Processing system

Abstract

To provide a processing system for appropriately processing observation data of an on-vehicle radar.SOLUTION: A processing system executes processing according to observation data of a millimeter wave radar 10 as an on-vehicle radar for observing a predetermined angular range. The processing system 1 comprises: a data acquisition unit 51 for acquiring the observation data of the millimeter wave radar 10; a correction unit 53 which limits a correction regarding an observation angle exceeding a preset upper limit value in a case where an estimation angle error which is estimated for each observation angle in the observation data exceeds the upper limit value, the correction unit determining a correction value on the basis of the estimation angle error; and a function limitation unit 54 for limiting a function of an application relating to the observation angle, the application using the observation data in a case where the correction is limited.SELECTED DRAWING: Figure 6

Description

Technical Field

[0001] The disclosure according to this specification relates to the processing of observation data of an in-vehicle radar.

Background Art

[0002] In an in-vehicle radar, a technique for correcting an angular error that occurs for each observation angle is disclosed, for example, in Patent Document 1.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] However, when the magnitude of the estimated angular error reaches an abnormal level, even if the error is corrected as it is, the reliability of the correction itself at that observation angle is considered to be low. Therefore, using the corrected value in a vehicle application to make the application function may not be an appropriate response in some cases.

[0005] One of the purposes of the disclosure of this specification is to provide a processing system that appropriately processes the observation data of an in-vehicle radar.

Means for Solving the Problems

[0006] One of the aspects disclosed herein is a processing system that executes processing according to the observation data of an in-vehicle radar (10) that observes a predetermined angular range, a data acquisition unit (51) that acquires the observation data of the in-vehicle radar, A correction unit that determines a correction value based on the estimated angle error estimated for each observed angle in the observation data, and a correction unit (53) that limits the correction for observed angles that exceed a preset upper limit when the estimated angle error exceeds a preset upper limit, When correction is limited, the system includes a function limiting unit (54) that limits the functionality of an application that uses observation data and relates to the observation angle. 、 The correction unit, when the estimated angle error exceeds a preset upper limit, sets the correction value corresponding to the observed angle that exceeds the upper limit as the upper limit. ru. Furthermore, one of the disclosed embodiments is a processing system that performs processing according to observation data from an on-board radar (10) that observes a predetermined angular range, A data acquisition unit (51) that acquires observation data from the vehicle-mounted radar, A correction unit that determines a correction value based on the estimated angle error estimated for each observed angle in the observation data, and a correction unit (53) that limits the correction for observed angles that exceed a preset upper limit when the estimated angle error exceeds a preset upper limit, When correction is limited, the system includes a function limiting unit (54) that limits the functionality of an application that uses observation data and relates to the observation angle, Multiple vehicle-mounted radars are installed to observe different angular ranges from each other. Applications with limited functionality are those that use observation data provided by the vehicle-mounted radar corresponding to the observation angle subject to correction limitations, among multiple vehicle-mounted radars. Furthermore, one of the disclosed embodiments is a processing system that performs processing according to observation data from an on-board radar (10) that observes a predetermined angular range, A data acquisition unit (51) that acquires observation data from the vehicle-mounted radar, A correction unit that determines a correction value based on the estimated angle error estimated for each observed angle in the observation data, and a correction unit (53) that limits the correction for observed angles that exceed a preset upper limit when the estimated angle error exceeds a preset upper limit, When correction is limited, the system includes a function limiting unit (54) that limits the functionality of an application that uses observation data and relates to the observation angle, Multiple versions of the application are implemented. The upper limit is set for each application. The correction unit provides corrected data, which is the result of correcting the observed data, with individual corrected data provided to each application for each application.

[0007] In this configuration, correction is limited when the estimated angle error exceeds a preset upper limit. Therefore, even if the magnitude of the estimated angle error reaches an abnormal level, correction is not performed as is, thus suppressing the processing of abnormally corrected data. Furthermore, when correction is limited, the functionality of applications related to the observed angle that exceeds the upper limit is restricted. Consequently, the operation of applications using unreliable corrected data is suppressed. As described above, observation data from vehicle-mounted radar can be processed appropriately.

