JP6384534B2 - Vehicle target detection system - Google Patents

Description

  The present disclosure relates to a vehicle target detection system that detects a target around a vehicle.

  The vehicle is provided with a sensor unit for detecting a target such as a person or an object existing around the vehicle. For example, a front radar that detects a target in front of the vehicle is installed on the front surface of the vehicle. The target information of the target detected by the front radar is transmitted to an electronic control unit (ECU) which is a central control unit, and the ECU has a risk that the own vehicle will collide with the target based on the target information. Judging. If the ECU determines that there is a danger of a collision, the ECU issues a collision avoidance action by issuing an alarm to the occupant or operating an automatic brake.

  In the sensor unit such as the front radar described above, the position of each detected target is specified and the relative velocity is calculated. For this reason, if the detection range of the sensor is too wide, the number of targets to be detected increases, and it may take a long time to perform position specification and relative speed calculation for all targets, and target detection may be delayed. is there. To deal with this problem, for example, Patent Document 1 described below describes that the number of targets to be detected is limited by changing the detection range of the radar apparatus according to the vehicle speed and the steering angle.

JP 2009-58316 A

  In recent years, various sensor units such as a front left / right radar, a front camera, a rear camera, and a rear left / right radar are installed in a vehicle in addition to the above-described front radar so that a target existing at 360 degrees around the vehicle can be detected. It has become. When the number of sensor units installed in the vehicle increases in this way, there is a problem that the target information transmitted to the ECU increases correspondingly and the processing load of the target information in the ECU increases.

  With respect to such a problem, it is possible to limit the number of targets detected by adopting the technique of the above-mentioned Patent Document 1, but if a blind spot can be formed by changing the detection range of the sensor, There is a risk of missing a target that may collide with the target.

  This indication is made in view of this point, and the objective is to reduce processing load of ECU, detecting a target without omission in a predetermined detection range.

  In order to achieve the above object, the present disclosure provides a vehicle target detection system that can reduce the processing load of an ECU while detecting a target without omission within a predetermined detection range.

Specifically, the vehicle target detection system includes a plurality of sensor units installed at predetermined locations of the vehicle, and a central control unit connected to each sensor unit by an in-vehicle bus, and each sensor unit includes: A sensor for detecting a target around the vehicle, and a sensor control unit for generating target information of each target detected by the sensor and transmitting the target information to the central control unit via the in-vehicle bus And each of the sensor control units determines whether each target detected by the corresponding sensor exists in a plurality of areas that divide the peripheral area of the vehicle into a plurality of areas, and The priority of each target is calculated based on the score set in the area, and the target information of the target with the higher priority is transmitted to the central control unit, but the target of the target with the lower priority is transmitted. Information is not transmitted to the central control unit, and the size of a part of the area is changed according to the traveling speed of the vehicle, and at least one of the plurality of sensor units is configured. The sensor is installed on the front and rear of the vehicle, and includes a front area and a rear area where the plurality of areas are partitioned based on a steering avoidance limit, and a sensor of a sensor unit installed on the front of the vehicle. The control unit is configured to expand the vehicle front area as the traveling speed of the vehicle increases. On the other hand, the sensor control unit of the sensor unit installed on the rear surface of the vehicle increases the traveling speed of the vehicle. It is configured to enlarge the immediate area.

  According to this, priority is given to each target according to which area around the vehicle each target detected by the sensor exists, and target information of the target with high priority is sent to the central control unit. The target information of the target that is transmitted and has a low priority is not transmitted to the central control unit. Therefore, the sensor unit detects all targets that can be detected without blind spots, and only the target information of targets with high collision risk is transmitted to the central control unit. It is possible to reduce the number of target information transmitted to the central control unit while detecting it, thereby reducing the processing load on the central control unit. Furthermore, by changing the size of a part of the area according to the traveling speed of the vehicle, it is possible to subdivide the surrounding area of the vehicle into an appropriate area according to the traveling scene of the vehicle.

In addition, when driving on a highway, the risk of a collision with a target ahead and the risk of a rear-end collision with another vehicle are increased. By expanding the range, a target with a high risk of collision and rear-end collision can be detected in the area.

