JP2010132030A - Vehicle control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle control device performing the optimum drive control fitted to the circumstance at driving and capable of sufficiently ensuring safety. <P>SOLUTION: At crossing of an on-coming lane of one's own vehicle, namely, when possibility that it collides against an object existing at a front side in an advance direction of the one's own vehicle at right turn is high, and when an occupant at a front passenger seat is detected, a control part 13 performs braking control when the occupant is detected by a front passenger seat occupant detection part 6 and can performing suppression or discontinuation of the braking control when the occupant at the front passenger seat is not detected. Thereby, by suppressing or discontinuing the braking control when the occupant exists on the front passenger seat, the front passenger seat occupant can be protected from the collision with the on-coming car on the on-coming lane, whereas, when the crushable zone can be sufficiently ensured, namely, when the occupant does not exists on the front passenger seat, by performing the braking control, collision with the object existing at a front side in the advance direction is certainly avoided. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicle control apparatus that can assist driving of a vehicle.

Conventionally, as a vehicle control device, braking control can be automatically performed to avoid a collision with an object existing forward in the traveling direction, and when the vehicle enters an opposite lane such as a right turn, When the inter-vehicle distance is within a predetermined range, it is known that the host vehicle can quickly get out of the oncoming lane by suppressing or stopping the braking control of the vehicle. In this vehicle control device, it is possible to prevent the vehicle from colliding with an oncoming vehicle by performing braking control when making a right turn.
JP 2005-138748 A

  However, although the above-described vehicle control apparatus can prevent a collision with an oncoming vehicle, the possibility of a collision with an object existing ahead in the traveling direction increases. Therefore, further safety has been demanded by performing more optimal operation control in accordance with the driving situation.

  The present invention has been made to solve such a problem, and provides a vehicle control device that performs optimal driving control in accordance with driving conditions and can sufficiently ensure safety. With the goal.

  According to the vehicle control device of the present invention, when the opposite lane is crossed, collision determination means for determining the possibility of collision with an object existing ahead in the traveling direction of the own vehicle, and detecting a passenger in the passenger seat of the own vehicle A passenger seat occupant detection means that controls the braking control of the traveling of the host vehicle according to the possibility of collision with an object by the collision determination means, and the control means is used when the host vehicle crosses the opposite lane. A vehicle control device characterized in that, when an occupant is detected by the passenger seat occupant detection means, the possibility of suppression or cancellation of braking control is increased compared to the case where no occupant is detected.

  In this vehicle control device, when the vehicle crosses the opposite lane (that is, when turning right), there is a high possibility that the vehicle will collide with an object in front of the traveling direction of the vehicle, and a passenger in the passenger seat is detected. In this case, the control means can increase the possibility of suppressing or stopping the braking means as compared with the case where no passenger is detected by the passenger seat occupant detection means. As a result, if there is an occupant in the passenger seat, braking control can be suppressed or canceled to protect the passenger occupant from collision with the oncoming vehicle in the oncoming lane, while ensuring a sufficient crushable zone. When it is possible, that is, when there is no passenger in the passenger seat, it is possible to reliably avoid a collision with an object existing ahead in the traveling direction by reliably performing the braking control. As described above, it is possible to perform optimum operation control according to the situation at the time of operation, and to ensure sufficient safety.

  In the vehicle control apparatus according to the present invention, it is preferable that the control means performs a brake assist by giving a warning to the driver regardless of the detection result of the passenger seat occupant detection means when the host vehicle crosses the opposite lane. As a result, the braking control can be suppressed and stopped depending on the presence or absence of the passenger in the passenger seat, while warning and brake assist are performed regardless of the determination result of the passenger occupant detection means to ensure a certain level of safety. It is possible to provide driving assistance for the driver.

  In the vehicle control device according to the present invention, when it is determined that the host vehicle is making a right turn based on the vehicle speed, turning radius, and turning angle of the host vehicle, it is determined that the host vehicle is crossing the opposite lane. It is preferable to further comprise determination means for performing.

  According to the present invention, it is possible to perform optimal operation control according to the situation during operation and to ensure sufficient safety.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the description of the drawings, the same elements are denoted by the same reference numerals, and redundant description is omitted.

