JP2014034289A - Vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent a collision avoidance system from interfering with driving during parking and to improve collision avoidance performance during parking in a vehicle control device.SOLUTION: A vehicle control device is applied to a vehicle on which a collision avoidance system. The collision avoidance system includes collision determination means S12 and S13 for predicting and determining collision of an own vehicle with an obstacle, and collision avoidance control means for automatically controlling the vehicle so as to reduce the traveling speed of the vehicle when collision is determined. The vehicle control device includes parking determination means for determining ongoing driving during parking which is parking driving to a predetermined parking position or starting driving from the predetermined parking position, and parking-time changing means S11, S14, and S17 for performing at least one of changing of criterion values Lth and Dth used for determination by the collision determination means and changing of automatic control content by the collision avoidance control means when ongoing driving during parking is determined.

Description

  The present invention relates to a vehicle control device for a vehicle equipped with a collision avoidance system.

  Patent Document 1 includes a means for determining whether or not the traveling vehicle collides with an oncoming vehicle (obstacle). When it is determined that the vehicle collides, the brake device of the vehicle is automatically operated to control the vehicle. A collision avoidance system for generating power is disclosed.

  For example, when the collision amount in the horizontal direction between the host vehicle and the oncoming vehicle is referred to as a “lap amount”, if the lap amount between the host vehicle and the oncoming vehicle is greater than or equal to a reference lap amount, Is applied automatically.

JP 2010-30515 A

  Here, in the case of parking operation such as when the vehicle is parked at a predetermined parking position or when the vehicle is started from the predetermined parking position, it is premised that the vehicle is driven close to surrounding vehicles (obstacles). For this reason, if the collision avoidance system described above is operated in the case of such parking operation, the brake is automatically applied more frequently than necessary, which may hinder parking operation, or the automatic brake will not operate properly and parking. Sometimes collision avoidance performance deteriorates.

  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 eliminates the fact that the collision avoidance system hinders driving during parking and improves collision avoidance performance during parking. It is to provide.

  One disclosed invention employs the following technical means to achieve the above object. In addition, the code | symbol in the parenthesis described in the claim shows the correspondence with the specific means as described in embodiment mentioned later as one aspect, Comprising: The technical scope of the disclosed invention is limited Not what you want.

  One of the disclosed inventions is a collision determination unit that predicts and determines whether or not the host vehicle collides with an obstacle, and reduces the traveling speed of the vehicle when the collision determination unit determines that the vehicle collides. The vehicle is equipped with a collision avoidance control means for automatically controlling the vehicle, and is applied to a vehicle equipped with a collision avoidance system, and is a parking operation at a predetermined parking position or a start operation from a predetermined parking position. A parking determination unit that determines whether or not there is a vehicle, and when the parking determination unit determines that the vehicle is driving during parking, the determination reference value used for the determination by the collision determination unit is changed, and the collision avoidance control unit automatically And a parking time changing means for carrying out at least one of the change of the control content.

  According to the above invention, since the determination reference value used during normal driving is changed when driving during parking, it can be easily realized that the collision avoidance system does not interfere with driving during parking. Or, since the automatic control content that is carried out during normal driving is changed in the case of parking operation, it is possible to easily realize that the collision avoidance system does not interfere with the parking operation. Collision avoidance performance can be improved.

The block diagram which shows the outline of the vehicle control apparatus which concerns on one Embodiment of this invention. The figure explaining the determination reference value used for the collision determination of the collision avoidance system which concerns on FIG. The flowchart which shows the procedure of the collision avoidance control which the collision avoidance system which concerns on FIG. 1 implements. The flowchart which shows the procedure of the mode change control which the collision avoidance system which concerns on FIG. 1 implements. The figure explaining the method of the parking determination means which concerns on FIG. The figure explaining the method of the space detection which concerns on FIG. FIG. 5 is a diagram illustrating an obstacle detection method according to FIG. 4 and a method in the case of driving during parking. FIG. 5 is a diagram illustrating an obstacle detection method according to FIG. 4 and a method in the case of driving during parking. FIG. 5 is a diagram for explaining a technique for obstacle detection according to FIG. 4 during start operation.

  Hereinafter, an embodiment of a vehicle control device according to the present invention will be described with reference to the drawings.

  The vehicle V shown in FIG. 1 is equipped with a collision avoidance system, a parking assistance system, and a start assistance system. The collision avoidance system includes a collision avoidance ECU 10 (electronic control device) and various sensors 13, 14, 15, and 16.

