17294 A

  By the way, in the in-vehicle radar device that monitors the right front of the host vehicle with the right monitoring radar and the left front of the host vehicle with the left monitoring radar as described with reference to FIG. When the vehicle is traveling on a road where a line-of-sight shield (for example, the road side wall is shown in FIG. 17) is installed, the left-side monitoring radar cannot detect a target present in the blind spot of the road side wall. there is a possibility. In other words, it can be considered that a target is detected when the target enters a detectable range of any of the monitoring radars after passing through the blind spot. Therefore, there is a problem that the target detection timing is delayed in an in-vehicle radar in which it is desired to detect the target as soon as possible and call attention.

  The device disclosed in Patent Document 1 changes the detectable range and detection direction of each monitoring radar according to the traveling environment of the host vehicle. However, when the right monitoring radar is monitoring the diagonally right front of the host vehicle and the left monitoring radar is monitoring the diagonally left front of the host vehicle, even if the detectable range and detection direction of each radar are changed, As in the conventional example shown in FIG. 17, a target whose line of sight is blocked by the road side wall cannot be detected.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to detect an object around the host vehicle with a simple configuration by reducing the blind spot described above. Is to provide.

  In order to achieve the above object, the present invention employs the following configuration. That is, the first invention is an object detection device for detecting an object around a vehicle. The object detection device is mounted at a position different from the first radar in the vehicle and a first radar that detects an object within a first detection range toward the outside of the vehicle, and is directed toward the outside of the vehicle. Based on the second radar that detects an object within the second detection range, the detection result of the first radar, and the detection result of the second radar, the risk of the detected object colliding with the vehicle is determined. Determination means. Further, the first radar and the second radar are mounted on the vehicle in such a positional relationship that the central axis of the first detection range and the central axis of the second detection range are twisted or intersected outside the vehicle. This is an object detection device.

  According to a second aspect, in the first aspect, the first radar and the second radar have a positional relationship in which the central axis of the first detection range and the central axis of the second detection range are twisted or intersect in front of the vehicle. The object detection device mounted on the vehicle.

  According to a third aspect, in the first or second aspect, the first radar is mounted on the right front side of the vehicle, and forms a first detection range on the left front side of the vehicle. The second radar is an object detection device that is mounted on the left front side of the vehicle and forms a second detection range on the right front side of the vehicle.

  A fourth invention is the object detection device according to the third invention, wherein the first radar and the second radar are respectively mounted at positions where a vehicle headlamp or a direction indicator is installed.

  In a fifth aspect based on the first aspect, the first radar and the second radar have a positional relationship in which the central axis of the first detection range and the central axis of the second detection range are twisted or intersect at the rear of the vehicle. The object detection device mounted on the vehicle.

  In a sixth aspect based on the first or fifth aspect, the first radar is mounted on the right rear side of the vehicle, and forms a first detection range on the left rear side of the vehicle. The second radar is an object detection device that is mounted on the left rear side of the vehicle and forms a second detection range on the right rear side of the vehicle.

  A seventh invention is the object detection device according to the sixth invention, wherein the first radar and the second radar are each mounted at a position where a rear combination lamp of the vehicle is installed.

  In an eighth aspect based on the first aspect, in the first radar and the second radar, the center axis of the first detection range and the center axis of the second detection range are twisted or intersected on the side of the vehicle. An object detection device mounted on the vehicle in a positional relationship.

  In a ninth aspect based on the first aspect, the first radar irradiates the first detection range with a radio wave having a polarization plane polarized in the first direction. The second radar is an object detection device that irradiates the second detection range with a radio wave having a polarization plane polarized in a second direction different from the first direction.

  In a tenth aspect based on the first aspect, the first radar irradiates the first detection range with a radio wave having a polarization plane polarized in the first direction. The second radar is an object detection device that irradiates a second detection range with a radio wave having a polarization plane polarized in a second direction perpendicular to the first direction.

  In an eleventh aspect based on the first aspect, the radar system further includes radar control means for controlling operations of the first radar and the second radar to emit radio waves. The radar control means controls the operation of the first radar and the second radar emitting radio waves so that the period during which the first radar detects an object and the period during which the second radar emits radio waves do not overlap. This is an object detection device.

  In a twelfth aspect based on the first aspect, the object detected by the first radar and the object detected by the second radar are based on the detection result of the first radar and the detection result of the second radar. It further comprises discriminating means for discriminating whether or not the same object is included. The determination means is regarded as the same when the object detected by the first radar and the object detected by the second radar by the determination means include an object regarded as the same object. The object detection apparatus determines the risk of collision with the vehicle as one object.

  In a thirteenth aspect based on the twelfth aspect, the discrimination means includes a relative velocity, a relative distance, a relative position, and a movement of each of the object detected by the first radar and the object detected by the second radar. An object detection apparatus that determines whether or not the object is the same object based on a value obtained by comparing at least one of directions.

  According to the first aspect, it becomes possible to detect a target that could not be detected by a conventional in-vehicle radar. That is, the blind spot can be reduced, and objects around the vehicle can be detected with a simple configuration.

  According to the second aspect of the present invention, the vehicle immediately before the vehicle enters the detectable range of the radar. Therefore, for example, it is possible to detect an object existing at a close distance from the driver's seat to the front of the vehicle that is a blind spot.

  According to the third aspect, the first radar is mounted on the right front side of the vehicle, forms a first detection range on the left front side of the vehicle, and the second radar is mounted on the left front side of the vehicle, Since the second detection range is formed on the right front side of the vehicle, it is possible to detect an object that has not been detected so far, which is present in the blind spots on the right front and the left front of the vehicle.

  According to the fourth aspect of the invention, for example, if each radar is unitized into a headlamp or a direction indicator, the assemblability is improved when the radar is installed in the vehicle, and the installation becomes easy.

  According to the fifth aspect, the rear of the vehicle enters the radar detectable range. Therefore, for example, when the driver is moving the vehicle backward, it is possible to detect an object that is present at a close distance from the driver's seat to the rear of the vehicle that is a blind spot.

  According to the sixth invention, the first radar is mounted on the right rear side of the vehicle, forms a first detection range on the left rear side of the vehicle, and the second radar is mounted on the left rear side of the vehicle, Since the second detection range is formed on the right rear side of the vehicle, it is possible to detect an object that has not been detected so far and exists in the blind spots on the right rear side and the left rear side of the vehicle.

  According to the seventh aspect of the invention, for example, if each radar is unitized into a rear combination lamp, the assembling property is improved when the radar is installed in the vehicle, and the installation becomes easy.

  According to the eighth aspect, it is possible to detect an object existing in the vicinity of the periphery on the side of the vehicle.

  According to the ninth aspect, it is possible to suppress radio wave interference in a region where the first detection range and the second detection range overlap.

  According to the tenth aspect, it is possible to further suppress radio wave interference in a region where the first detection range and the second detection range overlap.

  According to the eleventh aspect, an area where the first detection range and the second detection range overlap can be eliminated, and radio wave interference between the first radar and the second radar can be suppressed.

