JP2009116527A - Obstacle detecting apparatus for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an obstacle detecting apparatus for a vehicle for detecting an obstacle so that collision with the obstacle such as a pedestrian etc. in a crossroad can be effectively prevented. <P>SOLUTION: The obstacle detecting apparatus for the vehicle for detecting the obstacle using an image of the obstacle reflected on a reflector installed in the crossroad includes a reflector detecting means for detecting the reflector which is installed in the crossroad, obstacle image detecting means for detecting an image of the obstacle reflected on the reflector, an obstacle approaching degree calculating means for calculating an approaching degree of the obstacle to the reflector from the image of the detected obstacle, and a system controlling means for controlling an alarm system and/or a security system in response to the approaching degree. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to an obstacle detection device for a vehicle, and more particularly to an obstacle detection device for a vehicle that detects an obstacle using an image of an obstacle reflected on a reflecting mirror installed at an intersection.

  In Patent Document 1, when there is a pedestrian inside the gate of a building, a pedestrian that warns that there is a pedestrian in a vehicle approaching the building and that the vehicle is approaching the pedestrian. A pop-out warning system is disclosed.

JP 2006-323666 A

By the way, at the intersection of roads, obstacles such as vehicles, motorcycles, and pedestrians are very likely to jump out. In particular, if the side road is blind (not visible) on a T-shaped road, etc., and an obstacle such as a pedestrian or vehicle tries to cross the road from this blind road, this road The vehicle in front of the vehicle is preferably decelerated. However, when an obstacle such as a pedestrian or a vehicle cannot be seen directly, the driver of the vehicle usually does not intend to decelerate.
Also, even if there is a corner mirror (reflector) in the intersection, it is difficult to see the pedestrians and vehicles reflected in the corner mirror, and overlook obstacles such as pedestrians and vehicles that may jump out of the intersection. As a result, there is a case where collision with those pedestrians and vehicles cannot be avoided.

  Therefore, the present invention has been made to solve the above-described problems of the prior art, and detects an obstacle so that a collision with an obstacle such as a pedestrian can be effectively avoided in an intersection. An object of the present invention is to provide a vehicle obstacle detection device.

In order to achieve the above object, the present invention is an obstacle detection device for a vehicle that detects an obstacle using an image of an obstacle reflected on a reflecting mirror installed in an intersection, and is installed in the intersection. Reflector detecting means for detecting the reflecting mirror, obstacle image detecting means for detecting the obstacle image reflected in the reflecting mirror, and calculating the degree of proximity of the obstacle to the reflecting mirror from the detected obstacle image And an obstacle approach degree calculating means, and a system control means for controlling the alarm system and / or the safety system in accordance with the approach degree.
In the present invention configured as described above, the proximity of the obstacle to the reflector is calculated from the image of the detected obstacle reflected on the reflector installed at the intersection, and an alarm system is provided according to the degree of approach. In addition, since the safety system is controlled, it is possible to avoid a collision with an obstacle that may cause a driver to jump out on an intersection with poor visibility.

In the present invention, preferably, the own vehicle approach degree calculating means for calculating the degree of approach to the reflecting mirror of the own vehicle, and the degree of approach of the obstacle to the reflecting mirror calculated by the obstacle approach degree calculating means. And a risk calculating means for calculating a risk of collision with the obstacle of the own vehicle based on the approach degree to the reflecting mirror of the own vehicle calculated by the own vehicle approach degree calculating means. If the calculated risk exceeds a threshold value, the alarm system and / or the safety system is controlled.
In the present invention configured as described above, the risk of collision with the obstacle of the host vehicle is calculated based on the approach to the reflector of the host vehicle and the approach to the reflector of the obstacle. The risk of collision with an obstacle can be calculated easily and accurately. Further, the system control means controls the alarm system and / or the safety system when the calculated risk exceeds a threshold value, so that the system control means jumps out at a crossing with poor visibility by the driver. Collisions with dangerous obstacles can be avoided.

In the present invention, it is preferable that the own vehicle approach degree calculating unit calculates an arrival time of the own vehicle to the reflecting mirror, and the obstacle approach degree calculating unit calculates an arrival time of the obstacle to the reflecting mirror. The risk level calculation means calculates the risk level based on the own vehicle arrival time and the obstacle arrival time.
In the present invention configured as described above, since the risk is calculated based on the arrival time to the reflecting mirror of the host vehicle and the arrival time to the reflecting mirror of the obstacle, the risk of collision with the obstacle Can be calculated easily and accurately.

