JP2005031967A - Vehicle control system for coping with collision - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle control system for performing practical control coping with a collision. <P>SOLUTION: The system performs auto-cruise-control (ACC) and pre-crash-safety (PCS) control, based on information related to a vehicle preceding an immediately leading vehicle which exists ahead of the immediately leading vehicle. Specifically, based on the deceleration G<SB>Cff</SB>(S302, S306) of the vehicle preceding the immediately leading vehicle, a time of collision (S301, S305) and a vehicle-to-vehicle time Ta<SB>Cff-Cf</SB>(S303, S307) between the vehicle preceding the immediately leading vehicle and the immediately leading vehicle, or the like, the system presumes the possibility of collision between the vehicles, when the possibility is high, decides that the possibility of collision between own vehicle and the immediately leading vehicle is high likewise, and changes (S304, S309) the configuration of operation of a seat belt device, a braking device, or the like. For instance, the system moves up the timing of operation start of these devices, or increases the operation amount and application force therefor. By means of a millimeter wave radar, the position of a vehicle existing beyond a leading vehicle can be grasped. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

なお、本実施形態では、直前存在物Ｃｆ幅Ｗ_Ｃｆは自車両の幅Ｗ_Ｃ０よりも小さくないものと仮定している。Ｓ４０１ではこの式に従って、ラップ率Ｌａｐが算出される。
【００９０】
次に、Ｓ４０２において、算出されたラップ率Ｌａｐが、設定された第１閾値Ｌａｐ１（例えば２０％）を超えているか否かが判断される。超えていない場合は、本ルーチンを終了する。第１閾値を超えている場合は、Ｓ４０３において、ＰＣＳ開始時間Ｔｓ_ＰＣＳが、設定されている変更量ΔＴｓ_ＰＣＳ２（例えば、０．２ｓｅｃ）だけ早められるとともに、ＰＣＳ動作モード値Ｍ_ＰＣＳが、設定されている変更量ΔＭ_ＰＣＳ２（例えば、１）だけ増加させられる。
【００９１】
続く、Ｓ４０４において、算出されたラップ率Ｌａｐが、設定された第２閾値Ｌａｐ２を超えているか否かが判断される。なお、第２閾値Ｌａｐ２は、上記第１閾値Ｌａｐ１より大きい値（例えば、８０％）に設定されている。第２閾値Ｌａｐ２を超えていない場合は、本ルーチンを終了する。超えている場合は、Ｓ４０５において、ＰＣＳ開始時間Ｔｓ_ＰＣＳが、さらに、設定されている変更量ΔＴｓ_ＰＣＳ３（例えば、０．２ｓｅｃ）だけ早められるとともに、ＰＣＳ動作モード値Ｍ_ＰＣＳが、さらに、設定されている変更量ΔＭ_ＰＣＳ３（例えば、１）だけ増加させられる。本ルーチンによれば、前方存在物Ｃｆとのラップ率Ｌａｐに応じて、ＰＣＳ制御のモードが段階的に変更されることになる。
【００９２】
ｖ）ＡＣＣ・ＰＣＳ作動ルーチン
図１６にフローチャートを示すＡＣＣ・ＰＣＳ作動ルーチンは、ＡＣＣ制御，ＰＣＳ制御を実行するルーチンであり、詳しくは、Ｓ３の第１モード決定ルーチン，Ｓ４の第２モード決定ルーチンによって決定されたそれぞれの制御モードに従って、ＡＣＣ制御，ＰＣＳ制御を行うルーチンである。
【００９３】
本ルーチンでは、まず、Ｓ５０１において、ＰＣＳ制御を開始するための一般的な条件を具備しているか否かが判断される。この条件は、通常のＰＣＳ制御における条件に従えばよく、例えば、自車両Ｃ０の速度Ｖ_Ｃ０が、設定された作動条件速度Ｖｓ_ＰＣＳ（例えば、２０ｋｍ／ｈ）を超えていること等が条件とされる。条件を具備していない場合は、ＰＣＳ制御は行われない。次のＳ５０２はスキップされてＳ５０５に移行する。具備している場合は、次のＳ５０２において、自車両Ｃ０と直前存在物Ｃｆとの衝突時間Ｔｂ_{Ｃｆ−Ｃ０}が、変更されたあるいは変更されていないＰＣＳ開始時間Ｔｓ_ＰＣＳ以下であるか否かが判断される。ＰＣＳ開始時間に至っていない場合は、ＰＣＳ制御は行われずに、Ｓ５０５に移行する。衝突時間Ｔｂ_{Ｃｆ−Ｃ０}がＰＣＳ開始時間Ｔｓ_ＰＣＳ以下である場合は、Ｓ５０３において、ＡＣＣ制御動作が禁止されるとともにＰＣＳ制御動作が許容され、次のＳ５０４において、変更されたあるいは変更されていないＰＣＳ動作モード値Ｍ_ＰＣＳに基づくＰＣＳ動作制御が開始される。このＰＣＳ制御における作動装置の動作については、後に説明する。ＰＣＳ制御が開始された後に、本ルーチンの実行を終了する。
【００９４】
Ｓ５０５に移行した場合は、まず、ＰＣＳ制御動作が禁止されるとともにＡＣＣ制御動作が許容される。続くＳ５０６において、ＡＣＣ制御を開始するための一般的な条件を具備しているか否かが判断される。この条件は、通常のＡＣＣ制御における条件に従えばよく、例えば、ＡＣＣ制御スイッチがＯＮ状態とされているか、自車両Ｃ０の速度Ｖ_Ｃ０が、設定された作動条件速度Ｖｓ_ＡＣＣ（例えば、４０ｋｍ／ｈ）を超えていること、ブレーキペダル等のブレーキ操作部材が操作されていないこと等が条件とされる。この条件を具備していない場合は、ＡＣＣ制御は行われず、本ルーチンを終了する。条件を具備する場合は、Ｓ５０７において、自車両Ｃ０の直前先行車両Ｃｆとの車間時間Ｔａ_{Ｃｆ−Ｃ０}が、変更されたあるいは変更されていないＡＣＣ開始時間Ｔｓ_ＡＣＣ以下であるか否かが判断される。ＡＣＣ開始時間Ｔｓ_ＡＣＣに至っていない場合は、Ｓ５０９において、定速ＡＣＣ制御が行われ、本ルーチンを終了する。到達時間Ｔａ_{Ｃｆ−Ｃ０}がＡＣＣ開始時間Ｔｓ_ＡＣＣ以下の場合は、変更されたあるいは変更されていないＡＣＣ動作モード値Ｍ_ＡＣＣに基づく減速ＡＣＣ制御が開始され、その後の本ルーチンを終了する。これら定速ＡＣＣ制御，減速ＡＣＣ制御における作動装置の動作については、後に説明する。
【００９５】
＜ＡＣＣ制御，ＰＣＳ制御における作動装置の動作＞
ＡＣＣ制御，ＰＣＳ制御自体は、既によく知られた制御であり、本実施形態においても、作動装置の一般的な動作は公知の制御に従って行えばよい。そのため、一般的な説明は簡単なものに留め、ここでの説明は、本発明に関係の深い部分を中心に行う。
【００９６】
ＡＣＣ制御は、大きくは、定速ＡＣＣ制御と減速ＡＣＣ制御とに分けられる。定速ＡＣＣ制御は、直前先行車両Ｃｆが車間時間Ｔａ_{Ｃｆ−Ｃ０}内に存在しない場合の制御であり、この場合は、自車両Ｃ０の走行速度Ｖ_Ｃ０が、定められた範囲（例えば、４０〜１００ｋｍ／ｈ）において運転者によって設定されたＡＣＣ車速Ｖ_ＡＣＣを維持するように制御される。具体的に言えば、衝突対応ＥＣＵ１０は、ＡＣＣ車速Ｖ_ＡＣＣと自車速Ｖ_Ｃ０との偏差に基づいて、自車両Ｃ０に必要となる加減速度である目標加減速度を算出し、この目標加減速度をエンジンＥＣＵ３２に送る。エンジンＥＣＵ３２は、目標加減速度に応じて電子スロットルＡＣＴ３４を動作させ、エンジン装置の出力を調整するのである。
【００９７】
減速ＡＣＣ制御は、直前先行車両Ｃｆが車間時間Ｔａ_{Ｃｆ−Ｃ０}内に存在する場合の制御であり、車間時間Ｔａ_{Ｃｆ−Ｃ０}のＡＣＣ開始時間Ｔｓ_ＡＣＣに対する偏差および直前先行車両Ｃｆと自車両Ｃ０との相対速度Ｖ_{Ｃｆ−Ｃ０}に基づいて、自車両Ｃ０の減速が行われる。具体的に言えば、まず、衝突対応ＥＣＵ１０は、上記偏差および相対速度Ｖ_{Ｃｆ−Ｃ０}に基づいて、自車両Ｃ０に必要とされる目標減速度Ｇ^＊を算出する。この算出された目標減速度Ｇ^＊は、エンジンＥＣＵ３２，トランスミッションＥＣＵ３６，ブレーキＥＣＵ４２に送られる。これら各ＥＣＵ３２，３６，４２は、それぞれ、その目標減速度Ｇ^＊に応じて電子スロットルＡＣＴ３４，電子スロットルＡＣＴ３４，ブレーキＡＣＴ４４を動作させることで、それぞれの作動装置はその目標減速度Ｇ^＊に応じた制動力を自車両Ｃ０に与えるのである。より詳しく言えば、目標減速度Ｇ^＊がある範囲にある場合はエンジン装置の出力制限のみが行われ、その範囲を超えて目標減速度Ｇ^＊が大きい場合には、さらに、トランスミッション装置のシフトダウンあるいはシフトチェンジの制限がなされ、さらに目標減速度Ｇ^＊が大きい場合には、ブレーキ装置による制動が行われる。このように目標減速度Ｇ^＊に応じて作動装置が段階的に作動させられるのである。
【００９８】
先に説明した第１モード決定ルーチンによって、ＡＣＣ制御のモードが変更されている場合は、ＡＣＣ開始時間Ｔｓ_ＡＣＣの値が大きくされており、車間時間Ｔａ_{Ｃｆ−Ｃ０}が大きな段階で上記減速ＡＣＣ制御が開始される。すなわち制御の開始のタイミングが早められるのである。これについては、先に説明したとおりである。モードの変更がなされている場合、減速ＡＣＣ制御においては、衝突対応ＥＣＵ１０は、ＡＣＣ動作モード値Ｍ_ＡＣＣの大きさに応じて、算出される目標減速度Ｇ^＊の値を変更するようにされている（例えば、Ｍ_ＡＣＣの値が１（初期設定では０）である場合には、算出された目標減速度Ｇ^＊を１．２倍する）。各作動装置は、目標減速度Ｇ^＊に応じた制御がなされることから、モード変更によって、目標減速度が大きくされれば、上記トランスミッション装置の作動，ブレーキ装置の作動のタイミングが早められることになり、また、各作動装置によって得られる制動力が大きなものとなるのである。より具体的に言えば、例えば、本実施形態のブレーキ装置はブレーキＡＣＴ４４としての液圧ブレーキシリンダ備えており、そのブレーキシリンダへ供給される液圧が目標減速度Ｇ^＊に応じて決定されるため、目標減速度Ｇ^＊が大きな値に変更されれば、高いブレーキシリンダ液圧が供給され、大きなブレーキ力が得られることになるのである。
【００９９】
ＰＣＳ制御においては、ブレーキ装置準備制御，シートベルト装置の作動制御等が行われる。ブレーキ装置準備制御は、衝突直前に運転者がブレーキ操作を行うことを予想して、そのブレーキ操作の準備を行う制御である。具体的には、先に説明したように、自車両Ｃ０と直前存在物Ｃｆとの衝突時間Ｔｂ_{Ｃｆ−Ｃ０}がＰＣＳ開始時間Ｔｓ_ＰＣＳとなった場合に、衝突対応ＥＣＵ１０から、ブレーキＥＣＵ４２にＰＣＳ制御開始の信号が送られ、ブレーキＥＣＵ４２は、ブレーキＡＣＴ４４の一種である液圧ポンプの作動が開始される。第１モード決定ルーチンと第２モード決定ルーチンとの少なくともいずれかにおいてモード変更がなされている場合は、ＰＣＳ開始時間Ｔｓ_ＰＣＳが大きな値に変更されており、液圧ポンプの作動開始のタイミングが早められるのである。また、ブレーキＥＣＵ４２には、前述のＰＣＳ動作モード値Ｍ_ＰＣＳも送られ、ブレーキＥＣＵ４２は、そのモード値Ｍ_ＰＣＳに応じた圧力（例えば、モード値がＭ_ＰＣＳ大きくなるほど、目標圧力が高い）となるように液圧ポンプを駆動させる。つまり、より強いブレーキ操作が行われることを想定して、ブレーキ装置の準備動作が行われるのである。なお、ＰＣＳ制御においても、衝突回避のための緊急減速制御を行うことが可能である。、その場合、上記減速ＡＣＣ制御に類似した制御（減速ＡＣＣ制御よりも大きな制動力を発生させる）を行なえばよい。
【０１００】
シートベルト装置は、シートベルトＡＣＴ５２として、シートベルトに張力を与える巻取り装置（プリテンショナ）を備えており、ＰＣＳ制御においては、自車両の衝突前にこのプリテンショナが作動させられる。先に述べた開始条件でＰＣＳ制御が開始され、衝突対応ＥＣＵ１０から、シートベルトＥＣＵ５０にプリテンショナの作動指令が発せられる。シートベルトＥＣＵ５０は、その指令を受けてプリテンショナを作動させる。モードが変更されている場合は、ＰＣＳ制御の開始が早められることから、プリテンショナの作動のタイミングが早められることになる。プリテンショナは、その引張荷重を変更可能な構造とされており、その荷重は、ＰＣＳ動作モード値Ｍ_ＰＣＳに応じた値となるようにシートベルトＥＣＵ５０によって制御される（例えば、モード値Ｍ_ＰＣＳが０の場合は８０Ｎ，１の場合は１００Ｎ，２の場合は１５０Ｎ，３の場合は２００Ｎ）。つまり、作動装置の作動効果が増大させられるのである。
【０１０１】
ＰＣＳ制御においては、また、制御の開始直後に、後方の車両の追突を防止すべく、自車両Ｃ０のブレーキランプが点灯させられる。ブレーキランプも作動装置の一種であり、モードに応じて、点灯のタイミングが変更させられることになる。また、ブレーキランプ点灯の代わりにあるいはブレーキランプ点灯とともに、車々間・車路間通信装置７０によって、後方車両に向けて自車両Ｃ０の衝突の可能性が高いことを報知することも可能である。また、エアバッグ装置等、他の乗員保護装置の作動をモードによって変更することも可能であり、ステアリング装置による回避動作を行う場合に、その動作のタイミング，回避動作量をモードに応じて変更することも可能である。
【０１０２】
＜衝突対応ＥＣＵの機能構成＞
上記衝突対応制御プログラムに従って衝突対応ＥＣＵ１０が実行する処理に鑑みれば、衝突対応ＥＣＵ１０の機能構成は、図１７のブロック図のように表現できる。この図に従って、衝突対応ＥＣＵ１０の機能構成を説明すれば、以下のようである。衝突対応ＥＣＵ１０は、レーダ装置１４，画像依拠情報取得装置２０，車々間・車路間通信装置７０を含む存在物情報取得装置１００から、存在物情報を入手する存在物情報入手部１０２を備える。この存在物情報入手部１０２が入手した存在物情報は、制御対象物特定部１０４，作動形態決定部１０６，作動制御部１０８の各々の処理において用いられる。
【０１０３】
制御対象特定部１０４は、存在物情報に基づいて、ＡＣＣ制御，ＰＣＳ制御の対象となる前方存在物Ｃｆ，Ｃｆｆを特定する。具体的には、上記自車線上存在物特定ルーチンＳ１およびＡＣＣ・ＰＣＳ対象特定ルーチンＳ２を実行する部分が該当する。制御対象物特定部１０４は、大きくは、自車線上存在物特定ルーチンＳ１を実行する部分である自車線上存在物特定部１１０と、ＡＣＣ・ＰＣＳ対象特定ルーチンＳ２を実行する部分である直前・次前存在物決定部１１２とに分けることができる。自車線上存在物特定部１１０は、制御対象物の特定の第１段階である自車線上存在物を特定する。この特定に際して、Ｓ１０６〜Ｓ１１３の処理を実行することにより、幅関連情報に基づく自車線上存在物の特定が行われる。つまり、それらの処理を実行する部分が、幅関連情報依拠特定部１１４として機能するのである。直前・次前存在物決定部１１２は、自車線上存在物の中から、直前存在物（直前先行車両）Ｃｆおよびそれの前方に存在する次前存在物（直前車前方存在物，先々行車両）Ｃｆｆを、ＡＣＣ制御，ＰＣＳ制御のために特定する。
【０１０４】
