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WO2020008534A1 - Dispositif de détection d'obstacle et dispositif d'assistance à la conduite - Google Patents

Dispositif de détection d'obstacle et dispositif d'assistance à la conduite Download PDF

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Publication number
WO2020008534A1
WO2020008534A1 PCT/JP2018/025254 JP2018025254W WO2020008534A1 WO 2020008534 A1 WO2020008534 A1 WO 2020008534A1 JP 2018025254 W JP2018025254 W JP 2018025254W WO 2020008534 A1 WO2020008534 A1 WO 2020008534A1
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WO
WIPO (PCT)
Prior art keywords
obstacle
vehicle
parameter value
unit
driving support
Prior art date
Application number
PCT/JP2018/025254
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English (en)
Japanese (ja)
Inventor
聡史 上田
侑己 浦川
裕 小野寺
真一 原瀬
井上　悟
元気 山下
亘 辻田
努 朝比奈
Original Assignee
三菱電機株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 三菱電機株式会社 filed Critical 三菱電機株式会社
Priority to JP2020528578A priority Critical patent/JP7199436B2/ja
Priority to PCT/JP2018/025254 priority patent/WO2020008534A1/fr
Publication of WO2020008534A1 publication Critical patent/WO2020008534A1/fr

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    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/88—Radar or analogous systems specially adapted for specific applications
    • G01S13/93—Radar or analogous systems specially adapted for specific applications for anti-collision purposes
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S7/00—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00
    • G01S7/02—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00 of systems according to group G01S13/00
    • G01S7/41—Details of systems according to groups G01S13/00, G01S15/00, G01S17/00 of systems according to group G01S13/00 using analysis of echo signal for target characterisation; Target signature; Target cross-section

Definitions

  • the present invention relates to an obstacle detection device and a driving support device.
  • Patent Document 1 when the height of the obstacle is low, the vehicle approaches the obstacle and the obstacle moves out of the detection area of the distance measurement sensor (that is, the peak value of the reflected wave decreases). ) Is used to determine the height of the obstacle. For this reason, the prior art described in Patent Literature 1 has a problem in that it is not possible to determine the height of a distant obstacle. Further, the conventional technique described in Patent Document 1 has a problem that when the distance between the vehicle and the obstacle is constant, the height of the obstacle cannot be determined.
  • Patent Document 2 determines the relative height of an obstacle with respect to a predetermined height by comparing the peak value of a reflected wave with a reference value. This utilizes the fact that the peak value differs depending on the height of the obstacle.
  • Patent Literature 1 when an obstacle is located far away, the difference in peak value according to the height of the obstacle becomes small. For this reason, the prior art described in Patent Literature 2 has a problem in that the accuracy of determining the height of a distant obstacle is low.
  • Patent Document 2 when an obstacle has a height approximately equal to a predetermined height, an error in determining the height of the obstacle relative to the predetermined height is likely to occur. There was a problem.
  • the present invention has been made to solve the above-described problem, and has as its object to accurately determine the height of an obstacle using a distance measurement sensor.
  • An obstacle detection device includes a feature amount extraction unit that extracts a feature amount related to a plurality of reflected waves when a distance measurement sensor provided in the vehicle receives a plurality of reflected waves due to an obstacle; An obstacle determining unit that determines that the height of the obstacle is higher when the amount of variance is larger than when the amount of variance is smaller, the first parameter value indicating the size of the feature amount, and the size of the amount of variance And an obstacle determining unit that determines whether at least the obstacle is a traveling obstacle based on the result of the clustering of the second parameter value indicating the obstacle.
  • the configuration is as described above, it is possible to accurately determine the height of the obstacle using the distance measuring sensor.
  • FIG. 2 is a block diagram illustrating a main part of the obstacle detection device according to the first embodiment.
  • FIG. 3 is a block diagram illustrating a main part of an obstacle detection unit in the obstacle detection device according to the first embodiment.
  • FIG. 3A is an explanatory diagram illustrating a hardware configuration of the obstacle detection device according to the first embodiment.
  • FIG. 3B is an explanatory diagram illustrating another hardware configuration of the obstacle detection device according to the first embodiment.
  • 5 is a flowchart illustrating an operation of the obstacle detection device according to the first embodiment.
  • FIG. 5A is an explanatory diagram illustrating an example of a propagation path of a reflected wave by a traveling obstacle.
  • FIG. 5B is an explanatory diagram illustrating an example of a waveform of a transmission signal.
  • FIG. 5A is an explanatory diagram illustrating an example of a propagation path of a reflected wave by a traveling obstacle.
  • FIG. 5B is an explanatory diagram illustrating an example of a waveform
  • FIG. 5C is an explanatory diagram illustrating an example of a waveform of a reception signal corresponding to a reflected wave due to a traveling obstacle.
  • FIG. 5D is an explanatory diagram illustrating another example of the waveform of the received signal corresponding to the reflected wave from the traveling obstacle.
  • FIG. 6A is an explanatory diagram illustrating an example of a propagation path of a reflected wave due to a road obstacle or a road surface obstacle.
  • FIG. 6B is an explanatory diagram illustrating an example of a waveform of a transmission signal.
  • FIG. 6C is an explanatory diagram illustrating an example of a waveform of a received signal corresponding to a reflected wave from a road obstacle.
  • FIG. 6D is an explanatory diagram showing another example of the waveform of the received signal corresponding to the reflected wave from the road obstacle.
  • FIG. 6E is an explanatory diagram illustrating an example of a waveform of a reception signal corresponding to a reflected wave from a road surface obstacle.
  • FIG. 6F is an explanatory diagram illustrating another example of the waveform of the received signal corresponding to the reflected wave due to the road surface obstacle.
  • FIG. 7A is an explanatory diagram illustrating an example of actually measured first parameter values and second parameter values before manufacturing the obstacle detection device according to Embodiment 1.
  • FIG. 7B is an explanatory diagram illustrating an example of the first parameter value and the second parameter value calculated after shipping of the vehicle including the obstacle detection device according to Embodiment 1.
  • FIG. 8A is an explanatory diagram illustrating an example of a wave height, a wave width, and a wave area of a reflected wave.
  • FIG. 8B is an explanatory diagram illustrating an example of a response time of a reflected wave.
  • FIG. 9A is an explanatory diagram showing an example of actual measured values of the first parameter value, the second parameter value, and the third parameter value before manufacturing the obstacle detection device according to Embodiment 1.
  • FIG. 9B is an explanatory diagram illustrating an example of a first parameter value, a second parameter value, and a third parameter value calculated after shipping of the vehicle having the obstacle detection device according to Embodiment 1.
  • FIG. 9 is a block diagram showing a main part of a driving support device according to Embodiment 2.
  • FIG. 12A is an explanatory diagram showing an example of an installation position of a distance measuring sensor in a vehicle, and is an explanatory diagram showing a state viewed from above the vehicle.
  • FIG. 12B is an explanatory diagram illustrating an example of an installation position of the distance measurement sensor in the vehicle, and is an explanatory diagram illustrating a state viewed from a side of the vehicle.
  • FIG. 13A is an explanatory diagram showing an example of an installation position of a distance measurement sensor in a vehicle, and is an explanatory diagram showing a state viewed from above the vehicle.
  • FIG. 12A is an explanatory diagram showing an example of an installation position of a distance measurement sensor in a vehicle, and is an explanatory diagram showing a state viewed from above the vehicle.
  • FIG. 13B is an explanatory diagram illustrating an example of an installation position of the distance measurement sensor in the vehicle, and is an explanatory diagram illustrating a state viewed from a side of the vehicle. It is explanatory drawing which shows the example of a facing angle.
  • FIG. 15A is an explanatory diagram illustrating an example of a traveling route when the vehicle approaches an obstacle.
  • FIG. 15B is an explanatory diagram showing an example of a temporal change of the directly facing angle at this time.
  • FIG. 15C is an explanatory diagram illustrating an example of data indicating the feature amount at this time.
  • FIG. 13 is a block diagram illustrating a main part of another driving support device according to Embodiment 2. 9 is a flowchart showing an operation of another driving support device according to Embodiment 2.
  • FIG. 18A is an explanatory diagram illustrating an example of a detection section.
  • FIG. 18B is an explanatory diagram illustrating another example of the detection section.
  • 9 is a flowchart illustrating another operation of the driving support device according to the second embodiment.
  • FIG. 20A is an explanatory diagram illustrating another example of the installation position of the distance measurement sensor in the vehicle, and is an explanatory diagram illustrating a state viewed from above the vehicle.
  • FIG. 20B is an explanatory diagram illustrating another example of the installation position of the distance measurement sensor in the vehicle, and is an explanatory diagram illustrating a state viewed from a side of the vehicle.
  • FIG. 20A is an explanatory diagram illustrating another example of the installation position of the distance measurement sensor in the vehicle, and is an explanatory diagram illustrating a state viewed from a side of the vehicle.
  • FIG. 21A is an explanatory diagram illustrating another example of the installation position of the distance measurement sensor in the vehicle, and is an explanatory diagram illustrating a state viewed from above the vehicle.
  • FIG. 21B is an explanatory diagram illustrating another example of the installation position of the distance measurement sensor in the vehicle, and is an explanatory diagram illustrating a state viewed from a side of the vehicle.
  • FIG. 9 is a block diagram showing a main part of a driving support device according to Embodiment 3. 9 is a flowchart showing the operation of the driving support device according to Embodiment 3.
  • FIG. 14 is an explanatory diagram showing an example of a detection result by an obstacle detection unit in the driving support device according to Embodiment 3.
  • FIG. 29A is an explanatory diagram illustrating another example of a detection result by the obstacle detection unit in the driving support device according to Embodiment 3.
  • FIG. 29B is an explanatory diagram illustrating an example of a detection result obtained by the obstacle detection unit in another driving support device according to Embodiment 3.
  • FIG. 29A is an explanatory diagram illustrating another example of a detection result by the obstacle detection unit in the driving support device according to Embodiment 3.