  The sensor control unit may be configured to change the size of the area so that the change in the vehicle length direction is larger than the vehicle width direction.

  In the high vehicle speed range, targets in the vehicle longitudinal direction, that is, in the vehicle length direction, have a higher collision risk than those in the left and right sides of the vehicle, that is, in the vehicle width direction. By changing the size of the area so that the change in the vehicle length direction becomes larger than that, the area can be effectively enlarged so that the size of the area does not become too large.

  As described above, according to the present disclosure, it is possible to reduce the processing load on the central control unit (ECU) while detecting a target without omission in a predetermined detection range. Furthermore, the surrounding area of the vehicle can be subdivided into appropriate areas according to the traveling scene of the vehicle, and as a result, safety such as collision avoidance behavior can be further ensured.

Plan view of the vehicle showing various sensor units installed in the vehicle and their detection ranges 1 is a block diagram of a vehicle target detection system according to an embodiment. Example of multiple areas defined in the vehicle's surrounding area Another example of multiple areas defined in the surrounding area of the vehicle Flow chart of target information transmission processing by sensor CPU Schematic diagram showing an example of target distribution in front of the vehicle detected by the front camera

  Hereinafter, embodiments will be described in detail with reference to the drawings as appropriate. However, more detailed explanation than necessary may be omitted. For example, detailed descriptions of already well-known matters and repeated descriptions for substantially the same configuration may be omitted. This is to avoid the following description from becoming unnecessarily redundant and to facilitate understanding by those skilled in the art.

  In addition, the inventors provide the accompanying drawings and the following description in order for those skilled in the art to fully understand the present invention, and these are intended to limit the subject matter described in the claims. is not. In addition, the dimensions, thicknesses, detailed shapes of details, and the like of each member depicted in the drawings may be different from actual ones.

≪In-vehicle example of sensor unit≫
First, vehicle-mounted examples of various sensor units that detect targets around the vehicle will be described. FIG. 1 is a plan view of a vehicle showing various sensor units installed in the vehicle and their detection ranges. The vehicle 100 is provided with a plurality (9 in this example) of sensor units 1A to 1I.

  The sensor unit 1A (front radar) is located at the front center of the vehicle 100, for example, the center position of the front grill 101, and the sensor units 1B, 1C (front left and right radar) are located at the front left and right sides of the vehicle 100, for example, the left and right positions of the front bumper 102, respectively. is set up. Further, the sensor unit 1D (front camera) is located at the center of the front surface of the vehicle 100, for example, the upper center position of the windshield 103, and the sensor units 1E and 1F (front left and right cameras) are disposed on the left and right side surfaces of the vehicle 100, for example, the left and right door mirrors 104L and 104R. , Each is installed. Further, the sensor unit 1G (rear camera) is located at the center of the rear surface of the vehicle 100, for example, in the vicinity of a rear number plate (not shown), and the sensor units 1H, 1I (rear left and right radar) are disposed at the left and right sides of the rear surface of the vehicle 100. , Each is installed.

  Each of the sensor units 1A to 1I includes one or a plurality of unillustrated sensors. As the sensor, millimeter wave radar, infrared laser radar, sonar, camera, or the like can be used.

  The millimeter wave radar detects a target by emitting a millimeter wave and capturing the reflected wave. The millimeter wave radar has a feature that it is strong against rain and fog and is not easily affected by the weather, and its effective distance is as long as 100 to 200 m, so it is suitable for detecting a relatively far target.

  Infrared laser radar detects an object by emitting an infrared laser and capturing the reflected wave. Infrared laser radar is less expensive than millimeter wave radar, and its effective distance is as short as several tens of meters, so it is suitable for detecting a relatively close target.

  Sonar emits sound waves and detects the target by capturing the reflected waves. The effective distance of the sonar is about 1 m, which is suitable for detecting an extremely close target.

  The camera captures an optical image and generates image data. A target in the image can be detected by processing the generated image data using an image processor. There are CCD cameras and CMOS cameras depending on the difference in image sensors used. The former has the feature of high image quality. The latter is characterized by low power consumption. The camera has a long effective range of several hundred meters and has a wider viewing angle than radar, laser radar, sonar, etc., but it can detect targets in the night, in dark places, or in bad weather such as rain or fog. There is a drawback that it is difficult to do.