作動形態決定部１０６は、制御対象物特定部１０４の特定結果と特定された制御対象物Ｃｆ，Ｃｆｆの存在物情報とに基づいて、ＡＣＣ制御，ＰＣＳ制御における作動装置の作業形態、つまり、制御モードを決定する。具体的には、第１モード決定ルーチンＳ３および第２モード決定ルーチンＳ４を実行する部分が該当する。作動形態決定部１０６は、大きくは、第１モード決定ルーチンＳ３を実行する部分である次前存在物依拠決定部１１６と、第２モード決定ルーチンを実行する部分である幅関連情報依拠決定部１１８とに分けることができる。次前存在物依拠決定部１１６は、次前存在物である直前車前方存在物Ｃｆｆの状態に依拠して作動形態を決定する。具体的には、その直前車前方存在物である先々行車両Ｃｆｆの減速度Ｇ_Ｃｆｆ、直前先行車両Ｃｆとその直前車前方存在物Ｃｆｆとの到達時間Ｔａ_{Ｃｆｆ−Ｃｆ}，衝突時間Ｔｂ_{Ｃｆｆ−Ｃｆ}等に基づいて、ＡＣＣ制御，ＰＣＳ制御における制御モードを決定する。幅関連情報依拠決定部１１８は、幅関連情報に基づいて直前存在物Ｃｆとのラップ率Ｌａｐを推定し、その推定されたラップ率Ｌａｐに基づいて、ＰＣＳ制御の制御モードを決定する。
【０１０５】
作動制御部１０８は、エンジン装置，ブレーキ装置，シートベルト装置等の作動装置１２０の制御を、特定された制御対象物Ｃｆ，Ｃｆｆの存在物情報に基づいて、作動形態決定部１０６によって決定された作動形態に従って実行する部分である。具体的には、ＡＣＣ・ＰＣＳ作動ルーチンＳ５を実行する部分が該当する。
【０１０６】
また、衝突対応ＥＣＵは、制御対象特定部１０４，作動形態決定部１０６，作動制御部１０８による処理で利用される各種の設定パラメータ，閾値等を格納する設定パラメータ等格納部１２２を備えている。設定パラメータ格納部１２２には、具体的には、例えば、自車両幅Ｗ_Ｃ０、自車線幅Ｗ_ＯＬ、到達時間，衝突時間等に関する閾値Ｔａ_ＰＣＳ，Ｔｂ_ＡＣＣ等、ＰＣＳ開始時間，ＡＣＣ開始時間，ＰＣＳ動作モード値，ＡＣＣ動作モード値の初期設定値Ｔｓ_ＰＣＳ，Ｔｓ_ＡＣＣ，Ｍ_ＰＣＳ，Ｍ_ＡＣＣおよびそれらの変更量ΔＴｓ_ＰＣＳ１〜３，ΔＭ_ＰＣＳ１〜３等、ラップ率に関する閾値Ｌａｐ１，Ｌａｐ２等が格納されている。なお、それらの設定パラメータ等は、変更が可能であり、それらを変更することにより制御条件，制御態様等を任意に変更することが可能とされている。
【図面の簡単な説明】
【図１】本発明の実施形態である衝突対応車両制御システムの全体構成を示すブロック図である。
【図２】レーダ装置が直前先行車両の陰に隠れる先々行車両を回折現象を利用して探知する様子を模式的に示す図である。
【図３】レーダ装置が直前先行車両の陰に隠れる先々行車両を路面の反射を利用して探知する様子を模式的に示す図である。
【図４】レーダ装置によって取得される前方存在物との相対位置関係、相対速度を示す概念図である。
【図５】画像依拠情報取得装置によって取得される特定存在物の幅関連情報を示す概念図である。
【図６】衝突対応制御ＥＣＵによって実行される衝突対応制御プログラムを示すフローチャートである。
【図７】衝突対応制御プログラムを構成する前方存在物情報取得ルーチンを示すフローチャートである。
【図８】レーダ装置によって認識されたいくつかの特定存在物と自車両の相対位置関係を示す概念図である。
【図９】特定存在物の絞込みを説明するための概念図である。
【図１０】画像依拠情報取得装置によって取得された幅関連情報に基づいて算出される特定存在物の幅関連位置を示す概念図である。
【図１１】特定存在物が自車両の走行線上に存在するか否かの判断を説明するための概念図である。
【図１２】衝突対応制御プログラムを構成するＡＣＣ・ＰＣＳ対象特定ルーチンを示すフローチャートである。
【図１３】衝突対応制御プログラムを構成する第１モード決定ルーチンを示すフローチャートである。
【図１４】衝突対応制御プログラムを構成する第２モード決定ルーチンを示すフローチャートである。
【図１５】ＰＣＳ制御の制御モードを変更するためのパラメータである前方存在物とのラップ率を説明するための概念図である。
【図１６】衝突対応制御プログラムを構成するＡＣＣ・ＰＣＳ作動ルーチンを示すフローチャートである。
【図１７】衝突対応ＥＣＵの機能に関するブロック図である。
【符号の説明】
１０：衝突対応ＥＣＵ（衝突対応制御装置） １４：レーダ装置 １６：ＣＣＤカメラ（カメラ装置） １８：画像処理装置 ２０：画像依拠情報取得装置（幅関連情報取得装置） ７０：車々間・車路間通信装置 １００：存在物情報取得装置 １０２：存在物情報入手部 １０４：制御対象物特定部 １０６：作動形態決定部 １０８：作動制御部 １１０：自車線上存在物特定部 １１２：直前・次前存在物決定部 １１４：幅関連情報依拠特定部 １１６：次前存在物依拠決定部 １１８：幅関連情報依拠決定部 １２０：作動装置 １２２：設定パラメータ格納部[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a vehicle control system for dealing with vehicle collisions such as so-called ACC control and PCS control, such as vehicle collision prevention and occupant protection from vehicle collisions.
[0002]
[Prior art]
In recent years, with respect to the control of vehicles such as automobiles, development of control technology for dealing with a collision with a front object existing in front of the host vehicle has progressed. As such control, for example, there is control that prevents or avoids collision with a front object, and there is also control that protects the occupant in anticipation of a collision occurring. For example, so-called ACC control (Auto-Cruise-Control or Adaptive-Cruise-Control) is well known as a representative of the former. Generally speaking, the ACC control is control such as adjusting the output of the engine device or the like so as to follow the preceding vehicle in a state where the inter-vehicle state with the preceding vehicle is set. As a typical example of the latter, so-called PCS control (Pre-Clash-Safety) is well known. Generally speaking, the PCS control is a control in which a collision of a vehicle is predicted and a protection device such as a seat belt is activated before the collision. It is always desired to be more practical for such collision response control.
[0003]
For example, as described in [Patent Document 1] below, the conventional collision response control is generally performed according to the state of the immediately preceding traveling vehicle. On the other hand, for example, in the technique described in [Patent Document 2] below, information on a vehicle traveling in front of the immediately preceding traveling vehicle is obtained, the possibility of collision between the two is judged, and the collision of the own vehicle is avoided. Control to do is described.
[0004]
[Patent Document 1]
JP 2000-95130 A
[Patent Document 2]
JP-A-5-238367
[0005]
In the technique described in Patent Document 2, more advanced control is performed in terms of avoiding a ball collision, but information on a preceding vehicle, particularly a vehicle existing ahead of the preceding vehicle, Information sent from a transmitter provided in the facility is received and acquired. However, technologies such as vehicle-to-car communication, communication between the vehicle and ground equipment, and other information such as the traveling speed of other vehicles and the distance between the vehicle and the vehicle are technologies at the stage of infrastructure development. It cannot be a technical technique.
[0006]
[Problems to be solved by the invention, means for solving problems and effects]
Accordingly, the present invention has been made as an object of obtaining a vehicle control system capable of performing practical collision response control, and according to the present invention, a collision response vehicle control system of the following aspects can be obtained. As with the claims, each aspect is divided into sections, each section is numbered, and is described in a form that cites the numbers of other sections as necessary. This is for the purpose of facilitating understanding of the present invention, and should not be construed as limiting the technical features described in the present specification and the combinations thereof to those described in the following sections. . In addition, when a plurality of items are described in one section, it is not always necessary to employ the plurality of items together. It is also possible to select and employ only some items.
[0007]
In each of the following terms, (1) corresponds to claim 1, (4) corresponds to claim 2, (5) corresponds to claim 3, (9) corresponds to claim 4, (10) is in claim 5, (11) is in claim 6, (12) is in claim 7, (14) is in claim 8, (15) is in claim 9, Item (16) corresponds to item 10 respectively.
[0008]
(1) Provided with a radar device capable of detecting a plurality of front entities existing on a travel line on which the host vehicle is scheduled to travel, information on each of the plurality of front entities and at least information on a position relative to the host vehicle An entity information acquisition device that acquires entity information including:
An operating device that operates in a state where the vehicle is highly likely to collide with a front object, such as a vehicle deceleration device that decelerates the vehicle, an occupant protection device that protects an occupant in the event of a collision, and
A collision response control device for controlling the actuator based on the presence information acquired by the presence information acquisition device;
A collision-responsive vehicle control system comprising:
The collision response control device controls the operation of the operating device in a state where there is a high possibility that it will collide with a preceding vehicle as a preceding entity that is a preceding vehicle immediately before the host vehicle, and the presence The collision is characterized in that the operation device is controlled based on the presence information about the front vehicle front existence that is the front existence existing ahead of the immediately preceding preceding vehicle, acquired by the object information acquisition device. Compatible vehicle control system.