  • FIG. 29B is an explanatory diagram illustrating an example of a detection result obtained by the obstacle detection unit in another driving support device according to Embodiment 3.
  • FIG. 29A is an explanatory diagram illustrating another example of a detection result by the obstacle detection unit in the driving support device according to Embodiment 3.
  • FIG. 29B is an explanatory diagram illustrating an example of a detection result obtained by the obstacle detection unit in another driving support device according to Embodiment 3.
  • FIG. 29A is an explanatory diagram illustrating another example of a detection result by the obstacle detection
  • FIG. 14 is an explanatory diagram illustrating another example of a detection result by the obstacle detection unit in another driving support device according to Embodiment 3.
  • FIG. 14 is an explanatory diagram illustrating another example of a detection result by the obstacle detection unit in another driving support device according to Embodiment 3.
  • FIG. 14 is a block diagram showing a main part of a driving support device according to Embodiment 4.
  • FIG. 11 is an explanatory diagram illustrating an example of a state where a marker image is superimposed and displayed on a captured image.
  • 9 is a flowchart showing the operation of the driving support device according to Embodiment 4.
  • FIG. 13 is a block diagram showing a main part of another driving support device according to Embodiment 4.
  • FIG. 1 is a block diagram illustrating a main part of the obstacle detection device according to the first embodiment.
  • FIG. 2 is a block diagram illustrating a main part of an obstacle detection unit in the obstacle detection device according to the first embodiment.
  • an obstacle detection device 100 according to the first embodiment will be described.
  • the obstacle detection device 100 is connected to a computer network (for example, CAN (Controller Area Network)) in the vehicle 1.
  • the obstacle detection device 100 can appropriately acquire various signals from the computer network. These signals include, for example, a signal indicating the traveling speed of the vehicle 1 and a signal indicating the yaw rate or the steering angle of the vehicle 1.
  • the vehicle 1 has a distance measuring sensor 2.
  • the distance measuring sensor 2 includes N distance measuring sensors 2 1 to 2 N (N is an arbitrary integer of 2 or more).
  • the N distance measuring sensors 2 1 to 2 N have different installation positions in the vehicle 1 and have the same installation direction in the vehicle 1.
  • Each of the N distance measuring sensors 2 1 to 2 N is constituted by, for example, a sonar, a millimeter wave radar or a laser radar.
  • search waves ultrasonic waves, radio waves, light, and the like transmitted and received by the distance measuring sensor 2
  • search waves When the search wave is reflected by an obstacle outside the vehicle 1, the reflected search wave is referred to as a "reflected wave”.
  • the search wave and the reflected wave are referred to as “direct waves”.
  • the search wave and the reflected wave are referred to as “indirect waves”.
  • the traveling obstacle is, for example, a wall or another parked vehicle (hereinafter, referred to as “parked vehicle”).
  • parked vehicle obstacles having a height low enough not to contact the bumper portion of the vehicle 1 and having a height high enough not to be able to get over the vehicle 1
  • road obstacles obstacles having a height low enough not to contact the bumper portion of the vehicle 1 and having a height high enough not to be able to get over the vehicle 1
  • the road obstacle is, for example, a curb or a wheelchair.
  • an obstacle having a height low enough not to contact the bumper portion of the vehicle 1 and having a height low enough to allow the vehicle 1 to get over is referred to as “road obstacle”. That.
  • the road surface obstacle is, for example, a step. That is, the traveling obstacle has a height higher than the road obstacle, and the road obstacle has a height higher than the road obstacle.
  • the obstacle detection unit 11 detects an obstacle around the vehicle 1 by causing the distance measurement sensor 2 to transmit a search wave. More specifically, the obstacle detection unit 11 determines the position of the obstacle with respect to the vehicle 1 by measuring the distance between the vehicle 1 and the obstacle.
  • the obstacle detection unit 11 includes a transmission signal output unit 21, a reception signal acquisition unit 22, a distance value calculation unit 23, a reflection point position calculation unit 24, a grouping unit 25, a vehicle position calculation unit 26, and a sensor position calculation unit 27. It is configured.
  • the transmission signal output section 21 outputs a transmission signal to the distance measurement sensor 2 so that the distance measurement sensor 2 transmits a search wave.
  • the reception signal acquisition unit 22 acquires a reception signal from the distance measurement sensor 2 from the distance measurement sensor 2.
  • the distance value calculation unit 23 determines whether or not the reflected wave is received by the distance measuring sensor 2 by comparing the intensity of the signal received by the distance measuring sensor 2 with a predetermined threshold value.
  • the distance value calculator 23 calculates a distance value by TOF when a reflected wave is received by the distance measuring sensor 2. Since a method of calculating a distance value by TOF is known, detailed description is omitted.
  • the reflection point position calculation unit 24 calculates the position of the point where the search wave is reflected (hereinafter referred to as “reflection point”) using the distance value calculated by the distance value calculation unit 23.
  • the position of the reflection point is determined by, for example, a first axis (hereinafter referred to as “X axis”) corresponding to the front-rear direction of the vehicle 1 and a second axis (hereinafter referred to as “Y axis”) corresponding to the left / right direction of the vehicle 1. It is represented by coordinate values in a coordinate system in meters (hereinafter referred to as “XY coordinate system”).
  • the reflection point position calculation unit 24 has a start point corresponding to the position of the distance measurement sensor 2 at the transmission timing of the direct wave (or the reception timing of the direct wave), and also measures the distance in the vehicle 1.
  • the coordinate value of the reflection point in the XY coordinate system is calculated. I do.
  • This vector is a vector in a virtual plane (hereinafter, referred to as “XY plane”) along the X axis and the Y axis.
  • the reflection point position calculation unit 24 calculates the position of the reflection point by a so-called “two-circle intersection” using a plurality of distance values corresponding to mutually different direct waves. That is, the reflection point position calculation unit 24 calculates the coordinate value of the reflection point in the XY coordinate system by executing the two-circle intersection processing on the XY plane.
  • the information indicating the position of the distance measuring sensor 2 at the transmission timing of the search wave (or the reception timing of the reflected wave) is output by the sensor position calculation unit 27.
  • Other information (for example, information indicating the installation direction of the distance measurement sensor 2 in the vehicle 1) is stored in the reflection point position calculation unit 24 in advance.
  • the grouping unit 25 groups the plurality of reflection points to correspond to one or more obstacles in principle one-to-one.
  • One or more reflection point groups (hereinafter, referred to as “groups”) are set. In this grouping, for example, when the distance between two adjacent reflection points is less than a predetermined distance, the two reflection points are included in the same group.
  • the own vehicle position calculating unit 26 calculates the position of the vehicle 1 at the transmission timing of the search wave (or the reception timing of the reflected wave) (hereinafter, referred to as “own vehicle position”).
  • the sensor position calculator 27 calculates the position of the distance measuring sensor 2 at the timing (hereinafter, referred to as “sensor position”). These positions are represented by coordinate values in an XY coordinate system, for example.
  • the sensor position calculator 27 outputs information indicating the sensor position to the reflection point position calculator 24.
  • the information indicating the sensor position is used by the reflection point position calculation unit 24 to calculate the position of the reflection point.
  • Various known methods can be used to calculate the vehicle position (for example, autonomous navigation), and a detailed description of these methods will be omitted.
  • Signals used for autonomous navigation for example, a signal indicating the traveling speed of the vehicle 1 and a signal indicating the yaw rate or the steering angle of the vehicle 1.
  • Information used for calculating the sensor position for example, information indicating the installation position of the distance measurement sensor 2 in the vehicle 1. is stored in the sensor position calculation unit 27 in advance.
  • an indirect wave may be used instead of or in addition to the direct wave.
  • the number of reflection points obtained by transmitting the search wave each time can be increased as compared with the case where only the direct wave is used. As a result, the number of reflection points included in each group can be increased.
  • Each group includes a plurality of reflection points, and the plurality of reflection points correspond to a plurality of reflected waves.
  • the feature amount extraction unit 12 acquires from the obstacle detection unit 11 information indicating the waveform of the received signal corresponding to the plurality of reflected waves.
  • the feature value extraction unit 12 extracts a feature value of the plurality of reflected waves using the acquired information. Details of the feature amount will be described later.
  • the obstacle determining unit 13 determines, for each group, a value indicating the magnitude of the feature amount extracted by the feature amount extracting unit 12 (hereinafter referred to as a “first parameter value”. For example, an average value of these feature amounts is used. Is calculated). In addition, the obstacle determining unit 13 determines, for each group, a value indicating the magnitude of the variance of the feature amount extracted by the feature amount extracting unit 12 (hereinafter, referred to as a “second parameter value”. Is the variance of the amount.) The obstacle determining unit 13 determines the type of the obstacle corresponding to each group using the calculated first parameter value and the calculated second parameter value. More specifically, the obstacle determining unit 13 determines whether the obstacle corresponding to each group is a road surface obstacle, a road obstacle, or a running obstacle.
  • the road surface obstacle, the road obstacle, and the traveling obstacle have different heights from each other. Therefore, it is determined whether the obstacle corresponding to each group is a road surface obstacle, a road obstacle, or a running obstacle. It is a judgment as to which height it has. That is, the obstacle determining unit 13 determines the height of the obstacle corresponding to each group by determining the type of the obstacle corresponding to each group. The details of the method of determining the type of the obstacle by the obstacle determination unit 13, that is, the method of determining the height of the obstacle will be described later.
  • the obstacle detection unit 11, the feature amount extraction unit 12, and the obstacle discrimination unit 13 constitute a main part of the obstacle detection device 100.
  • the obstacle detection device 100 is constituted by a computer, and the computer has a processor 31 and a memory 32.
  • the memory 32 stores a program for causing the computer to function as the obstacle detection unit 11, the feature amount extraction unit 12, and the obstacle determination unit 13.
