JP2012192862A - Vehicle controller - Google Patents

Vehicle controller Download PDF

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Publication number
JP2012192862A
JP2012192862A JP2011059130A JP2011059130A JP2012192862A JP 2012192862 A JP2012192862 A JP 2012192862A JP 2011059130 A JP2011059130 A JP 2011059130A JP 2011059130 A JP2011059130 A JP 2011059130A JP 2012192862 A JP2012192862 A JP 2012192862A
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Prior art keywords
pitch angle
collision
change amount
vehicle
angle change
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JP2011059130A
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Japanese (ja)
Inventor
Hideaki Hayashi
秀昭 林
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Toyota Motor Corp
トヨタ自動車株式会社
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Abstract

Provided is a vehicle control device which can be configured at low cost and can operate a collision safety device at an appropriate timing.
A vehicle control apparatus that controls a vehicle to reduce the risk of collision between the host vehicle and an object, and has a high risk of collision between the object detection unit that detects the object and the object and the host vehicle. A collision determination unit that determines whether or not the collision risk is high, and a collision safety device control unit that operates a collision safety device for reducing the risk of collision when the collision determination unit determines that the collision risk is high, and the host vehicle A vehicle comprising: a pitch angle change amount calculating means for calculating a change in pitch angle of the vehicle body over time as a pitch angle change amount; and an operation suppressing means for suppressing or stopping the operation of the collision safety device based on the pitch angle change amount. It is a control device.
[Selection] Figure 2

Description

  The present invention relates to a vehicle control device, and more particularly to a vehicle control device that operates a collision safety device in accordance with the traveling state of the host vehicle.

  Conventionally, when the risk of collision between the host vehicle and an obstacle is estimated and the risk of collision between the host vehicle and the obstacle increases, a safety system such as an automatic brake device is activated to Vehicle control devices that reduce the amount of noise have been developed.

  The vehicle control device as described above generally detects the position of an obstacle by a radar device. Therefore, when an obstacle is detected by mistake, there is a problem that the safety system is operated at an unnecessary timing. For example, as shown in FIG. 9, when the slope of the gently sloping road surface R3 on which the host vehicle 200 travels changes to a steep road surface R4, the radar device is on the road surface R4 or the road surface R4. In some cases, non-obstacles (manholes, etc.) installed in are erroneously detected as obstacles, causing the safety system to malfunction. FIG. 9 is a diagram illustrating a state in which an obstacle is erroneously detected in a conventional vehicle control device.

  A vehicle control device developed to solve the above problems is disclosed in Patent Document 1. The vehicle control device disclosed in Patent Literature 1 acquires the gradient information of the road on which the host vehicle is traveling and the gradient information of the road ahead of the host vehicle by the navigation device, and the gradient changes in front of the host vehicle. If it is, make the safety system (collision safety device) difficult to operate. According to such control, malfunction of the safety system on the road where the slope changes can be suppressed.

JP 2008-186384 A

  However, since the invention disclosed in Patent Document 1 acquires road gradient information by a navigation device, it has been difficult to apply to a vehicle not equipped with a navigation device. In addition, since the gradient information for all roads is not necessarily registered in the database used by the navigation device, it may not be possible to suppress the malfunction of the collision safety device on the road where the gradient information is not registered. . That is, the vehicle control device disclosed in Patent Document 1 has room for improvement.

  The present invention has been made in view of the above problems, and an object of the present invention is to provide a vehicle control device that can operate a collision safety device at an appropriate timing while being configured at low cost.

  In order to solve the above problems, the present application adopts the following configuration. That is, the first invention is a vehicle control device for controlling a vehicle to reduce the risk of collision between the host vehicle and an object, the object detecting means for detecting the object, and the collision between the object and the host vehicle. Collision determination means for determining whether or not the risk is high, and collision safety device control means for operating a collision safety device for reducing the risk of collision when the collision determination means determines that the risk of collision is high And a pitch angle change amount calculating means for calculating a change amount of the pitch angle of the vehicle body with time as a pitch angle change amount, and an operation suppressing means for suppressing or stopping the operation of the collision safety device based on the pitch angle change amount. It is a vehicle control apparatus provided with these.

  According to a second invention, in the first invention, the pitch angle change amount calculating means calculates a pitch angle at the time when the object detecting means first detects an object as a new detection pitch angle. And a collision angle determination pitch angle calculation unit that calculates a pitch angle at the time when the collision determination unit determines that the risk of collision is high as a new detection pitch angle. The pitch angle change amount is calculated based on the time pitch angle and the newly detected pitch angle.

