JP2009052600A - Vehicle control device, vehicle control method and program - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle control device, reducing damage to a vehicle body when another vehicle collides with one's own vehicle parked. <P>SOLUTION: When another vehicle approaches within a predetermined distance (e.g. about 50 cm) to the own vehicle 2 parked from the longitudinal direction, a CPU 41 switches an AT (automatic transmission) 72 from parking range P to a neutral range N, a drive range D or a reverse range R to be movable based on a gradient of the road surface to be parking. Simultaneously, the CPU 41 sets the braking force of a parking brake 73 to the release state (the off state) or the state of being decreased in braking force to enable the own vehicle 2 to keep the stop state (S111-S116). <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a vehicle control device, a vehicle control method, and a program for performing control so as to switch a shift range of a transmission in response to a collision of another vehicle with the host vehicle.

Conventionally, various technologies have been proposed for controlling the shift range of a transmission to be switched in response to a collision of an own vehicle with an obstacle.
For example, in an electric AT change in which a switch signal is generated from a switch operation unit to drive an actuator to switch a transmission to a predetermined shift range, a collision detection means for detecting a vehicle collision and a signal from the collision detection means are received. There is an electric AT change that includes a collision control unit that controls the transmission to switch to the neutral range in the event of a vehicle collision (see, for example, Patent Document 1).
Japanese Utility Model Publication No. 6-40510 (paragraphs (0006) to (0020), FIGS. 1 to 4)

  However, in the electric AT change described in the above-mentioned prior art document, when the own vehicle collides with an obstacle while traveling, the transmission is controlled to be switched to the neutral range, but other vehicles are parked. No control is performed when the vehicle collides. For example, during parallel parking, the transmission is shifted to the parking range (P) and the parking brake is activated, so that if another vehicle that is to be parked in front of or behind the host vehicle collides with the host vehicle. There is a problem that there is no escape place of impact at the time of collision, and the damage to the vehicle body becomes large.

  Therefore, the present invention has been made to solve the above-described problems, and can reduce damage to the vehicle body when another vehicle collides with the parked own vehicle. An object of the present invention is to provide a vehicle control method and program.

  In order to achieve the above object, a vehicle control apparatus according to claim 1 includes a gradient detecting means (22) for detecting a gradient in the front-rear direction of a road surface, and a transmission switching means (13, 13) for switching a shift range of the transmission (72). 61), a parking determination means (13) for determining whether or not the own vehicle is parked, and an approaching vehicle determination means (13) for determining whether or not there is another vehicle approaching from the front or rear of the own vehicle. When it is determined that the host vehicle is in a parked state and there is another vehicle approaching from the front or rear of the host vehicle, the vehicle can move based on the gradient detected via the gradient detection means. And a parking control means (13) for controlling to switch to the shift range.

  According to a second aspect of the present invention, in the vehicle control device (1) according to the first aspect, the parking control means (13) is a gear shift that can move the transmission in the traveling direction of the other vehicle. Control is performed so as to switch to the range.

  According to a third aspect of the present invention, in the vehicle control device (1) according to the first or second aspect, the vehicle control device (1) further includes brake changing means (13, 61) for changing the braking force of the parking brake (73). The parking control means (13) switches to a shift range in which movement is possible, and controls to reduce the braking force of the parking brake.

  According to a fourth aspect of the present invention, there is provided the vehicle control device (1) according to the third aspect, wherein the parking control means (13) sets the transmission to a neutral range when there is no gradient. The switching is performed and the braking force of the parking brake is controlled to be turned off.

  According to a fifth aspect of the present invention, in the vehicle control device (1) according to the third or fourth aspect, the parking control means (13) includes the parking brake when the slope is present. Is controlled so as to be changed to a braking force sufficient to maintain the stopped state.

  A vehicle control device according to claim 6 is the vehicle control device (1) according to any one of claims 3 to 5, wherein the distance from the own vehicle to a parked vehicle parked in front of and behind the own vehicle. Distance measuring means (13, 51, 52) for measuring a distance is provided, and the parking control means (13) is an inter-vehicle distance to the parked vehicle in the traveling direction of the own vehicle after the other vehicle contacts the own vehicle. When the distance becomes equal to or less than a predetermined distance, the transmission is switched to a parking range, and the parking brake is controlled to be changed to the original braking force.

  According to a seventh aspect of the present invention, there is provided a vehicle control method according to a parking determination step (S11) for determining whether or not the own vehicle is in a parking state, and when the own vehicle is determined to be in a parking state in the parking determination step. A gradient detection step (S12) for detecting the gradient in the front-rear direction of the road surface, and an approaching vehicle for determining whether there is another vehicle approaching from the front or rear of the host vehicle after detecting the gradient in the gradient detection step When it is determined in the determination step (S13) and the parking determination step that the host vehicle is in a parked state, and it is determined in the approaching vehicle determination step that there is another vehicle approaching from the front or rear of the host vehicle. Comprises a parking control step (S14) for controlling to switch to a movable shift range based on the gradient detected in the gradient detection step.