[0009]
In short, the control system according to the aspect described in this section grasps the state of the front object existing in front of the immediately preceding preceding vehicle by the radar device provided therein, and controls the operation device based on the state. System. It is a practical system because it can acquire the information of the object in front of the vehicle just by its own equipment. Further, more practical control can be performed by determining the high possibility of collision of the host vehicle with the immediately preceding preceding vehicle based on the state of the preceding vehicle forward presence object.
[0010]
The “collision response control device” that forms the core of the system can be a control device that mainly performs a computer and performs collision response control such as ACC control and PCS control. The ACC control is a control aiming to follow the preceding vehicle within a set vehicle speed range. Specifically, in order to prevent a collision with the preceding vehicle, the ACC control appropriately maintains the inter-vehicle state with the preceding vehicle. It is. In the PCS control, when a collision with a front object is predicted, the occupant protection device starts operating (including preparation for operation) prior to the collision, or performs braking to avoid the collision. Control. As described above, there are various types of collision response control. The collision response control device may be a control device that can execute any of them, and can execute any one or more controls. A simple control device may be used. The “possibility of collision with a front object (preceding preceding vehicle)” varies depending on the type of collision response control, and is not handled uniformly. In other words, the possibility of collision is a relative concept that varies depending on the type of control. For example, in general, in the case of PCS control, the operation device is set to start in a state where the possibility of collision is higher than in the case of ACC control.
[0011]
In the collision handling control, it is convenient to determine the height at which the host vehicle can collide with a front entity based on parameters such as the distance from the front entity, the arrival time with respect to the front entity, and the collision time. (Hereinafter, distance, arrival time, collision time, etc. will be referred to as “collision-related relative relationship parameters”, or “relative relationship parameters” for short, as parameters defining the relative relationship between two objects related to collision. The arrival time is the time required to reach the position where the front entity is present at the current vehicle speed and does not depend on the moving speed of the front entity. The collision time is the time required to collide with a front object when the relative speed with the front object is maintained.When the front object is a preceding vehicle, the above distance is The distance and the arrival time can be called inter-vehicle time.) For example, in the collision response control, when the immediately preceding entity is the immediately preceding traveling vehicle, only the relative parameter for the immediately preceding traveling vehicle is used. It can be directly determine the likelihood of a collision with the immediately preceding running vehicle.
[0012]
The collision response control device described in this section, for example, in addition to or instead of determining the possibility of a collision with the immediately preceding preceding vehicle performed based on the relative relationship parameter, Based on the determination, the possibility of a collision between the immediately preceding vehicle and the host vehicle is determined, and the actuator is controlled based on the determination. Specifically, for example, by estimating the relationship between the preceding vehicle forward entity and the host vehicle based on the relative relationship parameter between the preceding vehicle front entity and the host vehicle, It is possible to determine a possibility of a collision with the immediately preceding vehicle existing in the vehicle and to control the actuator based on the determination. Also, for example, the state of the vehicle front entity itself such as the moving speed of the vehicle front object (traveling speed in the case of a preceding vehicle), the deceleration when the vehicle front object is a moving object, etc. The preceding preceding vehicle is estimated by estimating the possibility of a collision between the preceding vehicle forward existence object and the immediately preceding preceding vehicle based on the parameter indicating It is possible to determine a possibility of a collision between the vehicle and the host vehicle and control the actuator based on the determination. If the control as described above is performed, the delay of the operation of the operating device is reduced as compared with the case where the possibility of a collision with the immediately preceding traveling vehicle is directly determined based only on the relationship between the immediately preceding traveling vehicle and the own vehicle. It can be reduced, and the operating state can be optimized.
[0013]
As a control mode based on the possibility of a collision with the immediately preceding preceding vehicle, for example, an operation mode (concept including an operation start condition, an operation state, etc.) of the operating device corresponding to the possibility of the collision is determined and the operation is performed. It is possible to adopt a mode of performing control according to the form. Specifically, for example, when the possibility of a collision is high with respect to the condition for starting the operation, the control for speeding up the timing of starting the operation of the operation device compared to the case where the collision is low, When the possibility of collision is high, the control that increases the effect obtained by the operation of the actuator compared with the low case, and further, the control that combines these two controls, that is, the timing is advanced and Controls that increase the effect can also be employed. In addition, the description regarding the control which advances the timing which starts the action | operation of an actuator, and the control which increases the effect acquired by the action | operation of an actuator is mentioned later.
[0014]
As an example of the specific functional configuration of the collision response control apparatus, the collision response control apparatus described in this section includes (a) an entity information acquisition unit that acquires entity information from the entity information acquisition apparatus, and (b ) Based on the entity information obtained by the entity information obtaining unit, a control object identifying unit that identifies a vehicle front object that is a front object to be controlled, and (c) the identified vehicle ahead An operation mode determination unit that determines the operation mode of the operation device based on the presence information of the entity, and (d) an operation control unit that controls the operation of the operation device according to the determined operation mode. Can do. For example, in the case of performing control based on the possibility of a collision with the immediately preceding preceding vehicle, an operation mode corresponding to the possibility of the collision may be determined.
[0015]
The “actuating device” is not particularly limited. For example, in addition to the vehicle deceleration device that decelerates the host vehicle exemplified above, an occupant protection device that protects the occupant in the event of a collision, various types of control that can be controlled by collision control A vehicle-mounted device can be an actuating device. “Vehicle deceleration device” is typically a brake device (hydraulic brake device or the like), for example, but it can also be expected to have a braking force by an engine brake, a regenerative brake or the like. Vehicle drive force generators such as the above can also be included in the vehicle speed reducer, and in cases where gear changes are limited to make those braking forces more effective, the transmission device is also It can be part of the vehicle speed reducer. “Occupant protection device” includes, for example, a seat belt device (preferably equipped with a pretensioner), an airbag device, a steering device having an impact absorbing mechanism in a steering column, and a brake that retracts and absorbs the impact when an impact occurs. This applies to pedal devices such as pedals. Other vehicle-mounted devices include, for example, a steering device equipped with a steering mechanism for avoiding a collision, a suspension device that can change the vehicle height to reduce the impact, and the possibility of a collision with a rear vehicle. The rear indicator light device such as the brake lamp and the communication device to be notified also correspond to the operation device described in this section.
[0016]
The “front object” in this section may be a moving object such as a traveling vehicle, a stationary vehicle that stops on the road, or a stationary object such as an obstacle left and installed on the road. Good. The “preceding vehicle immediately before” in this section is an entity immediately before a direct collision is expected and is a traveling vehicle, but the “preceding vehicle immediately preceding entity” existing in front of the vehicle is limited only to the traveling vehicle. It may not be a thing but a stationary object. In addition, since the forward presence object to be controlled is controlled in consideration of the phenomenon of collision, it can be thought of as a traveling lane in which the vehicle is scheduled to travel (a lane having an arbitrarily set width, (It is not necessary to be the same as the lane drawn on the road surface.) It is desirable that the object is on the own lane on the own lane, and the preceding preceding vehicle and the preceding vehicle ahead are present on the own lane. It is desirable to be identified from among objects.
[0017]
The collision response control by the system described in this section may be performed by using one front entity located immediately before the immediately preceding preceding vehicle as the preceding vehicle front entity, A plurality of front objects existing ahead of the immediately preceding preceding vehicle may be performed as the preceding vehicle front existing objects. That is to say, the number of objects in front of the immediately preceding vehicle is not limited to one, and it is possible to perform collision handling control in a manner in which a plurality of objects are set as objects for control. Specifically, for example, a mode in which the control is performed by determining the possibility of a collision between the immediately preceding preceding vehicle and the host vehicle based on the state of a plurality of preceding vehicles.
[0018]
(2) At least one of the distance between each of the plurality of forward existence objects and the own vehicle, the direction with respect to each own vehicle, and the relative speed between each of the plurality of front existence objects and the own vehicle as the existence information. The vehicle for dealing with collision according to the item (1), which acquires one of the above.
[0019]
These pieces of information are effective as information relating to the relationship between the host vehicle and the front object necessary for the collision handling control. For example, based on such information, it is possible to determine whether or not the forward existence object is on the own lane that is the lane on which the host vehicle is scheduled to travel, and the arrival time and collision time described above. It is possible to acquire such information. In consideration of convenience, it is desirable to provide a radar apparatus that can simultaneously acquire the three information listed above.
[0020]
(3) The collision-responsive vehicle control system according to (1) or (2), wherein the radar device is a millimeter wave radar device.
[0021]
A radar device that uses millimeter waves as detection waves is a radar device that uses radio waves of relatively long wavelengths as detection waves. Unlike radar devices that use lasers, the radar devices use diffraction phenomena, reflections from road surfaces, and the like. Even if it is a forward existence whose at least a part is hidden in the immediately preceding traveling vehicle, it is possible to acquire information such as distance, direction, and relative speed. As will be described in detail later, it is desirable that the radar apparatus be an FM-CW radar apparatus that can perform scanning using a digital beam forming (DBF) technique.
[0022]
(4) The presence information acquisition device also acquires the presence information about the immediately preceding preceding vehicle, and the collision response control device is further based on the acquired presence information about the immediately preceding preceding vehicle. The collision-responsive vehicle control system according to any one of (1) to (3), which controls the operating device.
[0023]
Since the front entity that is expected to have a direct collision in the collision handling control is the immediately preceding vehicle, it is possible to acquire information on the immediately preceding vehicle and perform control based on it as in the system described in this section. desirable. For example, by obtaining the distance, relative speed, etc. between the immediately preceding preceding vehicle and the own vehicle, the relative relationship parameters for the immediately preceding preceding vehicle are obtained, and ACC control, PCS control, etc. are performed based on the parameters. Is possible. And, in the case of a system that performs control that relies on the state of the vehicle in front of the vehicle on the basis of that control, it is assumed that the operation of the actuator is started under the condition that relies on the above parameters. It is possible to make it the system of the aspect which changes the action | operation form of an action | operation apparatus based on the presence information about the front vehicle front presence thing.
[0024]
(5) The collision response control device estimates the possibility of a collision between the immediately preceding preceding vehicle and the preceding vehicle forward existence object, and controls the operating device based on the estimated result (1). The collision-responsive vehicle control system according to any one of items (1) to (4).
[0025]
When it is estimated that there is a high possibility of a collision between the immediately preceding preceding vehicle and an entity ahead of the immediately preceding vehicle, it is possible to determine that the possibility of a collision between the host vehicle and the immediately preceding preceding vehicle is high. For example, there is a high possibility that the host vehicle will collide with the immediately preceding preceding vehicle due to the collision of the immediately preceding preceding vehicle or the rapid deceleration to avoid the collision. In the system described in this section, for example, when it is estimated that there is a high possibility of a collision between the immediately preceding preceding vehicle and an entity immediately ahead of the immediately preceding vehicle, there is a high possibility of a collision between the host vehicle and the preceding traveling vehicle. It is possible to adopt a mode in which the collision response control is performed based on the determination.
[0026]
(6) The presence information acquisition device acquires the presence information about the preceding vehicle, which is a traveling vehicle traveling in front of the immediately preceding preceding vehicle, as the presence information of the preceding vehicle forward presence, The collision according to (5), wherein the collision response control device estimates a possibility of a collision between the immediately preceding preceding vehicle and the preceding vehicle, and controls the operating device based on the estimation result. Compatible vehicle control system.
[0027]
The aspect described in this section relates to control in the case where the preceding vehicle forward existence object is a traveling vehicle. For example, it is possible to perform collision response control assuming multiple collisions of vehicles (so-called ball collision). It is.
[0028]
(7) The collision response control device starts the operation of the operation device when the possibility of a collision between the estimated preceding preceding vehicle and the preceding vehicle forward existence object is high compared to a case where the collision is low. The collision-responsive vehicle control system according to (5) or (6), wherein control is performed to accelerate the timing of the collision.
[0029]
The mode described in this section is a mode of control based on the possibility of a collision between the immediately preceding preceding vehicle and the preceding vehicle forward existence object. If the timing for starting the operation of the operating device is advanced, it is possible to reduce the delay in the operation of the operating device. The mode of “acceleration of the timing for starting the operation of the operating device” includes a mode of relaxing the starting conditions of the operating device by the ACC control and the PCS control. For example, in the case where the disclosure conditions depend on the host vehicle, the immediately preceding preceding vehicle, and the relative relationship parameter, even if the parameter value is a value indicating that the possibility of collision between the two is low, the operating device is operated. It is an aspect. Specifically, for example, in the ACC control, the timing of decelerating the host vehicle, specifically, the output limit of the engine or the like, the shift down of the transmission, the operation of the hydraulic brake is accelerated, or the seat belt in the PCS control It is possible to advance the operation timing of the pretensioner that restrains the occupant by applying the pre-collision tension to the vehicle, or to advance the emergency brake timing. The operation start timing of the actuator may be continuously advanced, or a stepwise control mode is set and the operation is started stepwise according to the control mode. It may be.