  According to the twelfth aspect of the invention, for example, when the first radar and the second radar detect the same object, the objects can be regarded as the same object, so the first radar and the second radar The objects detected by and can be processed together, and the processing becomes simple. Further, by processing the objects detected by the first radar and the second radar together, for example, when an alarm is issued when there is a risk of collision with the object, the second radar and the second radar are detected. Therefore, it is not necessary to issue an alarm for each of them and the driver does not feel bothered.

  According to the thirteenth aspect of the present invention, the risk of collision is determined by combining detection results such as the relative speed, relative distance, relative position, and moving direction of the object detected by the first radar and the object detected by the second radar. Therefore, it is possible to make a more accurate determination. Also, for example, the width of the object can be calculated using each detection result.

(First embodiment)
Hereinafter, an object detection apparatus according to a first embodiment of the present invention will be described with reference to the drawings. In the first embodiment, a case where a driving support system including an object detection device is installed in a vehicle (hereinafter referred to as a host vehicle) will be described. FIG. 1 is a block diagram illustrating an example of a configuration of a driving support system including the object detection device.

  In FIG. 1, the driving support system including the object detection device according to the first embodiment includes a right radar 1R, a left radar 1L, a radar control device 2, and a safety device 3.

  Each of the right radar 1R and the left radar 1L is installed at a predetermined position of the own vehicle (for example, a position where a headlight or a direction indicator of the own vehicle is mounted), and emits radio waves toward the outside of the own vehicle. Irradiates and monitors the area in front of the vehicle. Specifically, the right radar 1R and the left radar 1L detect targets (for example, other vehicles, bicycles, pedestrians, buildings, etc.) existing in front of the host vehicle. Then, the right radar 1R outputs information including the relative speed Vr, the relative distance Lr, and the relative position Pr with respect to the right radar 1R to the radar control device 2 as target information iR. Similarly, the left radar 1L also outputs information including a relative speed Vl, a relative distance Ll, and a relative position Pl with respect to the left radar 1L to the radar controller 2 as target information iL. Note that the right radar 1R and the left radar 1L can simultaneously detect a plurality of targets, and output target information iR and target information iL of the detected targets to the radar control device 2, respectively.

  The radio waves emitted by the right radar 1R and the left radar 1L are, for example, millimeter waves. Millimeter waves are less susceptible to the influence of the natural environment such as rain and have excellent object recognition, and are suitable for monitoring the surroundings of vehicles in which the external environment changes significantly. The right radar 1R is installed on the right side of the front part of the host vehicle, and monitors the front left of the host vehicle by radiating radio waves toward the left front of the host vehicle. The left radar 1L is installed on the left side of the front part of the host vehicle, and monitors the right front side of the host vehicle by radiating radio waves toward the right front side of the host vehicle. Hereinafter, the detectable range and detection direction of the right radar 1R will be described with reference to FIG. FIG. 2 is a diagram illustrating an example of a detectable range and a detection direction of the right radar 1R.

  In FIG. 2, the right-side radar 1R is installed on the right side of the front part of the host vehicle, and radiates radio waves toward the left front of the host vehicle. The detectable distance of the right radar 1R is defined as a distance DR (hereinafter referred to as a detectable distance DR) in the horizontal direction from the installation location of the right radar 1R. The right radar 1R forms a detectable range SR with a detection range angle αR (hereinafter referred to as a viewing angle αR) diagonally left front of the host vehicle, and the center of the detectable range SR is defined as a detection center axis AR. To do. That is, the range (detectable range SR) in which the right radar 1R can detect the target can be defined by the detectable distance DR and the viewing angle αR. Then, the right radar 1R can detect the target when the target exists within the detectable range SR.

  Further, in FIG. 2, a straight line extending from the right radar 1R parallel to the center line connecting the front and rear of the host vehicle is defined as a straight line BR, and an angle formed by the straight line BR and the detection center axis AR is defined as a mounting angle θR. That is, the mounting angle θR is an angle that indicates how much the right-side radar 1R is directed in the front left direction with respect to the front direction of the host vehicle. Note that the detectable range of the left radar 1L can also be applied by analogy with the description of the detectable range of the right radar 1R described above, and therefore the description and illustration in FIG. 2 are omitted. That is, similarly to the right radar 1R, the left radar 1L forms a detectable range SL defined by the detectable distance DL and the viewing angle αL and a mounting angle θL that is an angle formed by the detection center axis AL and the straight line BL. ing. The right radar 1R and the left radar 1L correspond to examples of the first radar and the second radar of the present invention, respectively, and the detectable range SR and the detectable range SL are the first detection range and the second radar of the present invention. Each corresponds to an example of the detection range.

  As described above, the right radar 1R according to the present embodiment is installed on the right side of the front of the host vehicle so that the radio wave can be emitted toward the left front of the host vehicle, and the left radar 1L is tilted right front of the host vehicle. It is installed on the left side of the front part of the vehicle so that it can radiate radio waves toward. Then, regarding the mounting angle θR and the mounting angle θL, it is assumed that the clockwise direction when viewed from above the host vehicle is represented by a positive angle. For example, if the right-side radar 1R is directed to the left side of the host vehicle by 20 ° with respect to the straight line BR, the mounting angle θR can be expressed as θR = −20 °. If the left radar 1L is directed 20 ° to the right side of the host vehicle with respect to the straight line BL, the mounting angle θL can be expressed as θL = 20 °. That is, when the right-side radar 1R and the left-side radar 1L are installed in the own vehicle in the above-described installation relationship, the mounting angle θR and the mounting angle θL can be expressed as θR <0 ° and θL> 0 °. That is, the detection center axis AR and the detection center axis AL are in a positional relationship where the detection vehicle is twisted or intersects in front of the host vehicle. More preferably, a positional relationship in which the detection center axis AR and the detection center axis AL are twisted or intersects immediately in front of the host vehicle is preferable. As an example, when the mounting angle of the conventional right-side monitoring radar shown in FIG. 17 is set to 30 ° and the mounting angle of the left-side monitoring radar is set to −30 °, when the same mounting angle is aimed, this embodiment The mounting angle θR of the right radar 1R and the mounting angle θL of the left radar 1L may be set to θR = −30 ° and θL = 30 °, respectively.

  FIG. 3 is a diagram illustrating an example in which the right-side radar 1R is mounted on the diagonal left side in front of the host vehicle. For easy understanding, in FIG. 3, the detectable range of the conventional left monitoring radar is indicated by a wavy line. As shown in FIG. 3, by directing the right radar 1R toward the left side ahead of the host vehicle, it becomes possible to detect a target that could not be detected by a conventional left monitoring radar. In other words, by detecting the left front direction of the host vehicle with the right radar 1R mounted on the right side in front of the host vehicle, the blind spot is detected by the line-of-sight shield (the road side wall is also shown in FIG. 3 as an example). It becomes possible to detect the area. That is, a part of the blind spot that could not be detected by the conventional left monitoring radar described with reference to FIG. 17 becomes a part of the detectable range SR of the right radar 1R (shaded area in FIG. 3). Therefore, the right-side radar 1R can detect a target that exists at a position that was a blind spot in the past. Needless to say, the conventional blind spot also decreases in the left radar 1L. Therefore, it becomes possible for the right-side radar 1R and the left-side radar 1L to detect an area that cannot be detected as a blind spot in each conventional monitoring radar.