  Further, the program according to claim 8 is provided when the computer determines that the host vehicle is in the parking state in the parking determination step (S11) for determining whether or not the host vehicle is in the parking state, and the parking determination step. Is a gradient detection step (S12) for detecting the gradient in the front-rear direction of the road surface, and an approach for determining whether there is another vehicle approaching from the front or rear of the host vehicle after detecting the gradient in the gradient detection step. When it is determined in the vehicle determination step (S13) and the parking determination step that the host vehicle is in a parked state, and it is determined in the approaching vehicle determination step that there is another vehicle approaching from the front or rear of the host vehicle. Is a program for executing a parking control step (S14) for controlling to switch to a movable shift range based on the gradient detected in the gradient detection step.

  In the vehicle control device according to claim 1 having the above-described configuration, when another vehicle approaches the parked host vehicle, the other vehicle can move according to the detected gradient before colliding with the host vehicle. It is possible to switch to a different shift range. This makes it possible for the host vehicle to move when another vehicle collides with the parked host vehicle from the front or the rear, thus reducing the impact of the collision and reducing damage to the vehicle body. It becomes.

  In the vehicle control device according to claim 2, when another vehicle approaches the parked host vehicle, the transmission is moved in the traveling direction of the other vehicle before the other vehicle collides with the host vehicle. It is possible to switch to a possible shift range. As a result, when the other vehicle collides with the parked host vehicle from the front or the rear, the host vehicle moves in the traveling direction of the other vehicle, so the impact at the time of the collision is further alleviated and damage to the vehicle body is reliably reduced. It becomes possible to do.

  In the vehicle control device according to claim 3, when another vehicle approaches the parked host vehicle, the shift that can move according to the detected gradient before the other vehicle collides with the host vehicle. While switching to the range, it is possible to reduce the braking force of the parking brake. As a result, when another vehicle collides with the parked host vehicle from the front or the rear, the host vehicle can surely move. Therefore, the shock at the time of the collision is further reduced, and damage to the vehicle body is ensured. It becomes possible to reduce.

  In the vehicle control device according to claim 4, when there is no gradient in the front-rear direction of the road surface on which the host vehicle is parked, the transmission is switched to the neutral range before the other vehicle collides with the host vehicle. It is possible to change to a movable state by turning off the braking force of the brake. In addition, since there is no gradient in the front-rear direction of the road surface on which the host vehicle is parked, that is, it is flat, other vehicles collide with the host vehicle even when the transmission is switched to the neutral range and the braking force of the parking brake is turned off. Until this is done, the parking state of the host vehicle can be maintained.

  Further, in the vehicle control device according to claim 5, when there is a gradient in the front-rear direction of the road surface on which the host vehicle is parked, the parking brake can be kept stopped before the other vehicle collides with the host vehicle. It becomes possible to change to the braking force. As a result, even when the transmission is switched to a shift range in which the transmission can be moved, the parking state can be maintained without the host vehicle moving in the direction of the road surface until the other vehicle collides with the host vehicle. Furthermore, when the other vehicle collides with the own vehicle, the braking force of the parking brake is weak, so the own vehicle moves in the traveling direction of the other vehicle, reduces the impact at the time of the collision, and reduces damage to the vehicle body. It becomes possible.

  In the vehicle control device according to the sixth aspect, the transmission can be switched to the parking range, the parking brake can be changed to the original braking force, and the own vehicle can be stopped. It becomes possible to maintain the inter-vehicle distance and prevent further collisions.

  In the vehicle control method according to claim 7, when another vehicle approaches the parked host vehicle, the shift that can move according to the detected gradient before the other vehicle collides with the host vehicle. It becomes possible to switch to the range. This makes it possible for the host vehicle to move when another vehicle collides with the parked host vehicle from the front or the rear, thus reducing the impact of the collision and reducing damage to the vehicle body. It becomes.

  Further, in the program according to claim 8, when the computer reads the program, when the other vehicle approaches the parked host vehicle, the computer before the other vehicle collides with the host vehicle, It is possible to switch to a shift range that can be moved in accordance with the detected gradient. This makes it possible for the host vehicle to move when another vehicle collides with the parked host vehicle from the front or the rear, thus reducing the impact of the collision and reducing damage to the vehicle body. It becomes.

  Hereinafter, a vehicle control device according to the present invention will be described in detail with reference to the drawings based on an embodiment in which a navigation device is embodied.

[Schematic configuration of vehicle]
First, a schematic configuration of a vehicle on which a navigation device according to the present embodiment is mounted will be described with reference to FIG. FIG. 1 is a schematic configuration diagram of a vehicle 2 on which a navigation device 1 according to the present embodiment is mounted.

As shown in FIG. 1, a navigation control unit 13 of the navigation device 1 installed on the vehicle 2 is electrically equipped with a ranging ECU (Electronic Control Unit) 51 that detects the distance to the surrounding vehicle by an ultrasonic sensor or the like. It is connected to the. The ultrasonic sensors 52 are installed on the left side and the right side of the front end of the vehicle 2 and on the left side of the rear end and the right side of the rear end.
In addition, the navigation control unit 13 includes a vehicle ECU (Electronic Control Unit) that drives and controls a hydraulic motor 71 (see FIG. 2), an AT (Automatic Transmission) 72 (see FIG. 2), a parking brake (PKB) 73 (see FIG. 2), and the like. ) 61 is electrically connected.