[0008] The symbols in parentheses included in the claims, etc., are illustrative examples illustrating the correspondence with the embodiments described later, and are not intended to limit the technical scope. [Brief explanation of the drawing]

[0009] [Figure 1] Diagram showing the schematic configuration of a millimeter-wave radar and a processing system. [Figure 2] Diagram showing an installation example of a millimeter-wave radar. [Figure 3] Diagram showing the functional configuration of a processing system. [Figure 4] Diagram for explaining the observation angle. [Figure 5] Graph for explaining the upper limit value. [Figure 6] Flowchart showing an example of processing by a processing system.

Mode for Carrying Out the Invention

[0010] An embodiment will be described based on the drawings.

[0011] (First Embodiment) As shown in FIG. 1, a processing system 1 according to the first embodiment of the present disclosure is mounted on a vehicle as a moving body. The processing system 1 acquires observation data of the millimeter-wave radar 10 and executes corresponding processing.

[0012] The millimeter-wave radar 10 is an in-vehicle radar device (in-vehicle radar) mounted on the vehicle. The millimeter-wave radar 10 transmits millimeter waves within a predetermined angular range outside the vehicle and receives reflected waves reflected by an object at an observation point. Thereby, the millimeter-wave radar 10 can observe a predetermined angular range. For example, an FMCW method may be adopted for the millimeter-wave radar 10.

[0013] The millimeter-wave radar 10 has a configuration including, for example, a substrate portion 11, a transmission portion 12, and a reception portion 13. The transmission portion 12 is formed so as to be in contact with the substrate portion 11 and has an antenna pattern that functions as a transmission antenna. The reception portion 13 is formed so as to be in contact with the substrate portion 11 and has an antenna pattern that functions as a reception antenna.

[0014] As shown in Figure 2, the millimeter-wave radar 10 is installed in the vehicle, for example, in the space behind the bumper 61. The bumper 61 may be the front bumper or the rear bumper. By installing the millimeter-wave radar 10 with the transmitter 12 and receiver 13 facing the bumper 61, it is possible to observe objects in the area outside the vehicle on the opposite side of the bumper 61.

[0015] Here, the bumper 61 may have protrusions or three-dimensional objects 62 that are functional or design-related to the vehicle. The three-dimensional object 62 may be, for example, an emblem that displays the vehicle's brand or model name, specifications, etc.

[0016] A vehicle may be equipped with only one millimeter-wave radar 10, or multiple millimeter-wave radars 10. If multiple millimeter-wave radars 10 are installed on the same vehicle, each millimeter-wave radar should be positioned at a different location and observe different directions. For example, if a vehicle is equipped with four millimeter-wave radars 10, the four millimeter-wave radars 10 should observe the front right, front left, rear right, and rear left of the vehicle, respectively.

[0017] Processing system 1 includes, for example, processing units such as radar ECU 20 and center ECU 22. ECU is an abbreviation for Electronic Control Unit.

[0018] The radar ECU 20 is communicated with the millimeter-wave radar 10. The radar ECU 20 controls the operation of the millimeter-wave radar 10 and processes the observation data from the millimeter-wave radar 10.

[0019] The radar ECU 20 may be housed in the same enclosure as the millimeter-wave radar 10 and modularized. In this case, the processing system 1 may include the millimeter-wave radar 10. On the other hand, one radar ECU 20 may be provided for multiple millimeter-wave radars 10 and configured to communicate with the multiple millimeter-wave radars 10 via an internal network such as CAN (registered trademark).

[0020] The radar ECU 20 is implemented, for example, primarily using a computer. The computer implementing the radar ECU 20 may have at least one memory 20a and at least one processor 20b. The memory 20a may be at least one type of non-transitional physical storage medium, such as semiconductor memory, magnetic media, and optical media, which non-temporarily stores programs and data that can be read by the processor 20b. Furthermore, the memory 20a may also include a rewritable volatile storage medium, such as RAM (Random Access Memory). The processor 20b includes at least one type as a core, such as a CPU (Central Processing Unit), GPU (Graphics Processing Unit), and RISC (Reduced Instruction Set Computer)-CPU.

