JP2002347546A - Control device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To alarm regarding obstacles in front of a driver's own vehicle and to conduct proper automatic control in a working mode which a driver can easily recognize. SOLUTION: A main controller loaded in the vehicle conducts automatic control motion and gives an alarm regarding the obstacles existing in the front to the driver in a sensory way in accordance with a speed reduction instruction value BC, the total of a speed reduction reference instruction value BCB which increases and decrease with oblong waves in a predetermined cycle and a base value (offset value) which gradually increases as the time lapses.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to the field of an alarm device for generating an alarm for an obstacle existing in front of a host vehicle.

[0002]

2. Description of the Related Art Conventionally, in the field of automobiles, which are typical vehicles, various types of alarm devices for issuing a warning to a driver regarding an obstacle present ahead have been proposed.

[0003] As an example of such an alarm device, for example, Japanese Patent Application Laid-Open No. 11-189071 performs a lane departure prevention control, an inter-vehicle distance control with another vehicle traveling ahead, and a state of the control. 2. Description of the Related Art A forward obstacle warning system that appropriately displays information in a vehicle has been proposed.

[0004]

According to the above prior art, it is possible to prevent lane departure and to maintain a safe inter-vehicle distance. However, an alarm operation is performed for a plurality of events. Therefore, when those alarms are issued, the driver may not be able to instantaneously determine which alarm is being issued.

[0005] In such a vehicle alarm system, the running vehicle automatically brakes independently of the driving operation by the driver, so that the driver often feels uncomfortable.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a control device for a vehicle which issues a warning regarding an obstacle existing ahead of the host vehicle and performs appropriate automatic braking in an operation mode which can be easily recognized by a driver. .

[0007]

To achieve the above object, a vehicle control device according to the present invention has the following configuration.

That is, an obstacle detecting means for detecting a value relating to a distance between an obstacle present ahead and the vehicle, and an automatic braking of the running speed of the vehicle independently of a driving operation by a driver of the vehicle. Braking control means, and when the value related to the distance satisfies a predetermined condition, adjusts the braking force on the vehicle by the braking control means to increase or decrease in a predetermined cycle, and sets the base value of the braking force to time. And an alarm means for issuing an obstacle alarm to the driver by changing the value so as to gradually increase as time elapses.

In a preferred embodiment, it is preferable that the warning means suspends the obstacle warning when the brake operation by the driver is detected while the obstacle warning is being performed.

[0010] For example, when the alarm means detects that the vehicle is traveling on a descending slope that is steeper than a predetermined slope while performing the obstacle warning, the brake operation by the driver is performed. Is detected, the obstacle warning may be continued.

Alternatively, when the warning means detects that the vehicle is traveling on a descending slope that is steeper than a predetermined slope while performing the obstacle warning, a predetermined strength of the driver is used. As long as a larger brake operation is not detected, the obstacle warning may be continued.

In another preferred embodiment, the brake control means, when an obstacle alarm is issued by the alarm means and when a brake operation by the driver is detected, the braking control means It is preferable to perform braking according to the brake operation by the driver while maintaining the braking force as an adjustment result.

[0013] Further, for example, the alarm means sets the magnitude of the base value to a value relating to a distance between the obstacle and the vehicle, a parameter indicating a driving state of the vehicle, and a parameter indicating a traveling road environment around the vehicle. It may be changed according to at least one of the above.

[0014] In this case, the alarm means may determine the magnitude of the base value as a parameter relating to the degree of collision risk with the obstacle, a parameter relating to the degree of visibility of the driver in front, and a parameter relating to the running stability of the vehicle. It is better to change the priority.

[0015]

According to the present invention, there is provided a vehicular control apparatus which issues an alarm relating to an obstacle in front of a host vehicle and performs appropriate automatic braking in an operation mode which can be easily recognized by a driver. Offer is realized.

That is, according to the first aspect of the present invention, when a sensible alarm is issued by an automatic braking operation, the braking force increases and decreases in a predetermined cycle, and the base value of the braking force changes over time. Since the operation mode gradually increases in response to the operation mode, appropriate automatic braking can be performed, and the driver can easily recognize that the warning is for an obstacle ahead.