  FIG. 1 shows a block diagram of a vehicle control apparatus 1 according to an embodiment of the present invention. As shown in FIG. 1, the vehicle control apparatus 1 according to the present embodiment is an apparatus having a function of operating a PCS (Pre-Crash Safety System) before a collision with an object during traveling of the host vehicle. (Electronic Control Unit) 2, object detection unit 3, own vehicle information detection unit 4, passenger seat occupant detection unit 6, travel drive unit 7, braking unit 8, and notification unit 9.

  The object detection unit 3 detects an object existing in the vicinity of the host vehicle and detects a distance and an azimuth angle to the object. The object detection unit 3 is configured by, for example, a laser radar, a millimeter wave radar, or the like, or may detect the presence / absence, distance, and azimuth of an object by analyzing an image acquired by a camera. The object detection unit 3 can detect an object present on a pedestrian crossing on an approaching road when the host vehicle turns right at an intersection. The object detection unit 3 has a function of outputting the presence / absence, distance, and azimuth of the detected object to the ECU 2.

  The own vehicle information detection unit 4 has a function of detecting information related to the own vehicle such as the AT shift position of the own vehicle, the vehicle speed of the own vehicle, the steering angle of the own vehicle, and the like. Specifically, the own vehicle information detection unit 4 is configured by sensors such as a shift position sensor for detecting a shift position, a vehicle speed sensor, a steering angle sensor, and a wheel speed sensor attached to each wheel. The own vehicle information detection unit 4 has a function of outputting the detected own vehicle information to the ECU 2.

  The passenger seat occupant detection unit 6 has a function of detecting whether an occupant is present in the passenger seat of the host vehicle. The passenger seat occupant detection unit 6 may be configured by a pressure-sensitive sensor that is installed in the seat of the passenger seat and can detect whether or not the occupant is seated on the seat, and detects that the seat belt is fastened. An image sensor that outputs image data so that the presence or absence of an occupant can be detected based on an image of a camera that captures the passenger seat. Also good. The passenger seat occupant detection unit 6 has a function of outputting the presence or absence of a passenger seat occupant to the ECU 2.

  The traveling drive unit 7 functions as a traveling drive unit that performs traveling driving of the host vehicle, and includes, for example, a throttle motor and an injector. The travel drive unit 7 operates in response to a travel drive signal from the ECU 2 and executes vehicle travel drive in accordance with the travel drive signal.

  The braking unit 8 functions as a braking unit that brakes the vehicle, and includes, for example, an electromagnetic valve that adjusts the brake hydraulic pressure and a pump motor that generates the brake hydraulic pressure. The braking unit 8 operates in response to a braking command signal from the ECU 2 and executes vehicle braking according to the braking command signal.

  The notification unit 9 notifies the driver that there is a possibility of collision with an object in front of the host vehicle, and performs a notification operation in response to a notification command signal from the ECU 2. For example, the notification unit 9 is used for notification through the driver's hearing, and performs notification by voice and warning sound such as a buzzer. Moreover, the alerting | reporting part 9 may perform alerting | reporting through a driver | operator's vision, such as display lights and warning lights, such as lamp lighting. Furthermore, the alerting | reporting part 9 may perform alerting | reporting through a driver | operator's tactile sense, such as a handle | steering-wheel and the vibration of a driving seat.

  The ECU 2 is an electronic control unit that controls the entire apparatus. The ECU 2 is mainly composed of a CPU, for example, and includes a ROM, a RAM, an input signal circuit, an output signal circuit, a power supply circuit, and the like. The ECU 2 includes a collision determination unit 11, a host vehicle behavior pattern determination unit 12, and a control unit 13.

  The collision determination unit 11 detects the relative speed of the object with respect to the host vehicle based on the distance and azimuth of the object existing in front of the host vehicle detected by the object detection unit 3 and the speed and direction of the host vehicle. A function for calculating the relative position and determining the possibility of collision between the host vehicle and the object by calculating the predicted collision position and the allowance time (TTC) of the host vehicle and the object based on the relative speed and the relative position. have.