  The navigation device 1 is provided on the center console or the panel surface of the vehicle 2, displays a search route to a map or destination on a liquid crystal display (LCD) 15, and provides voice guidance regarding route guidance by a speaker 16. Output. In addition, when the predetermined condition is satisfied, the navigation device 1 transmits a control signal to the distance measuring ECU 51 to detect the distance to the parked vehicle parked in front of and behind the vehicle 2 and other vehicles approaching from the front-rear direction. can do. Further, when the predetermined condition is satisfied, the navigation device 1 can transmit a control signal to the vehicle ECU 61 to change the transmission range of the AT 72 of the vehicle 2 and the braking force of the parking brake 73.

  Further, the distance measurement ECU 51 processes the distance measurement signals of the ultrasonic sensors 52 based on the control signal received from the navigation device 1, and from a parked vehicle parked in front of or behind the vehicle 2 or in the front-rear direction. Each ultrasonic sensor 52 is connected by an electronic control unit that detects the distance to the approaching other vehicle and the approaching direction and outputs it to the navigation control unit 13.

  The vehicle ECU 61 is an electronic control unit that drives and controls the hydraulic motor 71, AT 72, parking brake 73, etc. based on the control signal received from the navigation device 1, and is connected to the hydraulic motor 71, AT 72, parking brake 73, etc. (See FIG. 2). The vehicle ECU 61 is configured to detect a driving state of an engine (not shown) based on a control signal received from the navigation device 1 and output the detected driving state to the navigation control unit 13 and to control the driving of the engine.

  Here, the vehicle ECU 61 is configured to drive the hydraulic motor 71 when the engine is stopped, thereby applying hydraulic pressure to the AT 72 and switching the clutch. In addition, AT72 is “parking range (P)”, “neutral range (N)”, “drive range (D)”, “second (S)”, “low (L)”, “reverse range (R)”. It is possible to switch to each shift range. Further, the parking brake 73 is configured to be able to set the braking force in a plurality of stages from a braking state (ON state) where the braking force is generated to a released state (OFF state) where the braking force is not generated.

[Schematic configuration of navigation device]
Next, the configuration related to the control system of the vehicle 2 according to the present embodiment will be described with reference to FIG. FIG. 2 is a block diagram schematically showing a control system centered on the navigation device 1 mounted on the vehicle 2.

  As shown in FIG. 2, the control system of the vehicle 2 is configured based on a navigation device 1, a distance measurement ECU 51 and a vehicle ECU 61 that are electrically connected to the navigation device 1, and And certain peripheral devices are connected.

  The navigation device 1 is based on a current position detection unit 11 that detects a current position of the own vehicle (hereinafter referred to as “own vehicle position”), a data recording unit 12 that records various data, and input information. The navigation control unit 13 that performs various arithmetic processes, the operation unit 14 that receives operations from the operator, the liquid crystal display 15 that displays information such as a map to the operator, and voice guidance related to route guidance are output. The communication device 17 and the like communicate with each other between the speaker 16 and the information center such as a road traffic information center (VICS: registered trademark).

  The navigation control unit 13 includes a vehicle speed sensor 21 that detects the traveling speed of the vehicle, a gradient detection sensor 22 that detects a gradient in the front-rear direction of the road surface, and a shift lever sensor that detects the position of a shift lever (not shown). 23, a parking brake sensor (PKB sensor) 24 for detecting the braking force of the parking brake 73, and the like are connected.

Here, the gradient detection sensor 22 is configured by an inclination angle sensor or the like, and configured to be able to measure an inclination angle within a predetermined angle range. In this embodiment, the gradient detection sensor 22 outputs a positive angle value when the road surface is an uphill road, outputs an angle value of 0 when the road surface is flat, and the road surface is a downhill road. In this case, a negative angle value is output.
The shift lever sensor 23 is built in a shift lever (not shown), and the shift position is “P (parking)”, “N (neutral)”, “R (reverse)”, “D (drive)”, It is configured to be able to detect which position is “S (second)” or “L (low)”.

  Further, the navigation control unit 13 is electrically connected with a distance measuring ECU 51 and a vehicle ECU 61. Each ultrasonic sensor 52 is electrically connected to the distance measuring ECU 51. The vehicle ECU 61 is electrically connected to a hydraulic motor 71, an AT 72, and a parking brake 73.

Below, each component which comprises the navigation apparatus 1 is demonstrated.
As shown in FIG. 2, the current location detection unit 11 includes a GPS 31, an orientation sensor 32, a distance sensor 33, an altimeter (not shown), and the like, and can detect the current position, orientation, and the like of the own vehicle. ing.

  The data recording unit 12 reads an external storage device and a hard disk (not shown) as a recording medium, a map information database (map information DB) 25 stored in the hard disk, a predetermined program, etc. And a recording head (not shown) which is a driver for writing the data.