According to the second aspect of the present invention, when the driver performs the brake operation, the obstacle alarm accompanied by the automatic braking is stopped. It is possible to prevent the driver from feeling uncomfortable due to the execution.

Generally, on a steep downhill,
In many cases, the driver adjusts the traveling speed by operating the brakes regardless of whether an obstacle is present in front of the vehicle. Since the obstacle alarm is continued even when the driver's brake operation is detected, the driver can be reliably notified that the obstacle alarm is operating.

In a steep downgrade where the driver adjusts the traveling speed by the brake operation as described above, the brake operation by the driver is not so strong (for example, the depression force on the brake pedal). According to the present invention, the obstacle warning is continued as long as the driver does not detect a brake operation greater than the predetermined intensity. That is, when the driver recognizes an obstacle present in front and performs a brake operation with a large strength, the obstacle warning is stopped. Thus, it is possible to reliably notify the driver that the obstacle alarm is operating, and to prevent the driver from feeling uncomfortable due to the execution of the obstacle alarm during the brake operation. it can.

According to the fifth aspect of the present invention, it is possible to prevent the driver from feeling uncomfortable due to an increase or decrease in the braking force even during the braking operation by the driver, and to perform a lack of braking operation after the driver recognizes an obstacle. Can reliably compensate for the dangerous situation.

According to the invention of claim 6, the degree of the automatic braking operation can be appropriately adjusted.

According to the invention of claim 7, the degree of the automatic braking operation can be appropriately adjusted according to the risk.

[0023]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, a vehicle control device according to the present invention will be described in detail with reference to the drawings as an embodiment applied to a collision prevention support system for a forward obstacle.

[First Embodiment] In this embodiment,
The collision prevention support system generates a warning by display and sound (sound) in the own vehicle and performs automatic braking as described later in order to prevent a collision with an obstacle existing in front of the own vehicle. As a result, a warning (bodily sensation warning) that the driver can feel is issued. In the present embodiment, the bodily sensation alarm means that the vehicle being driven by the driver is decelerated by an automatic braking operation in a predetermined braking mode, and the behavior of the own vehicle at the time of the deceleration is changed. This is an alert that can be recognized by bodily sensation that the danger of a collision with an obstacle existing in front of is notified.

First, prior to describing the characteristic sensation alarm control in the present embodiment, the basic operation of the collision prevention support system will be described.

FIG. 1 is a diagram for explaining the operation of the collision prevention support system for a forward obstacle according to the first embodiment. FIG. 2 is a diagram for explaining a mode of a warning notified on the vehicle by the collision prevention support system for a forward obstacle in the first embodiment.

In the present embodiment, predetermined facilities (so-called infrastructure) provided on the road side are provided on the traveling path of the vehicle 100.
As an example, an obstacle sensor 200 that detects the presence or absence of an obstacle and a distance to an existing obstacle, and information such as a detection result of the obstacle sensor 200 and a state of a road surface are transmitted to the vehicle 100 traveling around. Road-vehicle communication equipment 300
Is provided. In addition, the vehicle 100 has a laser radar 3 that detects the distance between the host vehicle and an obstacle existing in front of the vehicle.
Is provided.

The control device of the vehicle 100 (corresponding to a main controller 1 to be described later) determines the distance between the obstacle and the host vehicle when there is an obstacle ahead of the vehicle.
00 or obtained from the laser radar 3.

Then, according to the acquired distance, first, if the distance to the obstacle is relatively large, the control device of the vehicle 100, as illustrated in FIG. Of information for notifying the presence of the vehicle is displayed on a display (corresponding to the display 12 described later) and artificial sound. Next, when there is no room for the distance to the obstacle, FIG. As shown in FIG. 2C, this is indicated by a display on the display and an alarm sound. If braking is immediately required to avoid collision with an obstacle, FIG. As described above, the driver is assisted in the driving operation by notifying that effect by the display on the display and the alarm sound, and executing the automatic braking of the vehicle 100 as the bodily sensation alarm.