  The collision avoidance ECU 10 (collision avoidance control means) predicts and determines whether or not the host vehicle V collides with an obstacle. When it is determined that a collision occurs, the operation of the brake device 11 mounted on the vehicle V and the traveling engine 12 are automatically controlled to avoid a collision. Specifically, when it is determined that the vehicle will collide, the brake device 11 is automatically operated to generate a braking force for the traveling of the vehicle V. Further, when it is predicted to collide, the engine output is automatically reduced.

  FIG. 2 is a diagram illustrating a positional relationship between the host vehicle V and the obstacle Va when an oncoming vehicle (obstacle Va) exists in the traveling direction of the host vehicle V. When the collision allowance in the horizontal direction (vertical direction in FIG. 2) between the host vehicle V and the obstacle Va is defined as a lap amount L, it is determined that the possibility of a collision is higher as the lap amount L is larger. In addition, it is determined that the possibility of a collision is higher as the distance D between the host vehicle V and the obstacle Va is shorter. Further, it is determined that the possibility of a collision is higher as the speed at which the distance D decreases is higher.

  The distance measuring sensor 13 is a sensor used to detect a distance to an obstacle by transmitting a survey wave and receiving a reflected wave of the search wave reflected by the obstacle. The distance measuring sensor 13 may be any sensor that transmits an exploration wave and receives a reflected wave of the exploration wave, and uses a radio wave regardless of whether it uses a sound wave or a light wave. There may be. For example, as the distance measuring sensor 13, a sensor such as an ultrasonic sensor, a laser radar, or a millimeter wave radar can be used.

  Further, the distance measuring sensors 13 are arranged one by one on the left and right side surfaces of the front bumper of the vehicle V, for example, so that the directional center line is parallel to the axle direction of the host vehicle. The center line of directivity of the distance measuring sensor 13 may be arranged to be inclined, for example, by about 20 ° from the axle direction of the own vehicle. Further, it is preferable that the directivity of the distance measuring sensor 13 is narrower as long as the directivity of the distance measuring sensor 13 is wide enough to perform transmission / reception in the assumed vehicle speed range.

  If the purpose is to avoid a collision when traveling forward, it is desirable to make a collision determination using the distance measuring sensor 13 mounted on the front of the vehicle body as described above. In the case of collision avoidance when performing parking driving to a parking position or starting driving from a predetermined parking position (hereinafter collectively referred to as “parking driving”), in addition to the front-mounted distance measuring sensor 13 Thus, it is desirable to make a collision determination using the distance measuring sensor 13 mounted on the side or rear of the vehicle V.

  Specific examples of the camera 14 include a front camera that images the front of the vehicle V, a rear camera that images the rear of the vehicle V, a side camera that images the side, and the like. For the purpose of avoiding collisions when traveling forward, it is desirable to use the front camera to determine collisions. However, if the purpose is to avoid collisions during parking, the rear camera and side are used in addition to the front camera. It is desirable to make a collision determination using a two-way camera.

  The steering angle sensor 15 is a sensor that detects the steering angle of the steering of the vehicle V. The steering angle when the vehicle V travels in a straight traveling state is set to the neutral position (0 degree), and the rotation angle from the neutral position is steered. Output as a corner. The wheel speed sensor 16 is a sensor that detects the traveling speed of the vehicle V from the rotational speed of the drive wheels.

  FIG. 3 is a flowchart showing a procedure of collision avoidance control executed by the microcomputer provided in the collision avoidance ECU 10, and is repeatedly executed at a predetermined cycle such as a microcomputer calculation cycle.

  First, in step S10 in FIG. 3, the lap amount L and the distance D are detected. For example, when the vehicle V is traveling forward, the distance D between the obstacle present in the traveling direction and the host vehicle is detected by the distance measuring sensor 13 mounted on the front portion of the vehicle V. Further, based on the detection results of the distance measuring sensor 13 and the camera 14, the lap amount L between the obstacle present in the traveling direction and the host vehicle is detected.

  In subsequent step S11 (parking change means), the reference lap amount Lth and the reference distance Dth are set according to whether the collision avoidance system is in a normal mode or a parking mode, which will be described later. The reference lap amount Lth is a determination reference value set for the lap amount L, and the reference lap amount Lth in the parking mode is set to a smaller value than in the normal mode. The reference distance Dth is a determination reference value set for the distance D, and the reference distance Dth in the parking mode is set to a shorter value than in the normal mode.