  Based on the own vehicle information detected by the own vehicle information detection unit 4, the own vehicle action pattern determination unit 12 is the action pattern of the own vehicle, that is, whether the own vehicle is currently traveling straight or is turning right It has a function of determining whether the vehicle is turning left or retreating. The host vehicle action pattern determination unit 12 determines that the host vehicle is crossing the opposite lane when it determines that the host vehicle is making a right turn based on the vehicle speed, turning radius, and turning angle of the host vehicle. .

  The control unit 13 has a function of controlling each device of the host vehicle based on the determination result of the collision determination unit 11 and the determination result of the host vehicle action pattern determination unit 12. Specifically, when there is a possibility of collision with an object, the control unit 13 outputs a notification command signal so as to notify a warning to the driver to the notification unit 9, and brake assist (brake sensitivity). The brake command signal is output to the brake unit 8 so that the automatic brake is operated or the host vehicle is stopped and held. In addition, when the host vehicle crosses the oncoming lane (that is, when turning right), the control unit 13 considers the collision with the vehicle on the oncoming lane side and also considers the driving situation regarding the presence or absence of the passenger in the passenger seat. Thus, it has a function of changing whether to perform braking control for automatic braking or to suppress or cancel the suppression control. In the present embodiment, when the passenger seat occupant detection unit 6 detects the passenger in the passenger seat, the control unit 13 increases the possibility of suppressing or stopping the braking control compared to the case where the passenger is not detected. Control. Therefore, when there is no passenger in the passenger seat, the brake can be applied suddenly without suppressing or stopping the braking control.

  Next, with reference to FIG.2 and FIG.3, operation | movement of the vehicle control apparatus 1 which concerns on this embodiment is demonstrated. FIG. 2 is a flowchart showing a vehicle control process in the vehicle control apparatus 1 according to the present embodiment. FIG. 3 is a flowchart showing the host vehicle behavior pattern determination process shown in FIG.

  The processing shown in FIG. 2 is repeatedly executed at a predetermined timing in the EUC 2 while the host vehicle is traveling.

  As shown in FIG. 2, the vehicle control device 1 starts the process from the passenger seat occupant detection process (S10). The process of S <b> 10 is a process that is executed by the control unit 13 and detects the passenger in the passenger seat based on the output from the passenger seat passenger detection unit 6. In the process of S10, specifically, the presence of an occupant is detected from the output of the pressure sensor provided on the passenger seat, the ON of the seat belt switch is detected, the data of the distance sensor is analyzed, or from the camera An occupant is detected by analyzing the image data. When the process of S10 ends, the process proceeds to the own vehicle action pattern determination process (S12).

  The process of S12 is executed by the own vehicle action pattern determination unit 12, and is the action pattern of the own vehicle, that is, whether the own vehicle is moving straight, retreating, turning right, or turning left It is a process which determines. As shown in FIG. 3, the own vehicle action pattern determination process starts from an AT shift position / vehicle speed detection process (S50).

  The process of S50 detects the AT shift position, that is, whether the shift lever of the host vehicle is set to P, D, N, or R based on the output from the host vehicle information detection unit 4, and This is processing for detecting the vehicle speed of the vehicle. This makes it possible to determine whether the vehicle is moving forward, moving backward, or stopped. When the process of S50 ends, the process proceeds to a forward determination process (S52).

  The process of S52 is a process of determining whether or not the host vehicle is moving forward. Specifically, the AT shift position detected in S50 is set to D, and the vehicle speed of the host vehicle is 0 km / h. If it is larger, it can be determined that the host vehicle is moving forward. In S52, if it is determined that the host vehicle is not moving forward, the process proceeds to a reverse determination process (S54). The process of S54 is a process of determining whether or not the host vehicle is moving backward. Specifically, the AT shift position detected in S50 is set to R, and the vehicle speed of the host vehicle is 0 km / h. If it is larger, it can be determined that the host vehicle is in reverse (S56). On the other hand, if it is determined in S54 that the host vehicle has not moved backward, that is, if the AT shift position is N or P or the vehicle speed is 0 km / h, it is determined that the host vehicle is at a stop. (S58). If it is determined that the host vehicle is moving backward, or if it is determined that the host vehicle is stopping, the process shown in FIG. 3 ends, and the process returns to the process shown in FIG.