  Each of the above-described sensors is used alone or in combination depending on the requirements required for each of the sensor units 1A to 1I. For example, in the sensor unit 1A, a millimeter wave radar and an infrared laser radar are used in combination.

  The detection ranges of the sensor units 1A to 1I are as shown by the two-dot chain line in FIG. The sensor unit 1A covers from a relatively close place (range A1) to a large place (range A2) in front of the vehicle 100. Sensor units 1B and 1C cover the left front (range A3) and right front (range A4) of vehicle 100, respectively. The sensor unit 1D covers the front (range A5) of the vehicle 100 to a relatively far position with a wide angle. The sensor units 1E and 1F cover the left side (range A6) and the right side (range A7) of the vehicle 100 with a wide angle. The sensor unit 1G covers the rear (range A8) of the vehicle 100 with a wide angle. Sensor units 1H and 1I cover the left rear (range A9) and right rear (range A10) of vehicle 100, respectively.

  As described above, the detection ranges of the sensor units 1A to 1I cover the entire circumference of the vehicle 100 as a whole while partially overlapping. As a result, a target existing around 360 degrees around the vehicle 100 can be detected.

≪Embodiment of vehicle target detection system≫
Next, an embodiment of a vehicle target detection system mounted on the vehicle 100 will be described. FIG. 2 is a block diagram of a vehicle target detection system according to an embodiment.

  A vehicle target detection system 10 according to the present embodiment includes the sensor units 1A to 1I and an integrated ECU 20 as a central control unit. The sensor units 1A to 1I and the integrated ECU 20 are connected to each other by an in-vehicle bus 30 such as a CAN (Controller Area Network) (registered trademark) bus.

  In addition to the sensor units 1 </ b> A to 1 </ b> I and the integrated ECU 20, a brake CPU 21, a front collision warning CPU 22, a rear collision warning CPU 23, a rear side vehicle approach warning CPU 24, and the like are connected to the in-vehicle bus 30. Briefly explaining the roles of these CPUs, the brake CPU 21 controls the brake hydraulic system of the vehicle 100. The front collision warning CPU 22 and the rear collision warning CPU 23 control warnings when the vehicle 100 may collide with the front and rear targets, respectively. The rear side vehicle approach alarm CPU 24 controls an alarm when a target approaches the rear side of the vehicle 100.

  Each of the sensor units 1A to 1I includes a sensor 11 and a sensor CPU 12 as a sensor control unit. The sensor 11 is any one of the above-described millimeter wave radar, infrared laser radar, sonar, camera, or a combination thereof.

  The sensors 11 of the sensor units 1A to 1I detect various targets around the vehicle and output signals. The sensor CPU 12 controls the sensor 11, receives a signal from the sensor 11, and generates target information of each target detected by the sensor 11. Specifically, the sensor CPU 12 assigns a unique ID to each target, identifies each target, and calculates the position and relative speed of each target. The position of the target is given as coordinates on the XY plane with the position of the vehicle 100 as the origin. The relative speed is calculated as a positive value when moving away from the vehicle 100 and as a negative value when approaching the vehicle 100. Furthermore, the sensor CPU 12 gives reliability to each target. The reliability indicates the certainty of the position of the target.

  The sensor CPU 12 of each of the sensor units 1 </ b> A to 1 </ b> I transmits target information of each target to the integrated ECU 20 via the in-vehicle bus 30. The target information transmitted to the integrated ECU 20 includes the target ID, position (coordinate information), relative speed, reliability, and the like.

  The integrated ECU 20 receives target information from each of the sensor units 1 </ b> A to 1 </ b> I and recognizes a target existing around the vehicle 100. As shown in FIG. 1, the detection ranges of the plurality of sensor units partially overlap, and thus target information of the same target may be sent from the plurality of sensor units. The target is recognized by eliminating duplication of target information.