  In subsequent step S12 (collision determination means), it is determined whether or not the lap amount L detected in step S10 is equal to or larger than the reference lap amount Lth. In subsequent step S13 (collision determination means), the distance D detected in step S10. Is less than the reference distance Dth. In any case, if an affirmative determination is made (S12: YES and S13: YES), the host vehicle is predicted to collide with an obstacle.

  In addition to the determinations in steps S12 and S13, a collision may be predicted based on detection results of the steering angle sensor 15 and the wheel speed sensor 16. For example, based on the steering angle detected by the rudder angle sensor 15, it may be predicted whether or not the lap amount L is small, and the collision prediction may be performed in consideration of the lap amount prediction. Alternatively, the collision prediction may be performed in consideration of the vehicle speed detected by the wheel speed sensor 16. In addition, even when the collision prediction is performed in consideration of the steering angle and the vehicle speed, it is desirable to change the prediction criterion value depending on whether the normal mode or the parking mode.

  When it is predicted by the collision determination means S12 and S13 that no collision will occur (S12: NO or S13: NO), the process of FIG. 3 is terminated without performing the collision avoidance control according to the next step S14. On the other hand, when it is predicted that a collision will occur, in the next step S14 (parking time changing means, output reduction control means), automatic control is performed so as to reduce the output of the engine 12 so as to reduce the traveling speed of the vehicle V ( (Collision avoidance control). Specifically, the fuel injection from the fuel injection valve mounted on the engine 12 is stopped or the fuel injection amount is reduced. Alternatively, the opening of the throttle valve that adjusts the intake air amount is reduced. Alternatively, in the case of an ignition engine, the ignition operation by the ignition device is stopped.

  Further, in the collision avoidance control according to step S14, the automatic decrease amount of the engine output by the collision avoidance control is changed according to whether the normal mode or the parking mode is selected. That is, the automatic decrease amount in the parking mode is set to a larger value than in the normal mode. However, when the engine output is stopped in both the normal mode and the parking mode, the automatic decrease amount is the same.

  In the subsequent step S15, it is determined whether or not the brake braking force by the brake device 11 is necessary for collision avoidance in addition to the engine output reduction in step S14. When it is determined that the brake braking force is necessary (S15: YES), it is determined in subsequent step S16 whether or not the steering angle detected by the steering angle sensor 15 is less than a preset guard angle. .

  If it is determined that the steering angle is smaller than the guard angle (S16: YES), the brake device 11 is automatically set so as to reduce the traveling speed of the vehicle V in the next step S17 (parking time changing means, brake control means). Automatic control (collision avoidance control) is performed to generate a braking force by operating. In short, the collision avoidance control by the automatic brake is executed on the condition that the collision avoidance cannot be sufficiently avoided only by the collision avoidance control due to the engine output reduction (S15: YES) (S17).

  The braking force exerted by the automatic operation is set to a different value depending on whether in the normal mode or the parking mode. In the present embodiment, the braking force in the parking mode is made larger than that in the normal mode.

  If the steering angle is equal to or greater than the guard angle (S16: NO), collision avoidance control by automatic braking is prohibited. However, even when it is determined that the steering angle is equal to or greater than the guard angle (S16: NO), the collision avoidance control by the automatic brake is permitted when the parking mode is set (S18: YES).

  When it is determined that the steering angle ≧ the guard angle (S16: NO) and the normal mode (S18: NO), or when it is determined that automatic braking is not required (S15: NO), the collision avoidance control according to step S17. The process of FIG. 3 is terminated without performing the above.

  FIG. 4 is a flowchart showing the procedure of the mode change control executed by the microcomputer provided in the collision avoidance ECU 10, and is repeatedly executed at a predetermined cycle such as a microcomputer calculation cycle.

  First, in step S20 of FIG. 4, it is determined whether the current mode is set to the normal mode or the parking mode. Here, the state of parking operation in which the host vehicle V travels to the predetermined parking position indicated by the symbol A in FIG. 5 or the state of start operation in which the host vehicle V is started from the predetermined parking position A is referred to as “parking operation”. Call. In short, the driving state on the premise that there is another parked vehicle around the host vehicle V is “parking operation”.

  When the vehicle is in the normal mode (S20: YES) and the host vehicle V is traveling (S21: YES), the parking operation state is determined by the parking operation determination processing S22 to S27 (parking determination means) described in detail below. In step S28, the normal mode is switched to the parking mode.