  • the functions of the obstacle detection unit 11, the feature amount extraction unit 12, and the obstacle determination unit 13 are realized by the processor 31 reading and executing the program stored in the memory 32.
  • the obstacle detection device 100 may be configured by a processing circuit 33.
  • the functions of the obstacle detection unit 11, the feature amount extraction unit 12, and the obstacle determination unit 13 may be realized by the processing circuit 33.
  • the obstacle detection device 100 may include a processor 31, a memory 32, and a processing circuit 33 (not shown).
  • some of the functions of the obstacle detection unit 11, the feature amount extraction unit 12, and the obstacle determination unit 13 are realized by the processor 31 and the memory 32, and the remaining functions are realized by the processing circuit 33. It may be something.
  • the processor 31 uses, for example, a CPU (Central Processing Unit), a GPU (Graphics Processing Unit), a microprocessor, a microcontroller, or a DSP (Digital Signal Processor).
  • a CPU Central Processing Unit
  • GPU Graphics Processing Unit
  • microprocessor a microcontroller
  • DSP Digital Signal Processor
  • the memory 32 uses a semiconductor memory or a magnetic disk, for example. More specifically, the memory 32 includes a RAM (Random Access Memory), a ROM (Read Only Memory), a flash memory, an EPROM (Erasable Programmable Read Memory Only), and an EEPROM (Electrical Memory). State @ Drive) or HDD (Hard @ Disk @ Drive) or the like.
  • RAM Random Access Memory
  • ROM Read Only Memory
  • flash memory an EPROM (Erasable Programmable Read Memory Only)
  • EEPROM Electrical Memory
  • State @ Drive or HDD (Hard @ Disk @ Drive) or the like.
  • the processing circuit 33 includes, for example, an ASIC (Application Specific Integrated Circuit), a PLD (Programmable Logic Device), an FPGA (Field-Programmable Gate Array), and a SoC (Sig-Lig- Is used.
  • ASIC Application Specific Integrated Circuit
  • PLD Programmable Logic Device
  • FPGA Field-Programmable Gate Array
  • SoC SoC
  • step ST1 the obstacle detecting unit 11 detects an obstacle around the vehicle 1 by causing the distance measuring sensor 2 to transmit a search wave. More specifically, the obstacle detection unit 11 determines the position of the obstacle with respect to the vehicle 1 by measuring the distance between the vehicle 1 and the obstacle.
  • step ST1 By the process of step ST1, one or more groups corresponding to one or more obstacles in principle one-to-one are set. Each group includes a plurality of reflection points, and the plurality of reflection points correspond to a plurality of reflected waves.
  • step ST ⁇ b> 2 the feature amount extraction unit 12 acquires from the obstacle detection unit 11 information indicating the waveform of the received signal corresponding to the plurality of reflected waves. The feature amount extraction unit 12 extracts feature amounts related to the plurality of reflected waves using the acquired information. Details of the feature amount will be described later.
  • the obstacle determining unit 13 calculates a first parameter value and a second parameter value using the feature amount extracted by the feature amount extracting unit 12.
  • the obstacle determining unit 13 determines the type of the obstacle corresponding to each group by using the calculated first parameter value and the second parameter value, thereby obtaining the height of the obstacle corresponding to each group.
  • Judge. The details of the method of determining the type of the obstacle by the obstacle determination unit 13, that is, the method of determining the height of the obstacle will be described later.
  • FIG. 5A shows an example of the propagation path of the reflected wave RW due to a traveling obstacle (more specifically, a wall).
  • FIG. 5B shows an example of the waveform of the transmission signal TS.
  • FIG. 5C shows an example of the waveform of the reception signal RS corresponding to the reflected wave RW due to the traveling obstacle.
  • FIG. 5D illustrates another example of the waveform of the reception signal RS corresponding to the reflected wave RW due to the traveling obstacle.
  • FIG. 6A shows an example of a propagation path of the reflected wave RW due to an obstacle on the road (more specifically, a curb) or an obstacle on the road (more specifically, a step).
  • FIG. 6B shows an example of the waveform of the transmission signal TS.
  • FIG. 6C shows an example of the waveform of the reception signal RS corresponding to the reflected wave RW due to the obstacle on the road.
  • FIG. 6D shows another example of the waveform of the received signal RS corresponding to the reflected wave RW due to the obstacle on the road.
  • FIG. 6E shows an example of the waveform of the reception signal RS corresponding to the reflected wave RW due to the road surface obstacle.
  • FIG. 6F shows another example of the waveform of the received signal RS corresponding to the reflected wave RW due to the road surface obstacle.
  • the transmission signal output unit 21 outputs the transmission signal TS to the distance measurement sensor 2 so that the distance measurement sensor 2 transmits the search wave SW.
  • the propagation path (so-called “path”) from the transmission of the search wave SW by the distance measuring sensor 2 to the reception of the reflected wave RW by the distance measurement sensor 2.
  • path There are a plurality. For example, there is a path that is reflected once by the obstacle O and returns to the distance measurement sensor 2. There is also a path that is reflected once by the road R and then reflected once by the obstacle O and returns to the distance measurement sensor 2. These paths include paths having different path lengths.
  • the reflected wave RW is a composite wave due to interference of a plurality of waves rw corresponding to these paths.
  • the received signal RS is a composite signal of a plurality of signals rs corresponding to the plurality of waves rw.
  • the path changes according to the uneven shape of the road R, the unevenness of the surface of the vehicle 1 that reflects the vibration of the vehicle 1 and the search wave SW on the obstacle O (hereinafter referred to as “reflective surface”), etc.
  • the waveform changes, and the waveform of the received signal RS also changes.
  • the waveforms of the plurality of reflected waves RW have variations, and the plurality of reflected waves RW Also has a variation in the waveform of the received signal RS corresponding to.
  • the reception intensity of the reflected wave RW (that is, the intensity of the reception signal RS). Becomes larger.
  • the variation in the waveform of the reflected wave RW increases, and the variation in the waveform of the reception signal RS also increases.
  • the reception surface of the reflected wave RW (that is, the intensity of the reception signal RS) is larger because the area of the reflection surface portion is larger than that when the obstacle O is a road obstacle. Becomes larger.
  • the variation in the waveform of the reflected wave RW increases, and the variation in the waveform of the reception signal RS also increases.
  • the distance measurement sensor 2 when a plurality of reflected waves RW due to the same obstacle O are received by the distance measurement sensor 2, when a feature amount based on the magnitude of these reflected waves RW is extracted, the extracted features are extracted.
  • the amount of dispersion of the amount has a correlation with the height of the obstacle O. For this reason, it is possible to determine the height of the obstacle O based on the amount of dispersion, such as determining that the height of the obstacle O is higher when the amount of dispersion is larger than when the amount of dispersion is smaller.
  • the determination of the height of the obstacle O by the obstacle determination unit 13 is based on this principle.
  • the feature amount extraction unit 12 corresponds to each of the plurality of reflected waves RW corresponding to the plurality of reflected points included in each group to the size of each of the plurality of reflected waves RW. Is extracted as a feature value. More specifically, the feature value extraction unit 12 extracts a wave height, a wave width, a waveform area, a response time, or the like of each of the plurality of reflected waves RW as a feature value. These features are extracted from information indicating the waveform of the received signal RS corresponding to the plurality of reflected waves RW.
  • the first parameter value and the second parameter value enable clustering according to the height of the obstacle O, that is, clustering according to the type of the obstacle O.
  • FIG. 7 shows an example of the range A1 including the first parameter value and the second parameter value when the obstacle O is a road surface obstacle, and the first parameter value and the second parameter value when the obstacle O is a road obstacle.
  • An example of a range A2 including a parameter value and an example of a range A3 including a first parameter value and a second parameter value when the obstacle O is a traveling obstacle are shown.
  • a dividing line PL1 between the ranges A1 and A2 corresponds to a determination threshold Th1 for determining whether the obstacle O is a road surface obstacle.
  • the dividing line PL2 between the ranges A2 and A3 corresponds to a threshold value Th2 for determining whether or not the obstacle O is a traveling obstacle.
  • Each circle in FIG. 7A is an actual measurement value of the first parameter value and the second parameter value before the manufacture of the obstacle detection device 100, and is an example of the actual measurement value when the obstacle O is a road surface obstacle. Yes, it is.
  • Each square mark in FIG. 7A is an actual measurement value of the first parameter value and the second parameter value before manufacturing the obstacle detection device 100, and is an example of the actual measurement value when the obstacle O is an on-road obstacle. Yes, it is.
  • Each triangle mark in FIG. 7A is an actual measurement value of the first parameter value and the second parameter value before manufacturing the obstacle detection device 100, and is an example of the actual measurement value when the obstacle O is a traveling obstacle. Yes, it is.
  • the information indicating the ranges A1 to A3 set by the clustering of these actually measured values more specifically, the information indicating the discrimination thresholds Th1 and Th2 is stored in the obstacle discrimination unit 13 in advance.
  • a machine learning technique such as linear discrimination or pattern recognition is used.
  • the obstacle determining unit 13 compares the first parameter value and the second parameter value calculated after the manufacture of the vehicle 1 (more specifically, after shipment) with the determination thresholds Th1 and Th2, thereby obtaining the first parameter. It identifies which of the ranges A1 to A3 the value and the second parameter value fall within. Thereby, it is determined whether the obstacle O around the vehicle 1 is a road surface obstacle, a road obstacle, or a traveling obstacle.
  • the crosses in FIG. 7B correspond to examples of the first parameter value and the second parameter value calculated after the shipment of the vehicle 1. In this case, since the first parameter value and the second parameter value are included in the range A3, the obstacle O is determined to be a traveling obstacle.
  • the feature amount extraction unit 12 extracts the amount corresponding to the size of each of the plurality of reflected waves RW as the feature amount.
  • FIG. 8 shows an example of the waveform of the reception signal RS corresponding to one of the plurality of reflected waves RW.