  Furthermore, if the detection center axis AR and the detection center axis AL are in a positional relationship such that they are twisted or intersected in the immediate vicinity of the front of the host vehicle, the right radar 1R or the left radar 1L can be detected even at a close distance in front of the host vehicle ( (See FIG. 2). This is different from the conventional monitoring radar as shown in FIG. 17, for example, in which the detection center axis AR and the detection center axis AL of the right radar 1R and the left radar 1L according to this embodiment are in front of the host vehicle. This is because there is a region where the detection ranges overlap at a close distance to the front of the host vehicle because the positional relationship is twisted or intersects. Therefore, it is possible to detect a target that is present at a close distance from the driver's seat to the front of the host vehicle that is a blind spot.

  As described above, in the right radar 1R and the left radar 1L according to the present embodiment, the detectable range SR of the right radar 1R and the detectable range SL of the left radar 1L overlap (the respective radio wave irradiation areas overlap). ) The area exists. By overlapping the radio wave irradiation areas in this way, the left radar 1L receives the transmitted wave and reflected wave from the right radar 1R, and the right radar 1R receives the transmitted wave and reflected wave from the left radar 1L. It is considered that the possibility that both radio waves interfere with each other increases. In this case, for example, it is conceivable to change the polarization planes of the right radar 1R and the left radar 1L (for example, 90 °) using the property that radio wave interference is difficult when the polarization planes are different. Specifically, the polarization planes are adjusted by adjusting the mounting direction of the right radar 1R around the detection center axis AR and / or the mounting direction of the left radar 1L around the detection center axis AL. Is also possible. When the radar directivity (horizontal and / or vertical) is adjusted according to the mounting direction, the radar directivity also changes by adjusting the polarization plane. What is necessary is just to design the radar which can obtain desired directivity.

  Returning to the description of FIG. 1, the radar control device 2 is an information processing device including a processing device such as a CPU and a storage area such as a memory and a hard disk. The radar control device 2 acquires target information iR and target information iL output from the right radar 1R and the left radar 1L, respectively, and determines whether or not there is a risk of collision between the host vehicle and the target. It is determined whether or not a collision with the target can be avoided. The radar control device 2 controls the operation of the safety device 3 connected to the radar control device 2 based on the determination result. The radar control device 2 corresponds to an example of a determination unit, a control unit, and a determination unit of the present invention.

  In accordance with an instruction from the radar control device 2, the safety device 3 alerts the driver of the own vehicle when the risk of collision with the target is high. In addition, the safety device 3 includes various devices for reducing damage to passengers of the host vehicle, so-called occupant protection and mitigation of collision conditions, when collision with the target is unavoidable. Hereinafter, the operations performed by the safety device 3 are collectively referred to as safety measures.

  Here, an example of the apparatus which comprises the safety device 3 is given. For example, the safety device 3 includes a display device 31 such as a warning light and an alarm device 32 such as an alarm buzzer. When the radar control device 2 determines that there is a risk of collision with the detected target based on the target information iR and the target information iL output from the right radar 1R and the left radar 1L, the display device 31 and the alarm device 32 To alert the driver of the vehicle. The safety device 3 also includes a risk avoidance device 33 that assists the brake operation performed by the driver of the host vehicle to avoid the risk of a collision with the target. Furthermore, when the radar control device 2 determines that the collision with the target is unavoidable, the safety device 3 is configured to wind up the seat belt or drive the seat, thereby restraining the occupant of the host vehicle. A collision damage reducing device 34 for increasing the collision and reducing the collision damage is also included. The operation of the collision damage reducing device 34 may include releasing the safing of the airbag or changing the seat position to a position prepared for a collision. In addition, the apparatus contained in the safety device 3 mentioned above is an example, and is not restricted to these apparatuses.

  Next, the functional configuration of the radar control device 2 will be described with reference to FIG. FIG. 4 is a block diagram illustrating an example of a functional configuration of the radar control device 2. The radar control device 2 includes a target selection unit 21, a target processing unit 22, and a collision prediction calculation unit 23.

  In FIG. 4, the target selection unit 21 acquires target information iR and target information iL output from the right radar 1R and the left radar 1L, respectively. Then, the target selection unit 21 sets the target number TR for each detection target indicating the target information iR acquired from the right radar 1R. For example, when the right radar 1R detects M targets, the right radar 1R outputs M target information iR1 to iRM to the target selection unit 21. Then, the target selection unit 21 assigns target numbers TR1, TR2,... TRM for each of the target information iR1 to iRM. That is, the target information of the target represented by the target number TRm can be represented as iRm. At this time, the target selection unit 21 sets the relative speed, the relative distance, and the relative position included in the target information iRm of the target represented by the target number TRm as the relative speed Vrm, the relative distance Lrm, and the relative position Prm, respectively. Specifically, for example, the target information of the target represented by the target number TR1 is represented as target information iR1, the relative speed, the relative distance, and the relative position included in the target information iR1 are the relative speed Vr1, and the relative distance is Lr1 and the relative position can be expressed as Pr1. Similarly, the target selection unit 21 sets a target number TL for each detection target indicating the target information iL acquired from the left radar 1L. For example, when the left radar 1R detects N targets, the left radar 1R outputs N target information iL1 to iLN to the target selection unit 21. And the target selection part 21 provides target number TL1, TL2, ... TLN for every target information iL1-iLN. That is, the target information of the target represented by the target number TLn can be represented as iLn. At this time, similarly, the target selection unit 21 sets the relative speed, the relative distance, and the relative position included in the target information iLn of the target represented by the target number TLn as the relative speed Vln, the relative distance Lln, and the relative position Pln, respectively. To do. Then, the target selection unit 21 outputs the target information iR or the target information iL to which the target number TR or the target number TL is assigned to the target processing unit 22.

  When the target selection unit 21 assigns target numbers TR1, TR2, TR3,... To the target information iR acquired from the right radar 1R, the setting order is arbitrary. That is, the target selection unit 21 may assign the target numbers TR1, TR2, TR3,... In the order of relative speeds based on the acquired target information iR, or may be set in the order of relative distances. Similarly, the setting order of the target information iL acquired from the left radar 1L is arbitrary.

  As will be described in detail later, the target processing unit 22 uses the target information iR and target information iL acquired from the target selection unit 21 to convert the detected target position into coordinates based on a predetermined position of the front part of the host vehicle. Perform the process. As described above, the relative position Pr included in the target information iR output from the right radar 1R is output in a coordinate system based on the position where the right radar 1R is installed (the same applies to the left radar 1L). . Therefore, the target processing unit 22 converts the position of the target into a coordinate system based on a predetermined position of the front of the host vehicle in order to make the reference the same for the targets output from the right radar 1R and the left radar 1L. Process. Further, the target processing unit 22 compares the target information iR subjected to the coordinate conversion process and the target information iL, and performs a process of distinguishing the same target information.