  Here, the above-described parking assistance system automatically operates the electric steering device 21 so that the host vehicle V is parked at a predetermined parking position (see symbol A in FIG. 5) without contacting an obstacle. This system automatically controls the steering angle. Specifically, when the vehicle driver turns on the activation switch of the parking assistance system, the space detection illustrated in FIG. 6 is performed, and the position of the parking space (predetermined parking position A) is detected. Then, the steering angle is automatically controlled so that the detected parking position A is parked at the shortest distance.

  In the parking driving determination processes S22 to S27, when the parking assistance system is mounted on the vehicle V (S22: YES) and the parking assistance system is activated (S23: YES), the parking assistance state is set. It determines with there and it changes to parking mode in step S28. However, even if the parking support system is not activated (S23: NO), space detection is performed using the space detection means of the parking support system (S24), and parking is performed based on the result of the space detection. It is determined whether or not it is in an operating state (S25).

  FIG. 6A is an example in which space detection is performed using an ultrasonic sensor (ranging sensor 13) mounted on the side of the vehicle. The parking assist ECU 20 operates at a low speed when traveling at a low speed below a predetermined vehicle speed. The change in the detection value of the ultrasonic sensor is acquired while traveling. Reference numeral 13a indicates a detection range of the ultrasonic sensor. And based on the transition of the detected value, while detecting that the obstacle of the shape along the line shown with the code | symbol B exists, the position of the space (predetermined parking position A) which can be parked is detected.

  FIG. 6B is an example in which space detection is performed using the cameras 14 mounted on the side and rear of the vehicle, and the parking assist ECU 20 uses the camera 14 around the host vehicle V when traveling at a low speed below a predetermined vehicle speed. Shoot with. Reference numeral 13b indicates a shooting range of the camera 14. And based on the image | video which image | photographed, while detecting that an obstruction exists in the vicinity of the own vehicle V, the predetermined parking position A is detected.

  In addition to the ultrasonic sensor and the camera 14, a sensor such as a laser radar or a millimeter wave radar may be used as the distance measuring sensor 13 to perform the space detection. 6 shows an example of backward parking, space detection using the distance measuring sensor 13 or the camera 14 is similarly performed even in the case of forward parking. Moreover, although the example of parallel parking is shown in FIG. 6, even in the case of parallel parking, space detection using the distance measuring sensor 13 or the camera 14 is performed in the same manner.

  Returning to the description of FIG. 4, after performing the space detection described above in step S <b> 24, in subsequent step S <b> 25, it is determined whether a condition for switching to the parking mode is satisfied. That is, based on the result of the space detection in step S24, the steering angle detected by the steering angle sensor 15, and the vehicle speed detected by the wheel speed sensor 16, the host vehicle V parks at the predetermined parking position A. It is determined whether it is in a state.

  If it is determined that the condition is satisfied (S25: YES), the mode is changed to the parking mode in step S28. However, even when it is determined that the condition is not satisfied (S25: NO), or even when the parking support system is not installed (S22: NO), the obstacle detection described below is performed (S26), It is determined whether or not the vehicle is in a parking driving state based on the result of the obstacle detection (S27).

  7A and 7B are examples in which obstacle detection is performed using an ultrasonic sensor (ranging sensor 13). In addition, (a) is an example at the time of backward parking, and (b) is an example at the time of forward parking. In this obstacle detection, the parking assist ECU 20 or the collision avoidance ECU 10 acquires a change in the detected value of the ultrasonic sensor while traveling at a low speed during low speed traveling at a predetermined vehicle speed or lower. Specifically, the position of the obstacle is estimated by an ultrasonic sensor in the traveling direction, and whether or not the estimated obstacle is a stationary object is determined based on the relative speed with the host vehicle V or the like. That is, the position of a stationary object that exists in the traveling direction during low-speed traveling is estimated.

  FIGS. 8A and 8B are examples in which obstacle detection is performed using the camera 14 mounted on the vehicle. In addition, (a) is an example at the time of backward parking, and (b) is an example at the time of forward parking. In this obstacle detection, the parking assist ECU 20 or the collision avoidance ECU 10 obtains an image captured by the camera 14 while traveling at a low speed when traveling at a low speed below a predetermined vehicle speed. Specifically, the position of the obstacle is estimated based on the video captured by the camera 14 in the traveling direction, and it is determined whether the estimated obstacle is a stationary object based on the change in the video. That is, the position of a stationary object that exists in the traveling direction during low-speed traveling is estimated.