In the present invention, preferably, the approach degree is calculated by a change in a ratio between the size of the reflecting mirror and the size of the image of the obstacle reflected on the reflecting mirror.
In the present invention configured as described above, the approaching degree of the obstacle approaching the intersection can be calculated easily and accurately.

In the present invention, it is preferable that the vehicle further includes a host vehicle distance detecting unit that detects a distance between the host vehicle and the reflecting mirror, and when the detected distance is equal to or less than a predetermined value, the obstacle image detecting unit detects the obstacle. Obstacle approaching degree detection by means of object image detection and obstacle approaching degree calculation means is performed.
In the present invention configured as described above, unnecessary alarms and automatic control operations can be prevented when the distance between the host vehicle and the reflecting mirror is very large.

Further, in the present invention, preferably, the reflecting mirror is a circular corner mirror, and further, the reflecting mirror tilt angle calculation for calculating the tilt angle of the corner mirror from the ratio of the minor axis to the major axis of the corner mirror as viewed from the host vehicle. The system control unit corrects the threshold value of the risk level by the risk level calculation unit according to the calculated tilt angle.
In the present invention configured as described above, the inclination angle of the corner mirror is calculated from the ratio of the minor axis to the major axis of the corner mirror as viewed from the host vehicle, and the system control means responds to the calculated inclination angle. Since the threshold value of the risk level is corrected by the risk level calculation means, it is possible to operate the automatic system in consideration of deterioration in visibility due to the tilt angle of the corner mirror.

  According to the vehicle obstacle detection device of the present invention, an obstacle can be detected so that a collision with an obstacle such as a pedestrian can be effectively avoided in an intersection.

Embodiments of the present invention will be described below with reference to the accompanying drawings.
First, a vehicle obstacle detection device according to an embodiment of the present invention will be described.
FIG. 1 is a diagram showing a vehicle to which a vehicle obstacle detection device according to an embodiment of the present invention is applied, and FIG. 2 is a block diagram showing a vehicle obstacle detection device according to an embodiment of the present invention.
First, as shown in FIGS. 1 and 2, the vehicle 1 includes a vehicle speed sensor 2 and an obstacle detection camera (stereo camera) 4, which are connected to an ECU 6. The ECU 6 is connected to an alarm device 8, an automatic brake actuator (hydraulic control valve) 10, and an automatic steering actuator (motor) 12 to control them.

Next, the outline of the processing of the vehicle obstacle detection device according to the embodiment of the present invention will be described with reference to FIGS. FIG. 3 is a flowchart showing an overall process flow of the vehicle obstacle detection device according to the embodiment of the present invention. Hereinafter, S represents each step.
First, as shown in FIG. 3, the ECU 6 initializes various parameters to initial values in S <b> 1, and performs signal input processing from the vehicle speed sensor 2 and the obstacle detection camera (stereo camera) 4 in S <b> 2. . Next, as shown in FIGS. 2 and 3, the ECU 6 uses the mirror-shaped matching data (reference numeral 20 in FIG. 2) based on the input signal from the obstacle detection camera 4 to turn the corner mirror. Is detected (reference numeral 22 in FIG. 2, S3 in FIG. 3).

Next, using the matching data (reference numeral 24 in FIG. 2) of obstacle shapes such as pedestrians, vehicles, and two-wheeled vehicles, calculation processing of the degree of approach of the obstacle in the corner mirror is performed (reference numeral 26 in FIG. 2). S4 in FIG. Next, based on the data obtained by this calculation process, etc., the obstacle risk level calculation process is performed, which is represented by the time it takes for the obstacle and the vehicle to reach the intersection. (Reference numeral 28 in FIG. 2, S5 in FIG. 3).
Based on the calculated risk value, some or all of the alarm device 8, the automatic brake actuator (hydraulic control valve) 10 and the automatic steering actuator (motor) 12 are operated, or if it is safe Do not operate (reference numeral 30 in FIG. 2, S6 in FIG. 3).