  According to a third aspect of the present invention, in any one of the first and second aspects of the present invention, a threshold value calculation unit that calculates a pitch angle change amount threshold value for determining whether to suppress or stop the operation of the collision safety device is further provided. The gradient change estimation means determines whether to suppress or stop the operation of the collision safety device based on the magnitude relationship between the pitch angle change amount and the pitch angle change threshold value.

  According to a fourth invention, in the third invention, further comprising a brake operation detecting means for detecting the presence or absence of a brake operation by a driver in the host vehicle, wherein the threshold value calculating means detects the magnitude of the pitch angle change amount threshold value by the brake operation. If so, the pitch angle change threshold value is calculated by changing the pitch angle change threshold value so that the operation of the collision safety device is less likely to be suppressed compared to when the brake operation is not detected. It is characterized by that.

  According to a fifth aspect of the invention, in any one of the third to fourth aspects of the invention, the vehicle further includes an accelerator operation detection unit that detects whether or not the driver has operated the accelerator in the host vehicle, and the threshold calculation unit is an accelerator by the driver in the host vehicle. When an operation is detected, the threshold value calculation means changes the size of the pitch angle change amount threshold value so that the operation of the collision safety device is more easily suppressed than when the accelerator operation by the driver is not detected in the host vehicle. It is characterized by calculating.

  According to a sixth aspect of the present invention, in any one of the third to fifth aspects of the present invention, the speed detecting means for detecting the traveling speed of the host vehicle and the threshold value calculating section determine the pitch angle variation threshold value as the traveling speed of the host vehicle. It calculates based on.

  In a seventh aspect based on any one of the first to sixth aspects, the collision safety device includes an automatic braking device that automatically generates a braking force on the host vehicle, and the operation suppressing means includes automatic braking. Generation | occurrence | production of the braking force which an apparatus produces | generates is suppressed or stopped based on the magnitude | size of the said pitch angle variation | change_quantity.

  According to an eighth invention, in any one of the first to seventh inventions, the collision safety device includes an alarm device that issues an alarm within the host vehicle, and the operation suppressing means includes the alarm issued by the alarm device. It stops based on the magnitude of the pitch angle change amount.

According to the first invention, unnecessary operation of the safety system can be reduced in various environments at low cost. Specifically, since it is estimated whether or not there is a gradient change on the road using the pitch angle information of the own vehicle, it is not necessary to use a database or the like of the navigation device as in the prior art.
Therefore, it is possible to estimate whether or not there is a slope change on any road that is not registered in the database. In addition, since an effective device such as a navigation device is not mounted on the host vehicle, the above effect can be obtained at low cost.

  According to the second invention, the pitch angle change amount can be calculated at an appropriate timing. Therefore, unnecessary arithmetic processing can be reduced.

  According to the third aspect, it is possible to estimate whether or not there is a change in the road gradient by a simple process using a threshold value.

  According to the fourth aspect of the present invention, it is difficult to suppress the operation of the collision safety device when the driver performs a braking operation, that is, when there is an obstacle and the risk of collision is high. Thus, the collision safety device can be appropriately operated.

  According to the fifth invention, when the driver performs an accelerator operation, that is, when it is considered that there is actually no obstacle and the risk of collision is low, the operation of the collision safety device is further suppressed. This makes it possible to control the host vehicle appropriately.

  According to the sixth aspect of the invention, it is possible to more appropriately execute the suppression of the collision safety device or the like according to the traveling state of the host vehicle. For example, when the host vehicle is traveling at a relatively high speed and there is an obstacle, the risk of a collision is high, and the collision safety is higher than when the host vehicle is traveling at a relatively low speed. It can be calculated by changing the magnitude of the pitch angle change amount threshold so that the operation of the apparatus is hardly suppressed.

  According to the seventh aspect, it is possible to suppress unnecessary operation of the automatic brake mounted as a collision safety device.

  According to the eighth aspect, it is possible to suppress an unnecessary operation of the alarm device mounted as the collision safety device.

An example of a block diagram showing a hardware configuration of the vehicle control device 1 according to the first embodiment An example of a flowchart showing details of processing executed by the ECU 20 according to the first embodiment The figure which shows an example of the inclination state of the vehicle body of the own vehicle 100 at the time of newly detecting steep road surface R2 as an obstacle. The figure which shows an example of the inclination state of the vehicle body of the own vehicle 100 at the time of determining with the danger of the collision with the steep road surface R2 and the own vehicle 100 being high. The figure which shows the hardware constitutions of the vehicle control apparatus 2 which concerns on 2nd Embodiment. An example of a flowchart showing details of processing executed by the ECU 20 according to the second embodiment An example of a flowchart showing details of processing executed by the ECU 20 according to the third embodiment An example of a function used when the ECU 20 calculates the pitch angle change threshold value θth The figure which shows a mode that the obstruction is detected accidentally in the conventional vehicle control apparatus.