  • the feature quantity extraction unit 12 extracts the peak of the reflected wave RW based on the peak value PV of the received signal RS (see FIG. 8A). Alternatively, for example, the feature amount extracting unit 12 extracts a time width of a portion of the received signal RS exceeding the threshold Th, that is, a wave width of the reflected wave RW (see FIG. 8A).
  • the threshold Th is a threshold used for determining whether or not the reflected wave RW has been received.
  • the feature amount extraction unit 12 extracts the entire time width of the received signal RS (not illustrated). Alternatively, for example, the feature amount extraction unit 12 extracts the half width of the received signal RS, that is, the half width of the reflected wave RW (not shown).
  • the feature amount extraction unit 12 extracts a waveform area of a portion of the received signal RS exceeding the threshold Th, that is, a waveform area of the reflected wave RW (see FIG. 8A). Alternatively, for example, the feature amount extracting unit 12 extracts the entire waveform area of the received signal RS (not shown). These are all amounts corresponding to the magnitude of the reflected wave RW.
  • the feature quantity extraction unit 12 extracts the time from when the received signal RS exceeds the peak value PV to when the received signal RS falls below the threshold Th, that is, the response time of the reflected wave RW (see FIG. 8B).
  • the feature amount extraction unit 12 extracts a falling slope in the waveform of the received signal RS, that is, a falling slope in the waveform of the reflected wave RW (not shown).
  • the feature amount extraction unit 12 extracts a time constant in the waveform of the received signal RS, that is, a time constant in the waveform of the reflected wave RW (not shown). These are all amounts corresponding to the magnitude of the reflected wave RW.
  • the obstacle determining unit 13 acquires, from the obstacle detecting unit 11, information indicating the distance value calculated by the distance value calculating unit 23 or information indicating the coordinate value calculated by the reflection point position calculating unit 24.
  • the obstacle determining unit 13 calculates a value (hereinafter, referred to as a “third parameter value”) corresponding to the distance between the vehicle 1 and the obstacle O using the acquired information.
  • a value hereinafter, referred to as a “third parameter value”
  • FIG. 9 is an example of a range A1 including the first parameter value, the second parameter value, and the third parameter value when the obstacle O is a road surface obstacle, and the first example when the obstacle O is a road obstacle.
  • An example of the range A2 including the parameter value, the second parameter value, and the third parameter value, and the range including the first parameter value, the second parameter value, and the third parameter value when the obstacle O is a traveling obstacle An example of A3 is shown.
  • a dividing line PL1 between the ranges A1 and A2 corresponds to a determination threshold Th1 for determining whether the obstacle O is a road surface obstacle.
  • the dividing line PL2 between the ranges A2 and A3 corresponds to a threshold value Th2 for determining whether or not the obstacle O is a traveling obstacle.
  • 9A are actually measured values of the first parameter value, the second parameter value, and the third parameter value before manufacturing the obstacle detection device 100, and indicate the case where the obstacle O is a road surface obstacle. It corresponds to the example of the actual measurement value. 9A are actual measured values of the first parameter value, the second parameter value, and the third parameter value before the manufacture of the obstacle detection device 100, and indicate the case where the obstacle O is a road obstacle. It corresponds to the example of the actual measurement value. 9A are actually measured values of the first parameter value, the second parameter value, and the third parameter value before manufacturing the obstacle detection device 100, and indicate the case where the obstacle O is a traveling obstacle. It corresponds to the example of the actual measurement value.
  • the information indicating the ranges A1 to A3 set by the clustering of these actually measured values more specifically, the information indicating the discrimination thresholds Th1 and Th2 is stored in the obstacle discrimination unit 13 in advance.
  • a machine learning technique such as linear discrimination or pattern recognition is used.
  • the obstacle determination unit 13 compares the first parameter value, the second parameter value, and the third parameter value calculated after the manufacture of the vehicle 1 (more specifically, after shipment) with the determination thresholds Th1 and Th2. ,
  • the first parameter value, the second parameter value, and the third parameter value are included in any of the ranges A1 to A3. Thereby, it is determined whether the obstacle O around the vehicle 1 is a road surface obstacle, a road obstacle, or a running obstacle.
  • the crosses in FIG. 9B correspond to examples of the first parameter value, the second parameter value, and the third parameter value calculated after the shipment of the vehicle 1. In this case, since the first parameter value, the second parameter value, and the third parameter value are included in the range A3, the obstacle O is determined to be a traveling obstacle.
  • the third parameter value in addition to the first parameter value and the second parameter value, in the determination of the type of the obstacle (that is, the determination of the height of the obstacle), according to the propagation distance of the search wave. Can be considered.
  • the accuracy of determining the type of the obstacle that is, the accuracy of determining the height of the obstacle can be improved. More specifically, it is possible to accurately determine a road surface obstacle or a road obstacle located near the vehicle 1 and a traveling obstacle located far from the vehicle 1.
  • the vehicle position calculating unit 26 may calculate the vehicle position by satellite navigation instead of or in addition to autonomous navigation.
  • the obstacle detection device 100 may acquire a GNSS signal from a GNSS (Global Navigation Satellite Network) receiver provided in the vehicle 1.
  • GNSS Global Navigation Satellite Network
  • the second parameter value may be any value that indicates the magnitude of the variance of the feature value, and is not limited to the variance value of the feature value.
  • the second parameter value may be a difference value between the maximum value and the minimum value of the feature value, a difference value between the maximum value and the average value of the feature value, or the average value and the minimum value of the feature value. It may be a value difference value.
  • the obstacle determining unit 13 may determine whether an obstacle corresponding to each group is a traveling obstacle. That is, when it is determined that the obstacle is not a traveling obstacle, the obstacle determination unit 13 may not determine whether the obstacle is a road surface obstacle or a road obstacle.
  • the obstacle determination unit 13 may store information indicating the determination threshold Th2, but may not store information indicating the determination threshold Th1.
  • the distance measuring sensor 2 may be configured by one distance measuring sensor 21 instead of the N distance measuring sensors 2 1 to 2 N.
  • the plurality of reflection points included in each group may be the one corresponding to the direct wave which is sent multiple times received by one of the distance measuring sensor 2 1.
  • the plurality of reflection points to be grouped by the grouping unit 25 correspond to direct waves or indirect waves transmitted and received by the N distance measuring sensors 2 1 to 2 N whose installation positions in the vehicle 1 are different from each other. may be one, or by one of the distance measuring sensor 2 1 may be one corresponding to the direct wave which is transmitted and received at different timings from each other.
  • the plurality of reflection points correspond to direct waves or indirect waves transmitted and received at different timings by N distance measuring sensors 2 1 to 2 N whose installation positions in the vehicle 1 are different from each other. Is also good.
  • the transmission signal output unit 21 transmits the modulated wave by the frequency modulation or the phase modulation to the distance measurement sensor 2, rather than transmitting the continuous wave or the burst wave to the distance measurement sensor 2. That is, by using a modulated wave as the search wave, the amplitude and phase of the search wave change with respect to time. As a result, interference of a plurality of search waves passing through different propagation paths (for example, interference of a plurality of waves rw in the examples shown in FIGS. 5 and 6) becomes remarkable.
  • the obstacle determining unit 13 it is possible to improve the accuracy of determining the type of the obstacle (that is, the accuracy of determining the height of the obstacle) by the obstacle determining unit 13 as compared with the case where a continuous wave or a burst wave is used as the search wave.
  • the obstacle detection device 100 uses the feature amount relating to a plurality of reflected waves when the distance measurement sensor 2 provided in the vehicle 1 receives the plurality of reflected waves due to the obstacle.
  • an obstacle determining unit 13 that determines whether or not the obstacle is a traveling obstacle based on the result of clustering the first parameter value indicating the degree of dispersion and the second parameter value indicating the magnitude of the variance. .
  • the second parameter value in addition to the first parameter value, the type of the obstacle can be accurately determined, and the height of the obstacle can be accurately determined. Further, it is possible to determine the height of an obstacle located far from the vehicle 1 (more specifically, at a distance of 5 meters or more).
  • the obstacle determining unit 13 determines the type of the obstacle by identifying which of the plurality of ranges set by the clustering includes the first parameter value and the second parameter value. . Thus, for example, it is possible to determine whether the obstacle is a road surface obstacle, a road obstacle, or a traveling obstacle.
  • the clustering is a clustering of a first parameter value, a second parameter value, and a third parameter value corresponding to a distance between the vehicle 1 and an obstacle.
  • FIG. 10 is a block diagram illustrating a main part of the driving support device according to the second embodiment.
  • a driving support device 200a according to the second embodiment will be described.
  • the same reference numerals are given to the same blocks as the blocks shown in FIG. 1, and the description will be omitted.
  • the distance measuring sensor 2 is composed of four distance measuring sensors 2 1 to 2 4.
  • Four distance measuring sensors 2 1 to 2 4 the front end of the vehicle 1 is provided on (more specifically, the front bumper unit), and are directed to the front of the vehicle 1.
  • the obstacle detection unit 11 detects an obstacle in front of the vehicle 1 by causing the distance measurement sensor 2 to transmit a search wave at least once when the vehicle 1 is moving forward.
  • the internal configuration of the obstacle detection unit 11 is the same as that described in Embodiment 1 with reference to FIG.
  • the facing determination unit 14 determines whether or not the distance measuring sensor 2 faces the obstacle. Details of the determination method by the facing determination unit 14 will be described later.
  • the obstacle determining unit 13 calculates the first parameter value and the second parameter value using the feature amount in a state in which the distance measurement sensor 2 faces the obstacle (hereinafter, referred to as “facing state”). Has become. More specifically, when the number of accumulated data indicating the feature amount in the directly facing state exceeds a predetermined number, the obstacle determination unit 13 uses the feature amount indicated by these data to determine the first parameter value and the second parameter value. The parameter value is calculated. The obstacle determining unit 13 determines the type of the obstacle using the calculated first parameter value and the calculated second parameter value. That is, the obstacle determining unit 13 determines the type of the obstacle using the feature amount in the directly facing state.