  The map information DB 25 is composed of various information necessary for route guidance and map display. For example, new road information for specifying each new road, map display data for displaying a map, each intersection Intersection data on nodes, node data on node points, link data on roads (links) that are a type of facility, search data for searching for routes, store data on points of interest (POI) of stores that are a type of facility, points It is composed of search data and the like for searching. The contents of the map information DB 25 are updated by downloading update information distributed from the map information distribution center (not shown) via the communication device 17.

  As shown in FIG. 2, the navigation control unit 13 constituting the navigation device 1 is an arithmetic device that performs overall control of the navigation device 1, a CPU 41 as a control device, and working when the CPU 41 performs various arithmetic processes. A RAM 42 for storing route data when a route is searched, a control program, and an impact mitigation processing program for mitigating an impact when another vehicle collides during parking, which will be described later. ROM 43 in which (see FIG. 3) is stored, an internal storage device such as a flash memory 44 for storing a program read from the ROM 43, a timer 45 for measuring time, and the like.

  In this embodiment, various programs are stored in the ROM 43, and various data are stored in the data recording unit 12. However, the programs, data, and the like are stored in the same external storage device, memory card, and the like. It is also possible to read out a program, data, etc. from the flash memory 44 and so on. Further, the program, data, etc. can be updated by exchanging a memory card or the like.

  Furthermore, the navigation control unit 13 is electrically connected to peripheral devices (actuators) of the operation unit 14, the liquid crystal display 15, the speaker 16, and the communication device 17.

The operation unit 14 is operated when correcting the current location at the start of travel, inputting a departure point as a guidance start point and a destination as a guidance end point, or searching for information about facilities, and the like. And a plurality of operation switches. In addition, a transparent touch panel is provided on the front surface of the liquid crystal display 15 so that various instruction commands can be input by pressing a button displayed on the screen or a map. The navigation control unit 13 performs control to execute various corresponding operations based on switch signals output by pressing the switches. As the operation unit 14, a keyboard, a mouse, a joystick, or the like can be used.
The liquid crystal display 15 also has operation guidance, operation menus, key guidance, guidance route from the current location to the destination, guidance information along the guidance route, traffic information, news, weather forecast, time, mail, TV program, etc. Is displayed.

Further, the speaker 16 outputs a travel guide along the guidance route based on an instruction from the navigation control unit 13. Here, the voice guidance to be guided is, for example, “200m ahead, right at XX intersection”.
The communication device 17 is a communication means such as a mobile phone network that communicates with the information distribution center and the road traffic information center, and transmits and receives the latest version of updated map information and the like with the information distribution center.

  The ranging ECU 51 includes a data receiving unit 51A that receives control information transmitted from the navigation control unit 13. Further, the distance measurement ECU 51 measures the distance from the distance measurement signal received from each ultrasonic sensor 52 every predetermined time (for example, about every 0.1 to 0.5 seconds) to the surrounding vehicle. And a distance measuring unit 51B that detects the distance to the parked vehicle parked in front of or behind the vehicle 2 and other vehicles approaching from the front-rear direction and the approach direction.

In addition, the vehicle ECU 61 includes a data receiving unit 61 </ b> A that receives control information transmitted from the navigation control unit 13. Further, the vehicle ECU 61 includes an output control unit 61B that drives and controls the hydraulic motor 71, the AT 72, the parking brake 73, and the like based on the control signal received from the navigation device 1.
The ranging ECU 51 and the vehicle ECU 61 are supplied with electric power from a battery (not shown), and are configured to operate even when the ignition is turned off.

[Shock mitigation treatment]
Next, a process executed by the CPU 41 of the navigation device 1 configured as described above, and an impact mitigation process for mitigating an impact when another vehicle collides during parking will be described with reference to FIGS. To do.

  FIG. 3 is a main flowchart illustrating a process executed by the CPU 41 of the navigation device 1 according to the present embodiment, which shows an impact mitigation process for mitigating an impact when another vehicle collides during parking. FIG. 4 is a sub-flowchart showing a sub-process of the “AT and PKB control process” of FIG. FIG. 5 is a sub-flowchart showing a sub-process of the “uphill road process” of FIG. FIG. 6 is a sub-flowchart showing a sub-process of the “downhill road process” of FIG.

  3 is stored in the ROM 43 provided in the navigation control unit 13 of the navigation device 1, and is executed by the CPU 41 at regular intervals (for example, every 10 msec to 100 msec).

  As shown in FIG. 3, first, in step (hereinafter abbreviated as “S”) 11, the CPU 41 executes a determination process for determining whether or not parking such as parallel parking is being performed. Specifically, the CPU 41 determines whether the shift position of the shift lever is “P (parking)” via the shift lever sensor 23 and whether the engine (not shown) is turned off via the vehicle ECU 61. The determination process to be executed is executed.

And when not parking in parallel parking etc. (S11: NO), CPU41 complete | finishes the said process.
On the other hand, when parking in parallel parking or the like (S11: YES), the CPU 41 proceeds to the process of S12. In S <b> 12, the CPU 41 detects the gradient (tilt angle) in the front-rear direction of the road surface on which the host vehicle is parked via the gradient detection sensor 22, and stores it in the RAM 42.