Next, the equipment mounted on the vehicle 100 for realizing the above-described collision prevention support system will be described.

FIG. 3 shows a vehicle 10 according to the first embodiment.
FIG. 2 is a diagram illustrating an example of an arrangement of main devices mounted on a device. FIG. 4 is a block diagram illustrating a configuration of a control system of the vehicle 100 according to the first embodiment.

3 and 4, the longitudinal acceleration (G)
The sensor 2 detects acceleration in the vehicle front-rear direction generated in the vehicle 100. The laser radar 3 detects a distance and a relative speed between the vehicle 100 and an obstacle existing in front of the vehicle 100. The road-to-vehicle communication device 4 receives a radio wave transmitted from the road-to-vehicle communication equipment 300, and thereby obtains the distance and relative speed from the road equipment side to an obstacle existing ahead, road information such as traffic congestion and construction, and the road surface. Obtain road surface information such as friction coefficient (μ).

The brake switch 5 detects whether the driver has operated the brake pedal. The brake pressure sensor 6 detects an operation force (pedal force) of the brake pedal by the driver.

The navigation unit 7 provides the main controller 1 with road information indicating the shape of the road ahead. The GPS unit 8 provides the current position information detected based on a GPS (global positioning system) signal received from the outside to the main controller 1. The headlight switch 9 provides brightness information (illuminance information) around the vehicle 100 to the main controller 1 according to the operation state.

The main controller 1 controls the braking of the vehicle 100. That is, the main controller 1 sets a deceleration command value BC corresponding to the operation force of the brake pedal detected by the brake pressure sensor 6 in the brake electronic control unit (brake ECU) 10. Brake ECU
10 drives the brake actuator 11 in accordance with the set deceleration command value BC, so that the vehicle 100
Brake.

The main controller 1 performs an alarm control for preventing a collision with an obstacle ahead of the vehicle based on information obtained from the above-described sensors and switches.
The warning is executed by displaying the screen on the display 12 and outputting the sound to the speaker 13. At this time, the main controller 1 sets the deceleration command value BC to be set before setting the deceleration command value BC to the brake ECU 10.
By performing the adjustment as described later, a bodily sensation warning that prevents a collision with an obstacle ahead is realized.

In this embodiment, the main controller 1
In the alarm control process executed by the CPU, the alarm process (including the provision of information about the front of the vehicle) by the screen display on the display 12 and the sound output to the speaker 13 is shown in FIG.
, The above-described warning mode is realized, and in the following description, a bodily sensation warning process characteristic of the present embodiment will be described.

FIG. 5 is a view for explaining the bodily sensation warning processing in the first embodiment. FIG. 6 is a flowchart showing a bodily sensation warning process executed by the main controller 1 in the first embodiment.
2 shows a procedure of a control program executed by a microcomputer (not shown) provided in the system.

In FIG. 6, steps S1 and S
2: Obstacles (other vehicles, etc.) existing in front of the vehicle 100 (own vehicle) by a general method based on a detection result by the laser radar 3 and / or information received from the outside by the road-to-vehicle communication device 4. Information (step S1), and the risk of collision between the obstacle and the vehicle 100 is determined by a general method based on the obtained information (step S2).

Step S3, Step S6: Step S
According to the danger related to the collision calculated in 2, the vehicle 10
It is determined whether it is necessary to issue a bodily sensation warning accompanied by automatic braking of 0 (step S3). If it is determined that a bodily sensation warning is necessary, the process proceeds to step S4. Determines not to output the bodily sensation alarm (step S6), and returns to step S1.

Step S4: Since it is determined in step S3 that a bodily sensation warning is required, the deceleration reference command value BCB and the offset value are added as the deceleration command value BC in the current control cycle.

That is, in step S4, as shown in FIG. 5, the deceleration that changes in a rectangular wave (pulse) according to the elapsed time from the first timing (alarm start timing) when it is determined that the alarm is required. By adding to the reference command value BCB an offset amount (base value) that gradually increases in accordance with the elapsed time from the alarm start timing, the deceleration command value BC shown in the third row of FIG. It is calculated as a command value to be actually output in the cycle.