  Returning to the description of FIG. 4, after the obstacle detection described above is performed in step S <b> 26, in subsequent step S <b> 27, it is determined whether or not a condition for switching to the parking mode is satisfied. That is, the host vehicle V parks at the predetermined parking position A based on the result of the obstacle detection in step S26, the steering angle detected by the steering angle sensor 15, and the vehicle speed detected by the wheel speed sensor 16. It is determined whether it is in the state. For example, if the vehicle speed is less than a predetermined value, there is a history that the steering angle has changed significantly within a certain fixed time in the past, and the parking angle is a steering angle that parks next to a stationary object estimated by obstacle detection, the parking operation It is determined that the condition for switching to the parking mode is satisfied.

  If it is determined that the condition is satisfied (S27: YES), the mode is changed to the parking mode in step S28. On the other hand, if it is determined that the condition is not satisfied (S27: NO), the process of FIG. 4 is terminated while the current normal mode is maintained.

  If it is determined in step S21 described above that the host vehicle V is not running (S21: NO), is the start operation state determined by the start operation determination processing S29 to S32 (parking determination means) described in detail below? If it is determined that the vehicle is in the starting operation state, the normal mode is switched to the parking mode in step S33.

  Here, the above-described start support system displays the shape and position of the obstacle on the display screen or by voice so as to support starting the host vehicle V from the predetermined parking position A without touching the obstacle. This is a system for informing. Specifically, when the vehicle driver turns on the start switch of the start support system, the obstacle detection illustrated in FIG. 9 is performed, and the shape and position of the obstacle Va are detected (Japanese Patent Laid-Open No. 2008-302711). Etc.).

  In the start driving determination processes S29 to S32, when the start support system is mounted on the vehicle V (S29: YES) and the start support system is activated (S30: YES), the start operation state is set. It determines with there and it changes to parking mode in step S33. However, even if the start support system is not activated (S30: NO) or the start support system is not installed (S29: NO), obstacle detection is performed by the start support system (S31). Then, based on the result of the obstacle detection, it is determined whether or not the vehicle is in the starting operation state (S32).

  FIGS. 9A and 9B are examples in which obstacle detection is performed using the distance measuring sensor 13 such as an ultrasonic sensor or the camera 14 when the vehicle stops before starting. In addition, (a) is the Example at the time of parallel parking, (b) is the Example at the time of parallel parking. In this obstacle detection, the parking assist ECU 20 or the collision avoidance ECU 10 detects that the obstacle Va having a shape along the line indicated by the symbol B is adjacent to the host vehicle V based on the detection value of the distance measuring sensor 13 or the image of the camera 14. Detect that exists.

  Returning to the description of FIG. 4, after the obstacle detection described above is performed in step S <b> 31, in subsequent step S <b> 32, it is determined whether or not a condition for switching to the parking mode is satisfied. That is, by the obstacle detection in step S31, it is detected that the obstacle Va exists in a range within a predetermined distance from the host vehicle V, and within a predetermined time after the ignition switch is switched from OFF to ON, and The shift lever position for operating the automatic gear shift stage is within a predetermined time after the parking position (P) is switched to the travel position (D or R), and is predetermined after the parking brake is operated from on to off. If it is within the time, it is determined that the vehicle is in the starting operation state, and it is determined that the condition for switching to the parking mode is satisfied.

  If it is determined that the condition is satisfied (S32: YES), the mode is changed to the parking mode in step S33. On the other hand, if it is determined that the condition is not satisfied (S32: NO), the process of FIG. 4 is terminated while the current normal mode is maintained.

  If it is determined in the above-described step S20 that the vehicle is in the parking mode (S20: NO), it is determined in the subsequent step S34 whether the vehicle is in a normal driving state in which the parking operation and the start-up operation are completed. And if it determines with it being a normal driving | running state (S34: YES), it will consider that mode switching conditions were satisfied and will switch from parking mode to normal mode in subsequent step S35.

  A specific example of the determination according to step S34 is illustrated below. That is, the ignition switch is switched from on to off, the shift lever position is switched from the travel position (D or R) to the parking position (P), and the parking brake is operated from off to on. If this is the case, parking is considered complete. In addition, when the operation of the start support system is finished, the vehicle speed is equal to or higher than a predetermined value, and the vehicle has traveled more than a predetermined distance after starting, it is considered that the start operation has been completed.