[0030]
(8) The collision response control device is obtained by the operation of the operation device when the possibility of a collision between the estimated preceding preceding vehicle and the preceding vehicle forward existence object is high, as compared with a low case. The collision-responsive vehicle control system according to any one of (5) to (7), which performs control to increase the effect obtained.
[0031]
The mode described in this section is a mode of control based on the possibility of a collision between the immediately preceding preceding vehicle and the preceding vehicle forward existence object. If the effect obtained by the operation of the operating device is increased, the function of the operating device can be more reliably exhibited. The aspect of “increasing the effect obtained by the operation of the operating device” is a mode of increasing the operating amount of the operating device or increasing the force exerted by the operating device. The mode includes, for example, a mode of increasing the deceleration effect of the host vehicle and the occupant protection effect in the ACC control and the PCS control. Specifically, for example, the reduction at the time of deceleration of the host vehicle performed in the ACC control is included. A mode in which the speed is increased as compared with a normal case, more specifically, a mode in which, when the brake device is a device having a hydraulic brake cylinder, the hydraulic pressure of the cylinder is increased. can do. Further, in the PCS control, it is possible to adopt a mode in which the tension load of the seat belt before the collision is increased as compared with a normal state by increasing the amount of seat belt retracted by the above-described pretensioner. In addition, the aspect by which the effect by the action | operation of an actuator may be continuously increased may be sufficient, and a stepwise control mode is set and it can be increased stepwise according to the control mode. An aspect may be sufficient.
[0032]
(9) The presence information acquisition device acquires presence information about a preceding vehicle that is a traveling vehicle traveling in front of the immediately preceding preceding vehicle as presence information of the preceding vehicle forward presence, The collision response control device estimates a deceleration of the preceding vehicle based on the acquired preceding vehicle information, and controls the operating device based on the estimated deceleration of the preceding vehicle ( The collision-responsive vehicle control system according to any one of items 1) to (8).
[0033]
If the vehicle in front of the immediately preceding vehicle is a preceding vehicle that travels ahead of the immediately preceding preceding vehicle, when the preceding vehicle suddenly brakes, the immediately preceding preceding vehicle applies a sudden brake, Because the immediately preceding preceding vehicle collides with the preceding vehicle without stopping, the possibility that the own vehicle will collide with the immediately preceding preceding vehicle becomes high. The system described in this section detects, for example, the deceleration of the preceding vehicle, and determines that there is a high possibility of a collision between the host vehicle and the preceding vehicle when the deceleration is large, that is, when the vehicle is suddenly decelerating. Thus, the collision handling control can be performed. For example, when the relative speed between the vehicle and the host vehicle can be detected, the vehicle speed is calculated from the relative speed and the traveling speed of the host vehicle. It is possible to obtain. It is also possible to obtain a relative deceleration from the detected change in the relative speed and regard the relative deceleration as the deceleration of the preceding vehicle. It should be noted that the system described in this section can be thought of as a system that performs control by estimating the possibility of a collision between the immediately preceding preceding vehicle and the preceding vehicle based on the deceleration of the preceding vehicle. The system described in this section can be an aspect of the system that estimates the possibility of a collision between the immediately preceding preceding vehicle and the object ahead of the immediately preceding vehicle and performs control based on the estimation result as described above.
[0034]
(10) The collision response control device performs control for advancing the timing of starting the operation of the operating device when the estimated deceleration of the preceding vehicle is large compared to the case where the deceleration is small (9 The collision-responsive vehicle control system described in the item).
[0035]
The mode described in this section is a mode of control based on the deceleration of the preceding vehicle. If the timing for starting the operation of the operating device is advanced, it is possible to reduce the delay in the operation of the operating device. The aspect of “accelerating the timing for starting the operation of the actuator” is the same as the aspect in the above description.
[0036]
(11) The collision response control device performs control to increase the effect obtained by the operation of the operating device when the estimated deceleration of the preceding vehicle is large compared to the case where the deceleration is small ( 9. The collision-response vehicle control system according to item 9) or (10).
[0037]
The mode described in this section is a mode of control based on the deceleration of the preceding vehicle. If the effect obtained by the operation of the operating device is increased, the function of the operating device can be more reliably exhibited. The aspect of “increasing the effect obtained by the operation of the actuator” is the same as the aspect in the above description.
[0038]
(12) The presence information acquisition device also acquires the presence information about the immediately preceding preceding vehicle, and the collision response control device acquires the presence information and the acquisition regarding the acquired immediately preceding preceding vehicle. A distance between the immediately preceding preceding vehicle and the preceding vehicle forward existence, a time until the immediately preceding preceding vehicle reaches the position of the preceding vehicle forward existence, At least one of the time until the immediately preceding preceding vehicle and the preceding vehicle front object collide is estimated, and the actuator is controlled based on the estimated one (1). ) To (11) The collision-response vehicle control system according to any one of the items.
[0039]
The system described in this section is a system that performs control based on the relative relationship parameter between the immediately preceding preceding vehicle and the preceding vehicle forward presence object. Each parameter listed here is a convenient parameter for inferring the possibility of collision between the immediately preceding preceding vehicle and the preceding vehicle forward existence, and considering that, the system described in this section However, it can be an aspect of a system that estimates the possibility of a collision between the immediately preceding preceding vehicle and the preceding vehicle forward presence and performs control based on the estimated result. It can be estimated that the smaller the value of each of the above parameters, the higher the possibility of collision between the immediately preceding preceding vehicle and the preceding vehicle forward existence object, and the possibility of collision between the host vehicle and the immediately preceding preceding vehicle. It is a parameter that can be determined to have high performance.
[0040]
(13) The presence information acquisition device acquires the presence information about a preceding vehicle that is a traveling vehicle that travels ahead of the immediately preceding preceding vehicle as presence information of the preceding vehicle forward presence, Based on the acquired existence information about the preceding vehicle and the acquired existence information about the immediately preceding preceding vehicle, the collision response control device determines the inter-vehicle distance between the immediately preceding preceding vehicle and the preceding vehicle, The collision corresponding vehicle control system according to item (12), wherein at least one of time and collision time is estimated, and the actuator is controlled based on the estimated one.
[0041]
The aspect described in this section relates to control in the case where the preceding vehicle forward existence object is a traveling vehicle, and is an aspect capable of performing collision response control that also assumes multiple collisions (so-called ball collision). .
[0042]
(14) The collision response control device performs control to advance the timing for starting the operation of the operation device when the value of the estimated at least one is small compared to the case where the value is large (12). ) Or the collision-responsive vehicle control system according to item (13).
[0043]
The mode described in this section is one mode of control based on the relative relationship parameter between the immediately preceding preceding vehicle and the preceding vehicle forward presence. If the timing for starting the operation of the operating device is advanced, it is possible to reduce the delay in the operation of the operating device. The aspect of “accelerating the timing for starting the operation of the actuator” is the same as the aspect in the above description.
[0044]
(15) The collision response control device performs control to increase the effect obtained by the operation of the operating device when the estimated value of at least one is small compared to the case where the estimated value is large ( (12) A collision-responsive vehicle control system according to any one of (12) to (14).
[0045]
The mode described in this section is one mode of control based on the relative relationship parameter between the immediately preceding preceding vehicle and the preceding vehicle forward presence. If the effect obtained by the operation of the operating device is increased, the function of the operating device can be more reliably exhibited. The aspect of “increasing the effect obtained by the operation of the actuator” is the same as the aspect in the above description.
[0046]
(16) In the case where the presence information acquisition device is a preceding vehicle that travels ahead of the host vehicle, the presence information acquisition device acquires operation state suggestion information that suggests an operation state of the preceding vehicle to a rear vehicle. An operation state suggestion information acquisition device is provided, and the collision response control device controls the operating device based on the acquired operation state suggestion information. The collision-response vehicle control system described.
[0047]
For example, when the preceding vehicle performs a brake operation, it is assumed that the possibility that the own vehicle will collide with the immediately preceding preceding vehicle increases when the hazard lamp is operated because the distance between the vehicle and the front is reduced. Is done. Therefore, information that suggests the operation state of such a preceding vehicle is effective information for determining the possibility of a collision of the host vehicle with the preceding preceding vehicle. Conversely, when the accelerator (throttle) is being operated, it is possible to infer that the preceding vehicle is accelerating and the possibility of a collision has decreased. The system described in this section is a system that performs collision response control using such operation state suggestion information. Specifically, when the preceding vehicle performs a predetermined operation, the operation mode of the operating device can be changed. The acquired operation state suggestion information may be that of the immediately preceding preceding vehicle or of the preceding vehicle. Since the preceding vehicle where a direct collision is expected is the immediately preceding preceding vehicle, it is desirable to acquire at least the operation state suggestion information of the immediately preceding preceding vehicle. If the collision response control is performed based on the operation state suggestion information in addition to the existence information acquired by the radar device, more reliable collision response control is realized.
[0048]
(17) The operation state suggestion information acquisition device includes a camera device that monitors the preceding vehicle, and the operation state is obtained from image data of at least one of the display lamps of the brake lamp and the hazard lamp of the preceding vehicle obtained thereby. The lighting state of the at least one indicator lamp as suggestion information is acquired, and the collision response control device controls the operating device based on the acquired lighting state (16). The collision-response vehicle control system described in 1.
[0049]
The aspect described in this section includes, for example, an aspect in which the operation state suggestion information acquisition device is configured to include a camera device and an image processing device. Since the operation state suggestion information of the preceding vehicle can be easily obtained only by the device mounted on the host vehicle, the system becomes a practical system.
[0050]
(18) The operation state suggestion information acquisition device includes a communication device that receives the operation state suggestion information that is wirelessly transmitted, and the collision response control device is configured based on the received operation state suggestion information. The collision-responsive vehicle control system according to (16) or (17), which performs control.
[0051]
The aspect described in this section is an aspect in which operation state suggestion information is acquired by wireless communication. The communication device may communicate with the preceding vehicle to obtain the operation state suggestion information directly from the preceding vehicle, or communicate with a communication facility existing on the roadway and advance from the facility. The vehicle operation state suggestion information may be obtained indirectly. When infrastructure development progresses and inter-vehicle / road-way communication becomes common, it is possible to easily obtain operation state suggestion information of the preceding vehicle through communication, and it can be obtained as accurate information, so accurate control can be performed The system is realized.
[0052]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, an embodiment of the present invention will be described with reference to the drawings. Note that the present invention is by no means limited to the following embodiments, and in addition to the following embodiments, the embodiments described in the above [Problems to be Solved, Problem Solving Means and Effects] are described. As described above, the present invention can be implemented in various modifications and improvements based on the knowledge of those skilled in the art.
[0053]
<Overall system configuration>
In FIG. 1, the block diagram about the whole structure of the collision corresponding vehicle control system which is embodiment of this invention is shown. As shown in FIG. 1, the present system is configured to include several electronic control units (a control device mainly composed of a computer, hereinafter abbreviated as “ECU”). The ECU that forms the core of this system is a collision handling ECU 10 as a collision handling control device. The collision handling ECU 10 will be described in detail later, but the relative position between the front entity existing in front of the host vehicle and the host vehicle. While grasping the relationship and the like, and controlling an actuator described later based on the relative positional relationship and the like, collision control such as ACC control and PCS control regarding the host vehicle is performed.
[0054]
The collision handling ECU 10 is connected to various sensor devices via a sensor LAN 12 (in-vehicle LAN and other LANs are the same), and controls those sensor devices, and from these sensor devices, Obtain peripheral information and information on the behavior of the vehicle. The system includes a radar device 14 as a sensor device related to the present invention, an image-based information acquisition device 20 including two CCD cameras 16 and an image processing device 18 as camera devices, and a yaw rate of the host vehicle. A yaw rate sensor 22 is provided. In addition, the presence information acquisition apparatus in this system is comprised including the said radar apparatus 14 and the said image dependence information acquisition apparatus 20. FIG.
[0055]
Further, the collision handling ECU 10 is connected to a control system LAN 30, and various operating devices are connected to the LAN 30. The various operating devices are electronically controlled, and the ECU of the operating device and the collision handling ECU 10 are connected via the LAN 30. As an operating device deeply related to the present invention, in the figure, an engine device as a driving force generating device including an engine ECU 32 and an electronic throttle actuator (hereinafter referred to as “ACT”) 34, a transmission ECU 36 and a transmission Transmission device including ACT 38, brake device including brake ECU 42 and brake ACT 44, steering device including steering ECU 46 and steering ACT 48, seat belt device including seat belt ECU 50 and seat belt ACT 52, airbag ECU 54 and airbag ACT 56 An air bag device provided with These actuating devices are actuated based on a control signal from the collision handling ECU 10. The operation of these actuators will be described in detail later. The brake device has a wheel speed sensor 64, and the steering device has a steering angle sensor 66. The collision response ECU 10 determines the vehicle speed (average of the wheel speeds of the four wheels) detected by the sensors 64 and 66. And the steering angle (which may be the operation angle of the steering wheel or the steering angle of the steered wheel) is obtained as one of the own vehicle information.