  • the driving support control unit 15a controls the vehicle according to the determination result of the position of the obstacle by the obstacle detection unit 11 and the determination result of the type of the obstacle by the obstacle determination unit 13 (that is, the determination result of the height of the obstacle). This is to execute control for avoiding a collision between the vehicle 1 and an obstacle.
  • the obstacle determination unit 13 determines that the obstacle is a traveling obstacle or a road obstacle. Then, the driving support control unit 15a executes control to stop the vehicle 1 by operating the brake of the vehicle 1. On the other hand, in this case, when the obstacle determining unit 13 determines that the obstacle is a road surface obstacle, the driving support control unit 15a cancels the execution of the control.
  • the driving support control unit 15a may vary the stop position of the vehicle 1 depending on whether the obstacle in front of the vehicle 1 is a traveling obstacle or a road obstacle. More specifically, the driving support control unit 15a stops the vehicle 1 at a position on the near side when the obstacle is a traveling obstacle compared to when the obstacle is a road obstacle. It may be. That is, when the obstacle is a road obstacle, the driving support control unit 15a positions the front bumper of the vehicle 1 above the obstacle and causes the front tire of the vehicle 1 to substantially contact the obstacle. The vehicle 1 may be stopped at the position.
  • driving support control the control in accordance with the determination result of the position of the obstacle by the obstacle detection unit 11 and the determination result of the type of the obstacle by the obstacle determination unit 13 (that is, the determination result of the height of the obstacle) is referred to as “driving support control”.
  • the obstacle detection unit 11, the feature amount extraction unit 12, the obstacle determination unit 13, and the facing determination unit 14 constitute a main part of the obstacle detection device 100a.
  • the obstacle detection device 100a and the driving support control unit 15a constitute a main part of the driving support device 200a.
  • each function of the obstacle detection unit 11, the feature amount extraction unit 12, the obstacle determination unit 13, the facing determination unit 14, and the driving support control unit 15a is realized by the processor 31 and the memory 32. Or may be realized by the processing circuit 33.
  • step ST11 the obstacle detection unit 11 determines whether the vehicle 1 is moving forward using a signal indicating the traveling speed of the vehicle 1, a signal indicating the shift position of the vehicle 1, and the like. These signals are appropriately obtained from a computer network in the vehicle 1.
  • the obstacle detection unit 11 causes the distance measurement sensor 2 to transmit the search wave at least once in step ST12, so that the obstacle detection unit 11 is in front of the vehicle 1. Detect obstacles.
  • step ST12 one or more groups corresponding to one or more obstacles in principle one-to-one are set.
  • Each group includes a plurality of reflection points, and the plurality of reflection points correspond to a plurality of reflected waves.
  • step ST ⁇ b> 13 the feature amount extraction unit 12 acquires from the obstacle detection unit 11 information indicating the waveform of the reception signal corresponding to the plurality of reflected waves.
  • the feature amount extraction unit 12 extracts feature amounts related to the plurality of reflected waves using the acquired information.
  • the feature amount extraction unit 12 outputs data indicating the extracted feature amount to the obstacle determination unit 13.
  • step ST14 the facing determination unit 14 determines whether or not the distance measuring sensor 2 faces the obstacle. Details of the determination method by the facing determination unit 14 will be described later.
  • step ST15 the obstacle determination unit 13 determines whether the number of accumulated data indicating the feature amount in the directly facing state has exceeded a predetermined number.
  • the process of the driving support device 200a returns to step ST12, and the search wave is transmitted again.
  • the process of the driving support device 200a proceeds to step ST16.
  • step ST16 the obstacle determining unit 13 calculates a first parameter value and a second parameter value using the feature amount in the directly facing state.
  • the obstacle determining unit 13 determines the type of the obstacle corresponding to each group by using the calculated first parameter value and the second parameter value, thereby obtaining the height of the obstacle corresponding to each group.
  • step ST17 the driving support control unit 15a determines the position of the obstacle by the obstacle detection unit 11 and the determination result of the type of the obstacle by the obstacle determination unit 13 (that is, the determination of the height of the obstacle). According to the result, the control for avoiding the collision between the vehicle 1 and the obstacle is executed. That is, the driving support control unit 15a executes the driving support control.
  • FIG. 12 and FIG. 13 show examples of the installation positions of the four distance measurement sensors 2 1 to 24 in the vehicle 1. 12 and as shown in FIG. 13, 2, which are arranged more inside the four distance measuring sensors 2 1 to 2 measuring sensor 2 1 two more are located outside of the four, 2 4 number of the distance measuring sensor 2 2, and 2 3, the installation position with respect to the vertical direction of the vehicle 1 (that is, the height direction) may be different from each other.
  • FIG. 12 shows propagation paths PP 1 to PP of direct waves transmitted and received by the four distance measurement sensors 2 1 to 24 when the obstacle O is a traveling obstacle (more specifically, a wall). 4, an example of reflection points RP 1 to RP 4 corresponding to these direct waves, and an example of a group G corresponding to the obstacle O are shown.
  • FIG. 13 shows transmission / reception by the four distance measuring sensors 2 1 to 24 when the obstacle O is a road obstacle (more specifically, a curb) or a road surface obstacle (more specifically, a step).
  • 3 shows examples of direct wave propagation paths PP 1 to PP 4 , examples of reflection points RP 1 to RP 4 corresponding to these direct waves, and an example of a group G corresponding to an obstacle O.
  • These distances D 1 and D 4 correspond to the distance values calculated by the distance value calculation unit 23 or the coordinate values (more specifically, the X coordinate values) calculated by the reflection point position calculation unit 24.
  • the facing-facing determining unit 14 calculates the facing angle ⁇ of the obstacle O with respect to the distance measuring sensor 2 by the following equation (1).
  • FIG. 14 shows an example of the sensor pitch SP, the distances D 1 and D 4, and the directly-facing angle ⁇ .
  • the facing determining unit 14 determines that the distance measurement sensor 2 faces the obstacle O.
  • the facing angle ⁇ is larger than the predetermined angle ⁇ th, the facing determining unit 14 determines that the distance measurement sensor 2 is not directly facing the obstacle O.
  • the calculation of the confronting angle theta it is preferred to use a distance measuring sensor 2 1, 2 4, which is spaced apart from one another via the other of the distance measuring sensor 2 2, 2 3.
  • a distance measuring sensor 2 1, 2 4 which is spaced apart from one another via the other of the distance measuring sensor 2 2, 2 3.
  • the facing determination unit 14 may calculate the average value of the facing angles ⁇ in a predetermined section. When the calculated average value is equal to or smaller than the predetermined angle ⁇ th, the facing determination unit 14 may determine that the distance measurement sensor 2 faces the obstacle O. Thus, the robustness of the discrimination by the facing discrimination unit 14 can be improved.
  • the predetermined section may be a time section or a distance section. That is, this average value may be an average value of the facing angle ⁇ calculated while the vehicle 1 moves for a predetermined time, or the average value of the facing angle ⁇ calculated while the vehicle 1 moves for a predetermined distance. The average value may be used.
  • FIG. 15A shows an example of the traveling route TR when the vehicle 1 approaches the obstacle O.
  • FIG. 15B shows an example of a temporal change of the facing angle ⁇ at this time.
  • FIG. 15C shows an example of data indicating the feature amount at this time. That is, each circle in FIG. 15C corresponds to data indicating a feature amount.
  • the facing angle ⁇ gradually decreases as shown in FIG. 15B.
  • the facing angle ⁇ becomes equal to or smaller than the predetermined angle ⁇ th, and at time t3, the number of accumulated data indicating the feature amount in the facing state exceeds the predetermined number.
  • the obstacle determination unit 13 calculates the first parameter value and the second parameter value using the feature amount in the time section ⁇ t2 from time t2 to t3.
  • the obstacle determining unit 13 determines the type of the obstacle using the feature amount in the directly facing state, and also determines whether the distance measuring sensor 2 is not directly facing the obstacle O (hereinafter referred to as “non-facing”).
  • the type of the obstacle may be determined using the feature amount in “state”). That is, the obstacle determination unit 13 calculates the first parameter value and the second parameter value using the feature amount in the time section ⁇ t2 between the times t2 and t3, and also calculates the feature in the time section ⁇ t1 between the times t1 and t2.
  • the first parameter value and the second parameter value may be calculated using the amounts.
  • the obstacle determination unit 13 may notify the driving support control unit 15a that the reliability of the determination result is low. good.
  • the driving support control unit 15a may vary the content of the driving support control according to the degree of reliability notified by the obstacle determination unit 13.
  • the obstacle detection device 100a may not include the facing determination unit 14.
  • the obstacle determination unit 13 calculates the first parameter value and the second parameter value using the feature amount in a predetermined section (hereinafter, referred to as a “detection section”) ⁇ . More specifically, when data indicating the feature amount in the detection section ⁇ is accumulated, the obstacle determining unit 13 calculates a first parameter value and a second parameter value using the feature amount indicated by the data. .
  • FIG. 17 shows a flowchart in this case.
  • the obstacle determination unit 13 determines whether or not data indicating the feature amount in the detection section ⁇ has been accumulated.
  • the process of the driving support device 200a returns to step ST12, and the search wave is transmitted again.
  • the process of the driving support device 200a proceeds to step ST16.
  • the obstacle determining unit 13 calculates a first parameter value and a second parameter value using the feature amounts indicated by these data.
  • step ST18 A specific example of the determination method in step ST18 is as follows.
  • the obstacle determining unit 13 acquires from the obstacle detecting unit 11 information indicating the distance value calculated by the distance value calculating unit 23 or information indicating the coordinate value calculated by the reflection point position calculating unit 24.
  • the obstacle determining unit 13 calculates the amount of change in the distance between the vehicle 1 and the obstacle using the acquired information.
  • the obstacle determining unit 13 determines whether or not the vehicle 1 has traveled in the detection section ⁇ based on the calculated change amount, so that the data indicating the feature amount in the detection section ⁇ has been accumulated. It is determined whether or not.