  As described above, according to the present embodiment, the collision determination is performed using the determination reference values Lth and Dth that are different from those in the normal driving during the parking driving or the starting driving that is premised on driving near the obstacle Va. Further, when the brake device 11 or the engine 12 is automatically controlled so as to avoid the collision by reducing the traveling speed of the vehicle, automatic control having different contents from the normal operation is performed during the parking operation or the start operation. Therefore, it is possible to easily realize that the collision avoidance system does not hinder driving during parking, and the collision avoidance performance during parking can be improved.

  Furthermore, according to this embodiment, the effects listed below are also exhibited.

<Operation effect 1>
Here, if the reference lap amount Lth is set to an excessively small value in the normal driving state, the brake is automatically applied more frequently than necessary, and the comfort of driving operation is impaired. On the other hand, if the reference lap amount Lth is set to an excessively large value, the opportunity to automatically operate the brake is reduced, and the reliability of operating the collision avoidance system at a suitable timing is lowered. Accordingly, the value of the reference lap amount Lth is set in view of such a balance between the comfort of driving operation and the safety of collision avoidance.

  However, in the case of parking driving, which is premised on driving close to the obstacle Va, the optimum value of the balance differs from that during normal driving. In other words, in the case of driving at the time of parking, even if there are many opportunities to automatically operate the brake, the degree to which the comfort of driving operation is impaired is smaller than that during normal driving. In other words, it is desirable to change the balance so as to increase the degree of priority for collision avoidance over driving operation comfort by increasing the opportunities for automatic brake operation.

  In view of these points, in this embodiment, when the collision amount in the horizontal direction between the host vehicle V and the obstacle Va is defined as the lap amount L, the reference lap amount Lth is set with respect to the lap amount L. The collision determination means S12 determines that a collision occurs when the lap amount L is greater than or equal to the reference lap amount Lth. Then, the parking time changing means S11 changes the reference lap amount Lth to be small when it is determined by the parking determination means that the vehicle is operating during parking (parking mode).

  Therefore, the balance is changed to an optimum value in the normal mode and the parking mode. In other words, in the parking mode that is premised on driving close to the obstacle Va, it is possible to increase the opportunity for automatic brake operation and increase the degree of priority for collision avoidance over driving comfort.

<Operation effect 2>
Here, when the reference distance Dth is set to an excessively large value in the normal driving state, braking is automatically applied more frequently than necessary, and the comfort of driving operation is impaired. On the other hand, when the reference distance Dth is set to an excessively large value, the opportunity for automatically operating the brake is reduced, and the reliability of operating the collision avoidance system at a suitable timing is lowered. Therefore, the value of the reference distance Dth is set in view of the balance between the comfort of driving operation and the safety of collision avoidance.

  However, in the case of parking driving, which is premised on driving close to the obstacle Va, driving is performed at a low speed, so that collision can be avoided sufficiently even when the timing for automatically operating the brake is late. . In other words, it is desirable to change the balance so as to improve driving operability without automatically operating the brake even if the distance D is short to some extent.

  In view of these points, in this embodiment, a reference distance Dth, which is a reference value of the distance D between the host vehicle V and the obstacle Va, is set, and the collision determination unit S13 determines that the host vehicle V and the obstacle Va are When the distance is less than the reference distance, it is determined that there is a collision, and the parking time change means S11 changes the reference distance to be shorter when the parking determination means determines that the vehicle is driving during parking. To do.

  Therefore, the balance is changed to an optimum value in the normal mode and the parking mode. That is, it is possible to improve driving operability without automatically operating the brake more than necessary in the parking mode, which is premised on driving close to the obstacle Va.

<Operation effect 3>
Here, if the braking force when the brake is automatically operated by the collision avoidance system is set to an excessively large value in the normal driving state, an unintended braking force acts on the driver greatly, and driving comfort is improved. Is damaged. However, in the case of parking driving, which is premised on driving close to the obstacle Va, since driving is performed at a low speed, the degree of comfort is lessened even if the braking force is set large.

  In view of this point, in the present embodiment, the collision avoidance control means, when it is determined by the collision determination means S12, S13, that the vehicle brake device 11 is automatically operated to generate a braking force. The parking change means has S17, and changes the parking force to be automatically generated by the brake control means when the parking determination means S22 to S27 and S29 to S32 determine that the vehicle is driving during parking. It is characterized by that.

  According to this, in the parking mode that is premised on driving at a low speed in the vicinity of the obstacle Va, the braking force by the automatic brake operation is increased, so that it is possible to reliably avoid collision without greatly reducing driving operability. Can be improved.