Step S5: The deceleration command value BC calculated in step S4 is set in the brake ECU 10.
At this time, the brake ECU 10 automatically decelerates the vehicle 100 by driving the brake actuator 11 according to the set deceleration command value BC irrespective of the driving operation of the driver. As a result, the driver recognizes that it is a bodily sensation warning for an obstacle in front of the vehicle 100 based on the artificial behavior of the vehicle 100 in the front-rear direction.

As described above, in the present embodiment, when giving a sensible warning by an automatic braking operation, the vehicle 1
The braking force for 00 is a deceleration command value BC which is the sum of a deceleration reference command value BCB that increases and decreases in a rectangular waveform at a predetermined cycle and a base value (offset value) that gradually increases with time.
Therefore, it is possible to appropriately perform automatic braking, and it is possible for the driver to easily recognize that an alarm is issued for a forward obstacle by a change in the behavior of the host vehicle according to the deceleration command value BC. it can.

[Second Embodiment] Next, a second embodiment based on the above-described first embodiment will be described. In the following description, the same configuration as that of the first embodiment will not be described repeatedly, and the description will focus on the characteristic portions of the present embodiment.

FIG. 7 is a view for explaining the bodily sensation warning processing according to the second embodiment.

In the present embodiment, as shown in FIG.
When the brake switch 5 is turned on and a brake operation by the driver is detected while the sensation warning relating to the obstacle is being issued as in the embodiment, the sensation alarm is stopped. As a specific process, in determining the deceleration command value BC in step S4 of FIG. 6 described above, if it is detected that the brake switch 5 is on, the deceleration command value in the current control cycle is determined. Set zero as BC. In this case, when the brake ECU 10 drives the brake actuator 11 according to the detection result of the brake pressure sensor 6, the vehicle 100 decelerates according to the driver's operation.

According to the present embodiment, when the driver performs the brake operation, the bodily sensation alarm accompanying the automatic braking is stopped, so that the bodily sensation alarm is also performed during the brake operation. This can prevent the driver from feeling uncomfortable.

[Third Embodiment] Next, a third embodiment based on the first embodiment will be described. In the following description, the same configuration as that of the first embodiment will not be described repeatedly, and the description will focus on the characteristic portions of the present embodiment.

In the present embodiment, when a bodily sensation alarm is issued in the same manner as in the first embodiment, when a driver's brake operation is detected, the deceleration command value BC is used as the deceleration command value BC from the alarm start timing. By setting only the offset amount (base value) that gradually increases with time, braking according to the brake operation by the driver is performed while maintaining the braking force as automatic braking.

FIG. 8 is a flowchart showing the bodily sensation warning processing executed by the main controller 1 in the third embodiment, and shows the procedure of a control program executed by a microcomputer (not shown) provided in the main controller 1. FIG. 9 is a view for explaining the bodily sensation warning process according to the third embodiment.

In FIG. 8, step S11: The release flag for internal processing is reset to zero.

Steps S12 to S14: Steps S1 to S3 in FIG. 6 in the first embodiment.
By performing the same processing as described above, the necessity of the sensation warning is determined.

Step S15: If it is determined in step S14 that a bodily sensation alarm is required, it is determined whether the state of the release flag is set to 1. If the state of the release flag is set to zero, Proceeds to step S18, and when it is determined that the release flag is set to 1, proceeds to step S22.

Steps S16 and S17: If it is determined in step S14 that the sensation warning is not required, the state of the release flag is set to zero (step S1).
6) It is determined not to output the bodily sensation alarm (step S17), and the process returns to step S12.

Steps S18 and S19: It is determined whether or not the brake operation by the driver is detected by turning on the brake switch 5 (step S18). If the brake operation is not detected, the process proceeds to step S20, and the brake operation is detected. If so, the state of the release flag is set to 1 (step S19) and step S12
Return to When the state of the release flag is set to 1 in step S19, the bodily sensation alarm is stopped in step S27 of the next control cycle.