(First embodiment)
Hereinafter, the vehicle control apparatus 1 which concerns on the 1st Embodiment of this invention is demonstrated. The vehicle control device 1 is a device that is mounted on the host vehicle 100 and reduces the risk of collision between the host vehicle 100 and an obstacle. First, the configuration of the vehicle control device 1 will be described with reference to FIG. FIG. 1 is an example of a block diagram illustrating a hardware configuration of the vehicle control device 1 according to the first embodiment of the present invention. As shown in FIG. 1, the vehicle control device 1 includes a radar device 10, a yaw rate sensor 11, a vehicle speed sensor 12, an ECU 20, and a collision safety device 30.

  The radar device 10 is a device that detects the position of an obstacle existing around the host vehicle 100 and the relative speed VR of the obstacle with respect to the host vehicle 100. In the present embodiment, the radar device 10 is mounted on the front end of the host vehicle 100 and detects an object that exists in front of the host vehicle 100. The radar device 10 is typically an FM-CW radar device that transmits and receives electromagnetic waves in the millimeter wavelength band. The radar apparatus 10 irradiates a detection wave signal such as an electromagnetic wave in front of the host vehicle 100, for example. Then, the position of the obstacle and the relative velocity VR are detected based on the reflected wave of the detected wave signal reflected by the object. The obstacle position information includes the distance L from the host vehicle 100 to the obstacle. When the radar device 10 detects an obstacle, the radar device 10 transmits data indicating the position of the detected obstacle to the ECU 20.

  The yaw rate sensor 11 is a sensor that detects the inclination angle of the vehicle body of the host vehicle 100. The yaw rate sensor 11 detects an inclination angle in the pitch direction of the vehicle body of the host vehicle 100 (hereinafter referred to as a vehicle body pitch angle θ). The vehicle body pitch angle θ is represented by, for example, an angle formed by an axis (axis J in FIG. 3) penetrating the vehicle body center in the front-rear direction of the host vehicle 100 and a horizontal plane (horizontal plane F in FIG. 3). The yaw rate sensor 11 may detect the vehicle body pitch angle θ using any conventionally known method. The yaw rate sensor 11 transmits data indicating the detected vehicle body pitch angle θ to the ECU 20.

  The vehicle speed sensor 12 is a sensor that detects the traveling speed V of the host vehicle 100. The vehicle speed sensor 12 may calculate the traveling speed V using any conventionally known method. The vehicle speed sensor 12 transmits data indicating the detected traveling speed V to the ECU 20.

  The ECU 20 is typically an electronic control device including an information processing device such as a CPU (Central Processing Unit), a storage device such as a memory, an interface circuit, and the like. The ECU 20 controls the operation of the collision safety device 30 based on data obtained from the radar device 10, the yaw rate sensor 11, and the vehicle speed sensor 12.

  The collision safety device 30 is a device for reducing the risk of collision between the host vehicle 100 and an obstacle. The collision safety device 30 is, for example, an automatic brake device that automatically generates braking force on the host vehicle 100.

  Next, a process executed by the ECU 20 will be described with reference to FIG. FIG. 2 is an example of a flowchart showing details of processing executed by the ECU 20 according to the first embodiment. For example, when the collision safety control system mounted on the host vehicle 100 is set to the on state, the ECU 20 executes the process of the flowchart of FIG. Note that switching of the on / off state of the collision safety control system can be arbitrarily performed by the user via an input device (not shown) mounted on the host vehicle 100. When the process of the flowchart of FIG. 2 is started, the ECU 20 first executes a process of step S1.

  In step S1, the ECU 20 determines whether an obstacle has been detected. Specifically, when the obstacle position information is obtained from the radar device 10, the ECU 20 stores the position information in its own storage device and determines that the obstacle is detected. If the ECU 20 determines that an obstacle has been detected, the ECU 20 advances the process to step S2. On the other hand, if the ECU 20 determines that an obstacle has not been detected, the process proceeds to step S10.

  In step S2, the ECU 20 determines whether or not the obstacle detected in step S1 is a newly detected object. Specifically, the ECU 20 determines whether the obstacle detected in step S1 is the same as the obstacle detected in the past based on the change in the position information of the past obstacle stored in the storage device. To determine. Then, when the detected obstacle is not the same object as the obstacle detected in the past, the ECU 20 determines that the obstacle detected in step S1 is a newly detected object. Note that the above processing is an example, and the ECU 20 may determine whether or not the obstacle is a newly detected object using any conventionally known method. If the ECU 20 determines that the obstacle is a newly detected object, the ECU 20 advances the process to step S3. On the other hand, if the ECU 20 determines that the obstacle is not a newly detected object, the ECU 20 advances the process to step S4.

