JP2016034814A - Vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To mitigate the damage to a passenger of a vehicle going through a lateral collision and suppress a secondary collision.SOLUTION: A vehicle control device comprises: a periphery monitoring device 20 monitoring a periphery of an own vehicle and detecting a monitoring target object in the periphery; a collision detector 30 detecting a collision between the monitoring target object and the own vehicle; a vehicle behavior control unit 40 controlling a behavior of the own vehicle; and an ECU implementing a vehicle behavior control over the own vehicle after the collision if the collision between the monitoring target object and the own vehicle is detected, the ECU implementing a turning promotion control to turn the own vehicle in a direction of relieving collision energy applied from the monitoring target object at a time of the collision as the vehicle behavior control over the own vehicle after the collision if the collision of the monitoring target object against a lateral surface of the own vehicle is detected and a position of the collision is different from a little damage region in which damage to a passenger of the own vehicle is relatively little, in the lateral surface of the own vehicle, and prohibiting the turning promotion control as the vehicle behavior control over the own vehicle after the collision if the collision position is the little damage region in the lateral surface of the own vehicle.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle control device related to vehicle behavior control after a collision of a vehicle in which a collision has occurred on a side surface.

  Conventionally, in the event of a vehicle collision, conventional occupant damage mitigation techniques such as airbag deployment have been used to reduce occupant damage. However, there is still room for improvement in reducing the passenger damage. For example, Patent Documents 1 and 2 below disclose vehicle behavior control of a vehicle that has undergone a side collision. In the technique of Patent Document 1, the predicted position and predicted time of the side collision (side collision) of the obstacle with respect to the own vehicle are obtained based on the speed and the traveling direction of the own vehicle and the obstacle (other vehicle), Until the vehicle acceleration of the host vehicle after the side impact falls below a predetermined value, the wheel on the opposite side of the host vehicle and the wheel farther from the side impact load input direction line extending from the predicted side impact position is controlled. The power is controlled to be higher than the braking force of the other three wheels. As a result, in a vehicle to which this technology is applied, after an obstacle collides, a rotational motion occurs around the wheel whose braking force is increased. With the technique of this patent document 1, the collision load from the obstacle added to the vehicle body of the own vehicle by such control is reduced, and the damage of the passenger of the own vehicle is reduced. In the technique of Patent Document 2, the collision part and the collision angle of the other vehicle with respect to the own vehicle are estimated, and the punching part when the other vehicle has passed through the own vehicle is estimated based on the respective estimated values. In this technique, the brake control after the collision is performed based on the estimated values of the collision part and the punching part. In Patent Document 3 below, when a collision from the rear of the host vehicle is predicted, when the host vehicle moves forward due to the collision, the vehicle automatically moves in an avoidance direction to avoid danger based on the situation around the host vehicle. A technique of controlling a steering angle so that a vehicle travels is disclosed.

JP 2005-254945 A JP 2009-208560 A JP 2007-190977 A

  By the way, the magnitude of damage to the occupant of the own vehicle that has collided with the side surface differs depending on the collision position. However, in the technique of Patent Document 1, when a collision occurs on the side surface of the host vehicle, the host vehicle is uniformly rotated regardless of the collision position. For this reason, when a collision occurs in a place where the damage to the occupant is small, there is a possibility that a secondary collision of the own vehicle may be induced by rotating the own vehicle.

  SUMMARY OF THE INVENTION An object of the present invention is to provide a vehicle control device capable of reducing the occurrence of a secondary collision of a vehicle while reducing the damage to a vehicle occupant colliding with a side surface.

  In order to achieve the above object, the present invention relates to a periphery monitoring device that monitors the periphery of a host vehicle and detects a surrounding monitoring target object, and a collision detection device that detects a collision between the monitoring target object and the host vehicle. A vehicle behavior control device that controls the behavior of the host vehicle, and a control unit that controls the vehicle behavior of the host vehicle after the collision when a collision between the monitored object and the host vehicle is detected, and The control unit detects a collision of the object to be monitored with the side surface of the host vehicle, and the position of the collision is different from a damage reducing part within the side surface of the host vehicle where damage to the passenger of the host vehicle is relatively small. In this case, as the vehicle behavior control of the host vehicle after the collision, rotation promotion control for rotating the host vehicle in a direction to release the collision energy from the monitoring target object at the time of the collision is performed. In the case of the damage reduction part in Serial as the vehicle behavior control of the vehicle after the collision, is characterized by prohibiting the rotation acceleration control.

  Here, it is desirable that the control unit performs the rotation promotion control in a low vehicle speed range where excessive rotation of the host vehicle does not occur.

  Further, the control unit, when the collision position is a place other than the damage mitigation site in the side surface of the host vehicle, and the input direction of the collision load is orthogonal to the traveling direction of the host vehicle or If the vehicle is in an oblique direction that obstructs the vehicle's traveling direction relative to the traveling direction of the vehicle, if deceleration by the vehicle braking force is acting on the vehicle during the collision, As the vehicle behavior control, it is desirable to increase the vehicle braking force after suppressing the deceleration of the host vehicle for a predetermined time after the collision.

  Further, the control unit promotes the progress of the own vehicle with respect to the traveling direction of the own vehicle when the collision position is a place other than the damage reducing portion in the side surface of the own vehicle and the input direction of the collision load is When the vehicle is in an oblique direction, it is desirable to increase the vehicle braking force immediately after the collision as the vehicle behavior control of the host vehicle after the collision.