Next, the corner mirror detection process, which is the process in S3 of FIG. 3, will be described with reference to FIGS. FIG. 4 is a flowchart showing a flow of corner mirror detection processing of the obstacle detection device for a vehicle according to the embodiment of the present invention, and FIG. 5 is a schematic diagram showing the positional relationship between the host vehicle, the corner mirror and the obstacle. .
First, in S11, an image ahead of the host vehicle is acquired from the obstacle detection camera 4.
Next, in S12, a circular or elliptical object is extracted from the front image detected in S11. In S12, a plurality of circular and elliptical images are stored in advance in the mirror-shaped matching data indicated by reference numeral 20 in FIG. 2, and these images and the forward image detected in S11 are stored. Those having a pattern matching degree equal to or greater than a predetermined value are extracted as corner mirrors. In S11, a circular or elliptical object may be extracted with an image search range corresponding to 3 to 5 m from the ground, and matching processing may be performed in S12.

Here, the mirror shape matching data indicated by reference numeral 20 in FIG. 2 also stores data such as the brightness and pattern of the circular objects respectively possessed by the corner mirror and the sign. In S13, the signs are excluded by using data such as the brightness and pattern of the circular object from the circular or elliptical shape extracted in S12.
Next, in S14, based on the processing in S12 and S13, it is determined whether or not a corner mirror exists in front of the host vehicle. When no corner mirror exists, the process returns to S1 in FIG.

If it is determined in S14 that a corner mirror is present, the process proceeds to S15, and a distance LB from the host vehicle 40 to the corner mirror 42 is calculated from the parallax angle of the stereo camera, for example, as shown in FIG.
Next, in S16, when the distance LB from the own vehicle to the corner mirror is less than the predetermined value L0, the process proceeds to S17, and the flag MFLG is set to 1 because the corner mirror exists. On the other hand, when the distance LB from the host vehicle to the corner mirror is equal to or greater than the predetermined value L0, the flag MFLG is set to 0 assuming that no corner mirror exists.

Next, the corner mirror obstacle approach degree calculation process, which is the process in S4 of FIG. 3, will be described with reference to FIGS. FIG. 6 is a flowchart showing the flow of the corner mirror obstacle approach degree calculation process according to the embodiment of the present invention, and FIG. 7 shows the relationship between the size of the corner mirror and the size of the obstacle image reflected on the corner mirror. FIG. 8 is a diagram showing the relationship between the degree of approach and the moving speed of the obstacle.
As shown in FIG. 6, first, in S20, it is determined whether or not the flag MFLG set in S17 or S18 of FIG. When the flag MFLG is 0, it is determined that there is no corner mirror, and the process returns to S1 in FIG. If MFLG is 1, the process proceeds to S21, and an obstacle is detected from the image in the corner mirror.

  Next, in S22, it is determined whether or not an obstacle image exists in the corner mirror. In S22, images of obstacle shapes such as pedestrians, vehicles, and motorcycles are stored in advance in the obstacle shape matching data indicated by reference numeral 24 in FIG. 2, and these images and detected in S21 If the degree of pattern matching with the forward image is greater than a predetermined value, it is extracted as an obstacle. If no obstacle image is extracted, it is determined that no obstacle exists, and the process returns to S1 in FIG.

Next, in S23, the vertical mirror length K1 is calculated from the corner mirror image identified in S13 of FIG. 4 as shown in FIG. 7, and the vertical length L1 of the obstacle is calculated as shown in FIG. .
Next, in S24, the ratio of the vertical length K1 of the corner mirror calculated in S23 and the vertical length K1 of the obstacle, R1 = L1 / K1 is calculated.

  Next, in S25, as shown in FIG. 7, the vertical length K2 of the corner mirror and the vertical length L2 of the obstacle calculated from the image of the corner mirror identified before the previous unit time ΔT seconds are stored in the memory. While reading from (not shown), the ratio of the vertical length K2 of the corner mirror and the vertical length K2 of the obstacle, R2 = L2 / K2, is read.

  Next, in S26, the obstacle approach degree S = R1-R2 is calculated. As shown in FIG. 7, when a pedestrian is approaching, the image of the pedestrian 44 reflected on the corner mirror 42 becomes larger after ΔT seconds than the previous time with respect to the size of the corner mirror 42. Therefore, when S> 0, the obstacle is approaching the corner mirror direction, when S = 0, the obstacle is stopped, and when S <0, the obstacle is the corner. It represents the state of moving away from the mirror.