[0021] Furthermore, the computer may be a System on a Chip (SoC) that integrates memory 20a, processor 20b, and interface onto a single chip, and may have an SoC as a component of the computer. Also, the radar ECU 20 may include an FPGA (Field-Programmable Gate Array) as an element of the computer or as a separate element from the computer. The processor 20b may control the FPGA to handle simple repetitive processing in image processing in order to speed up processing.

[0022] The center ECU 22 is connected to various vehicle ECUs, including the radar ECU 20, via an in-vehicle network or the like. The center ECU 22 has the function of controlling vehicle motion via the driving actuator 30 and the function of controlling the vehicle's HMI functions via the HMI device 32, based on the occupant's operations and information acquired from various ECUs.

[0023] The driving actuator 30 is an actuator for driving the vehicle. Multiple driving actuators 30 of different types may be provided in the vehicle. A drive-type driving actuator 30 is a powertrain that includes at least one of the following: an internal combustion engine, an electric motor, etc. A braking-type driving actuator 30 is, for example, a brake actuator. A steering-type driving actuator 30 is, for example, a steering wheel.

[0024] The HMI device 32 is an information notification device that provides information to occupants, including the driver of a vehicle. HMI is an abbreviation for Human Machine Interface. Generally, multiple HMI devices 32 are installed in the same vehicle. The HMI device 32 may be a display device that displays information such as a graphic meter, combination meter, car navigation system, CID (Center Information Display), or HUD (Head-Up Display). The HMI device 32 may also be a speaker that emits sound.

[0025] The center ECU 22 is implemented, for example, primarily by a computer. The computer implementing the center ECU 22 may have at least one memory 22a and at least one processor 22b. The memory 22a may be at least one type of non-transitional physical storage medium, such as semiconductor memory, magnetic media, and optical media, which non-temporarily stores programs and data that can be read by the processor 22b. Furthermore, the memory 22a may also include a rewritable volatile storage medium, such as RAM (Random Access Memory). The processor 22b includes at least one type as a core, such as a CPU (Central Processing Unit), GPU (Graphics Processing Unit), and RISC (Reduced Instruction Set Computer)-CPU.

[0026] Furthermore, the computer may be a System on a Chip (SoC) that integrates memory 22a, processor 22b, and interface onto a single chip, and may have an SoC as a component of the computer. Also, the center ECU 22 may include an FPGA (Field-Programmable Gate Array) as an element of the computer or as an element separate from the computer. The processor 22b may control the FPGA to handle simple repetitive processing in image processing, thereby increasing processing speed.

[0027] Next, the functions of the processing system 1 will be explained in detail using Figure 3. The processing system 1 is configured to include a data acquisition unit 51, an error estimation unit 52, a correction unit 53, a function limiting unit 54, and an application execution unit 55 as functional blocks realized by processors 20b and 22b that execute programs. In this embodiment, the radar ECU 20 realizes the data acquisition unit 51, the error estimation unit 52, and the correction unit 53 of the functional blocks. The center ECU 22 realizes the function limiting unit 54 and the application execution unit 55 of the functional blocks.

[0028] The data acquisition unit 51 acquires observation data from the millimeter-wave radar 10 as it occurs. The observation data may include a beat signal containing a mixture of transmitted and received signals. Furthermore, the data acquisition unit 51 may perform FFT processing on the beat signal. FFT is an abbreviation for Fast Fourier Transform. Based on the frequency analysis results of the FFT processing, the distance to the observed object and its relative velocity can be obtained. In addition, based on the phase analysis results of the beat signal, the observation angle of the object can be obtained.

[0029] The observation angle may be defined with the installation direction of the millimeter-wave radar 10 as the reference direction. For example, as shown in Figure 4, if the millimeter-wave radar 10 is installed to observe the front of the vehicle, the observation angle may be defined as the angle θ with the front of the vehicle as the reference direction.