  In step S3, the ECU 20 calculates a new detection pitch angle α. The pitch angle α at the time of new detection is the vehicle body pitch angle of the host vehicle 100 when an obstacle is newly detected. The ECU 20 acquires the vehicle body pitch angle θ from the yaw rate sensor 11 and stores the vehicle body pitch angle θ in the storage device as a newly detected pitch angle α. When the ECU 20 completes the process of step S3, the process proceeds to step S4.

In step S4, the ECU 20 determines whether or not there is a high risk of collision between the host vehicle 100 and the obstacle detected in step S1. Specifically, first, the ECU 20 calculates the time required for the obstacle and the host vehicle 100 to collide as the predicted collision time TTC. More specifically, the ECU 20 calculates the TTC based on the equation (1) based on the distance L to the obstacle detected by the radar device 10 and the relative speed VR.
TTC = L / VR (1)
Next, the ECU 20 determines whether or not the predicted collision time TTC is equal to or shorter than the collision determination threshold value TTCth. The collision determination threshold value TTCth is a predetermined constant value and is stored in the storage device of the ECU 20. If the predicted collision time TTC is equal to or shorter than the collision determination threshold value TTCth, the ECU 20 determines that the risk of collision is high and advances the process to step S6. On the other hand, if the predicted collision time TTC is greater than the collision determination threshold value TTCth, the ECU 20 determines that the risk of collision is low and advances the process to step S5. Note that the above processing is an example, and the ECU 20 may determine whether the risk of collision is high using any conventionally known method. For example, the ECU 20 may calculate the movement trajectory of the obstacle and the movement trajectory of the host vehicle 100, and determine whether the risk of collision between the host vehicle 100 and the obstacle is high based on these trajectories. good.

  In step S5, if the collision safety device 30 is operating, the ECU 20 stops the operation of the collision safety device 30. Specifically, when the collision safety device 30 generates an automatic braking force, the collision safety device 30 is instructed to stop the generation of the braking force. When the collision safety device 30 does not generate an automatic braking force, the ECU 20 causes the collision safety device 30 to maintain the state. When CU20 completes the process of step S5, the process proceeds to step S10.

  In step S6, the ECU 20 activates the collision safety device 30. Specifically, when the collision safety device 30 does not generate automatic braking force, the ECU 20 instructs the collision safety device 30 to start generating the braking force. Note that, when the collision safety device 30 generates an automatic braking force, the ECU 20 causes the collision safety device 30 to maintain the generation of the braking force. When the ECU 20 completes the process of step S6, the process proceeds to step S7.

  In step S7, the ECU 20 calculates a pitch angle β at the time of collision determination. The pitch angle β at the time of collision determination is the vehicle body pitch angle of the host vehicle 100 when it is determined that the risk of collision is high. The ECU 20 acquires the vehicle body pitch angle θ from the yaw rate sensor 11 and stores the vehicle body pitch angle θ in the storage device as the collision determination time pitch angle β. When the ECU 20 completes the process of step S7, the process proceeds to step S8.

In step S8, the ECU 20 estimates whether there is a change in the slope of the road on which the host vehicle 100 travels. Specifically, the ECU 20 first calculates the amount of change over time in the vehicle body pitch angle θ as the pitch angle change amount Δθ. The ECU 20 obtains the pitch angle change amount Δθ from the difference value between the newly detected pitch angle α and the collision determination pitch angle β as shown in Expression (2).
Δθ = | α−β | (2)
Next, the ECU 20 estimates whether or not there is a change in the road gradient depending on whether or not the pitch angle change amount Δθ is larger than the pitch angle change amount threshold value θth. The pitch angle change amount threshold value θth is a threshold value for estimating whether or not the slope of the road on which the host vehicle travels has changed and determining whether or not to suppress the operation of the collision safety device 30. The pitch angle change amount threshold value θth is a constant stored in the storage device of the ECU 20 in advance. The ECU 20 estimates that there is a change in the road gradient when the expression (3) is satisfied, and estimates that there is no change in the road gradient when the expression (3) is not satisfied.
Δθ> θth (3)
If the ECU 20 estimates that there is a change in the road gradient, the ECU 20 proceeds to step S9 and suppresses the operation of the collision safety device 30. On the other hand, if the ECU 20 estimates that there is no change in the road gradient, the process proceeds to step S10 without changing the operating state of the collision safety device 30.

