JP5590052B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control device that controls a vehicle, and more particularly to a vehicle control device that automatically executes braking control of a vehicle when collision avoidance is necessary.

  Conventionally, in this type of vehicle control device, for example, when the distance between the host vehicle and another vehicle is equal to or less than the control start distance related to the relative speed, the braking pressure is increased regardless of the depression amount of the brake pedal. It has been proposed to perform control. In addition, in this type of apparatus, it has also been proposed that the rising speed of the braking pressure can be arbitrarily changed according to the driver's switch operation (see, for example, Patent Document 1).

JP-A-7-257334

  Such braking control is prepared in case of a driver's carelessness, but if the driver relies on such braking control and does not pay attention to safety at all. It is not desirable for ensuring safety. SUMMARY OF THE INVENTION The present invention has been made in order to suppress a driver from relying on the braking control in a vehicle control apparatus that automatically executes braking control of the vehicle when collision avoidance is necessary.

  In the vehicle control device of the present invention made to achieve the above object, the surrounding environment detection means detects the surrounding environment of the vehicle, and when collision avoidance is necessary based on the surrounding environment detected by the surrounding environment detection means, The automatic braking means automatically executes the braking control of the vehicle. For this reason, even if the driver is not aware of the surrounding environment where collision avoidance is necessary, the braking control of the vehicle is automatically executed, and the collision may be avoided in advance.

  The counting means counts the number of times the automatic braking means executes the braking control, and the changing means changes the mode of the braking control performed by the automatic braking means according to the number of times counted by the counting means. To do. For this reason, when the driver relies on the braking control and the braking control is executed many times, the mode of the braking control changes according to the number of times the braking control is executed. Then, the driver develops a feeling of discomfort with respect to execution of the braking control or distrust with respect to whether or not the braking control is executed as usual. Therefore, in this invention, it can suppress that a driver relies on the said braking control.

  The changing unit may make the braking force applied by the braking control abrupt as the number of times increases. In that case, as the driver relies on the braking control and the number of times of execution of the braking control increases, the braking force applied to the vehicle by the braking control becomes abrupt, and the driver is not allowed to execute the braking control. Pleasure is budding.

  The changing unit may delay the timing at which the automatic braking unit starts the braking control as the number of times increases. In that case, as the driver relies on the braking control and the number of times of execution of the braking control increases, the timing at which the braking control is started becomes later than expected by the driver. Distrust of whether or not it will be executed.

It is a block diagram showing the structure of the vehicle control apparatus to which this invention is applied. It is a flowchart showing the process in the vehicle control apparatus.

[Configuration of the embodiment]
Next, embodiments of the present invention will be described with reference to the drawings. The vehicle control apparatus according to the present embodiment is mounted on a vehicle (not shown), and is configured around an ECU 1 as shown in FIG. The ECU 1 is connected to the following ambient environment sensor 3, host vehicle sensor 5, and brake actuator 7.

  The ambient environment sensor 3 is a sensor for detecting an obstacle (hereinafter referred to as a “target”) that can be an obstacle to travel of the vehicle from the surrounding environment of the vehicle, and is a combination of a radar, a camera, or the like. Configured as a sensor group. The own vehicle sensor 5 is configured as a well-known sensor that detects a vehicle speed, an operating state of a brake pedal, a steering angle, or the like, or a group in which those sensors are combined. The brake actuator 7 is a well-known hydraulic system that sends brake fluid to a wheel cylinder (not shown) regardless of the amount of depression of the brake pedal (not shown) by the driver.

  Further, as shown in FIG. 1, the processing in the ECU 1 can be broken down into three parts: a collision risk judgment unit 1A, an automatic brake control instruction unit 1B, and an automatic brake operation frequency counting unit 1C. The collision risk determination unit 1A detects the surrounding environment information (for example, the distance to the target, the relative speed, the lateral position, etc.) detected via the surrounding environment sensor 3 and the own vehicle sensor 5. The risk of collision with the target is determined based on the own vehicle information (for example, vehicle speed, estimated course, etc.). The automatic brake control instruction unit 1B outputs a control signal to the brake actuator 7 when the collision risk determination unit 1A determines the risk and outputs a brake request, and performs predetermined deceleration and deceleration on the vehicle. Instruct to apply acceleration or deceleration jerk. The automatic brake operation number counting unit 1C counts the number of operations of the automatic brake control instruction unit 1B after the ignition is turned on, and according to the number of operations, the collision risk determination unit 1A determines the collision risk. The brake instruction control amount by the automatic brake control instruction unit 1B is corrected.