Subsequently, in S13, the CPU 41 detects the distance to the other vehicle approaching from the front or rear of the host vehicle 2 and the approach direction via the distance measuring ECU 51, and within a predetermined distance from the front or rear (for example, about 50 cm). A determination process is performed to determine whether or not there is another vehicle approaching.
If there is no other vehicle approaching within a predetermined distance from the front or rear (S13: NO), the CPU 41 ends the process.

  On the other hand, when there is another vehicle approaching within a predetermined distance from the front or rear (S13: YES), the CPU 41 stores the distance to the other vehicle and the approach direction detected via the distance measuring ECU 51 in the RAM 42, The process proceeds to S14. In S <b> 14, the CPU 41 switches the “parking range (P)” of the AT 72 to a predetermined shift range, and changes the braking force of the parking brake 73 to a predetermined braking force, which will be described later, a sub-process of “AT and PKB control processing”. After executing (see FIG. 4), the process is terminated.

[AT and PKB control processing]
Next, sub-processing of “AT and PKB control processing” executed by the CPU 41 in S14 will be described with reference to FIG.
As shown in FIG. 4, first, in S <b> 111, the CPU 41 reads a gradient (tilt angle) in the front-rear direction of the road surface on which the vehicle is parked from the RAM 42, and executes a determination process for determining whether there is a gradient. To do.

  If there is no slope, that is, if the road surface on which the vehicle is parked is flat (S111: NO), the CPU 41 proceeds to the process of S112. In S <b> 112, the CPU 41 transmits a control signal that instructs the vehicle ECU 61 to drive the hydraulic motor 71, and drives the hydraulic motor 71 via the vehicle ECU 61. As a result, hydraulic pressure is applied to the AT 72 and the clutch can be switched.

  Subsequently, in S113, the CPU 41 transmits a control signal instructing the vehicle ECU 61 to switch the shift range of the AT 72 from the “parking range (P)” to the “neutral range (N)”. To “Neutral range (N)”. At the same time, the CPU 41 transmits a control signal instructing the vehicle ECU 61 to set the parking brake 73 to a release state (OFF state) in which the braking force is not generated, and puts the parking brake 73 into the release state (OFF state). After the setting, the process proceeds to S117.

  As a result, when another vehicle approaching from the front or rear of the host vehicle 2 comes into contact, the host vehicle 2 can move in the traveling direction of the other vehicle with a light pressing force, and the impact force due to the collision is reduced. It becomes possible to reduce damage to the vehicle body.

  On the other hand, when there is a gradient in S111, that is, when the road surface on which the vehicle is parked is inclined (S111: YES), the CPU 41 proceeds to the process of S114. In S114, the CPU 41 executes a determination process for determining whether or not the road surface on which the vehicle is parked is an uphill road, that is, whether or not the output of the gradient detection sensor 22 is a positive angle value.

  When the road surface on which the host vehicle is parked is an uphill road, that is, when the output of the gradient detection sensor 22 is a positive angle value (S114: YES), the CPU 41 proceeds to the process of S115. In S115, the CPU 41 proceeds to a process in S117 after executing a sub-process (see FIG. 5) of an “uphill road process” described later.

  On the other hand, when the road surface on which the vehicle is parked is a downhill road, that is, when the output of the gradient detection sensor 22 is a negative angle value (S114: NO), the CPU 41 proceeds to the process of S116. In S <b> 116, the CPU 41 performs a sub-process (see FIG. 6) of “descending slope process” described later, and then proceeds to S <b> 117.

  In S117, the CPU 41 warns that there is a possibility of collision with another vehicle approaching within a predetermined distance. Specifically, the CPU 41 notifies the driver of another vehicle that there is a risk of a collision by sounding a horn or blinking a headlight, a tail lamp, or the like. If communication with a navigation device mounted on another vehicle is possible via the communication device 17, a voice notification or the like is given through the navigation device mounted on the other vehicle that there is a risk of a collision. May be.

  Subsequently, in S118, the CPU 41 detects the inter-vehicle distance from the parked vehicle or the like parked on the opposite side with respect to the other vehicle approaching from the front or rear of the host vehicle 2 via the distance measuring ECU 51. Then, the CPU 41 comes into contact with another vehicle approached and the host vehicle 2 is pushed, so that the distance between the parked vehicle and the host vehicle 2 is less than a predetermined value (for example, about 30 cm or less). A determination process for determining whether or not has occurred is executed.

When the approaching other vehicle comes into contact and the host vehicle 2 is pushed, the distance between the parked vehicle and the host vehicle 2 becomes a predetermined value or less (for example, about 30 cm or less). (S118: YES), the CPU 41 proceeds to the process of S120 described later.
On the other hand, when the inter-vehicle distance with the parked vehicle or the like parked on the opposite side with respect to the other vehicle approaching from the front or rear of the host vehicle 2 is larger than the predetermined value, that is, the other vehicle is parked on the opposite side. When there is a margin in the distance between the parked vehicle and the like (S118: NO), the CPU 41 proceeds to the process of S119.