  According to the process of step S8, it can be estimated based on the information of the yaw rate sensor 11 whether or not the road on which the host vehicle 100 travels has a gradient change. That is, it is possible to estimate whether or not there is a gradient change on the road on any road without using a database such as a navigation device as in the conventional device. Note that the process of step S8 is an example, and the ECU 20 estimates whether there is a change in the slope of the road on which the host vehicle 100 travels by another arbitrary method based on the temporal change amount of the vehicle body pitch angle θ. It doesn't matter. For example, the ECU 20 estimates whether or not there is a change in the slope of the road depending on whether or not the division value of the newly detected pitch angle α and the collision determination pitch angle β is greater than a predetermined threshold. It doesn't matter.

  In step S <b> 9, the ECU 20 suppresses the operation of the collision safety device 30. Specifically, the ECU 20 instructs the collision safety device 30 to make the magnitude of the braking force generated by the collision safety device 30 smaller than the current level. When the ECU 20 completes the process of step S9, the process proceeds to step S10.

  In the above embodiment, an example in which the operation of the collision safety device 30 is suppressed in step S9 has been described. However, the ECU 20 may stop the operation of the collision safety device 30 in step S9.

  In step S10, the ECU 20 determines whether or not the collision safety control system is set to an off state. When the ECU 20 determines that the collision safety control system has been set to the off state, the ECU 20 ends the process of FIG. On the other hand, when it is determined that the collision safety control system is set to the on state, the ECU 20 returns the process to step S1 and repeatedly executes the processes of the above steps.

  According to the above processing, when the road gradient on which the host vehicle 100 travels changes, that is, when the road surface is easily erroneously detected as an obstacle, the collision safety device 30 automatically generates a braking force. It is suppressed. Therefore, unnecessary operations of the collision safety device 30 can be suppressed.

  For example, as shown in FIG. 3, a situation is assumed in which the host vehicle 100 is traveling on a road where the slope changes. FIG. 3 is a diagram illustrating an example of the leaning state of the vehicle body of the host vehicle 100 when the steep road surface R2 is newly detected as an obstacle. In FIG. 3, the host vehicle 100 proceeds from a gentle slope road surface R1 having a relatively gentle slope to a steep road surface R2 having a relatively steep slope. When the ECU 20 detects the steep road surface R2 as a new obstacle by the radar device 10 (Yes in Step S1 and Yes in Step S2), the ECU 20 calculates a pitch angle α at the time of new detection (Step S3).

Thereafter, as shown in FIG. 4, when the host vehicle 100 travels on the road and approaches the steep road surface R2, the distance L to the steep road surface R2 detected as an obstacle is shortened. As a result, the ECU 20 calculates the collision time TTC to a small value, and determines that the risk of collision is high (Yes in step S4). FIG. 4 is a diagram illustrating an example of the leaning state of the vehicle body of the host vehicle 100 when it is determined that the risk of a collision between the steep road surface R2 and the host vehicle 100 is high. If the ECU 20 determines that the risk of collision is high (Yes in step S4), the ECU 20 calculates a pitch angle β during collision determination (step S7). If the difference between the pitch angle α and the pitch angle β is large (Yes in step S8), the operation of the collision safety device 30 is suppressed (step S9).

  As described above, according to the vehicle control device 1 according to the present invention, in a situation where it is easy to detect a road surface that does not actually collide with the host vehicle 100 as an obstacle, that is, in a situation where there is a gradient change on the road. The operation of the collision safety device 30 can be suppressed or stopped. Therefore, the driver of the host vehicle 100 can perform the driving operation without feeling annoyance due to unnecessary automatic brake operation. In addition, the vehicle control device 1 according to the present invention does not need to use a database such as a navigation device unlike the conventional device, and can be configured at a relatively low cost. 3 and FIG. 4, the example in which the host vehicle 100 is traveling on an uphill road has been described. However, the vehicle control apparatus 1 according to the present invention similarly applies an unnecessary collision on a downhill road. It is possible to suppress or stop the operation of the safety device 30.

(Second Embodiment)
In the first embodiment, the case where the pitch angle change threshold value θth is a predetermined constant has been described as an example. However, the ECU 20 calculates the pitch angle change threshold value θth by appropriately changing the magnitude. It doesn't matter. For example, the ECU 20 may calculate by changing the magnitude of the pitch angle change amount threshold value θth according to the driving operation of the driver in the own vehicle 100. Hereinafter, the vehicle control device 2 according to the second embodiment will be described. In addition, about the structure and process similar to the vehicle control apparatus 1 which concerns on 1st Embodiment, the same code | symbol is attached | subjected and detailed description is abbreviate | omitted.