[0056]
Further, the present system is provided with a vehicle-to-vehicle / vehicle-to-vehicle communication device 70 that performs communication with surrounding vehicles and with communication units provided at intervals in the vehicle lane. The communication device 70 is connected to an AV LAN 72 that is a network related to car navigation information and the like, and the LAN 72 is connected to the control LAN 30 via a gateway ECU 74. By such connection, the collision handling ECU 10 obtains information on the surrounding vehicle and delivers information on the own vehicle to the surrounding vehicle and the like. The inter-vehicle / road-to-vehicle communication device 70 constitutes a part of the existence information acquisition device described above.
[0057]
Roughly speaking, the present system prevents the collision between the front object and the own vehicle according to the state and situation of the front object such as the preceding vehicle detected by the radar device 14, the CCD camera 16, and the like. In addition, even in the event of a collision, the actuator is controlled so as to properly protect the occupant, and is a system capable of performing both the ACC control and the PCS control described above.
[0058]
<Radar device>
The radar apparatus 14 provided in the present system is a millimeter wave radar that uses millimeter waves as detection waves, and is an FM-CW radar apparatus that uses a transmission signal in which frequency modulation (FM) is performed on a continuous wave (CW). The radar device 14 is mounted on the host vehicle, detects a front entity such as a vehicle ahead, a road sign, and the like, and can acquire a relative positional relationship and a relative speed between the front entity and the host vehicle at the same time. In the radar apparatus 14, an adaptive array antenna filter is used, and an antenna beam is formed and scanned by a digital beam forming (DBF) technique, and a front entity is detected as point information. The detection principle of the FM-CW radar device, the DBF technology, etc. are described in detail in patent applications (Japanese Patent Application Laid-Open No. 2003-130945, Japanese Patent Application Laid-Open No. Hei 8-220220) by the applicant of the present application, and are already well-known techniques. Detailed description in this specification will be omitted.
[0059]
The radar apparatus 14 detects a front entity within the set detection range. More specifically, scanning is performed within a set angle range in front of the host vehicle (for example, a range of 10 ° to 20 °), and the farthest detection distance is set (for example, a value such as 200 m). It is supposed not to detect the forward existence that exists. Further, when traveling on a curved road, the present radar device 14 is based on the steering angle detected by the steering angle sensor 66 and the vehicle speed detected by the wheel speed sensor 64 (based on the yaw rate by the yaw rate sensor 22). The detection range of the front entity can be changed in the left-right direction according to the travel line.
[0060]
The radar apparatus 14 can detect other front entities hidden behind one front entity, unlike a radar apparatus using a laser. For example, even when there are two or more preceding vehicles on a straight road, it is also possible to detect a preceding vehicle traveling ahead of the immediately preceding preceding vehicle. For example, as schematically shown in FIG. 2, the radar apparatus 14 detects a radio wave having a relatively long wavelength. Therefore, a detection wave is detected in the preceding vehicle Cff located beyond the immediately preceding preceding vehicle Cf by a diffraction phenomenon. And the reflected wave from the preceding vehicle Cff also returns to the host vehicle C0. Further, for example, as schematically shown in FIG. 3, the detection wave reaches the preceding vehicle Cff first by being reflected on the road surface below the vehicle body of the immediately preceding preceding vehicle Cf, and the reflected wave also reaches the host vehicle C0. is there. As will be described in detail later, in this system, using such characteristics, the relative positional relationship of a front entity such as a preceding vehicle existing ahead of the immediately preceding preceding vehicle is acquired, and the information is used as ACC control, PCS. Effective use for control.
[0061]
In the case of using the radar device 14, a location where the radio wave of the front object is reflected most strongly is detected. If the case where the front entity is a traveling vehicle is described as an example, as shown in FIG. 4, the portion having the rear end surface of the preceding vehicle Cn is generally the strongest reflection portion Q ′ (Cn), and the center of the front end of the host vehicle C0. A relative positional relationship and a relative speed with respect to O (location serving as a reference of the host vehicle) are acquired as a relative positional relationship between the two. Specifically, in the case of FIG. _Cn-C0 (A kind of relative relationship parameter), direction θ relative to own vehicle C0 _Cn , Q ′ (Cn) and relative velocity V in the direction along the line connecting O _Cn-C0 (In the present embodiment, a positive value is assumed when the two approach each other). In addition, even if the front entity is a stationary object such as a stopped vehicle, the relative positional relationship between the two is acquired in the same manner. The relative speed V _Cn-Co Is the orientation θ _Cn Vehicle speed V _Co , V _Cn However, in actual ACC control and PCS control, the collision of the vehicle with the front object, that is, the distance l _Cn-C0 To detect the relative velocity V detected _Cn-C0 Is a convenient parameter for their control.
[0062]
On the other hand, in the aforementioned front entity, the strongest reflection location differs depending on the positional relationship between the host vehicle and the front entity, and is not always a constant location. Therefore, when estimating the position of a front object in the width direction of the host vehicle, the estimated position may include some error. If the estimation error of the position in the width direction of the front entity becomes a problem and more precise control is required, it is desirable to take some measures.
[0063]
The radar device 14 continuously performs detection at extremely short time intervals (for example, several tens of milliseconds). The radar device 14 includes a processing device that mainly processes a CPU and processes a detection result, and identifies a monitoring target based on the most recent detection results. In other words, the radar device 14 has a function of following and monitoring a specific front entity. This specific process is performed based on the obtained relative positional relationship, change in relative speed, and the like, and noise, roadside objects such as guardrails are excluded from the monitoring target. Although this process is not particularly limited, for example, since it is described in detail in the above-mentioned patent application (Japanese Patent Laid-Open No. 8-220220) of the present applicant, the description thereof is omitted here. By this process, the front existence according to the purpose, such as a preceding vehicle and a stationary object such as a stopped vehicle on the road, is set as a monitoring target as a specific existence. Data on the relative positional relationship and relative speed for these specific entities is sent to the image dependence information acquisition device 20 and also sent to the collision handling ECU 10 based on a request from the collision handling ECU 10.
[0064]
<Image-based information acquisition device>
The image-based information acquisition device 20 includes two CCD cameras 16 and an image processing device 18 mainly composed of a computer. The two CCD cameras 16 are arranged so as to be separated from each other in the vehicle width direction, such as door mirrors and both ends of the front grill. This is a so-called stereo camera device. Although the detailed description is omitted, the image-based information acquisition device 20 uses the parallax of each of the two CCD cameras 16 so that the reference point of the own vehicle (the front end center O described above) according to the principle of so-called triangulation. Detect the position of the front object relative to.
[0065]
The image processing device 18 performs image processing based on information such as a relative positional relationship regarding the specific entity sent from the radar device 14. In other words, since the rough position (the above-mentioned distance and direction) of the specific entity can be grasped from the information, the part that moves integrally in the camera's field of view with respect to the position is used as the reference of the specific entity. Recognize as an image. The specific process of the recognition process is not particularly limited, and may be a well-known process and will not be described here.
[0066]
If the information obtained by the image processing is described with reference to FIG. 5 illustrating the case where the specific entity is a traveling vehicle, each width (width dimension) W of the specific entity. _Cn , And a position ΔX where the center Q (Cn) exists in the width direction (width direction of the host vehicle) _Q (Cn) (the amount of deviation in the width direction from the extension line of the host vehicle center line CL: positive when biased to the right and negative when biased to the left). These are obtained by calculating both ends in the width direction of the portion of the image recognized as the specific existence by the recognition processing and calculating from the positions. For example, when the specific entity is a vehicle, image recognition is performed on the width lights on both sides of the vehicle, and the positions of the width lights and the like are regarded as both ends in the width direction of the specific existence, and the width W _Cn , Center position ΔX _Q It is also possible to acquire (Cn). Width W that is the acquired information _Cn , Center position ΔX _Q (Cn) and the like are width-related information of a specific entity, and the image-based information acquisition device 20 functions as a width-related information acquisition device.
[0067]
As described above, the detection by the radar device 14 sets the position of the indefinite portion Q ′ (Cn) where reflection of the detection wave is strong as the position of the front existence object. It is possible to specify the exact position of an entity. In other words, in the present embodiment, the image processing relying apparatus 20 detects the width of the front entity and the accurate position in the width direction based on the approximate position of the front entity acquired by the radar apparatus 14. -ing In the present embodiment, the image processing device 18 is configured to continuously perform processing at an extremely short time interval (for example, several tens of msec), and follows a specific entity like the radar device 14. It has a function to monitor.
[0068]
The acquired width W of each specific entity _Cn , Center position ΔX _Q (Cn) and the like are sent to the collision handling ECU 10 based on a request from the collision handling ECU 10. Note that, for example, a front entity that is hidden behind a front entity, such as a preceding vehicle positioned in front of the immediately preceding preceding vehicle, may not be recognized by image data captured by the camera 16. In this case, the position detection by image processing is not performed for the specific entity, and that fact is sent to the collision handling ECU 10.
[0069]
In the image-based information acquisition device 20, position detection is performed using the parallax of the two CCD cameras 16. Instead of this method, the relative positional relationship by the radar device 14 is displayed on the screen of one camera 16. It is also possible to estimate the specific object based on the information, detect the position of the estimated specific object in the screen at various places, and acquire the width-related information based on the detection result. If such a method is followed, the two cameras 16 located at positions distant from each other can be used alone, and the range of blind spots due to the front presence object can be reduced. Moreover, it is also possible to set it as the image dependence information acquisition apparatus of the aspect provided with only one camera 16. FIG.
[0070]
Both of the two CCD cameras 16 included in the image-based information acquisition device 20 are cameras that can capture a color image. Therefore, the image-based information acquisition device 20 can also recognize a specific entity or a color of a part of the specific entity. For example, when the specific entity is a vehicle, a brake lamp, a hazard lamp, It is possible to recognize the lighting state of an indicator lamp such as a direction indicator lamp. In the present embodiment, when the specific entity is the immediately preceding preceding vehicle, the image processing device 18 acquires lighting of the brake lamp of the vehicle as the operation operation state suggestion information of the vehicle, and the information is the width of the vehicle. It transmits to ECU 10 corresponding to collision with related information. That is, the image-based information acquisition device 20 also functions as an operation state suggestion information acquisition device.
[0071]
<Collision response control>
The collision handling control by this system is performed by executing a collision handling control program stored in a memory in the collision handling ECU 10. As shown in the flowchart of FIG. 6, this program is the presence identification routine on the own lane in S1 following the initial processing in Step 0 (hereinafter abbreviated as “S0”, and the other steps are also the same), and the ACC in S2.・ Includes four routines: PCS target identification routine, first mode determination routine in S3, second mode determination routine in S4, and ACC / PCS operation routine in S5. Various parameters, mode values, After resetting the flag or the like, these steps are executed sequentially. The collision handling control program is repeatedly executed at short time intervals (for example, several tens of msec) while the ignition switch of the host vehicle is in the ON state. Hereinafter, the contents of processing performed by executing each routine will be described step by step.
[0072]
i) Routine identification routine on own lane
The existence identification routine on the own lane performs processing according to the flowchart shown in FIG. First, in S101, the presence information about each of the specific existences Cn (n = 1, 2,...), Which are the front existences as the monitoring target, acquired by the apparatus from the radar apparatus 14 is obtained. Obtained. Specifically, the distance l between each specific entity Cn and the own vehicle _Cn-C0 , Azimuth θ relative to own vehicle _Cn , Velocity relative to own vehicle V _Cn-C0 Is obtained. Next, in S102, the vehicle speed V, which is the vehicle speed detected by the steering angle φ detected by the steering angle sensor 66 and the vehicle speed sensor 64, is detected. _C0 (May be based on the yaw rate γ by the yaw rate sensor 22), the own lane OL that is the traveling lane in which the own vehicle is scheduled to travel is estimated. The own lane is a virtual lane having a certain width. Specifically, the own lane center line COL, which is a trajectory through which the own vehicle reference point O passes, is obtained, with the own lane center line COL as the center, Pre-set own lane width W _OL It is estimated as a lane having (for example, 3 m). The own lane OL extends straight in parallel with the vehicle center line CL of the own vehicle when the vehicle is traveling straight, and becomes a curved lane depending on the turning radius when the vehicle is turning.