  In S119, the CPU 41 executes a determination process for determining whether or not another vehicle approaching from the front or rear of the host vehicle 2 has stopped. Specifically, the CPU 41 executes a determination process for determining whether or not the inter-vehicle distance from another vehicle approaching from the front or rear is maintained at a constant value via the distance measuring ECU 51.

  And when the other vehicle which approaches from the front or back of the own vehicle 2 has not stopped (S119: NO), CPU41 performs the process after S118 again. That is, when the inter-vehicle distance from the other vehicle is shortened (S119: NO), the CPU 41 executes the processing from S118 onward again.

  On the other hand, when the other vehicle approaching from the front or rear of the host vehicle 2 stops (S119: YES), the CPU 41 proceeds to the process of S120. That is, when the inter-vehicle distance from the other vehicle is maintained at a constant value (S119: YES), the CPU 41 proceeds to the process of S120.

  In S120, the CPU 41 transmits a control signal that instructs the vehicle ECU 61 to switch the shift range of the AT 72 to the “parking range (P)”, and switches the shift range of the AT 72 to the “parking range (P)”. At the same time, the CPU 41 transmits a control signal instructing the vehicle ECU 61 to set the parking brake 73 to a braking state (ON state) that generates a braking force, and sets the parking brake 73 to a braking state (ON state). Set.

  Subsequently, in S121, the CPU 41 transmits a control signal instructing the vehicle ECU 61 to stop the hydraulic motor 71, stops the hydraulic motor 71 via the vehicle ECU 61, and then performs the sub-process. End and return to the main flowchart. As a result, no hydraulic pressure is applied to the AT 72, the clutch cannot be switched, the shift range is maintained at the “parking range (P)”, and the parking brake 73 is set to the braking state (ON state).

[Uphill road processing]
Next, the sub-process of the “uphill road process” executed in S115 will be described with reference to FIG.
As shown in FIG. 5, first, in S <b> 211, the CPU 41 reads out the approach direction of the other vehicle detected from the RAM 42 via the distance measuring ECU 51 and determines whether or not the other vehicle is approaching from the front. Execute.

  If another vehicle is approaching from the front (S211: YES), the CPU 41 proceeds to the process of S212. In S212, the CPU 41 executes the process of S112.

  Subsequently, in S213, the CPU 41 transmits a control signal instructing the vehicle ECU 61 to switch the shift range of the AT 72 from the “parking range (P)” to the “neutral range (N)”. To “Neutral range (N)”. At the same time, the CPU 41 sends a control signal instructing the vehicle ECU 61 to set the braking force of the parking brake 73 to a state where the braking force of the parking brake 73 is relaxed to such an extent that the host vehicle 2 does not move backward. After the vehicle 2 is set to a state where the braking force is relaxed to such an extent that it can maintain the stop state, the sub-process is terminated, and the process proceeds to S117.

  As a result, when another vehicle approaching from the front of the host vehicle 2 comes into contact, the host vehicle 2 can move rearward along the slope of the road surface with a light pressing force, and the impact force caused by the collision is reduced. It becomes possible to reduce damage to the vehicle body.

  On the other hand, when the other vehicle is approaching from the rear (S211: NO), the CPU 41 proceeds to the process of S214. In S214, the CPU 41 executes the process of S112.

  In S215, the CPU 41 transmits a control signal instructing the vehicle ECU 61 to switch the shift range of the AT 72 from the “parking range (P)” to the “drive range (D)”. Switch to “Drive range (D)”. At the same time, the CPU 41 sends a control signal instructing the vehicle ECU 61 to set the braking force of the parking brake 73 to a state where the braking force of the parking brake 73 is relaxed to such an extent that the host vehicle 2 does not move backward. After the vehicle 2 is set to a state where the braking force is relaxed to such an extent that it can maintain the stop state, the sub-process is terminated, and the process proceeds to S117.

  As a result, when another vehicle approaching from behind the host vehicle 2 comes into contact, the host vehicle 2 can move forward along the slope of the road surface with a light pressing force, and the impact force caused by the collision is reduced. It becomes possible to reduce damage to the vehicle body.

[Descent slope processing]
Next, the sub-process of the “downhill road process” executed in S116 will be described with reference to FIG.
As shown in FIG. 6, first, in S <b> 311, the CPU 41 reads out the approach direction of the other vehicle detected from the RAM 42 via the distance measuring ECU 51 and determines whether or not the other vehicle is approaching from the front. Execute.

  If another vehicle is approaching from the front (S311: YES), the CPU 41 proceeds to the process of S312. In S312, the CPU 41 executes the process in S112.

  Subsequently, in S313, the CPU 41 transmits a control signal instructing the vehicle ECU 61 to switch the shift range of the AT 72 from the “parking range (P)” to the “reverse range (R)”. To “Reverse range (R)”. At the same time, the CPU 41 transmits a control signal instructing the vehicle ECU 61 to set the braking force of the parking brake 73 so as not to advance the host vehicle 2 so that the braking force of the parking brake 73 is automatically transmitted. After the vehicle 2 is set to a state where the braking force is relaxed to such an extent that it can maintain the stop state, the sub-process is terminated, and the process proceeds to S117.