Next, in S27, the obstacle moving speed VSPA is calculated from the obstacle approach degree S. Here, a conversion table as shown in FIG. 8 for calculating the obstacle moving speed VSPA from the obstacle approach degree S is stored in advance in a memory (not shown) or the like. In S27, the obstacle moving speed VSPA is calculated from the conversion table as shown in FIG. 8 and the obstacle approach degree S calculated in S26. The obstacle approaching degree S represents a change in the size of the obstacle image per unit time ΔT seconds, and the moving speed is thereby calculated and stored as a diagram shown in FIG. In FIG. 8, when the approach degree is S, the moving speed of the obstacle is also 0, when the approach degree is positive, the obstacle is approaching, and when the approach degree is negative, the obstacle is separated. .
In S28, K1, L1, and R1 are stored as K2, L2, and R2, respectively. These are used in the next process of S25.

Next, the obstacle risk level determination process which is the process in S5 of FIG. 3 will be described with reference to FIG. FIG. 9 is a flowchart showing a flow of obstacle risk determination processing according to the embodiment of the present invention.
First, in S30, it is determined whether or not the flag MFLG is 1, that is, whether a corner mirror is present, and whether or not an obstacle image exists in the corner mirror by the processing in S21 and S22 of FIG. Determine. In S30, if there is a corner mirror and an obstacle image exists in the corner mirror, the process proceeds to S31. Otherwise, the process returns to S1 in FIG.

In S31, the speed VSPB of the host vehicle is detected from the signal from the vehicle speed sensor 2.
Next, in S32, the distance LB from the host vehicle 40 to the corner mirror 42 is detected from the parallax angle of the stereo camera, for example, as shown in FIG. For this, the value obtained by the process of S15 of FIG. 4 may be used.
Next, in S33, the arrival time TB to the corner mirror of the own vehicle is calculated from the own vehicle speed VSPB obtained in S31 and the distance LB obtained in S32.

Next, as shown in FIG. 5, an obstacle is reflected on the corner mirror and can be recognized as a virtual image by the stereo camera. Therefore, in S34, the distance (LA + LB) between the host vehicle and the obstacle is detected from the parallax angle of the stereo camera with respect to the virtual image of the obstacle reflected on the corner mirror.
In S35, the distance LA between the obstacle and the corner mirror is calculated from the distance LB from the host vehicle to the corner mirror detected in S32 and the distance (LA + LB).

Next, in S36, the distance LA between the obstacle and the corner mirror calculated in S35,
The arrival time TA of the obstacle to the corner mirror is calculated based on the obstacle moving speed VSPA calculated in S27 of FIG.
Next, in S37, the absolute value TC of the difference between the arrival time TA of the obstacle to the corner mirror and the arrival time TB of the host vehicle to the corner mirror is calculated.

Next, the alarm, automatic brake, and automatic steering output processes, which are the processes in S4 of FIG. 3, will be described with reference to FIGS. FIG. 10 is a flowchart showing a flow of alarm, automatic brake, and automatic steering output processing according to the embodiment of the present invention. FIG. 11 is a schematic diagram for explaining the inclination θ of the corner mirror with respect to the host vehicle. FIG. 12 is a schematic diagram showing the major axis and minor axis of the corner mirror for detecting the inclination θ of the corner mirror with respect to the host vehicle, and FIG. 13 corrects the TC indicating the degree of risk according to the inclination of the corner mirror. FIG. 14 is a diagram showing the relationship between the degree of danger and the output processing of warning, automatic braking, and automatic steering.
First, in S40, as in S30 described above, it is determined whether a corner mirror exists and an image of an obstacle exists in the corner mirror. If there is a corner mirror and an image of an obstacle exists in the corner mirror, the process proceeds to S41. Otherwise, the process returns to S1 in FIG.

Next, in S41, the inclination of the corner mirror is calculated. The inclination of the corner mirror is indicated by θ in FIG. As shown in FIG. 12, the corner mirror inclination θ is obtained by detecting the major axis L and minor axis S of the corner mirror and comparing them.
Next, in S42, a correction coefficient Kθ corresponding to the corner mirror inclination θ calculated in S41 is calculated. In S42, as shown in FIG. 13, a correction coefficient Kθ is set in advance for the ratio of the minor axis S and the major axis L, that is, the corner mirror inclination θ. In FIG. 13, for example, in view of the fact that the visibility becomes worse as the corner mirror inclination θ increases, the correction coefficient Kθ is set to increase as the corner mirror inclination θ increases.