[0073]
In subsequent S103, narrowing down of the specific entity Cn is performed. This process is a process of selecting a front object having a high probability existing in the own lane OL in advance. FIG. 8 conceptually shows the relative positional relationship between some specific objects recognized by the radar device 14 and the host vehicle. This figure is a figure when the host vehicle C0 is turning slowly, and in this figure, six preceding vehicles exist on the road as the forward existence object Cn. FIG. 9 shows an enlarged view of one traveling vehicle. If described with reference to these drawings, the distance l between each specific entity Cn, specifically, the location Q ′ (Cn) recognized by the radar device 14 of each specific entity Cn and the own lane reference point O. _Cn-C0 , Orientation θ _Cn And the displacement amount ΔQ ′ (Cn) of the location Q ′ (Cn) from the own lane center line COL is acquired based on the data of the lane center line COL. That is, how far away from the own lane center line COL in the width direction is calculated. The absolute value of the displacement amount ΔQ ′ (Cn) of each specific entity Cn is the own lane width W _OL If it is larger, the target is excluded from the control, and the specific existence Cn is narrowed down. Specifically, for example, the one in FIG. 9A is the target, but the one in FIG. 9B is excluded from the target. Since the detection by the radar device 14 cannot detect the width of the front existence object, the processing in this step gives a margin for the determination, and the reference value is set to the own lane width W. _OL (If the position in the width direction can be accurately specified, the reference value is W _OL / 2). That is, own lane width W _OL It is determined whether or not a location Q ′ (Cn) recognized by the radar device 14 is present in the lane having a width twice as large as the lane. The value used as the determination criterion is not limited to the above value, and can be arbitrarily set according to the purpose of control. As a result of such narrowing down, for example, in the case of FIG. 8, the traveling vehicles C2 and C5 are excluded from the target.
[0074]
Next, in S104, the width W, which is width-related information about the narrowed specific entity Cn. _Cn , Center position ΔX _Q (Cn) is obtained from the image-based information acquisition device 20. Subsequently, three width direction positions are calculated and acquired as different width-related information for each of the narrowed specific entities Cn. As shown in FIG. 10, the three width direction positions are a center displacement amount ΔQ (Cn) that is a displacement amount of the center Q (Cn) in the width direction of the specific entity from the own lane center line COL, and the left and right width directions. Edge Q _R (Cn), Q _L A right end displacement amount ΔQ that is a displacement amount of each of (Cn) from its own lane center line COL _R (Cn), left end displacement ΔQ _L (Cn). In the calculation, the above Q (Cn) Q _R (Cn), Q _L (Cn) is the distance l acquired by the radar device 14 _Cn-C0 The calculation is performed assuming that it is far from the vehicle. ΔQ (Cn), ΔQ _R (Cn), ΔQ _L (Cn) is Q (Cn), Q _R (Cn), Q _L When (Cn) is located on the right side in the vehicle traveling direction from the own lane center line COL, it is a positive value, and when it is located on the left side, it is a negative value. When the host vehicle is traveling straight (when not turning), the center displacement amount ΔQ (Cn) is the center existing position ΔX. _Q The same value as (Cn).
[0075]
It is determined by the subsequent processes of S106 to S113 whether or not each of the narrowed down specific existence objects Cn is on the own lane OL. Referring to FIG. 11, first, in S106, the specific entity Cn is displaced in any direction in the width direction with respect to the own lane center line COL depending on the value of the center displacement amount ΔQ (Cn). Is determined. If it is displaced in the right direction (FIGS. 11A and 11B), the left end displacement amount ΔQ in S107. _L (Cn) is own lane width W _OL It is determined whether or not the specific existence object Cn is on the own lane OL even a little. If it is hanging (FIG. 11A), it is assumed that the specific entity Cn is an entity on the own lane, and the own lane determination flag F is determined in S109. _Cn Is set to 1. If it is not hung (FIG. 11B), it is assumed in S110 that the specific entity Cn is not an entity on the own lane, and the own lane determination flag F _Cn Is set to 0. When the displacement is in the left direction in S106 (FIGS. 11C and 11D), the right end displacement amount ΔQ in S110. _R Absolute value of (Cn) is own lane width W _OL It is determined whether or not the specific existence object Cn is on the own lane OL even a little. If it is hanging (FIG. 11 (c)), it is assumed that the specific entity Cn is an entity on the own lane, and the own lane determination flag F is determined in S111. _Cn Is set to 1. If it is not hung (FIG. 11D), it is assumed in S112 that the specific entity Cn is not on the own lane, and the own lane determination flag F _Cn Is set to 0. In other words, in the above processing, at least a part of the front entity Cn is the width W of the traveling lane of the host vehicle C0. _OL Is a process of determining that the front presence object Cn exists on the own lane OL. The above processing is repeated, and in S113, it is confirmed that the determination for all the narrowed specific entities Cn has been completed, and the execution of the present on-lane entity identification routine is terminated. According to the example of FIG. 8, it is determined that the preceding vehicle C3 is present outside the own lane from the narrowed specific existences Cn, and the preceding vehicles C1, C4, and C6 are identified as existences on the own lane. become.
[0076]
As described above, in the width-related information acquisition process by the image-based information acquisition device 20, the width information of the front entity cannot be acquired because the front entity is hidden behind the front entity. If so, information to that effect is obtained. If any of the narrowed down specific entities Cn is such a front entity, the detected position Q ′ (Cn) by the radar device 14 is regarded as the center position Q (Cn) and the right end displacement is detected. Amount ΔQ _R (Cn), left end displacement ΔQ _L Processing is performed with (Cn) regarded as 0. That is, the specific entity Cn is processed as existing on the own lane OL. Further, when there is no specific existence Cn, although not shown in the flowchart, S106 to S113 are skipped.
[0077]
The determination process is a process performed based on the position of the center of the specific entity in the width direction and based on at least one position on both sides of the specific entity in the width direction. That is, since it is determined whether or not the vehicle is an entity on the own lane based on the width related information, the determination is performed in comparison with the determination process performed based only on the entity information obtained by the radar device 14. It is said that the reliability of is high. If the accuracy of determination as to whether or not the vehicle exists on the own lane is not so required, the determination process of S103 to S113 is omitted, and the specific existence object Cn narrowed down by S101 to S103 is replaced with the own vehicle. It is possible to carry out the embodiment in such a manner that it is specified as an entity on the line.
[0078]
Further, the series of processing of S101 to S103 can be performed by the processing device of the radar device 14 described above. In that case, information on the narrowed down specific entity is sent to the image-based information acquisition device 20, and the image processing device 18 performs image processing only on the narrowed down specific entity and obtains width related information about them. It is also possible to carry out in the manner of obtaining. According to this aspect, the number of image processing targets can be further reduced, and the burden of image processing is reduced.
[0079]
ii) ACC / PCS target specific routine
After the existence identification routine on the own lane is executed, the ACC / PCS target identification routine shown in the flowchart of FIG. 12 is executed. First, in S201, it is determined whether there is an entity on the own lane. When there is no object on the own lane, the routine proceeds to the ACC / PCS operation routine of S5. If there is an entity on the own lane, the immediately preceding entity Cf is specified in S202. Specifically, when there is only one existence on the own lane ahead of the own vehicle, the existence is set as the immediately preceding existence Cf. When there are a plurality of objects on the own lane, the distance l from the own vehicle acquired by the radar device 14 from among them. _Cn-C0 The one with the smallest value is specified as the immediately preceding entity Cf. The immediately preceding entity Cf is positioned as a direct collision target in ACC control and PCS control. The immediately preceding target object Cf is the immediately preceding preceding vehicle Cf when it is a traveling vehicle, and in the example of FIG. 8, the preceding vehicle C1 is specified as the immediately preceding preceding vehicle Cf.
[0080]
In subsequent S203, the distance l between the immediately preceding existence object Cf and the own vehicle C0. _Cf-C0 , Relative speed V _Cf-C0 , Time Ta to reach the vehicle _Cf-C0 , Collision time Tb _Cf-C0 , The moving speed V of the immediately preceding entity Cf _cf (Arrival time and collision time are one type of relative relationship parameters). Specifically, the distance l _Cf-C0 , Relative speed V _Cf-C0 L for the immediately preceding entity Cf acquired by the radar device _Cf-C0 , V _Cn-C0 Value is adopted as it is, arrival time Ta _Cf-C0 Is the distance l _Cf-C0 Vehicle speed v acquired by the wheel speed sensor 64 _C0 The collision time Tb _Cf-C0 Is the distance l _Cf-C0 Relative speed V _Cf-C0 It is obtained by dividing by. Movement speed V _Cf Is the vehicle running speed V _C0 To relative speed V _Cf-C0 Required by subtracting When the forward presence object is a preceding vehicle, the arrival time is called an inter-vehicle time, and the moving speed is a traveling speed (in the case of a stationary object, it is approximately 0).
[0081]
In the next S204, it is determined whether or not there is an entity on the own lane ahead of the immediately preceding entity Cf. When there is no entity on the own lane, the process proceeds to the second mode determination routine of S4. If there is an entity on the own lane, the next-preceding entity Cff is specified in S205. Specifically, when there is only one existence on the own lane ahead of the immediately preceding existence Cf, the existence is set as the next existence existence Cff. When there are multiple objects on the own lane, the distance l from the acquired own vehicle is selected from them. _Cn-C0 The one with the smallest value is identified as the next existence entity Cff. When the next existence object Cff is a traveling vehicle, it is a preceding vehicle (strictly speaking, the one closest to the own vehicle among the preceding vehicles) Cff. In the example of FIG. It is specified as the predecessor vehicle Cff.
[0082]
In the following S206, the distance l between the next previous entity Cff and the previous entity Cf _Cff - _Cf , Relative speed V _Cff-Cf , The arrival time Ta of the immediately preceding entity Cf to the next existing entity Cff _Cff-Cf , Collision time Tb _Cff-Cf , Movement speed V _Cff And further deceleration G _Cff Is calculated. Specifically, the distance l _Cff - _Cf For the next existence entity Cff acquired by the radar device 14 _Cn-C0 Is obtained by subtracting the value of the immediately preceding entity Cf from the value of the relative velocity V _Cff-Cf Is the V of the next previous entity Cff _Cn-C0 Is subtracted from that value of the immediately preceding entity Cf. Arrival time Ta _Cff-Cf Is the distance l _Cff - _Cf The moving speed V of the immediately preceding entity Cf obtained previously _Cf The collision time Tb _Cff-Cf Is the distance l _Cff - _Cf Relative speed V _Cff-Cf It is obtained by dividing by. Movement speed V _Cff Is the vehicle running speed V _C0 V obtained from _Cf-C0 Required by subtracting The collision handling ECU 10 determines the moving speed V during the execution of the previous program. _Cff And the deceleration G _Cff Is the moving speed V obtained this time _Cff To the previous movement speed V _Cff Is obtained by dividing the speed difference obtained by subtracting by the program execution interval time. This S206 is finished, and the execution of the present ACC / PCS target specifying routine is finished.
[0083]
iii) first mode decision routine
The first mode determination routine shown in the flowchart of FIG. 13 is a routine for determining the control mode of the ACC control / PCS control, and more specifically, based on the relationship between the immediately preceding entity Cf and the next preceding entity Cff. This is a routine for changing the control / PCS control mode. The mode change is an effective means when the immediately preceding existence object Cf is the immediately preceding traveling vehicle Cf as in the example of FIG. Therefore, this routine will be described with the immediately preceding existence object Cf as the immediately preceding traveling vehicle Cf. In S301 to S304, mode determination processing related to PCS control is executed, and in S305 to S309, mode determination processing related to ACC control is executed.
[0084]
First, in S301, the collision time Tb between the immediately preceding traveling vehicle Cf and the next preceding entity Cff. _Cff-Cf Is set threshold time Tb _PCS It is determined whether it is shorter than (for example, 0.65 sec). That is, the condition determined in S301 is a condition for determining that there is a high possibility of a collision between the immediately preceding preceding vehicle Cf and the next preceding entity Cff with respect to the PCS control, and the collision time Tb. _Cff-Cf When the condition based on the above is satisfied, it is assumed that the possibility of a collision between the host vehicle C0 and the immediately preceding preceding vehicle Cf is high. The conditions determined in subsequent S302 and S303 are conditions that are effective when the next-preceding entity Cff is the preceding vehicle Cff, and are conditions for determining the possibility of a collision between the preceding vehicle Cff and the preceding traveling vehicle Cf. . In S302, the deceleration G of the preceding vehicle Cff _Cff Based on the deceleration G _Cff Is the set threshold deceleration G _PCS It is determined whether or not (for example, 0.5 G). In S303, the arrival time of the immediately preceding vehicle Cf to the presence position of the next preceding entity Cff, that is, the inter-vehicle time Ta between the immediately preceding traveling vehicle Cf and the preceding vehicle Cff. _Cff-Cf Judgment based on the vehicle time Ta _Cff-Cf Is the set threshold time Ta _PCS It is determined whether it is less than (for example, 1.0 sec). For example, when the preceding vehicle Cff is suddenly braked in a state where the inter-vehicle distance between the immediately preceding traveling vehicle Cf and the preceding vehicle Cff is relatively small, there is a possibility of a collision between the preceding vehicle Cf and the next existence object Cff. Therefore, it is estimated that the possibility of a collision between the host vehicle C0 and the immediately preceding preceding vehicle Cf is high. If the condition in S301 is satisfied, or if both the condition in S302 and the condition in S303 are satisfied, the process in S304 is executed.