  As a result, when another vehicle approaching from the front of the host vehicle 2 comes into contact, the host vehicle 2 can move rearward along the slope of the road surface with a light pressing force, and the impact force caused by the collision is reduced. It becomes possible to reduce damage to the vehicle body.

  On the other hand, if another vehicle is approaching from the rear (S311: NO), the CPU 41 proceeds to the process of S314. In S314, the CPU 41 executes the process of S112.

  In S315, the CPU 41 transmits a control signal instructing the vehicle ECU 61 to switch the shift range of the AT 72 from the “parking range (P)” to the “neutral range (N)”. Switch to “Neutral Range (N)”. At the same time, the CPU 41 transmits a control signal instructing the vehicle ECU 61 to set the braking force of the parking brake 73 so as not to advance the host vehicle 2 so that the braking force of the parking brake 73 is automatically transmitted. After the vehicle 2 is set to a state where the braking force is relaxed to such an extent that it can maintain the stop state, the sub-process is terminated, and the process proceeds to S117.

  As a result, when another vehicle approaching from the rear of the host vehicle 2 comes into contact, the host vehicle 2 can move forward along the slope of the road surface with a light pressing force, that is, it can descend along the slope. It is possible to reduce the impact force caused by the collision and reduce the damage to the vehicle body.

  As described in detail above, in the navigation device 1 according to the present embodiment, when another vehicle approaches the host vehicle 2 that is parked, such as parallel parking, before the other vehicle collides with the host vehicle 2, The AT 72 is switched from the “parking range (P)” to a shift range that can be moved in the traveling direction of the other vehicle, and the parking brake 73 is controlled according to the gradient in the longitudinal direction of the road surface detected via the gradient detection sensor 22. The power can be reduced (S111 to S116). As a result, when the other vehicle collides with the parked host vehicle 2 from the front or rear, the host vehicle 2 can move in the traveling direction of the other vehicle. It becomes possible to reduce damage.

  Further, when there is no gradient in the front-rear direction of the road surface on which the host vehicle 2 is parked, that is, when the road surface is flat, the AT 72 is moved from the “parking range (P)” before the other vehicle collides with the host vehicle 2. In addition to switching to the “neutral range (N)”, the braking force of the parking brake 73 can be released to change to a movable state. Moreover, since there is no gradient in the front-rear direction of the road surface on which the host vehicle 2 is parked, that is, the road surface is flat, the AT 72 is switched to the “neutral range (N)” and the braking force of the parking brake 73 is released. The parking state of the host vehicle 2 can be maintained until another vehicle collides with the host vehicle 2.

  Further, when there is a gradient in the front-rear direction of the road surface on which the host vehicle 2 is parked, the parking brake 73 can be changed to a braking force that can maintain the stop state before the other vehicle collides with the host vehicle 2. It becomes possible. As a result, even if the AT 72 is switched to a movable shift range, the parking state can be maintained without the host vehicle moving in the direction of the road surface until the other vehicle collides with the host vehicle 2. Furthermore, when the other vehicle collides with the own vehicle 2, the braking force of the parking brake 73 is weak, so the own vehicle 2 moves in the traveling direction of the other vehicle, reduces the impact at the time of the collision, and damages the vehicle body. Can be reduced.

  Furthermore, the distance between the vehicle and the parked vehicle parked on the opposite side with respect to the other vehicle is decreased by a predetermined value (for example, about 30 cm or less). ), The AT 72 is switched to the “parking range (P)” and the parking brake 73 is changed to the braking state (ON state), that is, the original braking force. As a result, an approaching other vehicle comes into contact with the host vehicle 2 and the distance between the other vehicle and the parked vehicle parked on the opposite side is less than a predetermined value (for example, about 30 cm). In the case of the following), the host vehicle 2 can be stopped, the distance between the host vehicle 2 and the parked vehicle can be maintained, and further collision can be prevented.

  In addition, this invention is not limited to the said Example, Of course, various improvement and deformation | transformation are possible within the range which does not deviate from the summary of this invention. For example, the following may be used.

  (A) Instead of the ultrasonic sensor 52, the distance from another vehicle, a parked vehicle, or the like may be measured by image processing using a CCD camera or the like or radar.

  (B) If the map information stored in the map information DB 25 stores altitude information of the parking spot of the host vehicle 2 and its vicinity, in S111, the CPU 41, based on the altitude information, The slope of the road surface on which the host vehicle 2 is parked may be calculated.

  (C) In S213, the CPU 41 transmits a control signal instructing the vehicle ECU 61 to switch the shift range of the AT 72 from the “parking range (P)” to the “reverse range (R)”. May be switched to “reverse range (R)”. At the same time, the CPU 41 sends a control signal instructing the vehicle ECU 61 to set the braking force of the parking brake 73 to a state where the braking force of the parking brake 73 is relaxed to such an extent that the host vehicle 2 does not move backward. You may make it set to the state loosened to the braking force of the grade which the vehicle 2 can maintain a stop state.