  • the connection lines between the obstacle detection unit 11 and the obstacle determination unit 13 are not shown.
  • the obstacle determining unit 13 acquires information indicating the own vehicle position calculated by the own vehicle position calculating unit 26 from the obstacle detecting unit 11.
  • the obstacle determining unit 13 calculates the moving amount of the vehicle 1 using the obtained information.
  • the obstacle determination unit 13 determines whether or not the vehicle 1 has traveled in the detection section ⁇ based on the calculated movement amount, so that data indicating the feature amount in the detection section ⁇ has been accumulated. It is determined whether or not.
  • the connection lines between the obstacle detection unit 11 and the obstacle determination unit 13 are not shown.
  • the obstacle determining unit 13 calculates the accumulation time of the data indicating the feature amount.
  • the threshold value corresponding to the predicted value of the accumulation time of the data indicating the feature amount in the detection section ⁇ is stored in the obstacle determining unit 13 in advance.
  • the obstacle determination unit 13 compares the calculated accumulation time with the previously stored threshold to determine whether or not the data indicating the feature amount in the detection section ⁇ has been accumulated.
  • the obstacle determining unit 13 calculates the number of stored data indicating the feature amount.
  • the threshold value corresponding to the predicted value of the number of accumulated data indicating the feature amount in the detection section ⁇ is stored in the obstacle determining unit 13 in advance.
  • the obstacle determination unit 13 determines whether or not the data indicating the feature amount in the detection section ⁇ has been stored by comparing the calculated storage number with the threshold value stored in advance.
  • the obstacle determining unit 13 determines whether or not the data indicating the feature amount in the detection section ⁇ has been accumulated by each of two or more of the above four methods. .
  • the obstacle determining unit 13 calculates the logical product of the determination results obtained by these methods. That is, the obstacle determination unit 13 determines the determination result when the determination result indicating that the data indicating the feature amount in the detection section ⁇ has been accumulated by all of these methods.
  • the detection section ⁇ may be updated at any time in accordance with the movement of the vehicle 1.
  • the obstacle determination unit 13 may determine the type of the obstacle using the data indicating the feature amount in the latest detection section ⁇ in which the vehicle 1 has traveled.
  • the obstacle determination unit 13 determines the type of the obstacle using the feature amount indicated by the data, and then determines the type of the obstacle.
  • the type of the obstacle is determined using the feature amount indicated by the data, and finally, the data indicating the feature amount in the n-th detection section ⁇ n is obtained.
  • the type of the obstacle may be determined using the feature amount indicated by the data.
  • the detection sections ⁇ 1 to ⁇ n may gradually increase as the vehicle 1 moves forward.
  • each of the detection sections ⁇ 1 to ⁇ n may have a certain size.
  • the obstacle determination unit 13 calculates a first parameter value and a second parameter value using a feature amount in a predetermined detection section ⁇ . It may be something to do. That is, when the number of accumulated data indicating the feature amount in the facing state exceeds the predetermined number and the data indicating the feature amount in the detection section ⁇ has been accumulated, the obstacle determination unit 13 May be used to calculate the first parameter value and the second parameter value using the characteristic amount indicated by.
  • FIG. 19 shows a flowchart in this case. If the number of accumulated data indicating the feature amount in the facing state exceeds a predetermined number (“YES” in step ST15), in step ST18, the obstacle determination unit 13 determines that the data indicating the feature amount in the detection section ⁇ It is determined whether or not the data has been stored. When the data indicating the feature amount in the detection section ⁇ has not been accumulated (“NO” in step ST18), the process of the driving support device 200a returns to step ST12, and the search wave is transmitted again. On the other hand, when the data indicating the feature amount in the detection section ⁇ has been accumulated (“YES” in step ST18), the process of the driving support device 200a proceeds to step ST16. In step ST16, the obstacle determining unit 13 calculates a first parameter value and a second parameter value using the feature amounts indicated by these data.
  • FIG. 20 and FIG. 21 show other examples of the installation positions of the four distance measurement sensors 2 1 to 24 in the vehicle 1.
  • the installation position may be those equivalent to each other with respect to the vertical direction of the vehicle 1 (i.e. a height direction).
  • FIG. 20 is transmitting, the obstacle O is traveling obstacle when it is (more specifically on the wall), the distance measurement sensor 2 1 propagation of the direct wave to be transmitted and received by the path PP 11, the distance measuring sensor 2 1 has been measuring sensor 2 of the indirect waves received by two propagation paths PP 21, the propagation path of the indirect waves received by the distance measurement sensor 2 3 is transmitted by the measuring sensor 2 1 PP 31 and distance measuring sensor 2 1 shows an example of a propagation path PP 41 of the indirect waves received by the distance measurement sensor 2 4 is transmitted by.
  • FIG. 20 shows an example of reflection points RP 11 , RP 21 , RP 31 , RP 41 corresponding to these direct waves and indirect waves, and an example of a group G corresponding to the obstacle O.
  • FIG. 21 (more specifically, a curb) obstacle O is road obstacle or road obstacle when it is (more specifically, the step), the direct wave transmitted and received by the distance measurement sensor 2 1 propagation path PP 11, the distance measurement sensor 2 1 indirect wave propagation paths PP 21 which is received by the distance measurement sensor 2 2 is transmitted by the propagation path PP 33 and ranging of the direct wave transmitted and received by the distance measurement sensor 2 3 sensor 2 3 is transmitted by shows an example of a propagation path PP 43 of the indirect waves received by the distance measuring sensor 2 4.
  • FIG. 21 shows an example of reflection points RP 11 , RP 21 , RP 33 , RP 43 corresponding to these direct waves and indirect waves, and an example of a group G corresponding to the obstacle O.
  • the distance value calculation unit 23 calculates the distance value and the reflection point position calculation unit 24 calculates the coordinate value using the indirect wave instead of or in addition to the direct wave. It may be something.
  • the indirect wave in addition to the direct wave, the number of reflection points obtained by transmitting the search wave each time can be increased as compared with the case where only the direct wave is used.
  • the number of reflection points included in each group can be increased.
  • the driving support control by the driving support control unit 15a may be a control for avoiding a collision between the vehicle 1 and an obstacle, and is not limited to a control for operating the brake of the vehicle 1.
  • the driving support control by the driving support control unit 15a determines whether there is a possibility that the vehicle 1 will collide with an obstacle, and if it is determined that there is a possibility, the driver 1 of the vehicle 1 is notified of the possibility.
  • the control may be a warning.
  • the driver of the vehicle 1 may stop the vehicle 1 by operating the brake pedal of the vehicle 1 in response to the warning.
  • the installation positions of the four distance measurement sensors 2 1 to 24 in the vehicle 1 are not limited to the above example.
  • the four distance measuring sensors 2 1 to 2 more two distance measuring sensors are disposed outside 2 1, 2 4 two distance measuring sensors that are disposed more to the inside and 2 2 of the 4 , and 2 3, the installation position with respect to the longitudinal direction (i.e. the depth direction) of the vehicle 1 may be different from each other.
  • Both ends measuring sensor 2 1 disposed in portions, 2 4 of the four distance measuring sensors 2 1 to 2 4 may be one which is directed obliquely forward of the vehicle 1.
  • the distance measurement sensor 2 1 may be those which are directed to the left oblique front of the vehicle 1
  • the distance measuring sensor 2 4 may be one which is directed to the right oblique front of the vehicle 1.
  • the distance measuring sensor 2 may be provided at a rear end portion (more specifically, a rear bumper portion) of the vehicle 1 and may be directed to the rear of the vehicle 1.
  • the obstacle detection unit 11 detects an obstacle behind the vehicle 1 by causing the distance measurement sensor 2 to transmit the search wave at least once when the vehicle 1 is moving backward. Is also good.
  • Both ends measuring sensor 2 1 disposed in portions, 2 4 of the four distance measuring sensors 2 1 to 2 4 may be one which is directed obliquely rearward of the vehicle 1.
  • the number of the distance measuring sensors 2 may be two or more, and is not limited to four. That is, the distance measuring sensor 2 may be one that is constituted by four instead of distance measuring sensor 2 1 ⁇ 2 4 N pieces of distance measuring sensors 2 1 ⁇ 2 N.
  • the obstacle detection device 100a can employ various modifications similar to those described in the first embodiment, that is, various modifications similar to the obstacle detection device 100.
  • the driving support device 200a includes the obstacle detection device 100a and the driving support control unit that performs the driving support control according to the result of the determination of the height of the obstacle by the obstacle determination unit 13. 15a.
  • the obstacle detection device 100a By using the obstacle detection device 100a, the accuracy of the driving support control can be improved.
  • ⁇ ⁇ Driving support control is control related to collision avoidance.
  • the obstacle detection device 100a it is possible to determine the height of an obstacle located far from the vehicle 1 (more specifically, 5 meters or more).
  • the necessity of executing the control for operating the brake of the vehicle 1 can be determined at an early stage, so that the time for braking can be secured and the occurrence of sudden braking can be suppressed.
  • an obstacle in front of or behind the vehicle 1 is a road surface obstacle, occurrence of a false alarm can be suppressed.
  • the design of the vehicle 1 can be improved, and the degree of freedom in design can be improved. Can be.
  • the obstacle detection device 100a includes a facing determination unit 14 that determines whether or not the distance measuring sensor 2 is directly facing an obstacle.
  • the type of the obstacle is determined using the feature amount in the facing state. Thereby, the accuracy of determining the type of the obstacle can be further improved.
  • the obstacle determining unit 13 calculates the second parameter value using the feature amount in the predetermined detection section ⁇ . Thereby, the reliability of the determination using the second parameter value can be improved.
  • FIG. 22 is a block diagram illustrating a main part of the driving support device according to the third embodiment. Referring to FIG. 22, a driving support device 200b according to the third embodiment will be described. In FIG. 22, the same blocks as those shown in FIG. 1 are denoted by the same reference numerals, and description thereof will be omitted.