  Based on the information output from the target processing unit 22, the collision prediction calculation unit 23 determines whether there is a risk of a collision between the host vehicle and the target and whether the collision can be avoided. As an example of the process performed by the collision prediction calculation unit 23, based on information output from the target processing unit 22, a time until the host vehicle and the target collide, that is, a collision prediction time (TTC (Time to collision)) is calculated. Calculate for each target. As a result of calculating the TTC, when the calculated TTC is shorter than a predetermined time, the collision prediction calculating unit 23 instructs the safety device 3 to take the safety measures as described above. The TTC can be obtained, for example, by dividing the relative distance by the relative speed (TTC = relative distance / relative speed).

  Thus, the right radar 1R and the left radar 1L detect the target. Then, each part of the radar control device 2 determines the risk of collision between the host vehicle and the target based on the target information iR and the target information iL output from the right radar 1R and the left radar 1L, and displays the determination result. A corresponding instruction is given to the safety device 3.

  Next, operations performed by each unit of the radar control device 2 will be described. 5 and 6 are flowcharts illustrating an example of processing performed in each unit of the radar control device 2. FIG. 7 is a flowchart showing an example of target information comparison processing performed by the target processing unit 22 in step S416 of FIG. The processing of the flowcharts shown in FIGS. 5 and 6 is performed when the radar control device 2 executes a predetermined program provided in the radar control device 2. Furthermore, a program for executing the processing shown in FIGS. 5 and 6 is stored in advance in a storage area of the radar control device 2, for example. Further, when the power of the radar control device 2 is turned on, the processing of the flowcharts shown in FIGS. 5 and 6 is executed by the radar control device 2.

  In FIG. 5, the target selection unit 21 acquires target information iR and target information iL from the right radar 1R and the left radar 1L, respectively (step S401), and proceeds to the next step S402. The target selection unit 21 acquires all target information iR and target information iL detected by the right radar 1R and the left radar 1L at the present time. Further, when the right radar 1R and the left radar 1L have not detected the target at this time (specifically, when there is no target in the vicinity of the front of the host vehicle), the right radar 1R and the left radar 1L Information indicating that the target is 0 (no target) is output to the target selection unit 21.

  In step S402, the target selection unit 21 determines whether there is a target detected by the right radar 1R and the left radar 1L. Specifically, the target selection unit 21 determines whether the right radar 1R and the left radar 1L have detected a target based on the target information iR and the target information iL acquired in step S401. Then, when the determination is affirmed by the target selection unit 21 (YES), the process proceeds to the next step S403, and when the determination is negative (NO), the process returns to step S401 to acquire the target information again. That is, the target selection unit 21 cannot proceed to step S403 unless at least one of the right radar 1R and the left radar 1L actually detects the target, and both the right radar 1R and the left radar 1L select the target. If not detected, the process returns to step S401.

  In step S403, the target selection unit 21 further determines whether or not each radar has detected a target. Then, when the target selection unit 21 detects a target for each radar (YES), the process proceeds to step S404. On the other hand, if the target selection unit 21 has not detected the target for each radar (NO), that is, if only the right radar 1R has detected the target or only the left radar 1L has detected the target, the process proceeds to step S413. Proceed with the process.

  In step S404, the target selection unit 21 sets the target number TR and the target number TL for each of the target information iR and the target information iL acquired in step S401. For example, when the right radar 1R detects three targets and the target selection unit 21 acquires target information iR1 to iR3 for each of the targets, the target selection unit 21 sets the targets for the acquired three target information iR1 to iR3, respectively. Numbers TR1, TR2, and TR3 are assigned. In addition, when the left radar 1L detects two targets and the target selection unit 21 acquires target information iL1 and iL2 for each of the targets, the target selection unit 21 sets the target number to the acquired two target information iL1 and iL2. TR1 and TR2 are assigned. Then, the target selection unit 21 proceeds to the next step S405.

  In step S405, the target processing unit 22 sets the temporary variable m used in the flowchart to 1, and proceeds to the next step S406.

  In step S406, the target processing unit 22 performs a process of converting the position coordinates of the target to which the target number TRm is assigned. Specifically, the target processing unit 22 performs coordinate conversion processing on the target to which the target number TRm is assigned according to the current temporary variable m. Here, the coordinate transformation process performed by the target processing unit 22 in step S406 will be described with reference to FIG. FIG. 8 is a diagram showing coordinates where the origin is the installation position of the right radar 1R, the installation position of the left radar 1L, and the center of the front part of the host vehicle.

  In FIG. 8, it is assumed that the relative position Pr indicated by the target information iR output from the right radar 1R is indicated by a coordinate system (xR, yR). That is, the relative position Pr is output to the target processing unit 22 as a value indicated by the coordinate system (xR, yR) with the installation position of the right radar 1R as a reference. Similarly, it is assumed that the relative position Pl indicated by the target information iL output from the left radar 1L is indicated by a coordinate system (xL, yL). That is, the relative position Pl is output to the target processing unit 22 as a value indicated by the coordinate system (xL, yL) with the installation position of the left radar 1L as a reference.

  The target processing unit 22 converts the coordinate system (xR, yR) of the right radar 1R and the coordinate system (xL, yL) of the left radar 1L into a coordinate system (X, Y) with the center of the front of the host vehicle as the origin. Perform coordinate conversion processing to convert. The target processing unit 22 may perform coordinate conversion processing using the width of the host vehicle that is known in advance, the installation positions of the right radar 1R and the left radar 1L, the installation angle, and the like in the host vehicle. In the following description, the relative speed of the target information iR after the coordinate conversion process in step S406 is expressed as VR, the relative distance as LR, and the relative position as PR. Then, the target processing unit 22 proceeds to the next step S407.

  In step S407, the target processing unit 22 determines whether or not the temporary variable m has reached the acquired target number M. That is, in step S407, the target processing unit 22 determines whether or not coordinate conversion processing has been performed for all target information iR output from the right radar 1R. If the determination is affirmed (YES in step S407), the target processing unit 22 advances the process to step S409. On the other hand, when the determination is negative (NO in step S407), the target processing unit 22 adds 1 to the temporary variable m (step S408), and returns to step S406 to repeat the process.

  In this way, by repeating the processing from step S405 to step S407, the target processing unit 22 can perform coordinate conversion processing on all of the target information iR output from the right radar 1R.

  In step S409, the target processing unit 22 sets the temporary variable n used in the flowchart to 1 and advances the processing to the next step S410. In step S410, the target processing unit 22 performs a coordinate conversion process on the target to which the target number TLn is assigned according to the current temporary variable n. The specific example of the coordinate conversion process performed by the target processing unit 22 has been described in the above step S406 and FIG. 8 and thus will not be described in detail. However, similar to the above step S406, after the coordinate conversion process is performed in the step S410. The relative speed of the target information iL is represented as VL, the relative distance as LL, and the relative position as PL. Then, the target processing unit 22 advances the processing to the next step S411.

  In step S411, the target processing unit 22 determines whether or not the temporary variable n has reached the acquired target number N. That is, in step S411, the target processing unit 22 determines whether or not coordinate conversion processing has been performed for all target information iL output from the left radar 1L. If the determination is affirmative (YES in step S411), the target processing unit 22 advances the process to step S414 in FIG. On the other hand, if the determination is negative (NO in step S411), the target processing unit 22 adds 1 to the temporary variable n (step S412), returns to step S410, and repeats the process.