  First, a hardware configuration of the vehicle control device 2 according to the second embodiment will be described with reference to FIG. FIG. 5 is a diagram illustrating a hardware configuration of the vehicle control device 2 according to the second embodiment. As shown in FIG. 5, the vehicle control device 2 includes a brake device 13 and an accelerator device 14 in addition to the radar device 10, the yaw rate sensor 11, the vehicle speed sensor 12, the ECU 20, and the collision safety device 30.

  The brake device 13 is a device that detects a brake operation by a driver of the host vehicle 100 and generates a braking force on the host vehicle 100. When the brake device 13 is electrically connected to the ECU 20 and detects a brake operation by the driver of the host vehicle 100, the brake device 13 transmits a signal indicating that the brake operation has been detected to the ECU 20. The accelerator device 14 is a device that accelerates the host vehicle 100 by detecting an accelerator operation by the driver of the host vehicle 100. When the accelerator device 14 is electrically connected to the ECU 20 and detects an accelerator operation by the driver of the host vehicle 100, the accelerator device 14 transmits a signal indicating that the accelerator operation has been detected to the ECU 20.

  Next, processing executed by the ECU 20 included in the vehicle control device 2 according to the second embodiment will be described with reference to FIG. FIG. 6 is an example of a flowchart showing details of processing executed by the ECU 20 according to the second embodiment. As shown in FIG. 6, when the ECU 20 according to the second embodiment starts the process in FIG. 6, the process from step S <b> 1 to step S <b> 7 similar to that in FIG. 2 is sequentially executed. However, the ECU 20 according to the second embodiment advances the process to step S21 when the process of step S7 is completed.

  In step S <b> 21, the ECU 20 determines whether or not an accelerator operation has been performed on the host vehicle 100. Specifically, the ECU 20 determines whether or not a signal indicating that the accelerator operation is detected is received from the accelerator device 14. If the ECU 20 has received a signal indicating that the accelerator operation has been detected, the ECU 20 determines that the accelerator operation has been performed, and advances the process to step S23. On the other hand, if the ECU 20 has not received a signal indicating that an accelerator operation has been detected, the ECU 20 determines that there is no accelerator operation, and advances the process to step S22.

  In step S22, the ECU 20 determines whether or not a brake operation has been performed on the host vehicle 100. Specifically, the ECU 20 determines whether or not a signal indicating that a brake operation has been detected has been received from the brake device 13. If the ECU 20 has received a signal indicating that a brake operation has been detected, the ECU 20 determines that there has been a brake operation, and advances the process to step S25. On the other hand, if the ECU 20 has not received a signal indicating that a brake operation has been detected, the ECU 20 determines that there is no brake operation, and advances the process to step S24.

  In step S23, the ECU 20 sets the value of the pitch angle change threshold value θth to a constant E. When the ECU 20 completes the process of step S23, the process proceeds to step S8.

  In step S24, the ECU 20 sets the pitch angle change amount threshold value θth to a constant F larger than the constant E. When the ECU 20 completes the process of step S24, the process proceeds to step S8.

  In step S25, the ECU 20 sets the pitch angle change amount threshold value θth to a constant G that is larger than the constant F. When the ECU 20 completes the process of step S25, the process proceeds to step S8. Since the processing after step S8 is the same as that of the first embodiment, detailed description thereof is omitted.

  According to the processing of the ECU 20 according to the second embodiment, the value of the pitch angle change threshold θth is set larger when the driver is operating the brake than when the driver is not operating the brake. . That is, when there is a high possibility that an obstacle is actually present and it is considered that there is a high risk of collision, it is difficult to suppress the operation of the collision safety device 30, that is, it is easy to operate the automatic brake for safety. Can be improved. Further, when the driver is performing the accelerator operation, the value of the pitch angle change amount threshold value θth is calculated to be smaller than when the driver is not performing the accelerator operation. That is, when it is considered that there is actually no obstacle and the risk of collision is low, it is possible to easily suppress the operation of the collision safety device 30 and to accelerate as intended by the user. Thus, according to the vehicle control apparatus which concerns on 2nd Embodiment, it is possible to control operation | movement of the collision safety apparatus 30 more suitably.

(Third embodiment)
In the second embodiment, the example in which the ECU 20 calculates the pitch angle change threshold θth by changing the magnitude of the pitch angle change threshold θth according to the driving operation of the driver in the host vehicle 100 has been described. θth may be calculated based on the traveling speed V of the host vehicle 100. Hereinafter, the vehicle control apparatus according to the third embodiment will be described. Since the hardware configuration of the vehicle control device according to the third embodiment is the same as that of the first embodiment, detailed description thereof is omitted. Hereinafter, processing executed by the ECU 20 according to the third embodiment will be described with reference to FIG. FIG. 7 is an example of a flowchart showing details of processing executed by the ECU 20 according to the third embodiment. In addition, the same code | symbol is attached | subjected about the process similar to the process demonstrated in 1st Embodiment, and detailed description is abbreviate | omitted.