[0030] The error estimation unit 52 performs processing on the estimated angle error corresponding to the observed angle. For example, the estimated angle error may be calculated at predetermined angle increments.

[0031] The cause of the error is, for example, the shape of the bumper 61 and the three-dimensional object 62 attached to the bumper 61, and the interference between the transmitted and received waves, causing disturbance. Since the bumper shape differs depending on the vehicle on which the millimeter-wave radar 10 is mounted and its mounting position, different amounts of error occur in each state. For such vehicle-dependent errors, instead of performing the latest estimation as needed, the estimation may be performed in advance, for example, at the time of product shipment. In this case, the memory 20a should store an error table in which the observed angle and the estimated angle error are individually associated. The error estimation unit 52 should then read the information from the memory 20a when necessary. This error table may be positioned as a correction table that is effectively used for correction.

[0032] Furthermore, errors can change with changes in the external environment. For example, if the bumper shape is deformed or the mounting state changes due to external factors such as a strong impact, the error will change. For such errors that depend on the external environment, it is preferable that the error estimation unit 52 performs the estimation after the external environment has changed. In this case, the error estimation unit 52 may store the estimated angle error for each observation angle estimated from the observation data as an error table in the memory 20a. Then, when the millimeter-wave radar 10 or processing system 1 is started up again, this error table may be read from the memory 20a and used.

[0033] The error estimation unit 52 may estimate the error from the observation data at that moment (i.e., the latest observation data). In other words, the error may be estimated for the FFT-processed data itself. Alternatively, the error estimation unit 52 may estimate the error from multiple time-series observation data. In other words, the error may be estimated for an object tracked by multiple time-series observation data.

[0034] Various methods can be employed for estimating the error by the error estimation unit 52. The error estimation unit 52 may employ known methods or improved methods described in, for example, Japanese Patent Application Publication No. 2019-138672, U.S. Patent No. 10379204, etc.

[0035] The correction unit 53 determines a correction value that corresponds individually to the observed angle based on the estimated angle error provided by the error estimation unit 52. The correction value is a value used to correct the observed angle in the observation data. For each observed angle, the correction unit 53 determines whether the estimated angle error exceeds a preset upper limit. The upper limit may be, for example, a value at which the error estimation algorithm is deemed to have returned an abnormal calculation result. The correction unit 53 may read the upper limit, which has been calculated in advance before product shipment and stored in memory 20a, when necessary. Alternatively, the correction unit 53 may calculate the upper limit as a preliminary process performed each time before determining the correction value.

[0036] If the estimated angular error is below a preset upper limit, the correction unit 53 sets the correction value to the same value as the estimated angular error. This is presumed to effectively cancel out the angular error. In other words, the reliability of the observed object's orientation can be increased.

[0037] On the other hand, if the estimated angle error exceeds a preset upper limit, the correction unit 53 limits the correction for that observed angle, rather than setting the correction value to the same value as the estimated angle error. Specifically, as a limitation on the correction, the correction unit 53 may, for example, set the correction value to the same value as the upper limit. In this example, the angle error is not canceled out, but if the sign of the estimated angle error is the same as the sign of the actual angle error, it will result in a certain degree of error reduction. Alternatively, as a limitation on the correction, the correction unit 53 may, for example, not perform any correction (in other words, set the correction value to 0).

[0038] The correction unit 53 corrects the observed data and provides it to the application execution unit 55. In addition, if the correction unit 53 restricts the correction, it provides information (a flag) indicating that the correction has been restricted, along with information about the observed angle for which the correction was restricted, to the function restriction unit 54 and the application execution unit 55. The information indicating that the correction has been restricted means that the reliability of the observed data has decreased.

[0039] The correction unit 53 may provide the object's distance and observation angle in a coordinate system based on the millimeter-wave radar 10, or it may provide them in a coordinate system based on the vehicle. When integrating information from multiple millimeter-wave radars 10, it is easier to post-process if the coordinate system based on the millimeter-wave radar 10 is converted to a coordinate system based on the vehicle.

[0040] Here, we will explain the upper limit in detail. As shown in Figure 5, the upper limit may be set to a constant value that does not depend on the observation angle. On the other hand, the upper limit may be set to a different value for each observation angle.