  • the distance measuring sensor 2 is constituted by a single distance measuring sensor 2 1.
  • One measuring sensor 2 1 is provided on the left side surface portion of the vehicle 1, and is directed to the left side of the vehicle 1.
  • the obstacle detection unit 11 When the vehicle 1 is traveling at a speed equal to or less than a predetermined speed (for example, 30 kilometers per hour), the obstacle detection unit 11 causes the distance measurement sensor 2 to transmit a search wave a plurality of times at predetermined time intervals. It detects an obstacle on the left side of the vehicle 1.
  • a predetermined speed for example, 30 kilometers per hour
  • the internal configuration of the obstacle detection unit 11 is the same as that described in Embodiment 1 with reference to FIG.
  • the distance measuring sensor 2 may receive the reflected wave a plurality of times.
  • the reflection point based on the distance value corresponding to the first reflected wave in this case is referred to as a “recent reflection point”.
  • the reflection point based on the distance value corresponding to the second and subsequent reflected waves is referred to as a “non-most recently reflected point”.
  • the distance value calculator 23 calculates the distance value corresponding to the first reflected wave, but does not calculate the distance value corresponding to the second and subsequent reflected waves. That is, the reflection point position calculation unit 24 calculates the position of the most recent reflection point, but does not calculate the position of the non-most recently reflection point.
  • the grouping unit 25 includes the most recently reflected point as a grouping target while excluding the non-mostly reflected point from the grouping targets. Thereby, noise included in the detection result by the obstacle detection unit 11 can be reduced.
  • the driving support control unit 15b performs a so-called “obstruction” according to the result of the determination of the position of the obstacle by the obstacle detection unit 11 and the result of the classification of the obstacle by the obstacle determination unit 13 (that is, the result of the determination of the height of the obstacle).
  • the control for realizing "automatic parking” is executed.
  • the driving support control unit 15b determines whether or not the vehicle 1 can be parked in a space between two adjacent traveling obstacles (more specifically, a parked vehicle). When it is determined that the vehicle 1 can be parked in the space, the driving support control unit 15b controls the accelerator, brake, steering, and the like of the vehicle 1 to guide the vehicle 1 to the space. At this time, the driving support control unit 15b sets the parking position of the vehicle 1 and the guidance route of the vehicle 1 according to the presence and type of the obstacle located on the back side of the two traveling obstacles. . Specific examples of the parking position and the guidance route will be described later.
  • the obstacle detection unit 11, the feature amount extraction unit 12, and the obstacle determination unit 13 constitute a main part of the obstacle detection device 100b.
  • the obstacle detection device 100b and the driving support control unit 15b constitute a main part of the driving support device 200b.
  • each function of the obstacle detection unit 11, the feature amount extraction unit 12, the obstacle determination unit 13, and the driving support control unit 15b may be realized by the processor 31 and the memory 32, or the processing circuit 33.
  • step ST21 the obstacle detection unit 11 determines whether the vehicle 1 is traveling at a speed equal to or lower than a predetermined speed, using a signal indicating the traveling speed of the vehicle 1, and the like. These signals are appropriately obtained from a computer network in the vehicle 1.
  • step ST22 the obstacle detection unit 11 transmits a plurality of search waves to the distance measurement sensor 2 at predetermined time intervals. By transmitting twice, an obstacle on the left side of the vehicle 1 is detected.
  • step ST22 one or more groups corresponding to one or more obstacles in principle one-to-one are set.
  • Each group includes a plurality of reflection points, and the plurality of reflection points correspond to a plurality of reflected waves.
  • step ST ⁇ b> 23 the feature amount extraction unit 12 acquires from the obstacle detection unit 11 information indicating the waveform of the reception signal corresponding to the plurality of reflected waves.
  • the feature amount extraction unit 12 extracts feature amounts related to the plurality of reflected waves using the acquired information.
  • step ST ⁇ b> 24 the obstacle determining unit 13 calculates a first parameter value and a second parameter value using the feature amount extracted by the feature amount extracting unit 12.
  • the obstacle determining unit 13 determines the type of the obstacle corresponding to each group by using the calculated first parameter value and the second parameter value, thereby obtaining the height of the obstacle corresponding to each group.
  • step ST25 the driving support control unit 15b determines the position of the obstacle by the obstacle detection unit 11 and determines the type of the obstacle by the obstacle determination unit 13 (that is, determines the height of the obstacle). According to the result, control for realizing automatic parking of the vehicle 1 is executed. That is, the driving support control unit 15b executes the driving support control.
  • FIG. 24 shows an example of a detection result by the obstacle detection unit 11.
  • the group G1 includes seven reflection points RP1
  • the group G2 includes seven reflection points RP2
  • the group G3 includes six reflection points RP3.
  • TR indicates a traveling route of the vehicle 1 at a speed equal to or lower than a predetermined speed.
  • Each of the two obstacles O1 and O2 is a parked vehicle in parallel parking. Therefore, the obstacle determining unit 13 determines that each of the two obstacles O1 and O2 is a running obstacle.
  • the driving support control unit 15b determines whether or not the vehicle 1 can be parked in the space S by comparing the size of the space S between the two obstacles O1 and O2 with the size of the vehicle 1. In the example shown in FIG. 24, since the size of the space S is larger than the size of the vehicle 1, it is determined that the vehicle 1 can be parked in the space S.
  • the obstacle O3 located on the back side of the two obstacles O1 and O2 is a wall, a curb or a step.
  • the obstacle determination unit 13 determines that the obstacle O3 is a traveling obstacle.
  • the obstacle determination unit 13 determines that the obstacle O3 is a road obstacle.
  • the obstacle determination unit 13 determines that the obstacle O3 is a road surface obstacle.
  • FIG. 25 illustrates an example of the guidance route GR of the vehicle 1 and the parking position of the vehicle 1 when the obstacle O3 is determined to be a traveling obstacle.
  • the driving support control unit 15b guides the vehicle 1 through a route that does not cause the vehicle 1 to collide with the obstacle O3.
  • the driving support control unit 15b parks the vehicle 1 at a position where a space between the vehicle 1 and the obstacle O3 is secured. This space is a space for passengers to get on and off.
  • FIG. 26 illustrates an example of the guidance route GR of the vehicle 1 and the parking position of the vehicle 1 when the obstacle O3 is determined to be a road obstacle or a road surface obstacle.
  • the driving support control unit 15b guides the vehicle 1 through a route such that the rear bumper of the vehicle 1 passes above the obstacle O3.
  • the driving support control unit 15b parks the vehicle 1 at a position where the left side of the vehicle 1 is along the obstacle O3, more specifically, at a position where the left side of the vehicle 1 is along the reflection point RP3.
  • FIG. 27 shows an example of the guidance route GR of the vehicle 1 and the parking position of the vehicle 1 when the obstacle O3 does not exist.
  • the driving support control unit 15b determines that the position of the left side of the vehicle 1 in the depth direction is aligned with the position of the left side of the parked vehicle, that is, the position of the right side of the vehicle 1 in the depth direction.
  • the vehicle 1 is parked so as to be aligned with the right side of the parked vehicle.
  • the reflection point position calculation unit 24 calculates the position of the nearest reflection point, but does not calculate the position of the non-closest reflection point.
  • the grouping unit 25 includes the most recently reflected point as a grouping target while excluding the non-mostly reflected point from the grouping target.
  • the reflection point position calculation unit 24 calculates not only the position of the most recent reflection point but also the position of the non-most recently reflection point.
  • the grouping unit 25 not only includes the most recently reflected point in the grouping target, but also includes the non-most recently reflected point in the grouping target.
  • FIG. 28 there is a wall or a curb (obstacle O3) on the back side of a parked vehicle (obstacle O1, O2) in parallel parking, and a parked vehicle (obstacle O1, O2) in parallel parking. It is assumed that there is a step (obstacle O4) in front of (). That is, it is assumed that there is a step (obstacle O4) between the vehicle 1 and the parked vehicle (obstacles O1, O2).
  • the reflection point position calculation unit 24 calculates only the position of the latest reflection point, as shown in FIG. 29A, only the position of the reflection point RP4 corresponding to the obstacle O4 is calculated and corresponds to the obstacle O4. Only the group G4 is set.
  • the positions of the reflection points RP1 to RP4 corresponding to the obstacles O1 to O4 are calculated by the reflection point position calculation unit 24 calculating the positions of the latest reflection point and the non-most recent reflection point.
  • the calculated groups G1 to G4 corresponding to the obstacles O1 to O4 are set. Further, each of the two obstacles O1 and O2 is determined to be a traveling obstacle, the rear obstacle O3 is determined to be a traveling obstacle or a road obstacle, and the front obstacle O4 is determined. Is determined to be a road surface obstacle. Therefore, it is possible to determine whether or not the vehicle 1 can be parked in the space S, and to set the parking position of the vehicle 1 and the guidance route of the vehicle 1. When guiding the vehicle 1, the accelerator, brake, steering, and the like of the vehicle 1 can be controlled so that the vehicle 1 gets over the obstacle O4.
  • FIG. 30 there is a curb (obstacle O3) behind the parked vehicle (obstacles O1 and O2) in parallel parking, and the parked vehicle (obstacles O1 and O2) in parallel parking.
  • a step obstacle O4 in front of (). That is, it is assumed that there is a parking space S having a so-called “two-step curb structure”.
  • the positions of the reflection points RP1 to RP4 corresponding to the obstacles O1 to O4 are calculated by the reflection point position calculation unit 24 calculating the positions of the latest reflection point and the non-closest reflection point, and the obstacles O1 to O4 are calculated.
  • Groups G1 to G4 corresponding to O4 are set.
  • each of the two obstacles O1 and O2 is determined to be a traveling obstacle
  • the rear obstacle O3 is determined to be a road obstacle
  • the front obstacle O4 is determined to be a road obstacle. Is determined. Therefore, it is possible to determine whether or not the vehicle 1 can be parked in the space S, and to set the parking position of the vehicle 1 and the guidance route of the vehicle 1.