<Operation effect 4>
Here, in the normal driving state, if the automatic reduction amount when the engine output is automatically reduced by the collision avoidance system is set to an excessively large value, the unintended output reduction for the driver is greatly uncomfortable. However, in the case of parking driving, which is premised on driving close to the obstacle Va, since driving is performed at a low speed, the discomfort given to the driver is small even if the automatic reduction amount is set large. I'll do it.

  In view of this point, in the present embodiment, the collision avoidance control unit includes an output reduction control unit S14 that automatically reduces the traveling output of the vehicle when the collision determination unit determines that a collision has occurred. S14 is characterized in that, when the parking determination means determines that the vehicle is driving at the time of parking, a change is made to increase the automatic decrease amount of the travel output by the output decrease control means.

  According to this, in the parking mode that is premised on driving at a low speed close to the obstacle Va, the amount of automatic decrease related to the engine output automatic decrease is increased, so that the collision does not give the driver a great sense of incongruity. The certainty of avoidance can be improved.

<Operation effect 5>
Here, in a normal driving state, when the brake is automatically operated by the collision avoidance system when the steering angle is equal to or larger than the guard angle, there is a concern that the wheel slips. In particular, if the brakes are automatically applied when driving on a curve with a high vehicle speed, the concern about slipping will increase. However, there is no concern about the slip in the case of parking operation which is premised on driving at low speed.

  In view of this point, in the present embodiment, the collision avoidance control unit includes a brake control unit S17 that automatically activates the vehicle brake device to generate a braking force when the collision determination unit determines that a collision occurs. On the condition that the steering steering angle of the vehicle is less than a predetermined guard angle, the collision avoidance control means is allowed to automatically generate a braking force, and the parking change means S17 performs parking by the parking determination means. When it is determined that the vehicle is in operation, the condition is changed so as to be abolished. In addition, you may change so that a guard angle may be enlarged instead of condition abolition.

  According to this, in the case of parking operation, the brake automatic operation by the collision avoidance system is permitted regardless of whether or not the steering angle exceeds the guard angle, so that the reliability of collision avoidance can be improved.

<Operation effect 6>
The present invention is applied to a vehicle equipped with a parking support system that automatically controls the steering angle so that the host vehicle is parked at a predetermined parking position, and the parking determination means is used when the parking support system is operating (S23: YES). It is characterized in that it is determined that the vehicle is driving when parked. According to this, it can determine easily that it is driving at the time of parking.

<Operation effect 7>
The parking determination means determines whether or not the vehicle is driving based on the information of at least one of the distance measuring sensor 13 that detects the distance between the host vehicle and the obstacle and the camera 14 that captures an image around the host vehicle. It is characterized by determining. According to this, it can be determined with high accuracy that the vehicle is driving at the time of parking.

<Operation effect 8>
The parking determination means S27 and S32 are characterized by determining whether or not the vehicle is being driven based on the steering steering angle of the host vehicle, the shift position of the in-vehicle transmission, and the operation history of the parking brake. To do. According to this, it can be determined with high accuracy that the vehicle is driving at the time of parking.

(Other embodiments)
The present invention is not limited to the description of the above embodiment, and may be modified as follows. Moreover, you may make it combine the characteristic structure of each embodiment arbitrarily, respectively.

  In the embodiment shown in FIG. 1, the present invention is applied to the vehicle V whose travel drive source is the engine 12, but when the present invention is applied to a vehicle whose travel drive source is an electric motor, step S14 is performed. In this case, the output by the electric motor may be reduced or stopped.

  -Even if the vehicle is not equipped with a parking assistance system, the present invention can be easily applied by abolishing the processing of steps S23 and S24 in Fig. 4 and performing obstacle detection in step S26. Moreover, even if the vehicle is not equipped with a start support system, the present invention can be easily applied by eliminating the processing in step S30 in FIG. 4 and performing obstacle detection in step S31.

  In the processing of steps S16 and S18 shown in FIG. 3, the automatic brake operation permission condition is that the steering angle is smaller than the guard angle in the normal mode, and the permission condition is abolished in the parking mode. On the other hand, in the parking mode, the permission condition may be applied by changing the guard angle to be larger.