Next, in S43, on the basis of the correction coefficient Kθ calculated in S42, in the present embodiment, three threshold values are calculated when the alarm, automatic brake, and automatic steering output processes are performed. The threshold values are Kθ × T0, Kθ × T1, and Kθ × T2. As shown in FIG. 14, T0, T2, and T3 are absolute values of time differences TC (arrival time TA to the corner mirror of the obstacle and arrival to the corner mirror of the host vehicle) as the risk calculated in S37 of FIG. It is set as a threshold value for a difference from the time TB.
In this embodiment, when the time difference TC exceeds T0, it is assumed that there is a time lag, and any output processing of alarm, automatic brake, and automatic steering is not performed. Automatic braking is performed, and when it falls below T2, all output processes of alarm, automatic braking and automatic steering are performed assuming that there is almost no time margin.

As shown in FIG. 13, when the correction coefficient Kθ is larger than 1, the threshold value of the time difference TC is set higher by multiplying the correction coefficient Kθ by T0, T1, and T2, thereby generating an alarm, automatic Brake and automatic steering are each performed earlier.
That is, as shown in FIG. 10, when the time difference TC is larger than Kθ × T0 in S44, the process proceeds to S45 so that the safety system (alarm, automatic brake and automatic steering) is not operated. Next, when the time difference TC is larger than Kθ × T1 in S46, the process proceeds to S47, and only the alarm is activated in the safety system. Next, when the time difference TC is larger than Kθ × T2 in S48, the process proceeds to S49, and the alarm and the automatic brake are activated in the safety system. On the other hand, when the time difference TC is equal to or smaller than Kθ × T2 in S48, the process proceeds to S50, and all the safety systems for warning, automatic braking and automatic steering are activated.

By these processes, it is possible to avoid a collision with an obstacle that may cause a driver to jump out on an intersection with poor visibility.
Further, according to the present invention, as described above, the degree of approach S is determined by the ratio R1 = L1 / K1 between the vertical length K1 of the corner mirror and the vertical length K1 of the obstacle, and the corner before the unit time ΔT. Since the ratio R2 = L2 / K2 of the vertical length K2 of the mirror and the vertical length K2 of the obstacle is calculated by the formula S = R1-R2, the degree of approach of the obstacle approaching the intersection is calculated. It is possible to calculate easily and accurately.

Further, as determined in S17 and S18 of FIG. 4, when the distance to the corner mirror is equal to or greater than the predetermined value L0, the above-described safety system is not operated with the flag MFLG set to 0 because the possibility of collision is small. Unnecessary alarms and automatic control operations can be prevented.
Further, as calculated in S33, S36, and S37 in FIG. 9, the time difference TC that is the risk is calculated based on the arrival time of the vehicle to the corner mirror and the arrival time of the obstacle to the corner mirror. Therefore, the risk of collision with an obstacle can be calculated easily and accurately.
Further, the inclination angle of the corner mirror is calculated from the major axis L and the minor axis S of the corner mirror in S41 of FIG. 10, and the threshold value of the risk TC is corrected in S42 and S43. The automatic system can be operated in consideration of deterioration of visibility due to the inclination angle.

  Here, the modification of embodiment of this invention is demonstrated. In the modification of the embodiment of the present invention, processing as shown in FIG. 13 is performed instead of the processing in FIG. 10 described above. In the above-described embodiment, the alarm, automatic brake, and automatic steering output processes are divided according to the time difference TC that is the degree of danger and the threshold values (Kθ × T0, Kθ × T1, Kθ × T2). The alarm, automatic brake, and automatic steering output processes are divided according to the approach degree S calculated in S26 of FIG.

  That is, as shown in FIG. 15, the degree of approach S is calculated in S60 (see S26 in FIG. 6), and the system operation determination threshold value is set so as to increase in order of 0, C1, and C2 in S61. If the approach degree S is 0 or less in S62, the process proceeds to S63 so that the safety system (alarm, automatic brake and automatic steering) is not operated. Next, when the approach degree S is C1 ≧ S> 0 in S64, the process proceeds to S65, and only the alarm is activated in the safety system. Next, when the degree of approach S is C2 ≧ S> C1 in S66, the process proceeds to S67 to activate the alarm and the automatic brake in the safety system. On the other hand, if the degree of approach S is greater than C2 in S66 (S> C2), it is determined that the time until the collision between the host vehicle and the obstacle is very short, and the process proceeds to S68 to activate the safety system at an early stage. Proceed and activate all safety systems of warning, automatic braking and automatic steering.