Step S20, Step S21: Since the brake operation by the driver has not been detected in Step S16, Step S20 in FIG.
By performing the same processing as in step 4 and step S5, a bodily sensation warning is executed, and the process returns to step S12.

Step S22: It is necessary to issue an alarm according to the result of the judgment in step S14, and step S15
Since the release flag is set to 1 according to the result of the determination in step S22, in step S22, the offset value is set as the deceleration command value BC in the current control cycle. Here, as shown in FIG. 9, the offset value set in this step is an offset amount (base value) that gradually increases in accordance with the elapsed time from the alarm start timing, and is a rectangular wave deceleration reference command value. BCB is not added.

Step S23: The deceleration command value BC set in step S22 is output to the brake ECU 10, and the process returns to step S12.

According to this embodiment, when the driver performs the braking operation, the deceleration reference command value BCB in the form of a rectangular wave is subtracted from the deceleration command value BC. It is possible to prevent the driver from feeling uncomfortable due to the execution of the bodily sensation warning as in the embodiment, and it is possible to reliably compensate for a dangerous state due to a shortage of the brake operation after the driver recognizes the obstacle.

[Fourth Embodiment] Next, a fourth embodiment based on the first embodiment will be described. In the following description, the same configuration as that of the first embodiment will not be described repeatedly, and the description will focus on the characteristic portions of the present embodiment.

In general, on a steep descent, the driver often adjusts the traveling speed of the vehicle by operating the brakes regardless of whether an obstacle is present ahead.

Therefore, in the present embodiment, when the vehicle 100 is traveling on a descending gradient that is steeper than a predetermined gradient, if the bodily sensation alarm is issued as in the first embodiment, the braking by the driver is performed. Even if the operation is detected, the bodily sensation alarm is continued.

FIG. 10 is a view for explaining the bodily sensation warning process according to the fourth embodiment. FIG. 11 is a flowchart showing a bodily sensation warning process executed by the main controller 1 in the fourth embodiment, and shows a procedure of a control program executed by a microcomputer (not shown) provided in the main controller 1.

In FIG. 11, steps S21 to S27: The same processing as steps S11 to S17 of FIG. 8 in the third embodiment described above is performed.
However, if the release flag is 1 in the determination in step S25, the process proceeds to step S27 in this step to stop the bodily sensation alarm.

Steps S28 and S29: The presence or absence of the brake operation by the driver is detected by the same processing as step S18 of FIG. 8 in the third embodiment described above (step S28). If no brake operation is detected, step S31 is performed. When the brake operation by the driver is detected, it is determined whether or not the gradient of the traveling road is a downward gradient steeper than a predetermined gradient (step S2).
9). The gradient of the traveling road may be obtained by using the navigation unit 7 or the road-to-vehicle communication device 4.

If it is determined in step S29 that the vehicle is traveling on a steep downgrade, the brake operation by the driver is detected in step S28, but the brake operation is performed by an obstacle. The process may proceed to step S31 in order to continue the bodily sensation warning because it may have been performed not for avoidance but simply for adjusting the speed of the vehicle on the downhill.

On the other hand, if it is determined in step S29 that the vehicle is not traveling on a steep downhill, the brake operation by the driver detected in step S28 is an operation for avoiding an obstacle. Because you can judge
The cancel flag is set to 1 to cancel the bodily sensation alarm, and the process returns to step S22. In this case, the bodily sensation alarm is stopped in step S27 of the next control cycle.

Steps S31 and S32: By performing the same processing as in steps S4 to S5 of FIG. 6 in the first embodiment, a bodily sensation warning is executed.

According to the present embodiment, when the vehicle is traveling on a descending gradient that is steeper than a predetermined gradient, the driver detects a brake operation to adjust the speed of the vehicle on a downhill or to avoid an obstacle. Even in this case, the bodily sensation warning regarding the obstacle is continued, so that the driver can be reliably notified that the bodily sensation warning is operating. In addition, on a traveling road other than a steep downhill, when a driver's braking operation is detected, the bodily sensation warning regarding an obstacle is stopped, so that the driver's uncomfortable feeling can be prevented.