[0041] Furthermore, the upper limit may be set considering the application that will use the observational data. For example, if the application requires high accuracy for the object, the upper limit may be set low.

[0042] The upper limit may be set considering multiple applications that use the observation data. For example, consider a case where an application using observation data in front of the vehicle requires high accuracy for objects, while an application using observation data to the side of the vehicle requires lower accuracy for objects. In this case, the upper limit for the observation angle corresponding to the front may be set lower than the upper limit for the observation angle corresponding to the side. In this case, the difference in required accuracy may be addressed by setting different upper limits for the millimeter-wave radar 10 responsible for the front and the millimeter-wave radar 10 responsible for the side.

[0043] Furthermore, if there are multiple applications that require different levels of accuracy for the same observation angle, an upper limit may be set for each application. In this case, the correction results (correction data) will differ for each application, so the correction unit 53 should provide the individually optimized correction results to each respective application.

[0044] The function limiting unit 54 manages the functions of various applications used in the vehicle. Function management includes managing the activation and deactivation of applications. The function limiting unit 54 can restrict the functions of applications. Function restriction includes complete deactivation and partial restriction of application functions. Partial restriction may mean so-called degradation, where the application continues to run while reducing its functions.

[0045] When the function limiting unit 54 obtains information indicating that the correction unit 53 has limited the correction, it limits the function of the application related to the observation angle for which the correction has been limited. That is, the function limiting unit 54 obtains the observation angle for which the correction has been limited and selects an application related to that observation angle. The function limiting unit 54 requests the application execution unit 55, which executes the selected application, to limit the function of that application. The application may include, for example, applications related to driver assistance, applications related to preventive safety, etc.

[0046] Furthermore, the function limiting unit 54 may determine whether the functions of the target application are disabled or reduced in performance, depending on the nature of the application. For example, for applications related to driver assistance, functions related to observation angles may be immediately disabled to prevent malfunctions. On the other hand, for applications related to preventive safety, functions may not be immediately disabled, but rather reduced in performance to allow for continued operation within the limits of what can be performed, in order to enhance safety. Alternatively, the application execution unit 55 may decide whether a function is disabled or reduced in performance.

[0047] Multiple application execution units 55 may be provided depending on the type of application. The application execution unit 55 determines the operation of the corresponding application according to the functional limitations imposed by the functional limitation unit 54. If the functional limitation unit 54 requests that the application be disabled, the application execution unit 55 disables the application's functions. If the functional limitation unit 54 requests that the application be reduced in functionality, the application execution unit 55 reduces the application's functions.

[0048] Here, we will explain some examples of applications. Driving assistance applications include, for example, ACC (Adaptive Cruise Control) apps, automatic lane change, and blind spot warnings. An ACC app will keep the vehicle (your car) moving at a constant speed if there is no vehicle ahead in the same lane, and will maintain a constant distance from the vehicle ahead if there is a vehicle ahead. An ACC app is related to the observation angle corresponding to the area in front of the vehicle.

[0049] Automatic lane changes are related to observation angles corresponding to the front right, right, rear right, front left, left, and rear left of the vehicle. For example, if a correction restriction is applied to an observation angle corresponding to the front right, right, or rear right of the left side, the restriction will be applied to the lane change function to the right lane, while the lane change function to the left lane may remain available. For example, if a correction restriction is applied to an observation angle corresponding to the front left, left, or rear left of the left side, only the lane change function to the right lane may be enabled.

[0050] The difficult-to-see area warning system alerts the driver via the HMI device 32 when another vehicle approaches from the right rear or left rear, areas that are difficult to see while driving. This warning system is associated with the observation angles corresponding to the right rear and left rear. If this warning system is disabled, the HMI device 32 will notify the driver that the warning system has been disabled, and the warning will cease to be issued altogether. If this warning system is degraded, the system will only issue a warning when another vehicle approaches from a narrower range than the normal warning range (for example, within a distance close to the millimeter-wave radar 10).