  As described above, by repeating the processing from step S409 to step S412, the target processing unit 22 can perform coordinate conversion processing on all of the target information iL output from the left radar 1L.

  When only the right radar 1R detects the target or only the left radar 1L detects the target (NO in step S403 in FIG. 5), the target processing unit 22 A process of converting the position coordinates of the detected target is performed (step S413). And the target process part 22 advances a process to step S421 of FIG.

  In step S414 of FIG. 6, the target processing unit 22 sets the temporary variable n used in the flowchart to 1 and advances the processing to the next step S415.

  In step S415, the target processing unit 22 sets the temporary variable m used in the flowchart to 1 and advances the processing to the next step S416.

  In step S416, the target processing unit 22 compares the target information iRm represented by the target number TRm and the target information iLn represented by the target number TLn. Hereinafter, the process performed by the target processing unit 22 in step S416 will be described with reference to FIG. FIG. 7 is a flowchart showing an example of target information comparison processing performed by the target processing unit 22 in step S416 of FIG.

  In FIG. 7, the target processing unit 22 compares the target relative distance LRm represented by the target number TRm with the target relative distance LLn represented by the target number TLn (step S501). Specifically, the target processing unit 22 calculates the difference between the Y-direction position of the target indicated by the target number TRm and the Y-direction position of the target indicated by the target number TLn. That is, the difference between the distance between the target indicated by the target number TRm and the own vehicle and the distance between the target indicated by the target number TLn and the own vehicle is calculated. Then, the target processing unit 22 proceeds with the process to step S502.

  In step S502, the target processing unit 22 determines whether or not the absolute value of the distance difference calculated in step S501 is equal to or less than the threshold value L. Then, when the determination is affirmative (YES), that is, when the absolute value of the difference is equal to or less than the threshold value L, the process proceeds to step S503. On the other hand, if the determination is negative (NO), that is, if the absolute value of the difference exceeds the threshold value L, the process of the flowchart shown in FIG. 7 is terminated, and the process proceeds to step S417 in FIG.

  In step 503, the target processing unit 22 compares the relative position PRm of the target indicated by the target number TRm with the relative position PLn of the target indicated by the target number TLn. Specifically, the target processing unit 22 has a coordinate system based on the center of the front of the host vehicle shown in FIG. 8 (the center of the front of the host vehicle is the origin, X in the traveling direction, Y in the vehicle width direction, and so on). The horizontal position of the target indicated by the target number TRm and the target indicated by the target number TLn are compared. Then, the target processing unit 22 proceeds with the process to step S504.

  In step S504, the target processing unit 22 compares the horizontal position in step S503. As a result, the absolute value of the difference between the target indicated by the target number TRm and the target indicated by the target number TLn is equal to or less than the threshold value P. Judge whether there is. Then, when the determination is affirmative (YES), that is, when the absolute value of the difference between the horizontal positions of the targets is equal to or smaller than the threshold value P, the process proceeds to step S505. On the other hand, if the determination is negative (NO), that is, if the threshold value P is exceeded, the process of the flowchart shown in FIG. 7 is terminated, and the process proceeds to step S417 in FIG.

  In step S505, the target processing unit 22 compares the target relative speed VRm indicated by the target number TRm with the target relative speed VRn indicated by the target number TLn, and proceeds to the next step S506.

  In step S506, the target processing unit 22 compares the relative speeds in step S505. As a result, the absolute value of the difference between the target relative speed VRm indicated by the target number TRm and the target relative speed VLn indicated by the target number TLn. It is determined whether or not is less than or equal to the threshold value V. Then, if the determination is affirmative (YES), that is, if the absolute value of the difference is equal to or less than the threshold value V, the target processing unit 22 advances the process to step S507. On the other hand, if the determination is negative (NO), that is, if the absolute value of the difference exceeds the threshold value V, the process of the flowchart shown in FIG. 7 is terminated, and the process proceeds to step S417 in FIG.

  In step S507, the target processing unit 22 calculates an angle ΘTRm. Here, the angle ΘTRm will be described with reference to FIG. FIG. 9 is a diagram illustrating an example of a moving direction in which the target having the target number TRm is relatively approaching the host vehicle. As shown in FIG. 9, the angle ΘTRm is an angle formed by the Y axis of the coordinate system (X, Y) with the origin at the center of the front of the host vehicle and the moving direction. An example of a process for calculating the angle ΘTRm will be described. The target processing unit 22 calculates the moving direction using an XY displacement in which the target indicated by the target number TRm moves. Specifically, the target processing unit 22 creates time series data indicating the position displacement in the XY coordinates for the target indicated by the target number TRm, and uses the least square method, the RANSAC method, or the like to calculate the position displacement. The movement direction is approximated and the movement direction is calculated, and an angle (angle ΘTRm) formed by the movement direction and the Y axis is calculated.

  In step S508, the target processing unit 22 calculates an angle ΘTRn. Although illustration is omitted, the angle ΘTLn is determined by the movement direction in which the target of the target number TLn is relatively approaching the host vehicle and the Y axis of the coordinate system (X, Y) with the center of the front of the host vehicle as the origin. It is an angle to make. Note that the process for calculating the angle ΘTLn can be obtained, for example, by the method described in step S507, and thus detailed description thereof is omitted.

  In step S509, the target processing unit 22 compares the angle ΘTRm with the angle ΘTLn, and proceeds to the next step S810.

  In step S510, as a result of comparing the angle ΘTRm and the angle ΘTLn, the target processing unit 22 determines whether or not the absolute value of the difference between the angle ΘTRm and the angle ΘTLn is equal to or less than the threshold ΘLim. Then, if the determination is affirmative (YES), that is, if the absolute value of the difference is equal to or less than the threshold value ΘLim, the target processing unit 22 advances the process to step S511. On the other hand, if the determination is negative (NO), that is, if the absolute value of the difference exceeds the threshold ΘLim, the process of the flowchart shown in FIG. 7 is terminated, and the process proceeds to step S417 in FIG.

  In step S511, the target processing unit 22 considers that the two targets, that is, the target indicated by the target number TRm and the target indicated by the target number TLn are the same target. Then, the target processing unit 22 proceeds to the next step S512.

  In step S512, the target processing unit 22 sets a target number TK. As described above, in step S511, the target processing unit 22 considers the target indicated by the target number TRm and the target number TLn to be the same target. Therefore, in step S512, the target processing unit 22 sets a target number TK (K = 1 to k) as targets that are regarded as the same. Further, the target processing unit 22 sets the target information including the relative speed, the relative distance, the relative speed, and the moving direction with respect to the center of the front part of the host vehicle indicated by the target number Tk as target information iTk. Note that the target information iTk at this time is set based on the two target target information iR and target information iL regarded as the same in step S511. Specifically, for example, when it is considered that the target represented by the target number TR1 and the target represented by the target number TL1 are the same, the relative speed VR1 and the target number of the target represented by the target number TR1. The average value of the target relative speed VL1 represented by TL1 is set as the target relative speed VT1 indicated by the target number T1, and the average value of the relative position PR1 and the relative position PL1 and the average value of the angle ΘTR1 and the angle ΘTL1 are respectively represented. The relative position PT1 of the target indicated by the target number TL1 and the angle ΘT1 are set. Moreover, the smaller one of the relative distance LR1 and the relative distance LL1 is set as the target relative distance LT1 indicated by the target number T1. Then, the target processing unit 22 ends the flowchart shown in FIG.