<Modification of the Fourth Embodiment>
In the embodiment of the present invention, in order to reliably inform the driver that the bodily sensation warning relating to the obstacle in front is operating, while driving on a steep downgrade, the brake operation by the driver is detected. Even so, the sensation warning about the obstacle was continued.

Here, the brake operation for avoiding an obstacle generally has a large operation force (stepping force) as compared with the brake operation for speed adjustment on a downhill.
Therefore, in the present modified example, when a brake operation by the driver is detected while the vehicle is traveling on a steep downhill slope than a predetermined slope, if the brake operation is greater than a predetermined strength, the bodily sensation alarm is stopped.

FIG. 12 is a flowchart showing the sensation warning processing executed by the main controller 1 in a modification of the fourth embodiment. The procedure of a control program executed by a microcomputer (not shown) provided in the main controller 1 is shown in FIG. Is shown.

In FIG. 12, steps S41 to S49, step S52: The same processing as steps S21 to S29 and step S30 of FIG. 11 in the fourth embodiment described above is performed.

Step S50, Step S51: The brake operation force by the driver is obtained from the detection result of the brake pressure sensor 6, and it is determined whether the brake operation force is larger than a predetermined value (Step S50). Alternatively, in step S50, it is determined whether the deceleration detected based on the detection result of the front and rear G sensor 2 is larger than a predetermined value. If the brake operation force by the driver is equal to or less than the predetermined value, the process proceeds to step S53 to continue the bodily sensation warning. If the brake operation force by the driver is higher than the predetermined value, the release flag is set to 1 in step S51. Then, the process returns to step S42.

Steps S53 and S54: By performing the same processing as in steps S31 to S32 of FIG. 11 in the above-described fourth embodiment, a bodily sensation warning is executed.

As described above, in the present modification, when the self-vehicle is detected to be traveling on a descending gradient steeper than the predetermined gradient while the sensation warning regarding the obstacle is being issued,
As long as the driver does not detect a brake operation greater than the predetermined strength, the sensation alarm is continued. This allows
It is possible to reliably notify the driver that the bodily sensation alarm is operating, and to prevent the driver from feeling uncomfortable due to the execution of the obstacle alarm during the brake operation.

[Fifth Embodiment] Next, a fifth embodiment based on the first embodiment will be described. In the following description, the same configuration as that of the first embodiment will not be described repeatedly, and the description will focus on the characteristic portions of the present embodiment.

In this embodiment, the deceleration command value BC is set in step S4 of FIG. 6 in the first embodiment.
Is determined, the magnitude of the base value (offset value) is appropriately changed according to the state of the vehicle, as shown in FIG. At this time, when a large offset value is set, as compared with a case where a small offset value is set,
Since the large deceleration command value BC is set in the brake ECU 10, the automatic braking operation of the vehicle 100 is more positively performed.

The state of the vehicle referred to when the base value is changed is at least one of a value related to a distance between the obstacle and the host vehicle, a parameter indicating a driving state of the vehicle, and a parameter indicating a traveling road environment around the vehicle. It should just be changed according to. Next, a specific example in which the base value is changed according to the state of the vehicle will be described.

In this embodiment, the deceleration command value BC is set in step S4 of FIG. 6 in the first embodiment.
When determining the priority, the magnitude of the base value (offset value) is roughly classified into a parameter relating to the risk of collision with an obstacle, a parameter relating to the degree of visibility of the driver in front, and a parameter priority relating to the driving stability of the vehicle. To change.

FIG. 14 is a setting table showing the priority order of the base values in the fifth embodiment, which is stored in advance in a memory (not shown) of the main controller 1. This setting table is referred to in order to determine a base value (offset value) to be adopted when determining the deceleration command value BC in step S4 in FIG. More specifically, the correction is performed so that the higher the condition of the higher priority is, the larger the base value is set, and
At this time, if the condition of a plurality of items is satisfied, a base value based on a preset higher priority parameter is adopted.

In FIG. 14, priorities 1 to 4 are parameters relating to the degree of danger of collision with an obstacle, priorities 5 to 6 are parameters relating to the degree of forward visibility of the driver, and priority 7 is This is a parameter related to the running stability of the vehicle.