[0051] Applications related to preventative safety include, for example, automatic braking for collision mitigation and automatic steering for collision avoidance.

[0052] Next, an example of the processing method by processing system 1 will be explained using the flowchart in Figure 6. The series of processes shown in steps S11 to S16 are executed mainly by processors 20b and 22b at predetermined execution cycles or based on predetermined triggers.

[0053] In S11, the data acquisition unit 51 acquires observation data from the millimeter-wave radar 10. After processing in S11, the process proceeds to S12.

[0054] In S12, the error estimation unit 52 estimates the error for each observation angle. After processing in S12, the process proceeds to S13.

[0055] In S13, the correction unit 53 determines whether the estimated angle error exceeds the upper limit. If yes, proceed to S15. If no, proceed to S14.

[0056] In S14, the correction unit 53 sets the correction value for the observed angle determined in S13 to the same value as the estimated angle error. The process in S14 is completed.

[0057] In S15, the correction unit 53 sets the correction value to the upper limit for the observation angle determined in S13. After processing in S15, the process proceeds to S16.

[0058] In S16, the function limiting unit 54 restricts the function of the application related to the observation angle determined in S13. The series of processes ends with S16.

[0059] According to the first embodiment described above, correction is limited when the estimated angle error exceeds a preset upper limit. Therefore, even if the magnitude of the estimated angle error reaches an abnormal level, correction is not performed as is, thus suppressing the processing of abnormal correction data. Furthermore, when correction is limited, the functionality of applications related to the observation angle that exceeds the upper limit is restricted. Thus, the operation of applications using unreliable correction data is suppressed. As described above, observation data from the millimeter-wave radar 10 can be processed appropriately.

[0060] Furthermore, according to the first embodiment, if the estimated angle error exceeds a preset upper limit, the correction value corresponding to the observed angle exceeding that upper limit is set to the upper limit. By performing the correction at the upper limit, a certain degree of error risk can be reduced.

[0061] Furthermore, according to the first embodiment, the correction value is determined based on the estimated angle error estimated from instantaneous observation data. Since the amount of observation data used for estimation is kept to a minimum, it becomes easier to secure processing power (processing speed, memory capacity used for processing, etc.).

[0062] Furthermore, according to the first embodiment, the correction value is determined based on the estimated angular error estimated from multiple time-series observation data. By estimating over time, the accuracy of the error estimation can be improved when determining the correction value.

[0063] Furthermore, according to the first embodiment, the applications whose functionality is restricted are those that use observation data provided by the millimeter-wave radar 10 corresponding to the observation angle subject to the correction restriction, among the multiple millimeter-wave radars 10. By restricting the functionality of applications that use observation data from millimeter-wave radars 10 that are not directly related to the correction restriction, each application can be made to function without being restricted more than necessary.

[0064] Furthermore, according to the first embodiment, when limiting the functionality of an application, it is determined whether to disable or degrade the functionality of the application depending on the nature of the application. For example, by allowing applications that should function even if the reliability of the observation data is low to continue functioning as much as possible, the observation data of the millimeter-wave radar 10 can be processed more appropriately.

[0065] Furthermore, according to the first embodiment, the upper limit is set for each application. Correction data, which is the result of correcting the observation data, is provided to each application as individual correction data for each application. Since correction data optimized for each application can be provided, the observation data of the millimeter-wave radar 10 can be processed more appropriately.

[0066] Furthermore, according to the first embodiment, the millimeter-wave radar 10 is positioned on the rear side of the bumper 61 with the transmitting unit 12 and the receiving unit 13 facing the bumper 61. Since the observation data from the millimeter-wave radar 10 is subject to correction limits based on upper limits or application function limits, it is possible to appropriately respond to the shape of the bumper 61 and deformation of the bumper 61.

[0067] (Other embodiments) Although one embodiment has been described above, this disclosure is not limited to that embodiment and can be applied to various embodiments without departing from the gist of this disclosure.

[0068] In another embodiment, the processing system 1 may be implemented by processing units other than the radar ECU 20 and the center ECU 22. For example, the radar ECU 20 and the center ECU 22 may be replaced by an ADAS domain controller. In this case, the control of the HMI device 32 may be performed separately by the HMI domain controller.