  As shown in FIG. 7, when starting the process of FIG. 7, the ECU 20 according to the third embodiment sequentially executes the processes of step S1 to step S7 similar to those of FIG. However, when the ECU 20 according to the third embodiment completes the process of step S7, the process proceeds to step S30.

  In step S30, the ECU 20 calculates a pitch angle change amount threshold value θth according to the traveling speed V. Specifically, first, the ECU 20 acquires the traveling speed V from the vehicle speed sensor 12. Next, the ECU 20 calculates a pitch angle change amount threshold value θth based on the function shown in FIG. FIG. 8 is an example of a function used when the ECU 20 calculates the pitch angle change threshold value θth. In FIG. 8, the horizontal axis represents the running speed V, and the vertical axis represents the pitch angle change amount threshold value θth. Note that the function shown in FIG. 8 is merely an example, and a function in an arbitrary form may be used as long as the traveling speed V is a variable. 8 may be stored and implemented in the ECU 20 as a table in which corresponding numerical values are arranged in a matrix. When the process of step S30 is completed, the ECU 20 advances the process to step S8. Since the processing after step S8 is the same as that of the first embodiment, detailed description thereof is omitted.

  According to the vehicle control device according to the third embodiment, it is possible to more appropriately execute the suppression of the collision safety device or the like according to the traveling state of the host vehicle. For example, when the host vehicle is traveling at a relatively high speed and there is an obstacle, the risk of a collision is high, and the collision safety is higher than when the host vehicle is traveling at a relatively low speed. It can be calculated by changing the magnitude of the pitch angle change amount threshold so that the operation of the apparatus is hardly suppressed.

  In each of the above-described embodiments, the example in which the ECU 20 performs the control to suppress or stop the operation of the automatic brake device as the collision safety device 30 has been described. However, the ECU 20 controls other arbitrary in-vehicle devices as the collision safety device 30. It doesn't matter.

  For example, the ECU 20 may control the operation of the alarm device as the collision safety device 30. The warning device is a device that issues a warning that informs the occupant of the danger of a collision in the passenger compartment of the host vehicle 100. More specifically, the ECU 20 causes the alarm device to output an alarm sound in step S6. Moreover, ECU20 reduces the volume of the alarm sound which an alarm device outputs in step S9, or stops the output of an alarm sound.

  Further, the ECU 20 may suppress the operation of the brake amplification device as the collision safety device 30. The brake amplification device is a device that performs amplification control that amplifies the braking force acting on the host vehicle 100 in accordance with the driver's brake operation amount from the normal time. For example, while the brake amplifying device is executing the amplification control, even if the driver performs the brake operation with a constant depression amount, the braking force is amplified by a factor of 2 compared to when the driver is not performing the amplification control. For such a brake amplifying device, the ECU 20 starts amplification control in step S6. In step S9, the ECU 20 reduces the amplification factor of the brake amplification device to 1.5 times, for example, or stops the amplification control.

  Further, the ECU 20 may control the operation of the seat belt device including an automatic winding mechanism as the collision safety device 30. More specifically, the ECU 20 automatically winds up the seat belt in step S6 and increases the restraining force of the occupant on the seat. In step S9, the ECU 20 reduces the seat belt retracting force to relieve the restraining force of the occupant on the seat, or stops the seat belt retracting.

  The vehicle control device according to the present invention is useful as a vehicle control device that can operate the collision safety device at an appropriate timing while being configured at low cost.

DESCRIPTION OF SYMBOLS 1, 2 Vehicle control apparatus 10 Radar apparatus 11 Yaw rate sensor 12 Vehicle speed sensor 13 Brake apparatus 14 Accelerator apparatus 20 ECU
30 Collision safety device 100 Own vehicle

Claims (8)