  The integrated ECU 20 receives wheel speed information of the vehicle 100 from the wheel speed sensor 40. The integrated ECU 20 identifies a target that may collide with the host vehicle based on the target information received from each of the sensor units 1A to 1I and the wheel speed information received from the wheel speed sensor 40. Control signals are sent to the brake control CPU 21, the front collision warning CPU 22, the rear collision warning CPU 23, the rear side vehicle approach warning CPU 24, and the like. For example, the integrated ECU 20 calculates the collision prediction time (TTC: Time To Collision) of each target based on the target information received from each of the sensor units 1A to 1I and the wheel speed information received from the wheel speed sensor 40. A target that may collide quickly is identified, and a brake command is appropriately issued to the brake control CPU 21 to avoid collision with the target.

  Since a lot of target information is transmitted from the sensor units 1A to 1I to the integrated ECU 20 as described above, not only the processing load of the integrated ECU 20 increases, but also communication between the sensor units 1A to 1I and the integrated ECU 20 occurs. The bandwidth of the in-vehicle bus 30 is under pressure. Therefore, in the vehicle target detection system 10 according to the present embodiment, only the target information with high priority is transmitted from each sensor unit 1A to 1I to the integrated ECU 20, and the target information with low priority is not transmitted to the integrated ECU 20. To.

  In order to give priority to the target, in the present embodiment, the peripheral area of the vehicle 100 is divided into a plurality of areas, and a score (area score) is set for each area. FIG. 3 is an illustration of a plurality of areas defined in the peripheral area of the vehicle 100. In the example of FIG. 3, the peripheral area of the vehicle 100 is divided into seven areas. In FIG. 3, vehicle 100 is represented by a point, and an arrow extending from the point represents the traveling direction of vehicle 100.

  Area 1 corresponds to an area just in front of the vehicle, and is a rectangular area having a width of 40 m (20 m from the center of the vehicle 100 and 20 m from the center of the vehicle 100) and a length of 60 m (60 m from the center of the vehicle 100). The length 60 m of the area 1 is determined based on the steering avoidance limit of the vehicle 100.

  Area 2 is an area further ahead of area 1 and is a rectangular area having a width of 10 m (5 m from the left and right of the center of vehicle 100) and a length of 140 m (from 60 m to 200 m in front of vehicle 100). The width 10 m of area 2 assumes a width of 3 lanes.

  Area 3 is an area that covers a wide range from the left side of vehicle 100 to the left front. Area 3 is a remaining area obtained by removing area 1 and area 2 from a rectangular area having a width of 70 m (70 m on the left side from the center of vehicle 100) and a length of 200 m (200 m forward from the center of vehicle 100).

  Area 4 is an area that covers a wide range from the right side of vehicle 100 to the right front side. Area 4 is a remaining area obtained by removing area 1 and area 2 from a rectangular area having a width of 70 m (70 m on the right side from the center of vehicle 100) and a length of 200 m (200 m forward from the center of vehicle 100).

  Area 5 corresponds to an area immediately behind the vehicle, and is a rectangular area having a width of 20 m (10 m from the center of the vehicle 100 on each of the left and right sides) and a length of 15 m (15 m from the center of the vehicle 100 to the rear).

  Area 6 is an area extending further rearward and on both sides of area 5. Area 6 is a remaining area obtained by removing area 5 from a rectangular area having a width of 60 m (30 m to the left and right from the center of vehicle 100) and a length of 50 m (50 m from the center of vehicle 100).

  Area 7 is an area extending further to the rear and both sides of area 6. Area 7 is a remaining area obtained by removing area 5 and area 6 from a rectangular area having a width of 140 m (70 m to the left and right from the center of vehicle 100) and a length of 100 m (100 m from the center of vehicle 100).

  The scores of the above areas 1 to 7 are set as shown in the following table, for example.

  That is, the scores in the front of the vehicle 100, that is, the area in the traveling direction and the area immediately around the vehicle 100 are set high.

  In each of the sensor units 1A to 1I, information relating to an area such as a table representing the area score and area boundary values is stored in a memory (not shown). The area boundary value is given, for example, as coordinates on the XY plane with the full length direction of the vehicle 100 as the x axis, the vehicle width direction as the y axis, and the center of the vehicle 100 as the origin. For example, the boundary value of area 1 is given as x = 60 and y = ± 20.