More specifically, the “distance to obstacle” having the highest priority 1 is an information item that can be acquired by the laser radar 3 or the roadside-to-vehicle communication device 4, and the distance to the acquired obstacle is If the value is equal to or less than a predetermined value (predetermined distance) L0, it is determined that the condition is satisfied. Here, the reason why the distance to the obstacle is the first priority is the most urgent compared to other states,
It is because of high tension.

Next, "vehicle speed" of priority order 2 is an information item that can be acquired by a vehicle speed sensor (not shown). If the acquired vehicle speed is equal to or higher than a predetermined value V0, it is determined that the condition is satisfied. Here, the reason why the vehicle speed is the priority order 2 is that the risk of collision is high according to the distance to the obstacle.

Next, the “acceleration / deceleration” of the priority order 3 is an information item that can be obtained by calculation based on the detection results of the front and rear G sensor 2 and the vehicle speed sensor (not shown). In this case, it is determined that the condition is satisfied. Here, the reason why the acceleration / deceleration has the priority order 3 is that the risk of collision is high according to the distance to the obstacle and the vehicle speed.

Next, the “vertical gradient of road” of the priority order 4 is as follows.
It is an information item that can be acquired by the navigation unit 7 or the road-to-vehicle communication device 4. If the acquired gradient is a downward gradient and the degree of the gradient is a predetermined amount (%) or more, it is determined that the condition is satisfied. The reason why the vertical gradient of the road is the priority order 4 is that although the priority order can be set lower than the distance to the obstacle, the vehicle speed, and the acceleration / deceleration, the change in the distance to the obstacle greatly changes due to the inclination of the road. This is because the risk is high.

Next, the “curvature of the curve” of priority 5 is
An information item that can be acquired by the navigation unit 7 or the roadside-to-vehicle communication device 4, and the acquired curvature has a predetermined value r
If it is 0 or more, it is determined that the condition is satisfied. Here, the reason why the curvature of the curve is the priority order 5 is that the above-mentioned priority order 1
Although the priority order can be set lower than the parameters related to the risk of collision with obstacles 4 to 4, if there is a road with a blind curve ahead, the risk is higher as the curve of the blind curve becomes tighter. It is.

Next, the "illuminance" of the priority order 6 is an information item that can be obtained, for example, by operating the headlight switch 9, and is dark at night when the surroundings of the traveling road having a predetermined illuminance S0 or less are dark (the headlight switch 9 is In the case of (ON state), it is determined that the condition is satisfied. Here, the reason why the illuminance is the priority order 6 is that although the priority order can be set lower than the parameters related to the risk of collision with the obstacles of the priority order 1 to 4, the visibility of the traveling road greatly changes. This is because the risk is high.

The "road surface condition" of the priority order 7 is an information item that can be obtained by the road-to-vehicle communication device 4. If the obtained friction coefficient μ is equal to or larger than the predetermined value μ0, it is determined that the condition is satisfied. Here, the reason why the road surface state is the priority order 7 is that although the priority order can be set lower than the other parameters described above, the offset amount should be changed in order to maintain the stability of the vehicle.

According to the present embodiment, when a bodily sensation warning is issued, the degree of the automatic braking operation can be appropriately adjusted according to the danger.

[Brief description of the drawings]

FIG. 1 is a diagram illustrating an operation of a collision prevention support system for a forward obstacle according to a first embodiment.

FIG. 2 is a diagram illustrating a mode of a warning notified on a vehicle by a collision prevention support system for a forward obstacle according to the first embodiment.

FIG. 3 is a diagram exemplifying an arrangement of main devices mounted on a vehicle 100 according to the first embodiment.

FIG. 4 is a block diagram illustrating a configuration of a control system of the vehicle 100 according to the first embodiment.

FIG. 5 is a diagram illustrating a bodily sensation warning process according to the first embodiment.

FIG. 6 shows a main controller 1 according to the first embodiment.
6 is a flowchart showing a sensation warning process executed by the user.

FIG. 7 is a diagram illustrating a bodily sensation warning process according to the second embodiment.