  In the above-described example, that is, the target information iRm of the target indicated by the target number TRm and the target information iLn of the target indicated by the target number TLn were compared in the order of relative position, relative distance, relative speed, and moving direction. However, this order is not particularly limited. Further, in the above-described example, it is considered that the same target is satisfied when all the conditions are satisfied. However, for example, when the relative speed and the relative distance are equal to or less than the threshold values, the same target may be considered. . That is, the relative speed, the relative distance, the relative position, and the movement method may be compared in any combination.

  As described above, the radio wave irradiation areas of the right radar 1R and the left radar 1L according to the present embodiment have overlapping areas as described above. For this reason, there is a possibility that the right radar 1R and the left radar 1L detect the same target (for example, the same other vehicle), respectively, where the radio wave irradiation areas overlap. However, the target processing unit 22 can determine whether or not the right radar 1R and the left radar 1L have detected the same target by performing each process in step S416 described above.

  Returning to the description of FIG. 6, in step S <b> 417, the target processing unit 22 determines whether or not the temporary variable m has reached the acquired target number M. That is, in step S417, the target processing unit 22 determines whether or not all target information iR output from the right radar 1R has been compared with the target information iLn. If the target processing unit 22 affirms the determination (YES in step S417), the process proceeds to step S419. On the other hand, when the determination is negative (NO in step S417), the target processing unit 22 adds 1 to the temporary variable m (step S418), and returns to step S416 to repeat the process. Similarly, in step S419, the target processing unit 22 determines whether or not the temporary variable n has reached the acquired target number N. That is, in step S419, the target processing unit 22 determines whether or not all target information iL output from the left radar 1L has been compared with the target information iRm. If the target processing unit 22 affirms the determination (YES in step S419), the process proceeds to step S421. On the other hand, if the determination is negative (NO in step S419), the target processing unit 22 adds 1 to the temporary variable n (step S420), sets the temporary variable m to 1 (step S415), and returns to step S416. Repeat the process.

  As described above, by repeating the processing from step S414 to step S420, the target processing unit 22 compares all combinations of the target information iR output from the right radar 1R and the target information iL output from the left radar 1L. Processing can be performed.

  In step S421, the collision prediction calculation unit 23 determines whether there is a risk of collision between the target and the host vehicle based on the target information output from the target processing unit 22, that is, whether a safety measure is necessary. Determine whether. Then, when the determination is positive (YES), for example, when the risk of collision between the host vehicle and the target is high or when it is determined that the collision is unavoidable, the collision prediction calculation unit 23 performs predetermined processing in step S422. The safety device 3 is instructed so that safety measures can be taken. The collision prediction calculation unit 23 may determine the risk of collision and the possibility of collision using, for example, TTC. On the other hand, if the determination is negative (NO), that is, if it is determined that there is no possibility of collision between the host vehicle and the target, the process proceeds to step S423.

  In step S423, the collision prediction calculation unit 23 determines whether or not to end the process of the flowchart. For example, the process is ended according to the case where the driver of the own vehicle performs an operation for ending the process (YES). On the other hand, when the collision prediction calculation unit 23 determines to continue the process (NO), the process returns to step S401 and repeats the process.

(Second Embodiment)
Next, an object detection apparatus according to the second embodiment of the present invention will be described. In the present embodiment as well, as in the first embodiment described above, a description will be given on the assumption that a driving support system including the object detection device is installed in a vehicle (hereinafter referred to as the host vehicle). . Hereinafter, the object detection apparatus according to the present embodiment will be described with reference to the drawings. FIG. 10 is a block diagram illustrating an example of a configuration of a driving support system including an object detection device according to the second embodiment. The same constituent elements as those in the first embodiment described above are denoted by the same reference numerals, and the description thereof is omitted.

  10 is different from the first embodiment described above in that a radar control unit 24 is further provided in the radar control device 2. In the following description, the same components as those in the first embodiment are described. The same reference numerals are assigned and description thereof is omitted.

  The radar control unit 24 controls the radio wave transmission / reception periods of the right radar 1R and the left radar 1L so that the periods during which the right radar 1R and the left radar 1L emit radio waves do not overlap. FIG. 11 is a diagram showing an example of radio wave transmission / reception periods of the right radar 1R and the left radar 1L. Specifically, as shown in FIG. 11, the radar control unit 24 outputs operation control signals to the right radar 1R and the left radar 1L, respectively. For example, the operation control signal indicates High when the right radar 1R radiates radio waves, and indicates Low when the left radar 1L radiates radio waves. The right-side radar 1R starts a radio wave transmission / reception operation when receiving an operation control signal indicating High, and stops the radio wave transmission / reception operation when an operation control signal indicating Low is received. On the other hand, the left radar 1R activates the radio wave transmission / reception operation when receiving an operation control signal indicating Low, and stops the radio wave transmission / reception operation when receiving an operation control signal indicating High. Thus, when the right radar 1R is transmitting and receiving radio waves, the radio transmission and reception of the left radar 1L is stopped. Conversely, when the left radar 1L is transmitting / receiving radio waves, the radio wave transmission / reception of the right radar 1R is stopped. The timing at which the radar control unit 24 controls the radio wave transmission / reception periods of the right radar 1R and the left radar 1L will be described later.

  Next, with reference to FIGS. 12-14, the operation | movement which each part of the radar control apparatus 2 performs is demonstrated. FIGS. 12 to 14 are flowcharts showing an example of processing performed in each unit of the radar control device 2 of the present embodiment. The processing of the flowchart is performed by using a predetermined program provided in the radar control device 2 as the radar. This is performed by the control device 2 executing. Furthermore, a program for executing the processing shown in FIGS. 12 to 14 is stored in advance in a storage area of the radar control device 2, for example. Also, the radar control device 2 executes when the power supply of the radar control device 2 is turned on. In each process shown in the flowcharts, the same process as in the first embodiment may be performed. Therefore, in the present embodiment, processing different from the first embodiment will be mainly described.

  In step S601 of FIG. 12, the radar control unit 24 performs radar switching processing. For example, as an example, the radar control unit 24 turns on transmission / reception of the right radar 1R, turns off transmission / reception of the left radar 1L, and proceeds to the next step S602.

  In step S602, the target processing unit 22 acquires target information iR from the right radar 1R, and proceeds to the next step S603.

  In step S603, the target processing unit 22 determines whether each radar has detected a target. Specifically, when the right radar 1R does not detect the target and the left radar 1L also does not detect the target (NO), the process proceeds to step S610. On the other hand, if the process in this step is affirmed (YES), that is, if at least one of the right radar 1R and the left radar 1L detects a target, the process proceeds to step S604.