  1. A vehicle control device that controls a vehicle to reduce the risk of collision between the host vehicle and an object,
    An object detection means for detecting an object;
    A collision determination means for determining whether or not there is a high risk of collision between the object and the host vehicle;
    A collision safety device control means for operating a collision safety device for reducing the risk of collision when the collision determination means determines that the risk of collision is high;
    A pitch angle change amount calculating means for calculating a change amount of the pitch angle of the vehicle body with time as a pitch angle change amount;
    A vehicle control device comprising operation suppression means for suppressing or stopping the operation of the collision safety device based on the pitch angle change amount.
  2. The pitch angle change amount calculating means includes:
    New detection pitch angle calculation means for calculating the pitch angle at the time when the object detection means first detects the object as a new detection pitch angle;
    A collision determination time pitch angle calculating means for calculating the pitch angle at the time when the collision determination means determines that the risk of the collision is high as a newly detected pitch angle;
    2. The vehicle control device according to claim 1, wherein the pitch angle change amount calculation unit calculates the pitch angle change amount based on the new detection time pitch angle and the new detection time pitch angle. 3.
  3. Threshold value calculating means for calculating a pitch angle change amount threshold value for determining whether to suppress or stop the operation of the collision safety device;
    The operation suppression means determines whether to suppress or stop the operation of the collision safety device based on the magnitude relationship between the pitch angle change amount and the pitch angle change amount threshold value. The vehicle control device according to any one of 1 and 2.
  4. A brake operation detecting means for detecting presence or absence of a brake operation by a driver in the host vehicle;
    The threshold value calculation means is configured such that the magnitude of the pitch angle change amount threshold value when the brake operation is detected is greater than the pitch angle change amount threshold value when the brake operation is not detected. The vehicle control device according to claim 3, wherein the vehicle control device calculates the pitch angle change amount by changing the magnitude of the pitch angle change amount threshold so that the operation of the safety device is hardly suppressed.
  5. An accelerator operation detecting means for detecting presence or absence of an accelerator operation by a driver in the host vehicle,
    When the accelerator operation by the driver is detected in the own vehicle, the threshold value calculating means is more effective than the case where the accelerator operation by the driver is not detected in the own vehicle. 5. The vehicle control device according to claim 3, wherein the vehicle control device calculates the pitch angle change amount threshold value so as to be easily suppressed.
  6. Speed detecting means for detecting the traveling speed of the host vehicle;
    6. The vehicle control device according to claim 3, wherein the threshold value calculation unit calculates a value of the pitch angle change amount threshold value based on a traveling speed of the host vehicle.
  7. The collision safety device includes an automatic braking device that automatically generates a braking force on the host vehicle,
    The operation suppression means suppresses or stops the generation of the braking force generated by the automatic braking device based on the magnitude of the change amount of the pitch angle. The vehicle control device described in 1.
  8. The collision safety device includes an alarm device that issues an alarm in the host vehicle,
    The vehicle control device according to any one of claims 1 to 7, wherein the operation suppression unit stops the warning issued by the warning device based on a magnitude of the pitch angle change amount.
JP2011059130A 2011-03-17 2011-03-17 Vehicle controller Withdrawn JP2012192862A (en)

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Cited By (7)

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WO2014073558A1 (en) * 2012-11-07 2014-05-15 株式会社デンソー In-vehicle radar device and slope determination method used in same device
JP2015099496A (en) * 2013-11-19 2015-05-28 株式会社デンソー Target recognition device
JP2016125925A (en) * 2015-01-06 2016-07-11 オムロンオートモーティブエレクトロニクス株式会社 Object detection device and vehicle collision prevention control device
JP2017024472A (en) * 2015-07-17 2017-02-02 トヨタ自動車株式会社 Vehicular control apparatus
JP2017065675A (en) * 2016-12-08 2017-04-06 みこらった株式会社 Automatic driving car and program for automatic driving car
WO2018180103A1 (en) * 2017-03-31 2018-10-04 パイオニア株式会社 Information recording device, information recording method, program for information recording, and data structure
WO2018180104A1 (en) * 2017-03-31 2018-10-04 パイオニア株式会社 Determination device, determination method, program for determination, and data structure

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2014073558A1 (en) * 2012-11-07 2014-05-15 株式会社デンソー In-vehicle radar device and slope determination method used in same device
JP2014095562A (en) * 2012-11-07 2014-05-22 Denso Corp On-vehicle radar device
JP2015099496A (en) * 2013-11-19 2015-05-28 株式会社デンソー Target recognition device
US9540002B2 (en) 2013-11-19 2017-01-10 Denso Corporation Target recognition apparatus
JP2016125925A (en) * 2015-01-06 2016-07-11 オムロンオートモーティブエレクトロニクス株式会社 Object detection device and vehicle collision prevention control device
JP2017024472A (en) * 2015-07-17 2017-02-02 トヨタ自動車株式会社 Vehicular control apparatus
JP2017065675A (en) * 2016-12-08 2017-04-06 みこらった株式会社 Automatic driving car and program for automatic driving car
WO2018180103A1 (en) * 2017-03-31 2018-10-04 パイオニア株式会社 Information recording device, information recording method, program for information recording, and data structure
WO2018180104A1 (en) * 2017-03-31 2018-10-04 パイオニア株式会社 Determination device, determination method, program for determination, and data structure

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