  If it is determined in S52 that the host vehicle is moving forward, the routine proceeds to steering angle detection processing (S60). The process of S60 is a process of reading the steering angle δ of the host vehicle based on the output of the host vehicle information detection unit 4. In the present embodiment, δ is − for steering to the right and + for steering to the left. When the process of S60 ends, the process proceeds to a vehicle turning radius calculation process (S62). The process of S62 is a process for calculating the turning radius ρ of the host vehicle. When the front wheel tire turning angle δ ′ is calculated by multiplying the steering angle δ acquired in S60 by the steering ratio and the wheel base of the host vehicle is l, the turning radius ρ at the center of the rear wheel of the host vehicle is ρ = 1 / δ. It can be approximated with ′ (see FIG. 4). In the present embodiment, the turning radius ρ is-when turning right and + when turning left. When the process of S62 ends, the process proceeds to the left and right wheel speed pulse detection process (S64), and then the process proceeds to the vehicle turning angle calculation process (S66).

  The process of S64 is a process of detecting left and right wheel speed pulses of the rear wheels of the host vehicle based on the output of the host vehicle information detection unit 4. The left and right wheel speed pulses are the number of pulses output from wheel speed sensors attached to the left and right rear wheels. The process of S66 is a process of calculating the vehicle turning angle θ based on the left and right wheel speed pulses acquired in S64. Specifically, as shown in FIG. 4, the turning angle θ (k) at a predetermined time k from the start of turning of the host vehicle M1 is calculated as θ (k) = θ (k−1) + Δθ (k). Can do. Here, Δθ (k) is the increment of the turning angle from time k-1 to time k, the movement distance per pulse of the wheel speed is pul, and the right rear wheel from time k-1 to time k Assuming that the increment of the pulse is Δpr (k), the increment of the left rear wheel pulse from time k−1 to time k is Δpl (k), and the tread width of the rear wheel is Tr, as shown in FIG. (K) = pul × [Δpr (k) −Δpl (k)] / Tr. In the present embodiment, θ becomes − when turning right and becomes + when turning left. In the example shown in FIGS. 4 and 5, since both are right-turning, both θ (k) and Δθ (k) are −. The vehicle turning angle θ is calculated by the above formula. When the process of S66 ends, the process proceeds to a right turn determination process (S68).

The process of S68 is a process for determining whether or not the host vehicle is turning right, that is, turning right. Specifically, the threshold value ρ _{rth for the} right turning radius and the threshold value θ _rth for the right turning angle are set in _advance , and the turning radius ρ calculated in S62 is ρ _rth <ρ <0 and is calculated in S66. If the turning angle θ is θ <θ _rth, it can be determined that the _host vehicle is turning right (S70). If it is determined that it is a right turn, the process in FIG. 3 ends, and the process returns to the process in FIG. 2 again. On the other hand, if it is determined in S68 that the vehicle is not turning right, the process proceeds to a left turn determination process (S72).

The process of S72 is a process of determining whether or not the host vehicle is turning left, that is, turning left. Specifically, the left turning radius threshold value ρ _lth and the left turning angle threshold value θ _lth are set in _advance , and the turning radius ρ calculated in S62 is 0 <ρ <ρ _lth and is calculated in S66. If the turning angle θ is θ> θ _1th, it can be determined that the _host vehicle is turning left (S74). If it is determined that it is a left turn, the process in FIG. 3 ends, and the process returns to the process in FIG. On the other hand, if it is determined in S72 that the host vehicle is not turning left, it is determined that the vehicle is moving forward and not turning right or left, that is, when driving straight (S76). If it is determined that the vehicle is traveling straight, the process of FIG. 3 ends, and the process returns to the process of FIG.