[Process of embodiment]
Hereinafter, details of the processing of the ECU 1 will be described using the flowchart of FIG. 2 is executed when the ignition of the vehicle is turned on. As shown in FIG. 2, in this process, first, in S1 (S represents a step: the same applies hereinafter), the risk of collision of the vehicle is calculated. More specifically, for example, the planned travel route of the vehicle is estimated from the own vehicle sensor 5, and the target existing in the planned travel route among the targets acquired from the surrounding environment sensor 3, or the planned travel route The collision prediction time between the target entering the vehicle and the vehicle is calculated. For example, if it is less than 1.3 seconds until the collision prediction time, it is determined that the risk is high.

  In the subsequent S2, the risk of collision according to the number of actuations of the brake actuator 7 after the ignition is turned on (that is, the number of actuations of the automatic brake control instruction unit 1B: hereinafter referred to as the number of times of automatic braking or simply the number of actuations) Judgment is corrected. Since the number of actuations is 0 at the beginning when the ignition is turned on, the calculation result in S1 is maintained in this step, and as described above, it is determined that the risk is high at 1.3 seconds before the predicted collision time. In the subsequent S3, it is determined whether or not the determination result after the correction in S2 is highly dangerous. If the risk is not high (S3: N), the process proceeds to S1 described above.

On the other hand, if the risk is high (S3: Y), the process proceeds to S5 and the following braking control is executed. That is, in S5, the control amount of the automatic brake by the control signal sent from the ECU 1 to the brake actuator 7 is set. In this S5, for example, the target value of the deceleration acceleration of the vehicle is 0.6 G, the target value of the deceleration jerk of the vehicle is 12 m / s ³ , and the control amount of the brake actuator 7 to achieve the target value (hereinafter, automatic) Also referred to as a brake control amount).

  In subsequent S6, the automatic brake control amount is corrected in accordance with the number of actuations. Since the number of actuations is 0 at the beginning when the ignition is turned on, the setting in S5 is maintained in this step. In subsequent S7, an automatic brake instruction process for transmitting a control signal to the brake actuator 7 according to the automatic brake control amount corrected in S6 is executed, and in S8, the number of times of automatic brake operation is counted up, Shifts to S1 described above. With the above processing, even if the driver is not aware of the surrounding environment where collision avoidance is necessary, the braking control (S5, S7) of the vehicle is automatically executed, and the collision can be avoided in advance.

Further, when the braking control is executed in this way and the count in S8 is performed, the processes in S2 and S6 change as follows. In the risk judgment correction in S2, for example, when the number of operations is zero, it is determined that the risk is high 1.3 seconds before the predicted collision time, whereas when the number of operations is one, It is determined that the risk is high 1.2 seconds before the predicted collision time, and when the number of operations is two times, it is determined that the risk is high 1.1 seconds before the predicted collision time. In the correction of the automatic brake control amount in S6, for example, when the number of actuations is 0, the automatic brake control amount is set with the target value of deceleration acceleration being 0.6 G and the target value of deceleration jerk being 12 m / s ³ . On the other hand, when the number of actuations is 1, the automatic brake control amount is set with the target value of deceleration acceleration being 0.7 G, the target value of deceleration jerk being 15 m / s ³ , and the number of actuations being twice. The automatic brake control amount is set with a target value of deceleration acceleration of 0.8 G and a target value of deceleration jerk of 18 m / s ³ .

  Therefore, as the number of actuations increases, the timing at which braking control (S5, S7) is started is delayed (S2), and the braking force applied to the vehicle is abrupt (S6). Then, due to the change in the former, the timing at which the braking control is started becomes later than expected by the driver, and the driver develops a distrust of whether or not the braking control is executed as before. Further, the latter change causes a strong deceleration shock to be applied during braking control, and the driver feels uncomfortable with the execution of the braking control. Therefore, in this embodiment, it is possible to prevent the driver from overconfidencing the braking control and relying on the braking control.

[Other Embodiments]
In addition, this invention is not limited to the said embodiment at all, It can implement with a various form in the range which does not deviate from the summary of this invention. For example, in S6 described above, either the target value of deceleration acceleration or the target value of deceleration jerk may be corrected. Further, only one of S2 and S6 may be corrected.