  In step S604, the target processing unit 22 determines whether the right radar 1R has detected a target. As described above, this step is the process after the affirmative processing in step S603, in other words, when only the right radar 1R detects the target, when only the left radar detects the target, This is processing after it has been determined that each of the radar 1R and the left radar 1L has detected a target. That is, in the step, the target processing unit 22 determines that the right radar 1R is detecting the target (that is, if only the right radar 1R detects the target or the right radar 1R and the left radar 1L are the targets). Is detected), the process proceeds to step S605. On the other hand, when the target processing unit 22 determines that the right radar 1R has not detected the target (NO), the target processing unit 22 proceeds to step S610.

  In step S605, the target selection unit 21 sets a target number TR for each of the target information iR acquired in step S602. Then, in the next step S606, the target processing unit 22 sets the temporary variable m used in the flowchart to 1, and in the next step S607, performs a process of converting the position coordinates of the target to which the target number TRm is assigned. . In step S607, the coordinate conversion process performed by the target processing unit 22 is the same as that in step S406 of the first embodiment described above, and the target processing unit 22 further repeats the processes in steps S607 to S609. The coordinate conversion process can be performed on all of the target information iR output from the right-side radar 1R. Note that the details of the processing in step S606 to step S609 have been described in step S405 to step S408 of the first embodiment, and thus will be omitted.

  Proceeding to step S610 in FIG. 13, the radar control unit 24 performs radar switching processing. Specifically, the radar control unit 24 turns off transmission / reception of the right radar 1R, turns on transmission / reception of the left radar 1L, and advances the processing to the next step S611.

  In step S611, the target processing unit 22 acquires the target information iL from the left radar 1L, and proceeds to the next step S612.

  In step S612, the target processing unit 22 determines whether each radar has detected a target. Specifically, when the right radar 1R does not detect the target and the left radar 1L also does not detect the target (NO), the process returns to step S601. On the other hand, if the process in this step is affirmed (YES), that is, if at least one of the right radar 1R and the left radar 1L detects a target, the process proceeds to step S613.

  In step S613, the target processing unit 22 determines whether the left radar 1L has detected a target. As described above, this step is performed when the processing in step S612 is affirmed, that is, when only the right radar 1R detects the target, when only the left radar detects the target, and when the right radar 1R is detected. And processing after it is determined that each of the left radar 1L detects a target. That is, the target processing unit 22 determines in this step that the left radar 1R has detected the target (that is, if only the left radar 1L has detected the target or each of the right radar 1R and the left radar 1L has the target). Is detected), the process proceeds to step S614. On the other hand, if the target processing unit 22 determines that the left radar 1L has not detected the target (NO), the process proceeds to step S627.

  In step S614, the target selection unit 21 sets a target number TL for the target information iL acquired in step S611. Then, in the next step S615, the target processing unit 22 sets the temporary variable n used in the flowchart to 1, and in the next step S616, performs a process of converting the position coordinates of the target to which the target number TLn is assigned. . In step S616, the coordinate conversion process performed by the target processing unit 22 is the same as that in step S410 in the first embodiment described above, and the target processing unit 22 further repeats the processes in steps S615 to S618. The coordinate conversion process can be performed on all the target information iL output from the left radar 1L. Note that details of the processing in steps S615 to S618 have been described in steps S409 to S412 of the first embodiment, and are therefore omitted.

  In step S619, the target processing unit 22 determines whether or not each radar has detected a target. That is, the target processing unit 22 determines whether the right radar 1R has detected the target and the left radar 1L has also detected the target. If the determination is affirmative (YES), the process proceeds to step S620 shown in FIG. 14, and if the determination is negative (NO), the process proceeds to step S627 shown in FIG. The case where the processing in this step is denied is a case where only the right radar 1R detects the target, or a case where only the left radar 1L detects the target.

  As described above, the radar control device 2 according to the second embodiment performs the processing so that the processing periods of the right radar 1R and the left radar 1L are synchronized in the processing from step S601 to step S619 in FIG. Radio wave transmission / reception of each radar 1R and 1L can be controlled. A target number is assigned to each target detected by the right radar 1R and the left radar 1L.

  Also in the radar control device 2 of the second embodiment, in subsequent steps S620 to S626 of FIG. 14, the target processing unit 22 uses the target information iRm and the target information iLn in the same manner as in the first embodiment. Compare and process. Note that the processing from step S620 to step S626 in FIG. 14 is the same as the processing from step S414 to step S420 in FIG.

  In step S627 of FIG. 14, the collision prediction calculation unit 23 determines whether there is a risk of collision between the target and the host vehicle based on the target information output from the target processing unit 22, that is, a safety measure is necessary. Judge whether there is. Then, when the determination is positive (YES), for example, when the risk of collision between the host vehicle and the target is high or when it is determined that the collision is unavoidable, the collision prediction calculation unit 23 performs predetermined processing in step S627. The safety device 3 is instructed so that safety measures can be taken. The collision prediction calculation unit 23 may determine the risk of collision and the possibility of collision using, for example, TTC. On the other hand, if the determination is negative (NO), that is, if it is determined that there is no possibility of collision between the host vehicle and the target, the process proceeds to step S629.

  In step S629, the collision prediction calculation unit 23 determines whether or not to end the process of the flowchart. For example, the process is ended according to the case where the driver of the own vehicle performs an operation for ending the process (YES). On the other hand, when the collision prediction calculation unit 23 determines to continue the process (NO), the collision prediction calculation unit 23 returns to step S601 in FIG. 12 and repeats the process.

  As described above, according to the first embodiment and the second embodiment, it becomes possible to detect a target that could not be detected by the conventional in-vehicle radar device. That is, in the right radar 1R and the left radar 1L described above, a part of the blind angle that cannot be detected by the conventional vehicle-mounted radar becomes a part of the detectable range of the right radar 1R and the left radar 1L, and is a position that was a conventional blind spot. It becomes possible to detect the target existing in the.

  In the first embodiment and the second embodiment described above, the target detected by the right radar 1R and the target 1L detected by the left radar 1L are compared to determine whether or not they are the same vehicle. It was judged. For example, the right radar 1R and the left radar 1L detect other vehicles as targets, respectively, and the other vehicle detected by the right radar 1R and the other vehicle detected by the left radar 1L are the same by the target processing unit 22. When the vehicle is regarded as a vehicle, the collision prediction calculation unit 23 regards the distance between the target (other vehicle) detected by the right radar 1R and the target (other vehicle) detected by the left radar 1L as the same. It may be identified as the vehicle width of the other vehicle. In this way, the width of the target can be identified by the right radar 1R and the left radar 1L, and the collision prediction calculation unit 23 can give more appropriate instructions to various safety devices.

  In the first and second embodiments described above, the target information iRm and the target information iLn are compared (step S416 in FIG. 6 and step S622 in FIG. 14), and whether or not they are the same target. However, in another example, the radar control device 2 may determine whether safety measures are required for the targets detected by the right radar 1R and all the targets detected by the left radar 1L. Good. That is, without judging whether the target detected by the right radar 1R and the target detected by the left radar 1L are the same target, all the targets detected by the right radar 1R and the targets detected by the left radar 1L are: It may be determined whether safety measures are necessary.

  In the first and second embodiments described above, the right radar 1R and the left radar 1L have been described as examples installed on the left and right of the front part of the host vehicle. However, the installation positions of the radars are not limited to this example.