FIG. 8 shows a main controller 1 according to a third embodiment.
6 is a flowchart showing a sensation warning process executed by the user.

FIG. 9 is a diagram illustrating a bodily sensation warning process according to the third embodiment.

FIG. 10 is a diagram illustrating a bodily sensation warning process according to a fourth embodiment.

FIG. 11 is a flowchart showing a bodily sensation warning process executed by the main controller 1 in the fourth embodiment.

FIG. 12 is a flowchart showing a bodily sensation warning process executed by a main controller 1 in a modification of the fourth embodiment.

FIG. 13 is a diagram for explaining changing an offset value in a bodily sensation warning process according to the fifth embodiment.

FIG. 14 is a setting table showing a priority order of base values in the fifth embodiment.

[Explanation of symbols]

1: main controller, 2: front and rear G sensor, 3: laser radar, 4: road-to-vehicle communication device, 5: brake switch,
6: brake pressure sensor, 7: navigation unit,
8: GPS unit, 9: Headlight switch, 1
0: brake ECU, 11: brake actuator,
12: display, 13: speaker, 15: road-to-vehicle communication antenna, 100: vehicle, 200: obstacle sensor,
300: Road-to-vehicle communication equipment,

Continuation of the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat II (reference) B60R 21/00 B60R 21/00 626G 627 627 628 628B 628C 628F B60K 31/00 B60K 31/00 Z B60T 7/12 B60T 7 / 12 C F02D 29/02 301 F02D 29/02 301D G08G 1/16 G08G 1/16 C (72) Inventor Masaki Chiba No.3-1 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture F-term (reference) 3D044 AA11 AA24 AA35 AB01 AC24 AC26 AC55 AC56 AC57 AC59 AC61 AD21 AE03 3D046 BB18 BB26 HH02 HH20 HH26 HH49 MM34 3G093 AA01 BA23 BA24 CB12 DB05 DB15 DB16 DB18 EB04 EC01 FA11 FA12 FB02 FB03 5H180 LL03 CC01 CC

Claims (7)

[Claims] 1. An obstacle detecting means for detecting a value related to a distance between an obstacle existing ahead and a vehicle, and automatically braking a traveling speed of the vehicle independently of a driving operation by a driver of the vehicle. Braking control means, when the value relating to the distance satisfies a predetermined condition, adjusts the braking force on the vehicle by the braking control means to increase or decrease in a predetermined cycle, and sets the base value of the braking force to time. And a warning means for warning the driver of an obstacle by changing so as to gradually increase as time elapses. 2. The vehicle according to claim 1, wherein the warning means stops the obstacle warning when detecting a brake operation by the driver while performing the obstacle warning. Control device. 3. The warning means, when performing the obstacle warning and detecting that the vehicle is traveling on a descending gradient that is steeper than a predetermined gradient, performs a braking operation by the driver. The vehicle control device according to claim 1, wherein the obstacle warning is continued even when the vehicle is detected. 4. The warning device according to claim 1, wherein the warning means detects the vehicle is traveling on a descending slope that is steeper than a predetermined slope while performing the obstacle warning. The vehicle control device according to claim 1 or 2, wherein the obstacle warning is continued unless a brake operation larger than the brake operation is detected. 5. The braking control means holds a braking force as an adjustment result by the alarm means when detecting an operation of the driver by the driver when an obstacle alarm is issued by the alarm means. 2. The vehicle control device according to claim 1, wherein braking is performed in accordance with a brake operation performed by the driver in a state where the vehicle is kept depressed. 6. The alarm means may be configured to determine the magnitude of the base value as a value related to a distance between the obstacle and the vehicle, a parameter representing a driving state of the vehicle, and a parameter representing a traveling road environment around the vehicle. The vehicle control device according to claim 1, wherein the control is changed according to at least one of the conditions. 7. The alarm means may determine the magnitude of the base value as a parameter relating to a risk of collision with the obstacle, a parameter relating to a degree of forward visibility of the driver, and a parameter relating to running stability of the vehicle. 7. The vehicle control device according to claim 6, wherein the priority order is changed.