  The sensor CPU 12 of each of the sensor units 1A to 1I calculates the coordinates on the XY plane for each target detected by the sensor 11, compares the coordinates with the area boundary value, and each target is assigned to the areas 1 to 1. 7 is determined. Then, the sensor CPU 12 calculates the priority of each target based on the score of the area where each target exists, and transmits the target information of a predetermined number of targets to the integrated ECU 20 in descending order of priority. The target information of a target with a low priority other than is not transmitted to the integrated ECU 20. For example, the target detected by the sensor unit 1A exists in any of the areas 1 to 4, but the target information of the target existing in the area 1, that is, the area immediately in front of the vehicle, is transmitted to the integrated ECU 20 with the highest priority. The If the number of targets existing in area 1 is less than the predetermined number, target information of targets existing in area 2 and areas 3 and 4 is transmitted to the integrated ECU 20.

  As the traveling speed of the vehicle 100 increases, the risk of collision with a target in front increases, so it is preferable that the area just before the vehicle is a little wider. Also, assuming the case of traveling on a highway, the risk of a rear-end collision with another vehicle increases, so it is preferable that the area just behind the vehicle is a little wider. Therefore, the size of some areas may be changed according to the traveling speed of the vehicle 100.

  FIG. 4 is another exemplary view of a plurality of areas defined in the peripheral area of the vehicle 100. If FIG. 3 is an example of area division in the low to medium vehicle speed range, FIG. 4 is an example of area division in the high vehicle speed range. As can be seen by comparing FIG. 3 and FIG. 4, in the high vehicle speed range, area 1 (the area just before the vehicle) is enlarged by 40 m forward to a length of 100 m, for example, and area 5 (the area immediately after the vehicle) is Is expanded to 25 m to a length of 40 m.

  Specifically, in each sensor unit 1 </ b> A to 1 </ b> I, an area boundary value in each vehicle speed range is stored in a memory (not shown). The sensor CPU 12 of each of the sensor units 1A to 1I receives travel speed information (for example, wheel speed information) of the vehicle 100 from the integrated ECU 20, and refers to an appropriate area boundary value in the memory according to the travel speed of the vehicle 100. It is determined in which of the areas 1 to 7 the mark is present.

  Although the areas 1 and 5 are all expanded in the vehicle length direction, they may also be expanded in the vehicle width direction. However, if the areas 1 and 5 are enlarged unnecessarily and the areas 1 and 5 become too large, the meaning of subdividing the peripheral area of the vehicle 100 into a plurality of areas will be lost. Assuming traveling on an expressway, it is more dangerous to make a rear-end collision of a target that exists in the longitudinal direction of the vehicle 100, that is, in the vehicle length direction, than in the lateral direction of the vehicle 100, that is, in the vehicle width direction. Therefore, it is preferable to change the size of the area so that the change in the vehicle length direction is larger than that in the vehicle width direction as shown in FIG.

Further, the increase in area size is not limited to areas 1 and 5. The size of other areas may be changed according to the vehicle speed. In a reference form different from the present invention, for example, only the area 1 may be changed in size according to the vehicle speed.

  Further, instead of preparing in advance according to the traveling speed of the vehicle 100 and switching the area size, the area size may be changed by a predetermined calculation formula according to the traveling speed of the vehicle 100. .

  Thus, according to the vehicle target detection system 10 according to the present embodiment, the sensor units 1A to 1I transmit the targets to the integrated ECU 20 from the sensor units 1A to 1I while detecting the targets without omission in a predetermined detection range. The number of target information can be limited. Thereby, the processing load of integrated ECU20 can be reduced. Further, it is possible to provide a margin for the bandwidth of the in-vehicle bus 30. Furthermore, since the target information of the target with high priority is transmitted from each sensor unit 1A to 1I to the integrated ECU 20, safety such as collision avoidance behavior can be ensured.

  In addition, since each area 1 to 7 has a simple rectangular shape, the sensor CPU 12 can determine the area where each target exists by simply comparing the coordinates of each target with the area boundary value. The load can be reduced. Thereby, it is possible to prevent the target detection process from being delayed in the sensor CPU 12.

  In addition, since the size of a part of the area can be changed according to the traveling speed of the vehicle 100, the peripheral area of the vehicle 100 can be subdivided into appropriate areas according to the traveling scene of the vehicle 100, and thus the collision. Safety such as avoidance behavior can be made more reliable.