  For example, as shown in FIG. 15, a radar is installed on the right side of the rear part of the host vehicle so as to radiate radio waves toward the left rear side of the host vehicle (the rear right radar shown in FIG. 15). A radar may be installed on the left side of the rear part of the host vehicle (the rear left radar shown in FIG. 15) so that the radio wave can be emitted backward. In addition, as a specific installation position, the inside of the rear combination lamp of the own vehicle is mentioned, for example. In this way, there is an area where the detection range overlaps at the close distance of the rear part of the host vehicle, for example, in the scene where the host vehicle is parked by going backwards or the scene going backward from the parking lot, the seating in the driver's seat It is possible to detect a target that is present at a close distance in the rear part of the host vehicle, which is a blind spot for the driver of the host vehicle, or to detect a target (for example, another vehicle) that passes through the road.

  Further, as another example of the installation position of each radar, as shown in FIG. 16, for example, a radar is installed on the front side of the host vehicle so that radio waves can be emitted obliquely backward on the left side surface of the host vehicle ( The radar may be installed at the rear of the host vehicle (the rear radar shown in FIG. 16) so that radio waves can be emitted obliquely forward of the host vehicle. If installed in this way, it is possible to detect a target present at a close distance on the left side of the host vehicle. In addition, although the example which installed the radar in the left side surface of the own vehicle was shown in FIG. 16, it cannot be overemphasized that you may install in the right side surface of the own vehicle.

  Further, even when each radar is installed as shown in FIGS. 15 and 16, as described above, the polarization plane may be changed or the switching process may be performed by each radar. Further, the comparison processing may be performed on the targets detected by the respective radars.

  The aspect described in the above embodiment is merely a specific example, and does not limit the technical scope of the present invention. Therefore, it is possible to employ any configuration within a range where the effects of the present application are achieved.

  The object detection apparatus according to the present invention is useful as an object detection apparatus that can detect a target around the host vehicle with a simple configuration.

Block diagram showing an example of the configuration of a driving support system including an object detection device The figure which showed an example of the detectable range and detection direction of the right-side radar 1R The figure which shows the example which mounts the right side radar 1R toward the diagonal left side ahead of the own vehicle The block diagram which showed an example of the function structure of the radar control apparatus 2 First half flowchart illustrating an example of processing performed in each unit of the radar control device 2 of the first embodiment. The latter half flowchart which showed an example of the process performed in each part of the radar control apparatus 2 of 1st Embodiment. The flowchart which showed an example of the comparison process of the target information which the target process part 22 performs in step S416 of FIG. FIG. 8 is a diagram showing coordinates where the origin is the installation position of the right radar 1R, the installation position of the left radar 1L, and the center of the front of the host vehicle. The figure which showed an example of the moving direction which the target of target number TRm approaches the own vehicle relatively The block diagram which showed an example of the structure of the driving assistance system containing the object detection apparatus which concerns on 2nd Embodiment. The figure which showed an example of the radio wave transmission / reception period of the right radar 1R and the left radar 1L The flowchart which showed an example of the process performed in each part of the radar control apparatus 2 of 2nd Embodiment. The flowchart which showed an example of the process performed in each part of the radar control apparatus 2 of 2nd Embodiment. The flowchart which showed an example of the process performed in each part of the radar control apparatus 2 of 2nd Embodiment. The figure which shows the example which installed each radar in the rear part of the own vehicle The figure which shows the example which installed each radar in the side of the own vehicle The figure which showed an example of the detection possible range and detection direction of the conventional in-vehicle radar device

Explanation of symbols

1R Right radar 1L Left radar 2 Radar control device 21 Target selection unit 22 Target processing unit 23 Collision prediction calculation unit 24 Radar control unit 3 Safety device 31 Display device 32 Alarm device 33 Danger avoidance device 34 Collision damage reduction device

Claims (13)

An object detection device for detecting an object around a vehicle,
A first radar mounted on the vehicle for detecting an object within a first detection range facing the outside of the vehicle;
A second radar mounted on the vehicle at a position different from the first radar and detecting an object in a second detection range facing the outside of the vehicle;
Determination means for determining a risk that the detected object will collide with the vehicle based on the detection result of the first radar and the detection result of the second radar;
The first radar and the second radar are mounted on the vehicle in a positional relationship in which a central axis of the first detection range and a central axis of the second detection range are twisted or intersected outside the vehicle. Object detection device.   The first radar and the second radar are mounted on the vehicle in a positional relationship in which a central axis of the first detection range and a central axis of the second detection range are twisted or intersected in front of the vehicle. The object detection apparatus according to claim 1. The first radar is mounted on the right front side of the vehicle, forms the first detection range on the left front side of the vehicle,
3. The object detection device according to claim 1, wherein the second radar is mounted on the left front side of the vehicle and forms the second detection range on the right front side of the vehicle.   The object detection apparatus according to claim 3, wherein the first radar and the second radar are mounted at positions where a headlight or a direction indicator of the vehicle is installed.   The first radar and the second radar are mounted on the vehicle in a positional relationship in which the central axis of the first detection range and the central axis of the second detection range are twisted or intersected at the rear of the vehicle. The object detection apparatus according to claim 1. The first radar is mounted on the right rear side of the vehicle, and forms the first detection range on the left rear side of the vehicle.
The object detection apparatus according to claim 1, wherein the second radar is mounted on a left rear side of the vehicle and forms the second detection range on a right rear side of the vehicle.   The object detection apparatus according to claim 6, wherein the first radar and the second radar are mounted at positions where a rear combination lamp of the vehicle is installed.   The first radar and the second radar are mounted on the vehicle in such a positional relationship that the central axis of the first detection range and the central axis of the second detection range are twisted or intersected on the side of the vehicle. The object detection device according to claim 1. The first radar irradiates a radio wave having a polarization plane polarized in a first direction within the first detection range;
The object detection apparatus according to claim 1, wherein the second radar irradiates the second detection range with a radio wave having a polarization plane polarized in a second direction different from the first direction. The first radar irradiates a radio wave having a polarization plane polarized in a first direction within the first detection range;
2. The object detection device according to claim 1, wherein the second radar irradiates a radio wave having a polarization plane polarized in a second direction perpendicular to the first direction within the second detection range. Radar control means for controlling the operation of each of the first radar and the second radar radiating radio waves, further comprising:
The radar control means performs an operation in which the first radar and the second radar radiate radio waves so that a period during which the first radar detects an object and a period during which the second radar detects an object do not overlap. The object detection device according to claim 1, which is controlled. Based on the detection result of the first radar and the detection result of the second radar, it is determined whether or not the object detected by the first radar and the object detected by the second radar are included in the same object. A discriminating means for discriminating;
The determination means is regarded as the same if the object detected by the first radar and the object detected by the second radar by the determination means include an object considered to be the same object. The object detection device according to claim 1, wherein a risk of collision with the vehicle as a single object is determined.   The determination means is based on a value obtained by comparing at least one of a relative speed, a relative distance, a relative position, and a moving direction of each of the object detected by the first radar and the object detected by the second radar, The object detection apparatus according to claim 12, wherein it is determined whether or not the object is the same object.

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