  -In vehicles equipped with a wrap-in prevention system that predicts and detects pedestrian involvement during curve driving of the host vehicle, even if it is judged that the vehicle is involved in normal traveling, automatic braking is prohibited and a warning is issued. If it is determined that the vehicle is caught during parking operation or starting operation, the brake may be automatically operated to prevent the vehicle from being caught.

  DESCRIPTION OF SYMBOLS 10 ... (Collision avoidance control means), 13 ... Ranging sensor, 14 ... Camera, D ... Distance between own vehicle and obstacle, Dth ... Reference distance (judgment reference value), L ... Lap amount, Lth ... Reference lap amount (Determination reference value), S11 ... parking time changing means, S12, S13 ... collision determination means, S14 ... parking time changing means, output reduction control means, S17 ... parking time changing means, brake control means, S22 to S27, S29 ... S32 ... Parking determination means, V ... Vehicle (own vehicle).

Claims (9)

Collision determination means (S12, S13) for predicting and determining whether or not the host vehicle collides with an obstacle;
A collision avoidance control means (10) for automatically controlling the vehicle so as to reduce the traveling speed of the vehicle when the collision determination means determines that a collision occurs;
Applied to a vehicle (V) equipped with a collision avoidance system having
Parking determination means (S22 to S27, S29 to S32) for determining whether or not the vehicle is driving during parking, which is a parking driving to a predetermined parking position or a start driving from a predetermined parking position;
When the parking determination means determines that the vehicle is driving during parking, at least one of the change of the determination reference value (Lth, Dth) used for the determination of the collision determination means and the change of the automatic control content by the collision avoidance control means A parking time changing means (S11, S14, S17),
A vehicle control device comprising: When the collision margin in the horizontal direction between the host vehicle and the obstacle is defined as a lap amount (L), a reference lap amount (Lth) that is a reference value of the lap amount is set as one of the determination reference values. ,
The collision determination means (S12) determines that a collision occurs when the lap amount is greater than or equal to the reference lap amount,
The vehicle control according to claim 1, wherein the parking time changing means (S11) changes the reference lap amount to be small when the parking determination means determines that the vehicle is driving during parking. apparatus. As one of the determination reference values, a reference distance (Dth) that is a reference value of the distance (D) between the host vehicle and the obstacle is set.
The collision determination means (S13) determines that a collision occurs when the distance between the host vehicle and the obstacle is less than the reference distance,
The vehicle according to claim 1 or 2, wherein the parking time changing means (S11) changes the reference distance to be shortened when the parking determination means determines that the vehicle is driving during parking. Control device. The collision avoidance control means includes a brake control means (S17) for automatically operating a brake device of a vehicle to generate a braking force when it is determined that the collision is determined by the collision determination means.
The parking time changing means changes the braking force to be automatically generated by the brake control means when the parking determination means determines that the vehicle is driving during parking. The vehicle control device according to any one of? The collision avoidance control means includes an output reduction control means (S14) for automatically reducing the traveling output of the vehicle when it is determined that the collision is determined by the collision determination means.
The parking time changing means (S14) is characterized in that when the parking determining means determines that the vehicle is driving during parking, the parking change means changes so as to increase the automatic decrease amount of the travel output by the output reduction control means. The vehicle control device according to any one of claims 1 to 4. The collision avoidance control means includes a brake control means (S17) for automatically operating a brake device of a vehicle to generate a braking force when it is determined that the collision is determined by the collision determination means.
On the condition that the steering angle of the vehicle is less than a predetermined guard angle, the brake avoidance control means is allowed to automatically generate the braking force,
The parking time changing means (S17) is characterized by changing the parking angle so as to increase the guard angle or changing the condition to be abolished when the parking determining means determines that the vehicle is driving during parking. The vehicle control device according to any one of claims 1 to 5. Applied to a vehicle equipped with a parking assist system that automatically controls the steering angle so that the vehicle is parked at a predetermined parking position,
The vehicle control device according to any one of claims 1 to 6, wherein the parking determination unit determines that the parking operation is being performed when the parking support system is in operation.   The parking determination means is operating during parking based on information of at least one of a distance measuring sensor (13) that detects a distance between the host vehicle and an obstacle and a camera (14) that captures a video around the host vehicle. It is determined whether it is. The vehicle control apparatus as described in any one of Claims 1-7 characterized by the above-mentioned.   The parking determination means (S27, S32) determines whether or not the vehicle is in parking based on the steering steering angle of the host vehicle, the shift position of the in-vehicle transmission, and the operation history of the parking brake. The vehicle control device according to any one of claims 1 to 8, wherein

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