  By the way, if the priority of the target is determined only by the area score, when a large number of targets are detected in the area of the highest point, superiority or inferiority cannot be assigned between the targets. Therefore, a score that reflects the distance from the vehicle 100 to the target (distance score) and a score that reflects the relative speed of the target with respect to the vehicle 100 (relative speed score) are added as elements that determine the priority of the target. Also good. The area priority is Sa, the distance score is Sd, the relative speed score is Sv, and the target priority P is expressed, for example, by the following equation (1).

P = Sa + Sd + Sv (1)
The distance score Sd is expressed by, for example, the following expression (2), where d [m] is the distance from the vehicle 100 to the target.

Sd = α × 1 / d (2)
The coefficient α is an appropriate positive value. That is, the distance score Sd becomes higher as the target is located closer to the vehicle 100.

  The relative speed score Sv is expressed by the following equation (3), for example, where the relative speed of the target with respect to the vehicle 100 is v [km / h].

Sv = β × v (3)
The relative speed is calculated as a positive value when the target moves away from the vehicle 100, and as a negative value when the target approaches the vehicle 100, the coefficient β is set to an appropriate negative value. That is, the relative speed score Sv becomes higher as the target approaches the vehicle 100 at a higher speed.

  It should be noted that the coefficients α and β are set so that the total value of the distance score Sd and the relative speed score Sv does not exceed the minimum difference of the area score Sa in consideration of the resolution and detection range of the sensor 11. preferable. In the above example, “5”, which is the difference between “5” in area 6 and “0” in area 7, corresponds to the minimum difference in area score Sa. Therefore, the coefficients α and β are preferably set to values that satisfy Sd + Sv <5. Thereby, the priority of the target can be determined in consideration of the area where the target exists rather than the distance and relative speed of the target.

  More preferably, the coefficients α and β are set to values such that the distance score Sd is necessarily larger than the relative speed score Sv. In the above example, since the total value of the distance score Sd and the relative speed score Sv is less than “5”, for example, the maximum value of the distance score Sd is “3” and the maximum value of the relative speed score Sv is “2”. Coefficients α and β are set in. Thereby, the priority of the target can be determined by giving priority to the distance of the target over the relative speed of the target. For example, when an oncoming vehicle far from the vehicle 100 and a preceding vehicle closer to the vehicle 100 are detected in the same area, the latter (near preceding vehicle) has a higher priority than the former (distant oncoming vehicle). Is done.

  If the sensor 11 can determine not only the presence of the target but also the type of the target (for example, whether it is a person or a vehicle), the target type is reflected in the calculation of the priority of the target. A score may be included.

  Next, the target information transmission process by the sensor CPU 12 will be described. FIG. 5 is a flowchart of target information transmission processing by the sensor CPU 12.

  The sensor CPU 12 receives the target detection signal from the sensor 11 and generates target information for each target (S1). Specifically, the sensor CPU 12 assigns a unique ID to each target, and calculates the coordinates, relative speed, and reliability of the target.

  Next, the sensor CPU 12 determines which of the areas 1 to 7 each target is present (S2). As described above, this area determination can be performed by comparing the coordinates of the target and the area boundary value. At this time, the sensor CPU 12 receives wheel speed information of the vehicle 100 from the integrated ECU 20 and refers to an appropriate area boundary value corresponding to the traveling speed of the vehicle 100.

  When the determination of the area where each target exists is completed, the sensor CPU 12 calculates the priority of each target according to the equation (1) with reference to the area score stored in the memory (not shown) (S3). In addition, although several sensor units 1A-1I are installed in various places of the vehicle 100, it is preferable to perform the priority calculation of the target using the same area information and the same calculation formula also in any sensor unit. Thus, by unifying the target priority calculation criteria for each sensor CPU 12, the priority of the target can be calculated without being affected by the difference in the detection range of the sensor or the difference in detection performance.

  When the calculation of the priority of each target is completed, the sensor CPU 12 transmits a predetermined number of target information to the integrated ECU 20 in descending order of priority (S4). The predetermined number may be a fixed value or may be appropriately changed according to an instruction from the integrated ECU 20. Note that the sensor CPU 12 may always transmit the target information for a target designated by the integrated ECU 20 (for example, a target being monitored as a target of the collision avoidance action by the integrated ECU 20) regardless of the priority.