Here, a specific example of the own vehicle action pattern determination process will be described with reference to FIG. FIG. 8 is a diagram showing the steering angle, turning radius, turning angle, and vehicle speed of the host vehicle, (a) is a diagram showing changes in each element during a predetermined time, and (b) is an enlarged view of (a). FIG. In FIG. 8, a right turn operation is performed for about 10 seconds to 14 seconds, and if the absolute value of the steering angle is rapidly increased in the negative direction (right turn direction) during this time, the turn radius is increased. (The absolute value of the turning radius increases in a state close to straight traveling, and the absolute value of the turning radius decreases as the magnitude of the turning in a predetermined direction increases). At this time, the turning radius ρ becomes ρ _rth <ρ <0 at time t1. Further, when the absolute value of the steering angle is rapidly increased in the negative direction (right turning direction), the absolute value of the turning angle is rapidly increased in the negative direction (right turning direction). At this time, the turning angle θ becomes θ <θ _{rth at} time t2. As described above, in the specific example shown in FIG. 8, the condition of S68 is satisfied at time t2, and it is determined that the host vehicle is turning right (S70).

  As shown in FIG. 2, when the process of S12 ends, the process proceeds to an object relative position / speed calculation process (S14). The process of S14 is executed by the collision determination unit 11, and when an object is detected in the vicinity of the host vehicle, the distance from the object output from the object detection unit 3, the azimuth, the vehicle speed of the host vehicle, and the traveling direction are determined. And calculating the relative position and the relative distance to the object. Examples of the object include an object S1 existing on the pedestrian crossing of the approaching road when turning right, an object S1 existing on the left side of the host vehicle when turning left, and a front of the parking space when going straight from the parking lot. The object S1 existing at the rear and the object S1 existing behind the host vehicle at the time of reversing are candidates for objects that may collide (see FIG. 7). When the process of S14 ends, the process proceeds to a collision determination process (S16). S16 is a process executed by the collision determination unit 11 to determine whether or not there is a high possibility that the host vehicle and the object will collide based on the calculation result of S14. If it is determined in S16 that the possibility of collision is low, the process shown in FIG.

  On the other hand, if it is determined in S16 that there is a high possibility of a collision, the process proceeds to a right turn determination process (S18). The process of S18 is a process that is executed by the control unit 13 and determines whether or not the host vehicle turns right based on the determination result in S12. If it is determined in S18 that the host vehicle turns right, the process proceeds to a passenger seat occupant determination process (S20). The process of S20 is a process that is executed by the control unit 13 and determines whether an occupant is present in the passenger seat based on the detection result of S10. If it is determined in S20 that a passenger is present in the passenger seat, the process proceeds to the first device control process (S22).

  The process of S22 is executed by the control unit 13, and when there is a high possibility that the vehicle will collide with an object existing forward in the traveling direction when the vehicle turns to the right, optimal driving assistance is provided when a passenger is present in the passenger seat. This is a process for controlling each device to be performed. In the process of S22, as shown in FIG. 6, the driver is informed of an alarm (ALM) that there is an object ahead in the traveling direction, and the driver increases the hydraulic pressure of the brake pedal. This is a process of performing a brake assist (PBA) that makes it possible to apply a stronger brake than usual by depressing the brake pedal. Further, as described later, in the second device processing, that is, in the control processing when there is no occupant in the passenger seat at the right turn, the braking is automatically performed (PB) and the braking processing for stopping and holding the vehicle is performed. In S22, the braking control is stopped. Note that the braking control may be completely stopped, or a process of suppressing the braking control may be performed according to the possibility of a collision with an object. When the process of S22 ends, the process shown in FIG. 2 ends, and the process is repeated again from S10.

  On the other hand, if it is determined in S18 that the host vehicle does not turn right, that is, if it is determined that the host vehicle turns left, moves forward / starts, or moves backward, the process proceeds to the second device process (S24). The process of S24 is executed by the control unit 13, and in order to perform optimal driving support when there is a high possibility that the host vehicle will collide with an object around the host vehicle when turning left, advancing / starting, or retreating, This is a process for controlling a device. In the processing of S24, as shown in FIG. 6, ALM and PBA are performed and braking control is executed. When the process of S24 ends, the process shown in FIG. 2 ends, and the process is repeated from S10 again.

  If it is determined in S20 that no passenger is present in the passenger seat, the process proceeds to the second device process (S24). That is, when there is a high possibility that the vehicle will collide with an object that is ahead in the direction of travel when the vehicle turns right, and there is no passenger in the passenger seat, suppression or cancellation is performed unlike in the case of S22. Without this, the braking control is executed. When the process of S22 ends, the process shown in FIG. 2 ends, and the process is repeated again from S10.