  The risk calculation in S1 may be performed based on how far the target stop position of the vehicle is when the automatic brake control amount is a fixed value. In that case, in S2, it is judged that the risk is high when the number of operations is 0, 1 m before, when the number of operations is 1, 70 cm before, and when the number of operations is 2, it is 50 cm. You may correct | amend so that it may. Even in this case, the timing at which the braking control (S5, S7) is started is delayed, and the driver develops distrust with respect to whether or not the braking control is executed as before. Even if the timing at which the braking control (S5, S7) is started is the same, the deceleration acceleration is reduced, and the actual vehicle stop position is gradually set to the target 1m before, 70cm before, and 50cm before. It may be close, and in that case distrust will develop as well.

  Furthermore, in the said embodiment, although correction | amendment by S2 and S6 is performed based on the said operation | movement frequency after an ignition is turned ON, according to the said operation | movement frequency after the said vehicle is shipped as a new vehicle, S2, S6 May be corrected. Further, the correction by S2 and S6 may be performed according to the number of actuations per travel distance, or may be performed according to the number of actuations with respect to the number of times the driver has avoided the collision by stepping on the brake pedal.

  In each of the above-described embodiments, the surrounding environment sensor 3 automatically performs the collision risk determination unit 1A, the automatic brake control instruction unit 1B, the brake actuator 7, and the processing of S1, S3, S5, and S7. For the braking means, the processing of the automatic brake operation number counting units 1C and S8 corresponds to the counting means, and the processing of the automatic brake operation number counting units 1C, S2 and S6 corresponds to the changing means.

DESCRIPTION OF SYMBOLS 1 ... ECU 1A ... Collision risk judgment part 1B ... Automatic brake control instruction | indication part 1C ... Automatic brake operation frequency count part 3 ... Ambient environment sensor 5 ... Own vehicle sensor 7 ... Brake actuator

Claims (7)

A surrounding environment detecting means (3) for detecting the surrounding environment of the vehicle;
Based on the surrounding environment detected by the surrounding environment detecting means, automatic braking means (1A, 1B, 7, S1, S3, which automatically executes the braking control (S5, S7) of the vehicle when collision avoidance is necessary. S5, S7),
Counting means (1C, S8) for counting the number of times the automatic braking means has executed the braking control;
According the previous SL counting means increases said number of counted, changing means for rapidly added how the braking force by the braking control with (1 C, S6),
A vehicle control device comprising: The vehicle control device according to claim 1 , wherein the changing unit changes a method of applying the braking force by the braking control so that a deceleration acceleration of the vehicle increases as the number of times increases. 2. The vehicle control device according to claim 1 , wherein the changing unit changes a method of applying the braking force by the braking control so that a deceleration jerk of the vehicle increases as the number of times increases. A surrounding environment detecting means (3) for detecting the surrounding environment of the vehicle;
Based on the surrounding environment detected by the surrounding environment detecting means, automatic braking means (1A, 1B, 7, S1, S3, which automatically executes the braking control (S5, S7) of the vehicle when collision avoidance is necessary. S5, S7),
Counting means (1C, S8) for counting the number of times the automatic braking means has executed the braking control;
Changing means (1C, S2) for delaying the timing at which the automatic braking means starts the braking control as the number of times counted by the counting means increases ;
Car two control devices comprising the. The automatic braking means calculates a collision prediction time to the obstacle of the vehicle and starts the braking control based on the collision prediction time,
The vehicle control device according to claim 4 , wherein the changing unit changes the timing at which the automatic braking unit starts the braking control to a timing close to the predicted collision time as the number of times increases. The automatic braking means executes a braking control for stopping the vehicle by a target distance before an obstacle,
The vehicle control device according to claim 4 , wherein the changing unit changes the target distance shorter as the number of times increases. A surrounding environment detecting means (3) for detecting the surrounding environment of the vehicle;
  Based on the surrounding environment detected by the surrounding environment detecting means, automatic braking means (1A, 1B, 7, S1, S3, which automatically executes the braking control (S5, S7) of the vehicle when collision avoidance is necessary. S5, S7),
Counting means (1C, S8) for counting the number of times the automatic braking means has executed the braking control;
The mode of the braking control executed by the automatic braking means is the driver's discomfort for the braking control being executed as the number of times counted by the counting means increases, or the braking control is performed as before. Change means (1C, S2, S6) for changing so as to increase the driver's distrust of whether or not it is executed;
A vehicle control device comprising:

Images