  • the accelerator, brake, steering, and the like of the vehicle 1 can be controlled so that the vehicle 1 gets over the obstacle O4.
  • the positions of the reflection points RP1 to RP4 corresponding to the obstacles O1 to O4 are calculated by the reflection point position calculation unit 24 calculating the positions of the latest reflection point and the non-closest reflection point, and the obstacles O1 to O4 are calculated.
  • Groups G1 to G4 corresponding to O4 are set.
  • each of the two obstacles O1 and O2 is determined to be a traveling obstacle
  • the obstacle O3 on the far side is determined to be a road obstacle
  • the distance between the two obstacles O1 and O2 is determined.
  • the obstacle O3 is determined to be a road obstacle. Therefore, it is possible to determine whether or not the vehicle 1 can be parked in the space S, and to set the parking position of the vehicle 1 and the guidance route of the vehicle 1. Further, the vehicle 1 can be parked at a position where the rear bumper portion of the vehicle 1 is located above the obstacle O4 and the rear bumper portion of the vehicle 1 does not collide with the obstacle O3.
  • each of the two groups for example, groups G3 and G4 in FIG. 31
  • these groups correspond to different obstacles.
  • the obstacle detection unit 11 may execute the identification using the result of the determination of the height of the obstacle by the obstacle determination unit 13.
  • the driving support control by the driving support control unit 15b may be any control related to the parking support of the vehicle 1, and is not limited to the control for realizing the automatic parking of the vehicle 1.
  • the driving support control by the driving support control unit 15b may be control for setting a parking position of the vehicle 1 and notifying the driver of the vehicle 1 of the set parking position.
  • the driver of the vehicle 1 may park the vehicle 1 by so-called “manual parking” at the notified parking position.
  • the distance measuring sensor 2 may be provided on the right side of the vehicle 1 and directed to the right of the vehicle 1.
  • the obstacle detection unit 11 causes the distance measurement sensor 2 to transmit the search wave a plurality of times at predetermined time intervals, thereby enabling the vehicle 1 It may detect an obstacle on the right side.
  • the number of the distance measuring sensors 2 may be one or more, and is not limited to one. That is, the distance measuring sensor 2 may be one that is constituted by one instead of the distance measuring sensor 2 1 N pieces of distance measuring sensors 2 1 ⁇ 2 N.
  • the obstacle detection device 100b can employ various modifications similar to those described in the first embodiment, that is, various modifications similar to the obstacle detection device 100.
  • the driving assistance device 200b includes the obstacle detection device 100b and the driving assistance control unit that performs the driving assistance control according to the result of the determination of the height of the obstacle by the obstacle determination unit 13. 15b.
  • the obstacle detection device 100b By using the obstacle detection device 100b, the accuracy of the driving support control can be improved.
  • ⁇ ⁇ Driving support control is control related to parking support.
  • the parking position of the vehicle 1 and the guidance route of the vehicle 1 can be appropriately set according to the position and height of each of the plurality of obstacles.
  • the obstacle detection device 100b includes an obstacle detection unit 11 that determines a position of a plurality of obstacles by grouping a plurality of reflection points corresponding to a plurality of reflected waves.
  • the obstacle determination unit 13 includes a reflection point and a non-closest reflection point, and determines the height of each of the plurality of obstacles. This makes it possible to identify, for a plurality of groups arranged close to each other, whether these groups correspond to different obstacles or to the same obstacle. .
  • FIG. 32 is a block diagram showing a main part of the driving support device according to Embodiment 4.
  • a driving support device 200c according to the fourth embodiment will be described.
  • the same reference numerals are given to the same blocks as the blocks shown in FIG. 1, and the description will be omitted.
  • the vehicle 1 has a camera 3 for imaging outside the vehicle.
  • the installation direction of the camera 3 in the vehicle 1 is equivalent to the installation direction of the distance measurement sensor 2 in the vehicle 1. Therefore, when an obstacle is detected by the obstacle detection unit 11, the image captured by the camera 3 includes the detected obstacle.
  • the camera 3 is configured by, for example, a visible light camera or an infrared camera.
  • the driving support control unit 15c acquires image data indicating an image captured by the camera 3 from the camera 3.
  • the driving support control unit 15c executes control for displaying an image indicated by the acquired image data, that is, an image captured by the camera 3 on the display device 4.
  • the display device 4 is provided on, for example, a dashboard of the vehicle 1.
  • the display device 4 is configured by, for example, a liquid crystal display or an organic EL (Electro-Luminescence) display.
  • the driving support control unit 15c determines the area corresponding to the obstacle in the captured image based on the determination result of the position of the obstacle by the obstacle detection unit 11 and the determination result of the height of the obstacle by the obstacle determination unit 13. Is superimposed with a marker image. In addition, the driving support control unit 15c sets the mode (for example, color) of each marker image according to the result of the obstacle type determination performed by the obstacle determination unit 13.
  • FIG. 33 illustrates an example of a state where the marker images MI1 and MI2 are superimposed and displayed on the captured image CI.
  • the captured image CI includes a wall (obstacle O1) and a curb (obstacle O2).
  • the marker image MI1 is superimposed and displayed on the area corresponding to the obstacle O1 in the captured image CI
  • the marker image MI2 is superimposed and displayed on the area corresponding to the obstacle O2 in the captured image CI.
  • the marker images MI1 and MI2 have different colors.
  • the hatching of the marker images MI1 and MI2 corresponds to the colors of the marker images MI1 and MI2.
  • the obstacle detection unit 11, the feature amount extraction unit 12, and the obstacle discrimination unit 13 constitute a main part of the obstacle detection device 100.
  • the main part of the driving support device 200c is configured by the obstacle detection device 100 and the driving support control unit 15c.
  • each function of the obstacle detection unit 11, the feature amount extraction unit 12, the obstacle determination unit 13, and the driving support control unit 15c may be realized by the processor 31 and the memory 32, or the processing circuit 33.
  • step ST4 the driving support control unit 15c executes control to display the image captured by the camera 3 on the display device 4.
  • the driving support control unit 15c superimposes and displays the marker image on a region corresponding to the obstacle in the captured image. That is, the driving support control unit 15c executes the driving support control.
  • the driving support control by the driving support control unit 15c is based on the determination result of the position of the obstacle by the obstacle detection unit 11 and the determination result of the height of the obstacle by the obstacle determination unit 13 (that is, the determination result of the type of the obstacle). Any control may be used as long as the information (hereinafter referred to as “result information”) is presented to the occupant of the vehicle 1.
  • the presentation of the result information may be based on the image display as described above, or may be based on the following audio output.
  • the vehicle 1 is provided with the audio output device 5.
  • the audio output device 5 is configured by, for example, a speaker.
  • the driving support control unit 15c controls the audio output device 5 to output an announcement sound indicating the position of the obstacle determined by the obstacle detection unit 11 and the type of the obstacle determined by the obstacle determination unit 13, for example. Execute. Alternatively, for example, when the obstacle detection unit 11 detects an obstacle, the driving support control unit 15c executes control to cause the audio output device 5 to output a beep sound. At this time, the driving support control unit 15c makes the height of the beep sound correspond to the height of the obstacle determined by the obstacle determination unit 13.
  • the driving support device 200c may have the obstacle detection device 100a instead of the obstacle detection device 100.
  • the driving support control unit 15c may execute control related to collision avoidance (that is, control similar to the driving support control by the driving support control unit 15a). .
  • the driving support device 200c may include the obstacle detection device 100b instead of the obstacle detection device 100.
  • the driving support control unit 15c may execute control related to parking support (that is, control similar to the driving support control by the driving support control unit 15b). .
  • the driving support device 200c executes the driving support control according to the result of the determination of the height of the obstacle by the obstacle detection devices 100, 100a, and 100b and the obstacle determination unit 13. And a driving support control unit 15c.
  • the obstacle detection devices 100, 100a, and 100b the accuracy of the driving support control can be improved.
  • ⁇ ⁇ Driving support control is control related to information display by image display or sound output.
  • highly accurate result information can be presented to the occupants of the vehicle 1.
  • any combination of the embodiments, a modification of an arbitrary component of each embodiment, or an omission of any component in each embodiment is possible within the scope of the invention. .
  • the obstacle detection device of the present invention can be applied to, for example, control related to collision avoidance or parking assistance.

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  • Engineering & Computer Science (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Physics & Mathematics (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • General Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Radar Systems Or Details Thereof (AREA)
  • Traffic Control Systems (AREA)

Abstract

L'invention concerne un dispositif de détection d'obstacle (100) comprenant : une unité d'extraction de valeur caractéristique (12) destinée à extraire des valeurs caractéristiques pour une pluralité d'ondes réfléchies qui ont été réfléchies par un obstacle et reçues par un capteur de mesure de distance (2) disposé dans un véhicule (1) ; et une unité d'identification d'obstacle (13) qui détermine que l'obstacle est plus élevé lorsque l'amplitude de dispersion des valeurs caractéristiques est plus grande que lorsque l'amplitude de dispersion des valeurs caractéristiques est plus petite et identifie au moins si l'obstacle est un obstacle mobile sur la base des résultats de regroupement de premières valeurs de paramètre représentant des tailles de valeurs caractéristiques et de deuxièmes valeurs de paramètre représentant des tailles d'amplitude de dispersion.
PCT/JP2018/025254 2018-07-03 2018-07-03 Dispositif de détection d'obstacle et dispositif d'assistance à la conduite WO2020008534A1 (fr)

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JP2020528578A JP7199436B2 (ja) 2018-07-03 2018-07-03 障害物検知装置及び運転支援装置
PCT/JP2018/025254 WO2020008534A1 (fr) 2018-07-03 2018-07-03 Dispositif de détection d'obstacle et dispositif d'assistance à la conduite

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