  As described above, according to the vehicle control device 1 according to the present embodiment, there is a high possibility that the vehicle will collide with an object existing in the forward direction of the host vehicle when crossing the opposite lane of the host vehicle, that is, when turning right. Thus, when an occupant in the passenger seat is detected, the possibility that the braking control is suppressed or stopped is higher than when the passenger is not detected. Therefore, the control unit 13 in which the occupant is detected can suppress or cancel the braking control, and can perform the braking control when the passenger in the passenger seat is not detected. As a result, when the passenger is present in the passenger seat, the braking control is suppressed or stopped, so that the passenger seat passenger can be protected from a collision with the oncoming vehicle in the oncoming lane, while sufficiently securing a crushable zone. When it is possible to do so, that is, when there is no passenger in the passenger seat, it is possible to reliably avoid a collision with an object existing ahead in the traveling direction by performing braking control. As described above, it is possible to perform optimum operation control according to the situation at the time of operation, and to ensure sufficient safety.

  Further, according to the vehicle control device 1 according to the present embodiment, the control unit 13 warns the driver regardless of the detection result of the passenger seat occupant detection unit 6 when the host vehicle crosses the opposite lane, and Assist can be performed. Thus, while suppressing and stopping the braking control is changed depending on the presence or absence of the passenger on the passenger seat, a certain level of safety is ensured by performing the warning and the brake assist regardless of the determination result of the passenger seat passenger detection unit 6. It is possible to provide driving assistance for the driver.

  The present invention is not limited to the embodiment described above. For example, in the own vehicle action pattern determination process, the action pattern of the own vehicle is determined by performing the process shown in FIG. 3, but instead, by performing various known determination processes, the own vehicle action pattern is determined. You may determine the action pattern of a vehicle.

The block block diagram of the vehicle control apparatus which concerns on embodiment of this invention is shown. It is a flowchart which shows the vehicle control process in the vehicle control apparatus which concerns on this embodiment. It is a flowchart which shows the own vehicle action pattern determination process shown in FIG. It is a figure for demonstrating the own vehicle action pattern determination process. It is a figure for demonstrating the own vehicle action pattern determination process. It is a figure which shows the operation condition of each device in a 1st device process and a 2nd device process. It is a figure which shows each action pattern of the own vehicle, (a) is at the time of a right turn, (b) is at the time of a left turn, (c) is a figure at the time of advance and start, (d) is a figure which shows the time of reverse. FIG. 8 is a diagram showing the steering angle, turning radius, turning angle, and vehicle speed of the host vehicle, (a) is a diagram showing changes in each element during a predetermined time, and (b) is an enlarged view of (a). FIG.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Vehicle control apparatus, 6 ... Passenger seat occupant detection part (passenger seat occupant detection means), 11 ... Collision determination part (collision determination means), 12 ... Own vehicle action pattern determination part (determination means), 13 ... control part ( Control means).

Claims (4)

Collision determining means for determining the possibility of collision with an object existing ahead in the traveling direction of the host vehicle when crossing the opposite lane;
Passenger seat occupant detection means for detecting passengers in the passenger seat of the vehicle;
Control means for performing braking control of traveling of the host vehicle according to the possibility of collision with the object by the collision determination means,
When the occupant is detected by the passenger seat occupant detection means when the host vehicle crosses the opposite lane, the control means can suppress or cancel the braking control compared to the case where the occupant is not detected. Vehicle control device characterized by improving performance.   2. The vehicle control apparatus according to claim 1, wherein the control means issues a warning to the driver at the time of crossing the opposite lane of the host vehicle regardless of a detection result of the passenger seat occupant detection means.   2. The vehicle control device according to claim 1, wherein the control means performs brake assist when the host vehicle crosses the opposite lane, regardless of a detection result of the passenger seat occupant detection means.   When it is determined that the host vehicle is making a right turn based on the vehicle speed, turning radius, and turning angle of the host vehicle, the vehicle further includes a determination unit that determines that the host vehicle is crossing the opposite lane. The vehicle control device according to claim 1.

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