[0085]
In S304, the PCS start time Ts that defines the operation start time of the actuator in the PCS control. _PCS And PCS operation mode value M which is a value indicating the operation mode of the actuator. _PCS To change. PCS start time Ts _PCS Is a threshold time associated with the collision time between the immediately preceding preceding vehicle Cf and the own vehicle C0, and as will be described later, the collision time Tb between the own vehicle C0 and the immediately preceding preceding vehicle Cf. _Cf-C0 Is a time (for example, 1.0 sec) set so that the operation of the actuator starts when the time becomes equal to or less than the threshold time. In S304, the PCS start time Ts _PCS Is set to the set change amount ΔTs. _PCS Increase by 1 (for example, 0.2 sec). That is, this process is a process for advancing the operation start timing of the actuator in the PCS control, and is a process for changing the mode with respect to the start time. PCS operation mode value M _PCS Generally speaking, when the actuator is operated by PSC control, it is a parameter that determines the magnitude of the effect of the operation. PCS operation mode value M _PCS Is set to 0 in the initial setting, and the effect obtained by the operation increases as the value increases. In S304, the change amount ΔM set to this value _PCS Increase by 1 (for example, 1). That is, this process is a process for changing the mode for the operation effect.
[0086]
In the next S305, the collision time Tb between the immediately preceding traveling vehicle Cf and the next preceding object Cff. _Cff-Cf Is set threshold time Tb _ACC It is determined whether it is shorter than (for example, 1.0 sec). That is, the condition determined in S305 is a condition for determining that there is a high possibility of a collision between the immediately preceding preceding vehicle Cf and the next preceding entity Cff with respect to the ACC control, and the collision time Tb. _Cff-Cf When the condition based on the above is satisfied, it is assumed that the possibility of a collision between the host vehicle C0 and the immediately preceding preceding vehicle Cf is high. The conditions determined in subsequent S306 to S308 are conditions that are effective when the next-preceding entity Cff is the preceding vehicle Cff, and are conditions for determining the possibility of a collision between the preceding vehicle Cff and the preceding traveling vehicle Cf. . In S306, the deceleration G of the preceding vehicle Cff _Cff Based on the deceleration G _Cff Is the set threshold deceleration G _ACC It is determined whether or not it is larger than (for example, 0.2G). In S307, the arrival time of the immediately preceding vehicle Cf to the presence position of the next preceding entity Cff, that is, the inter-vehicle time Ta between the immediately preceding traveling vehicle Cf and the preceding vehicle Cff. _Cff-Cf Judgment based on the vehicle time Ta _Cff-Cf Is the set threshold time Ta _ACC It is determined whether or not (for example, 2.0 sec). Further, in S308, the brake operation of the immediately preceding preceding vehicle Cf is determined. Specifically, the detection information of the lighting state of the brake lamp acquired by the image information relying device 20 or the immediately preceding traveling vehicle Cf received by the inter-vehicle / inter-road communication 70, which is the operation state suggestion information. This is determined based on the brake operation information. As in the case of the PCS control, for example, when the traveling speed of the immediately preceding traveling vehicle Cf is relatively fast and the inter-vehicle distance between the immediately preceding traveling vehicle Cf and the preceding vehicle Cff is relatively small, the preceding vehicle Cff applies a sudden brake, Accordingly, when the preceding preceding vehicle Cf performs a brake operation, it is determined that there is a high possibility of a collision between the preceding preceding vehicle Cf and the next preceding entity Cff, and the collision between the host vehicle C0 and the immediately preceding preceding vehicle Cf occurs. It is assumed that there is a high possibility. If the conditions in S305 are satisfied, or if the three conditions in S306 to S308 are satisfied, the process of S309 is executed.
[0087]
In S309, the ACC start time Ts that defines the operation start timing of the actuator in the ACC control (strictly speaking, the deceleration ACC control described later). _ACC ACC operation mode value M which is a value indicating the operation mode of the actuator. _ACC To change. ACC start time Ts _ACC Is a threshold time associated with the inter-vehicle time between the host vehicle C0 and the immediately preceding preceding vehicle, and as will be described later, the inter-vehicle time Ta between the own vehicle C0 and the immediately preceding preceding vehicle Cf. _Cf-C0 Is the time set to start the operation of the actuator when the time is below the threshold time. The threshold time may be a fixed time such as 2.0 seconds, and is selectively switched to 2.4 seconds, 2.0 seconds, 1.8 seconds, etc. depending on environmental factors such as weather and time (day and night). It may be time to be. In S304, the ACC start time Ts _PCS Is set to the set change amount ΔTs. _ACC Increase by 1 (for example, 0.4 sec). That is, this process is a process for advancing the operation start timing of the actuator in the ACC control, and is a process for changing the mode with respect to the start time. Also, the ACC operation mode value M _PCS Generally speaking, this is a parameter that changes the magnitude of the effect of the operation when the operation device is operated by the ACC control. ACC operation mode value M _ACC Is set to 0 in the initial setting, and the effect obtained by the operation increases as the value increases. In S309, the change amount ΔM set to this value _ACC Increase by 1 (for example, 1). That is, this process is a process for changing the mode for the operation effect. PCS start time Ts _PCS , PCS operation mode value M _PCS , ACC start time Ts _ACC , ACC operation mode value M _ACC Is reset in the initial processing of S1 each time the program is executed.
[0088]
iv) Second mode determination routine
The second mode determination routine shown in the flowchart of FIG. 14 is a routine for determining the control mode of the PCS control. Specifically, the PCS control mode is changed based on the relationship between the immediately preceding entity Cf and the host vehicle C0. It is a routine to do. More specifically, it is a routine for changing the mode of PCS control based on the lap rate LAP of both when it is assumed that the immediately preceding entity Cf and the host vehicle C0 collide. Note that the PCS control based on the lap rate LAP is an effective means not only when the immediately preceding presence object Cf is a preceding traveling vehicle but also when it is a stationary object.
[0089]
First, in S401, the lap rate Lap in the collision between the immediately preceding entity Cf and the host vehicle C0 is calculated. The lap rate Lap indicates the width W of the host vehicle when both of them collide, as shown in FIG. 15A when the immediately preceding entity Cf is the immediately preceding traveling vehicle Cf. _C0 The width W of the overlapping portion of the front entity Cf and the host vehicle C0 with respect to (preset) _S The percentage (percentage). Width W of own vehicle C0 _C0 , Width W of the immediately preceding entity Cf _Cf , The amount of displacement ΔQ (Cf) from the center line of the previous existence object and the overlap width W _s (See FIG. 15B), the wrap rate Lap can be expressed by the following equation:

In the present embodiment, the immediately preceding entity Cf width W _Cf Is the width W of the vehicle _C0 It is assumed that it is not smaller. In S401, the lap rate Lap is calculated according to this equation.
[0090]
Next, in S402, it is determined whether or not the calculated lap rate Lap exceeds a set first threshold value Lap1 (for example, 20%). If not exceeded, this routine is terminated. If the first threshold value is exceeded, the PCS start time Ts in S403 _PCS Is the set change amount ΔTs _PCS PCS operation mode value M while being advanced by 2 (for example, 0.2 sec) _PCS Is the set change amount ΔM _PCS Increased by 2 (eg, 1).
[0091]
Subsequently, in S404, it is determined whether or not the calculated lap rate Lap exceeds a set second threshold value Lap2. The second threshold value Lap2 is set to a value (for example, 80%) larger than the first threshold value Lap1. When the second threshold value Lap2 is not exceeded, this routine is terminated. If exceeded, in S405, the PCS start time Ts _PCS Is the set change amount ΔTs. _PCS 3 (for example, 0.2 sec) and PCS operation mode value M _PCS Is the set change amount ΔM _PCS Increased by 3 (eg, 1). According to this routine, the PCS control mode is changed stepwise in accordance with the lap rate Lap with the front entity Cf.
[0092]
v) ACC / PCS operation routine
The ACC / PCS operation routine shown in the flowchart of FIG. 16 is a routine for executing ACC control and PCS control, and more specifically, the respective controls determined by the first mode determination routine of S3 and the second mode determination routine of S4. This routine performs ACC control and PCS control according to the mode.
[0093]
In this routine, first, in S501, it is determined whether or not a general condition for starting PCS control is satisfied. This condition should just follow the conditions in normal PCS control, for example, the speed V of the own vehicle C0. _C0 Is the set operating condition speed Vs _PCS (For example, it exceeds 20 km / h). If the condition is not satisfied, the PCS control is not performed. The next step S502 is skipped and the process proceeds to step S505. If so, in the next S502, the collision time Tb between the host vehicle C0 and the immediately preceding entity Cf. _Cf-C0 PCS start time Ts changed or not changed _PCS It is determined whether or not: If the PCS start time has not been reached, the PCS control is not performed and the process proceeds to S505. Collision time Tb _Cf-C0 PCS start time Ts _PCS In the case of the following, in S503, the ACC control operation is prohibited and the PCS control operation is allowed. In the next S504, the PCS operation mode value M that has been changed or has not been changed. _PCS PCS operation control based on is started. The operation of the actuator in this PCS control will be described later. After the PCS control is started, the execution of this routine is terminated.
[0094]
When the process proceeds to S505, first, the PCS control operation is prohibited and the ACC control operation is allowed. In subsequent S506, it is determined whether or not a general condition for starting ACC control is satisfied. This condition should just follow the conditions in normal ACC control, for example, the ACC control switch is set to ON state, or the speed V of the own vehicle C0. _C0 Is the set operating condition speed Vs _ACC (For example, it exceeds 40 km / h), and a brake operating member such as a brake pedal is not operated. If this condition is not satisfied, ACC control is not performed and this routine is terminated. If the condition is satisfied, in S507, the inter-vehicle time Ta with the preceding vehicle Cf immediately before the host vehicle C0. _Cf-C0 Is changed or not changed ACC start time Ts _ACC It is determined whether or not: ACC start time Ts _ACC If not, in S509, constant speed ACC control is performed, and this routine is terminated. Arrival time Ta _Cf-C0 Is the ACC start time Ts _ACC ACC operating mode value M that has been changed or not changed in the following cases: _ACC The deceleration ACC control based on the above is started, and the subsequent routine is terminated. The operation of the actuator in these constant speed ACC control and deceleration ACC control will be described later.
[0095]
<Operation of actuator in ACC control and PCS control>
The ACC control and PCS control itself are already well-known controls, and in this embodiment as well, the general operation of the actuator may be performed according to known controls. For this reason, the general description will be kept simple, and the description here will be focused on the parts closely related to the present invention.
[0096]
The ACC control is roughly divided into a constant speed ACC control and a deceleration ACC control. In constant speed ACC control, the immediately preceding preceding vehicle Cf _Cf-C0 In this case, the traveling speed V of the host vehicle C0 _C0 Is the ACC vehicle speed V set by the driver in a predetermined range (for example, 40 to 100 km / h). _ACC Is controlled to maintain. Specifically, the collision handling ECU 10 determines whether the ACC vehicle speed V _ACC And own vehicle speed V _C0 Based on the deviation, the target acceleration / deceleration required for the host vehicle C0 is calculated, and this target acceleration / deceleration is sent to the engine ECU 32. The engine ECU 32 operates the electronic throttle ACT 34 in accordance with the target acceleration / deceleration to adjust the output of the engine device.
[0097]
In deceleration ACC control, the immediately preceding preceding vehicle Cf _Cf-C0 Is the control when it exists in the vehicle, and the inter-vehicle time Ta _Cf-C0 ACC start time Ts _ACC And the relative speed V between the immediately preceding preceding vehicle Cf and the host vehicle C0 _Cf-C0 Based on the above, the host vehicle C0 is decelerated. Specifically, first, the collision handling ECU 10 determines that the deviation and the relative speed V _Cf-C0 Based on the target deceleration G required for the host vehicle C0 ^* Is calculated. This calculated target deceleration G ^* Is sent to the engine ECU 32, the transmission ECU 36, and the brake ECU 42. Each of these ECUs 32, 36, 42 has its target deceleration G, respectively. ^* By operating the electronic throttle ACT34, the electronic throttle ACT34, and the brake ACT44 in response to each, the respective operating devices have their target deceleration G ^* A braking force corresponding to the above is given to the host vehicle C0. More specifically, the target deceleration G ^* If it is within a certain range, only the engine device output is limited. ^* Is larger, the transmission device is further downshifted or limited, and the target deceleration G is further limited. ^* When is large, braking by the brake device is performed. Thus, the target deceleration G ^* In response, the actuating device is actuated in stages.
[0098]
If the ACC control mode has been changed by the first mode determination routine described above, the ACC start time Ts _ACC The value of is increased, the inter-vehicle time Ta _Cf-C0 The deceleration ACC control is started at a large stage. That is, the control start timing is advanced. This is as described above. When the mode has been changed, in the deceleration ACC control, the collision handling ECU 10 performs the ACC operation mode value M. _ACC The target deceleration G calculated according to the magnitude of ^* To change the value of (for example, M _ACC When the value of 1 is 1 (0 in the initial setting), the calculated target deceleration G ^* Is multiplied by 1.2). Each actuator has a target deceleration G ^* Therefore, if the target deceleration is increased by changing the mode, the timing of the operation of the transmission device and the operation of the brake device can be advanced, and each operation device can obtain the control. The braking force becomes large. More specifically, for example, the brake device of the present embodiment includes a hydraulic brake cylinder as the brake ACT 44, and the hydraulic pressure supplied to the brake cylinder is the target deceleration G. ^* The target deceleration G is determined according to ^* If the value is changed to a large value, a high brake cylinder hydraulic pressure is supplied, and a large braking force is obtained.