1 is a diagram illustrating a vehicle to which a vehicle obstacle detection device according to an embodiment of the present invention is applied. 1 is a block diagram illustrating a vehicle obstacle detection device according to an embodiment of the present invention. It is a flowchart which shows the whole flow of a process of the obstacle detection apparatus for vehicles by embodiment of this invention. It is a flowchart which shows the flow of the corner mirror detection process of the obstacle detection apparatus for vehicles by embodiment of this invention. It is the schematic which shows the positional relationship of the own vehicle, a corner mirror, and an obstruction. It is a flowchart which shows the flow of the obstacle approach degree calculation process in a corner mirror by embodiment of this invention. It is the schematic which shows the relationship between the magnitude | size of a corner mirror and the magnitude | size of the image of the obstacle reflected on a corner mirror. It is a diagram which shows the relationship between an approach degree and the moving speed of an obstruction. It is a flowchart which shows the flow of the obstacle risk determination process by embodiment of this invention. It is a flowchart which shows the flow of the output process of the warning by the embodiment of this invention, an automatic brake, and an automatic steering. It is the schematic for demonstrating inclination | tilt (theta) of a corner mirror with respect to the own vehicle. It is the schematic which shows the major axis and minor axis of a corner mirror for detecting inclination (theta) of the corner mirror with respect to the own vehicle. It is a diagram which shows the correction coefficient for correct | amending TC which shows a danger according to the inclination of a corner mirror. It is a figure which shows the relationship between a danger level, an alarm, an automatic brake, and the output process of automatic steering. It is a flowchart which shows the flow of the output process of the alarm by the modification of embodiment of this invention, an automatic brake, and an automatic steering.

Explanation of symbols

2 Vehicle speed sensor 4 Obstacle detection stereo camera 6 ECU
8 Alarm 10 Actuator for automatic brake 12 Actuator for automatic steering

Claims (6)

An obstacle detection device for a vehicle that detects an obstacle using an image of an obstacle reflected on a reflecting mirror installed at an intersection,
Reflecting mirror detecting means for detecting the reflecting mirror installed at the intersection;
Obstacle image detecting means for detecting an image of the obstacle reflected on the reflecting mirror;
Obstacle approach degree calculating means for calculating the degree of approach of the obstacle to the reflector from the detected obstacle image;
An obstacle detection apparatus for a vehicle, comprising: system control means for controlling an alarm system and / or a safety system in accordance with the degree of approach. Furthermore, the own vehicle approach degree calculating means for calculating the approach degree of the own vehicle to the reflecting mirror,
Based on the approach degree of the obstacle calculated by the obstacle approach degree calculating means and the approach degree of the host vehicle to the reflector calculated by the own vehicle approach degree calculating means, Having a risk calculation means for calculating the risk of collision with the obstacle,
The vehicle obstacle detection device according to claim 1, wherein the system control means controls the alarm system and / or the safety system when the calculated risk exceeds a threshold value. The own vehicle approach degree calculating means calculates an arrival time of the own vehicle to the reflecting mirror,
The obstacle approach degree calculating means calculates an arrival time of the obstacle to the reflecting mirror,
The vehicle obstacle detection device according to claim 2, wherein the risk degree calculation means calculates the risk degree based on the own vehicle arrival time and the obstacle arrival time.   The vehicle obstacle detection according to any one of claims 1 to 3, wherein the approach degree is calculated by a change in a ratio between a size of the reflecting mirror and a size of an obstacle image reflected on the reflecting mirror. apparatus. Furthermore, it has own vehicle distance detection means for detecting the distance between the own vehicle and the reflecting mirror,
5. The obstacle image detection by the obstacle image detecting means and the obstacle approach degree detection by the obstacle approach degree calculating means when the detected distance is a predetermined value or less. The vehicle obstacle detection device according to claim 1. The reflector is a circular corner mirror,
Furthermore, it has reflecting mirror tilt angle calculation means for calculating the tilt angle of the corner mirror from the ratio of the minor axis and the major axis of the corner mirror as viewed from the host vehicle,
The vehicle obstacle detection according to any one of claims 1 to 5, wherein the system control unit corrects the threshold value of the risk level by the risk level calculation unit according to the calculated inclination angle. apparatus.

Images