  An example of the priority calculation performed in step S3 will be shown. FIG. 6 is a schematic diagram illustrating a distribution example of targets in front of the vehicle detected by the sensor unit 1D (front camera). It is assumed that the targets A to H are present in front of the vehicle 100 that is currently traveling. For example, the target A is a vehicle that travels in the same direction as the vehicle 100 on another road. The target B is a road sign or a vehicle stopped on the shoulder. The targets C to F are vehicles that travel in front of the vehicle 100. The targets G and H are vehicles that travel on the opposite lane. In FIG. 6, the direction of the arrow extending from the point representing the vehicle 100 and the targets A to H represents the traveling direction thereof, and the size of the arrow represents the speed. There is no arrow in the target B which is a stationary object. The area where the targets A to H exist under such conditions, the distance from the vehicle 100, the relative speed to the vehicle 100, and the priority are as shown in the following table. The coefficient α in Expression (2) is 3, and the coefficient β in Expression (3) is −4 × 10 −7. The table is sorted in descending order of priority.

  As can be seen from this priority calculation example, the targets D and B existing in the area 1 where the highest score (area score = 50) is set have high priority. Objects C, E, and F existing in area 2 where the next point (area score = 30) is set have the next highest priority, and objects existing in areas 3 and 4 (area score = 15) The priorities of marks A, G, and H are low. In this way, the area score is prioritized and the priority of the target is calculated.

  When a plurality of targets are present in the same area, the shorter distance is given priority. For example, the targets B and D are both present in the area 1, but the target D closer to the vehicle 100 is calculated with a higher priority than the target B having a relatively negative relative speed and a larger distance. The

  When multiple targets exist in the same area and the distance is the same, superiority or inferiority is determined by the relative speed. For example, both the targets C and F exist in the area 2 and have the same distance from the vehicle 100, but the target C having a higher negative relative speed with respect to the vehicle 100 has a higher priority than the target F. Is calculated high.

  As described above, the embodiments have been described as examples of the technology in the present invention. For this purpose, the accompanying drawings and detailed description are provided.

  Accordingly, among the components described in the accompanying drawings and the detailed description, not only the components essential for solving the problem, but also the components not essential for solving the problem in order to illustrate the above technique. May also be included. Therefore, it should not be immediately recognized that these non-essential components are essential as those non-essential components are described in the accompanying drawings and detailed description.

  Moreover, since the above-mentioned embodiment is for demonstrating the technique in this invention, a various change, replacement, addition, abbreviation, etc. can be performed in a claim or its equivalent range.

10 Vehicle Target Detection System 20 ECU (Central Control Unit)
30 Car Bus 1A-1I Sensor Unit 11 Sensor 12 Sensor CPU (Sensor Control Unit)
100 vehicles

Claims (1)

A plurality of sensor units installed at predetermined locations of the vehicle;
A central control unit connected to each sensor unit by an in-vehicle bus;
Each sensor unit detects a target around the vehicle, and generates target information of each target detected by the sensor, and sends the target information to the central control unit via the in-vehicle bus. Each having a sensor control unit to transmit,
Each sensor control unit determines in which of the plurality of areas each of which the target area detected by the corresponding sensor is divided into a plurality of surrounding areas of the vehicle, and the scores set in these areas The priority of each target is calculated based on the target information, and the target information of the target with the higher priority is transmitted to the central control unit, but the target information of the target with the lower priority is transmitted to the central control unit. It is configured not to transmit, and is configured to change the size of a part of the area according to the traveling speed of the vehicle,
At least some of the plurality of sensor units are installed on the front and rear surfaces of the vehicle,
The vehicle immediately preceding area and the vehicle immediately following area are partitioned based on the steering avoidance limit, the plurality of areas,
The sensor control unit of the sensor unit installed on the front surface of the vehicle is configured to expand the vehicle front area as the traveling speed of the vehicle increases, while the sensor control unit of the sensor unit installed on the rear surface of the vehicle The vehicle target detection system configured to expand the area immediately behind the vehicle as the traveling speed of the vehicle increases.

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