  (D) In S315, the CPU 41 transmits a control signal instructing the vehicle ECU 61 to switch the shift range of the AT 72 from the “parking range (P)” to the “drive range (D)”. May be switched to “drive range (D)”. At the same time, the CPU 41 transmits a control signal instructing the vehicle ECU 61 to set the braking force of the parking brake 73 so as not to advance the host vehicle 2 so that the braking force of the parking brake 73 is automatically transmitted. You may make it set to the state loosened to the braking force of the grade which the vehicle 2 can maintain a stop state.

  (E) In S112, S212, S214, S312 and S314, the CPU 41 starts an engine (not shown) via the vehicle ECU 61 and applies hydraulic pressure to the AT 72 so that the clutch can be switched. Good.

  (F) In the case where the host vehicle 2 is a hybrid vehicle having an engine and a drive motor, in S112, S212, S214, S312 and S314, the CPU 41 first sets the drive motor via the vehicle ECU 61. Turn on the power and turn on the power system. Thereafter, the CPU 41 may transmit a control signal instructing the vehicle ECU 61 to drive the hydraulic motor 71 and drive the hydraulic motor 71 via the vehicle ECU 61.

It is a schematic block diagram of the vehicle by which the navigation apparatus concerning a present Example is mounted. It is a block diagram which shows typically the control system centering on the navigation apparatus mounted in a vehicle. It is the main flowchart which shows the impact mitigation process which is the process which CPU of a navigation apparatus performs, Comprising: The impact when another vehicle collides during parking. 4 is a sub-flowchart showing a sub-process of “AT and PKB control process” of FIG. 3. FIG. 5 is a sub-flowchart showing a sub-process of “uphill road process” in FIG. 4. FIG. FIG. 5 is a sub-flowchart showing a sub process of “downhill road process” of FIG. 4. FIG.

Explanation of symbols

1 Navigation device 2 Vehicle (own vehicle)
DESCRIPTION OF SYMBOLS 11 Present location detection process part 13 Navigation control part 22 Gradient detection sensor 23 Shift lever sensor 24 Parking brake sensor 41 CPU
42 RAM
43 ROM
51 Ranging ECU
52 Ultrasonic sensor 61 Vehicle ECU
71 Hydraulic motor 72 AT
73 Parking brake

Claims (8)

A gradient detecting means for detecting a gradient in the front-rear direction of the road surface;
A transmission switching means for switching the transmission range of the transmission;
Parking determination means for determining whether or not the host vehicle is in a parking state;
An approaching vehicle determination means for determining whether there is another vehicle approaching from the front or rear of the host vehicle;
If it is determined that the host vehicle is in a parked state and that there is another vehicle approaching from the front or rear of the host vehicle, a shift that can be moved based on the gradient detected via the gradient detection means. Parking control means for controlling to switch to the range;
A vehicle control device comprising:   The vehicle control device according to claim 1, wherein the parking control unit controls the transmission to switch to a shift range in which the transmission can move in a traveling direction of the other vehicle. Brake changing means for changing the braking force of the parking brake,
3. The vehicle control device according to claim 1, wherein the parking control unit performs control so that the braking force of the parking brake is reduced while switching to a movable shift range.   4. The vehicle according to claim 3, wherein when there is no gradient, the parking control unit switches the transmission to a neutral range and controls the parking brake to be turned off. 5. Control device.   5. The vehicle according to claim 3, wherein the parking control unit controls the parking brake to change to a braking force capable of maintaining the stop state when the slope is present. 6. Control device. A distance measuring means for measuring an inter-vehicle distance from the own vehicle to a parked vehicle parked in front of and behind the own vehicle;
The parking control means switches the transmission to a parking range when an inter-vehicle distance to the parked vehicle in the traveling direction of the host vehicle becomes a predetermined distance or less after the other vehicle contacts the host vehicle. The vehicle control device according to any one of claims 3 to 5, wherein the parking brake is controlled to be changed to an original braking force. A parking determination step for determining whether the host vehicle is in a parking state;
If it is determined in the parking determination step that the vehicle is in a parking state, a gradient detection step for detecting a gradient in the front-rear direction of the road surface;
An approaching vehicle determination step of determining whether there is another vehicle approaching from the front or rear of the host vehicle after detecting the gradient in the gradient detection step;
If it is determined in the parking determination step that the host vehicle is in a parking state, and it is determined in the approaching vehicle determination step that there is another vehicle approaching from the front or rear of the host vehicle, the gradient detection step A parking control step for controlling to switch to a movable shift range based on the detected gradient;
A vehicle control method comprising: On the computer,
A parking determination step for determining whether the host vehicle is in a parking state;
A slope detection step of detecting a forward / backward slope of the road surface when the vehicle is determined to be parked in the parking determination step;
An approaching vehicle determination step of determining whether there is another vehicle approaching from the front or rear of the host vehicle after detecting the gradient in the gradient detection step;
If it is determined in the parking determination step that the host vehicle is in a parked state, and it is determined in the approaching vehicle determination step that there is another vehicle approaching from the front or rear of the host vehicle, the gradient detection step A parking control step for controlling to switch to a movable shift range based on the detected gradient;
A program for running

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