[0099]
In the PCS control, brake device preparation control, seat belt device operation control, and the like are performed. The brake device preparation control is control for preparing for the brake operation in anticipation of the driver performing the brake operation immediately before the collision. Specifically, as described above, the collision time Tb between the host vehicle C0 and the immediately preceding entity Cf. _Cf-C0 PCS start time Ts _PCS In this case, the collision response ECU 10 sends a PCS control start signal to the brake ECU 42, and the brake ECU 42 starts the operation of a hydraulic pump that is a kind of the brake ACT 44. When the mode is changed in at least one of the first mode determination routine and the second mode determination routine, the PCS start time Ts _PCS Is changed to a large value, and the timing of starting the operation of the hydraulic pump is advanced. The brake ECU 42 also has the PCS operation mode value M described above. _PCS And the brake ECU 42 sets the mode value M _PCS Depending on the pressure (for example, the mode value is M _PCS The hydraulic pump is driven so that the target pressure becomes higher as it increases. That is, the preparatory operation of the brake device is performed on the assumption that a stronger brake operation is performed. Even in the PCS control, emergency deceleration control for avoiding a collision can be performed. In that case, control similar to the deceleration ACC control (a braking force larger than that in the deceleration ACC control) may be performed.
[0100]
The seat belt device includes, as the seat belt ACT 52, a winding device (pretensioner) that applies tension to the seatbelt. In the PCS control, the pretensioner is operated before the collision of the host vehicle. The PCS control is started under the start conditions described above, and a pretensioner operation command is issued from the collision handling ECU 10 to the seat belt ECU 50. The seat belt ECU 50 operates the pretensioner in response to the command. When the mode is changed, the start of the PCS control is advanced, so that the timing of the pretensioner operation is advanced. The pretensioner has a structure capable of changing its tensile load, and the load is determined by the PCS operation mode value M. _PCS Is controlled by the seat belt ECU 50 (for example, the mode value M). _PCS When the value is 0, it is 80N, when it is 1, it is 100N, when it is 2, 150N, when it is 3, 200N). That is, the operating effect of the operating device is increased.
[0101]
In the PCS control, immediately after the start of the control, the brake lamp of the host vehicle C0 is turned on to prevent a rear-end vehicle from colliding. The brake lamp is also a kind of operating device, and the lighting timing is changed according to the mode. Moreover, it is also possible to notify that there is a high possibility of the collision of the host vehicle C0 toward the rear vehicle by using the inter-vehicle / inter-road communication device 70 instead of or along with the brake lamp lighting. In addition, the operation of other occupant protection devices such as an air bag device can be changed depending on the mode, and when the avoidance operation by the steering device is performed, the operation timing and the avoidance operation amount are changed according to the mode. It is also possible.
[0102]
<Functional configuration of collision-response ECU>
In view of the processing executed by the collision handling ECU 10 according to the collision handling control program, the functional configuration of the collision handling ECU 10 can be expressed as a block diagram of FIG. The functional configuration of the collision handling ECU 10 will be described with reference to FIG. The collision handling ECU 10 includes an entity information acquisition unit 102 that acquires the entity information from the entity information acquisition device 100 including the radar device 14, the image-based information acquisition device 20, and the vehicle-to-vehicle / roadway communication device 70. The presence information acquired by the presence information acquisition unit 102 is used in each process of the control target specifying unit 104, the operation form determination unit 106, and the operation control unit 108.
[0103]
The control target specifying unit 104 specifies the forward presence objects Cf and Cff that are targets of ACC control and PCS control based on the presence information. Specifically, the part which performs the above-mentioned existence identification routine S1 and the ACC / PCS target identification routine S2 on the own lane corresponds. The control object specifying unit 104 is largely a part that executes the on-lane entity specifying routine S1 and a part that executes the ACC / PCS object specifying routine S2. The next existence determination unit 112 can be divided. The own lane existence specifying unit 110 specifies an existence on the own lane which is the first specific stage of the control object. At the time of this specification, by executing the processing of S106 to S113, the existence on the own lane is specified based on the width related information. That is, the part that executes these processes functions as the width-related information dependence specifying unit 114. The immediately preceding / next preceding entity determination unit 112 selects the immediately preceding entity (immediate preceding vehicle) Cf and the next preceding entity existing in front of the preceding entity (preceding vehicle preceding entity, preceding vehicle) from the existing lanes. Cff is specified for ACC control and PCS control.
[0104]
Based on the identification result of the control object specifying unit 104 and the existence information of the specified control objects Cf and Cff, the operation form determining unit 106 is a work form of the operation device in ACC control and PCS control, that is, control. Determine the mode. Specifically, the part which performs 1st mode determination routine S3 and 2nd mode determination routine S4 corresponds. The operation form determination unit 106 is roughly divided into a next-substance dependency determination unit 116 that is a part that executes the first mode determination routine S3 and a width related information dependency determination unit 118 that is a part that executes the second mode determination routine. And can be divided into The next-preceding entity dependency determining unit 116 determines the operation mode based on the state of the immediately-preceding vehicle front entity Cff that is the next-preceding entity. Specifically, the deceleration G of the preceding vehicle Cff, which is a vehicle front object just before the vehicle. _Cff , The arrival time Ta between the immediately preceding preceding vehicle Cf and the preceding vehicle forward existence object Cff _Cff-Cf , Collision time Tb _Cff-Cf Based on the above, the control mode in ACC control and PCS control is determined. The width related information dependence determination unit 118 estimates the wrap rate Lap with the immediately preceding entity Cf based on the width related information, and determines the control mode of the PCS control based on the estimated wrap rate Lap.
[0105]
The operation control unit 108 determines the control of the operation device 120 such as the engine device, the brake device, and the seat belt device by the operation form determination unit 106 based on the existence information of the specified control objects Cf and Cff. It is a part to be executed according to the operation mode. Specifically, the part which performs ACC * PCS action | operation routine S5 corresponds.
[0106]
Further, the collision handling ECU includes a setting parameter storage unit 122 that stores various setting parameters, threshold values, and the like used in processing by the control target specifying unit 104, the operation mode determination unit 106, and the operation control unit 108. Specifically, in the setting parameter storage unit 122, for example, the host vehicle width W _C0 , Own lane width W _OL , Threshold Ta for arrival time, collision time, etc. _PCS , Tb _ACC PCS start time, ACC start time, PCS operation mode value, initial setting value Ts of ACC operation mode value, etc. _PCS , Ts _ACC , M _PCS , M _ACC And their change amount ΔTs _PCS 1-3, ΔM _PCS Stored are threshold values Lap1, Lap2, etc. relating to the lap ratio, such as 1 to 3. The setting parameters can be changed, and the control conditions, the control mode, and the like can be arbitrarily changed by changing them.
[Brief description of the drawings]
FIG. 1 is a block diagram showing an overall configuration of a collision-response vehicle control system according to an embodiment of the present invention.
FIG. 2 is a diagram schematically showing a state in which a radar apparatus detects a preceding vehicle hidden behind a preceding preceding vehicle by using a diffraction phenomenon.
FIG. 3 is a diagram schematically illustrating a state in which a radar apparatus detects a preceding vehicle hidden behind a preceding preceding vehicle by using reflection on a road surface.
FIG. 4 is a conceptual diagram showing a relative positional relationship and a relative speed with a front entity acquired by a radar apparatus.
FIG. 5 is a conceptual diagram showing width related information of a specific entity acquired by the image dependence information acquisition device.
FIG. 6 is a flowchart showing a collision response control program executed by a collision response control ECU.
FIG. 7 is a flowchart showing a front entity information acquisition routine constituting a collision handling control program.
FIG. 8 is a conceptual diagram showing a relative positional relationship between some specific objects recognized by the radar apparatus and the host vehicle.
FIG. 9 is a conceptual diagram for explaining narrowing down of a specific entity.
FIG. 10 is a conceptual diagram showing a width-related position of a specific entity calculated based on width-related information acquired by an image-based information acquisition device.
FIG. 11 is a conceptual diagram for explaining a determination as to whether or not a specific entity exists on a travel line of the host vehicle.
FIG. 12 is a flowchart showing an ACC / PCS target specifying routine constituting a collision handling control program.
FIG. 13 is a flowchart showing a first mode determination routine constituting the collision handling control program.
FIG. 14 is a flowchart showing a second mode determination routine constituting the collision handling control program.
FIG. 15 is a conceptual diagram for explaining a wrap rate with a front entity, which is a parameter for changing the control mode of PCS control.
FIG. 16 is a flowchart showing an ACC / PCS operation routine constituting a collision handling control program.
FIG. 17 is a block diagram relating to functions of the collision handling ECU.
[Explanation of symbols]
10: Collision-response ECU (collision-response control device) 14: Radar device 16: CCD camera (camera device) 18: Image processing device 20: Image-based information acquisition device (width-related information acquisition device) 70: Inter-vehicle / inter-road communication Device 100: Presence information acquisition device 102: Presence information acquisition unit 104: Control object specifying unit 106: Operation form determining unit 108: Operation control unit 110: Presence specifying unit on own lane 112: Previous / next previous entity Determining unit 114: Width-related information dependency specifying unit 116: Predecessor existence dependency determining unit 118: Width-related information dependency determining unit 120: Actuator 122: Setting parameter storage unit

Claims (10)

A radar apparatus capable of detecting a plurality of front entities existing on a travel line on which the host vehicle is scheduled to travel, and information on each of the plurality of front entities and including information on at least a position relative to the host vehicle An entity information acquisition device for acquiring object information;
An operating device that operates in a state where the vehicle is highly likely to collide with a front object, such as a vehicle deceleration device that decelerates the vehicle, an occupant protection device that protects an occupant in the event of a collision, and
A collision response vehicle control system including a collision response control device that controls the actuator based on the presence information acquired by the presence information acquisition device;
The collision response control device controls the operation of the operating device in a state where there is a high possibility that it will collide with a preceding vehicle as a preceding entity that is a preceding vehicle immediately before the host vehicle, and the presence The collision is characterized in that the operation device is controlled based on the presence information about the front vehicle front existence that is the front existence existing ahead of the immediately preceding preceding vehicle, acquired by the object information acquisition device. Compatible vehicle control system. The presence information acquisition device also acquires the presence information about the immediately preceding preceding vehicle, and the collision response control device further operates the operation based on the acquired presence information about the immediately preceding preceding vehicle. The collision-response vehicle control system according to claim 1, which controls the device. 2. The collision response control device estimates a possibility of a collision between the immediately preceding preceding vehicle and an immediately preceding vehicle forward presence, and controls the operating device based on the estimated result. Item 3. The collision-responsive vehicle control system according to Item 2. The presence information acquisition apparatus acquires presence information about a preceding vehicle that is a traveling vehicle traveling in front of the immediately preceding preceding vehicle as presence information of an immediately preceding vehicle forward presence, and the collision handling The control device estimates a deceleration of the preceding vehicle based on the acquired preceding vehicle information, and controls the operating device based on the estimated deceleration of the preceding vehicle. The collision-response vehicle control system according to claim 3. The said collision response control apparatus performs control which accelerates | stimulates the timing which starts the action | operation of the said action | operation apparatus when compared with the case where it is small when the estimated deceleration of the preceding vehicle is large. Vehicle control system for collision. 5. The collision response control device performs control to increase an effect obtained by the operation of the operating device when the estimated deceleration of the preceding vehicle is large compared with a case where the deceleration is small. The collision corresponding vehicle control system according to claim 5. The presence information acquisition device also acquires the presence information about the immediately preceding preceding vehicle, and the collision response control device acquires the presence information about the acquired preceding preceding vehicle and the acquired immediately preceding vehicle. Based on the presence information about the vehicle front object, the distance between the immediately preceding vehicle and the preceding vehicle front object, the time until the immediately preceding vehicle reaches the position of the preceding vehicle front object, the immediately preceding vehicle And at least one time until a vehicle front object collides with an immediately preceding vehicle, and the actuator is controlled based on the estimated one. Item 7. The collision-responsive vehicle control system according to any one of items 6 to 9. The control apparatus according to claim 7, wherein the collision response control device performs control for advancing the timing of starting the operation of the operation device when the value of the estimated at least one is small as compared with a case where the value is large. Vehicle control system for collision. 8. The collision response control device performs control to increase the effect obtained by the operation of the operating device when the value of the estimated at least one is small compared to the case where the estimated value is large. The collision-responsive vehicle control system according to claim 8. When the presence information acquisition device is a preceding vehicle that travels ahead of the host vehicle, the presence information acquisition device acquires operation state suggestion information that suggests the operation state of the preceding vehicle to the rear vehicle. 10. The collision-response vehicle according to claim 1, further comprising an information acquisition device, wherein the collision-response control device controls the operation device based on the acquired operation state suggestion information. Control system.

Images