[0069] In other embodiments, the millimeter-wave radar 10 can employ various methods other than the FMCW method, such as the 2FCW method, FCM method, and pulse method. Note that 2FCW is an abbreviation for 2Frequency Modulated Continuous Wave, and FCM is an abbreviation for Fast-Chirp Modulation.

[0070] The control unit and method described herein may be implemented by a dedicated computer comprising a processor programmed to perform one or more functions embodied by a computer program. Alternatively, the apparatus and method described herein may be implemented by a dedicated hardware logic circuit. Alternatively, the apparatus and method described herein may be implemented by one or more dedicated computers comprising a combination of a processor that executes a computer program and one or more hardware logic circuits. Furthermore, the computer program may be stored as instructions executed by the computer on a computer-readable non-transitional tangible recording medium. [Explanation of symbols]

[0071] 1: Processing system, 10: Millimeter-wave radar (automotive radar), 51: Data acquisition unit, 53: Correction unit, 54: Function limiting unit

Claims

1. A processing system that performs processing according to observation data from an on-board radar (10) that observes a predetermined angular range, A data acquisition unit (51) that acquires the observation data from the vehicle-mounted radar, A correction unit that determines a correction value based on the estimated angle error estimated for each observation angle in the aforementioned observation data, and a correction unit (53) that limits the correction with respect to the observation angle that exceeds a preset upper limit when the estimated angle error exceeds the upper limit, When the correction is limited, the system includes a function limiting unit (54) that limits the functionality of an application that uses the observation data and relates to the observation angle, The correction unit is a processing system that, when the estimated angle error exceeds a preset upper limit, sets the correction value corresponding to the observed angle that exceeds the upper limit as the upper limit.

2. A processing system that performs processing according to observation data from an on-board radar (10) that observes a predetermined angular range, A data acquisition unit (51) that acquires the observation data from the vehicle-mounted radar, A correction unit that determines a correction value based on the estimated angle error estimated for each observation angle in the aforementioned observation data, and a correction unit (53) that limits the correction with respect to the observation angle that exceeds a preset upper limit when the estimated angle error exceeds the upper limit, When the correction is limited, the system includes a function limiting unit (54) that limits the functionality of an application that uses the observation data and relates to the observation angle, Multiple vehicle-mounted radars are provided to observe different angular ranges from one another. The processing system is an application in which the aforementioned function is restricted, and which uses the observation data provided by the vehicle radar corresponding to the observation angle that is subject to the correction restriction, among a plurality of vehicle radars.

3. A processing system that performs processing according to observation data from an on-board radar (10) that observes a predetermined angular range, A data acquisition unit (51) that acquires the observation data from the vehicle-mounted radar, A correction unit that determines a correction value based on the estimated angle error estimated for each observation angle in the aforementioned observation data, and a correction unit (53) that limits the correction with respect to the observation angle that exceeds a preset upper limit when the estimated angle error exceeds the upper limit, When the correction is limited, the system includes a function limiting unit (54) that limits the functionality of an application that uses the observation data and relates to the observation angle, The aforementioned application is implemented in multiple ways, The aforementioned upper limit is set for each application, The correction unit is a processing system that provides each application with correction data, which is the result of correcting the observation data, and provides each application with its own individual correction data.

4. The processing system according to any one of claims 1 to 3, wherein the correction unit determines the correction value based on the estimated angle error estimated from the instantaneous observation data.

5. The processing system according to any one of claims 1 to 3, wherein the correction unit determines the correction value based on the estimated angle error estimated from a plurality of observation data in a time series.

6. The processing system according to any one of claims 1 to 3, wherein the function limiting unit determines whether to disable or degrade the functions of the application depending on the nature of the application when limiting the functions of the application.

7. The vehicle-mounted radar is positioned with the transmitting unit (12) and the receiving unit (13) facing the bumper (61). The processing system according to any one of claims 1 to 3, wherein the system is positioned on the rear side of the bumper.

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