  In addition, when there is a possibility that the monitoring target object and the host vehicle collide on the side surface of the host vehicle, the control unit sets the collision position of the monitoring target object with respect to the host vehicle and the input direction of the collision load before the collision. Estimating, the control unit has detected a collision between the monitoring target object and the side surface of the host vehicle, but when the collision position of the monitoring target object with respect to the host vehicle and the input direction of the collision load could not be specified after the collision, It is desirable to perform vehicle behavior control of the host vehicle after the collision according to the collision position estimated before the collision and the input direction of the collision load.

  In addition, when there is a possibility that the monitoring target object and the host vehicle collide on the side surface of the host vehicle, the control unit sets the collision position of the monitoring target object with respect to the host vehicle and the input direction of the collision load before the collision. And estimating a control mode of vehicle behavior control of the host vehicle after the collision based on the estimated collision position and the input direction of the collision load before the collision, and the control unit performs the estimated vehicle behavior control. It is desirable to prepare the vehicle behavior control before the collision so that the vehicle behavior control can be performed with good responsiveness at the time of the collision.

  The target yaw moment of the host vehicle in the rotation promotion control is preferably set based on the collision energy from the monitoring target object according to the vehicle speed and the mass or weight of the monitoring target object.

  The vehicle control device according to the present invention reduces the collision load (collision energy) from the monitored object by performing the rotation promotion control when a collision at a place other than the damage reduction part is detected. The force corresponding to the collision load acting on the occupant is also reduced, and damage to the occupant can be reduced. Furthermore, this vehicle control device makes it easier for the host vehicle to stay on the spot where the vehicle has collided (for example, on a running lane) due to the rotation promotion control, so that the driver cannot operate the host vehicle safely immediately after the collision. Even if it exists, it is easy to avoid the secondary collision with another obstacle, and the damage of the passenger | crew of the own vehicle can be reduced. In addition, this vehicle control device can suppress the occurrence of secondary collisions by prohibiting rotation promotion control when a collision at a damage mitigation site is detected, thereby reducing the damage to the passengers of the vehicle. Become.

FIG. 1 is a block diagram illustrating a vehicle control device according to an embodiment and a modified example. FIG. 2 is a diagram for explaining a collision with a place other than the damage reduction part and a vehicle behavior control after the collision. FIG. 3 is a diagram for explaining an example of a collision with a damage reducing portion. FIG. 4 is a diagram for explaining another example of the collision with the damage reducing portion. FIG. 5 is an example of a collision with a damage mitigating part, and is a diagram illustrating a case where vehicle behavior control after the collision is not performed. FIG. 6 is a diagram for explaining an example of a collision to a damage reducing portion and vehicle behavior control after the collision. FIG. 7 is a diagram for explaining another example of the collision with the damage reducing portion and the vehicle behavior control after the collision. FIG. 8 is a flowchart illustrating the arithmetic processing according to the embodiment. FIG. 9 is a flowchart for explaining a calculation process of the modification.

  Embodiments of a vehicle control device according to the present invention will be described below in detail with reference to the drawings. The present invention is not limited to the embodiments.

[Example]
An embodiment of a vehicle control device according to the present invention will be described with reference to FIGS.

  The vehicle control apparatus according to the present embodiment includes an electronic control unit (ECU) 1, a motion information detection device 10, a periphery monitoring device 20, and a collision detection device 30 provided with a control unit that performs various arithmetic processes described later. And a vehicle behavior control device 40.

  The motion information detection device 10 is a device that detects motion information of the host vehicle. The movement information of the own vehicle is information representing the movement state of the own vehicle, such as vehicle speed, longitudinal acceleration, lateral acceleration, yaw rate, and the like. For this reason, as the motion information detection device 10, a vehicle speed detection device (vehicle speed sensor, wheel speed sensor, etc.) that detects the vehicle speed of the host vehicle, and a longitudinal acceleration detection device (longitudinal acceleration sensor) that detects the longitudinal acceleration of the host vehicle, At least a lateral acceleration detection device (lateral acceleration sensor) for detecting the lateral acceleration of the host vehicle and a yaw rate detection device (yaw rate sensor) for detecting the yaw rate of the host vehicle are prepared. A detection signal of the exercise information detection device 10 is transmitted to the ECU 1.

  The periphery monitoring device 20 is a device that monitors the periphery of the host vehicle and detects an object to be monitored in the vicinity. The periphery monitoring device 20 according to the present embodiment targets at least an object (obstacle) whose distance from the side surface of the host vehicle is reduced. As the periphery monitoring device 20, for example, at least one of a laser device, a sonar device, and an imaging device can be used. The detection signal of the periphery monitoring device 20 is transmitted to the ECU 1. The ECU 1 is provided with a laser light control unit that controls the operation of the laser device, an ultrasonic control unit that controls the operation of the sonar device, and an imaging control unit that controls the operation of the imaging device as control units. . These control units operate as a perimeter monitoring control unit that controls the perimeter monitoring device 20, and perform arithmetic processing thereof by a well-known method in the technical field of perimeter monitoring.

  The vehicle control device detects relative information between the monitored object and the host vehicle. The relative information is a relative position of the monitoring target object with respect to the own vehicle, a relative speed of the monitoring target object with respect to the own vehicle, and the like. The relative information is calculated by a well-known method in this technical field based on the motion information of the host vehicle, the position information of the monitoring target object, and the motion information of the monitoring target object. The ECU 1 includes a relative information calculation unit that calculates this relative information as a control unit. Here, the motion information of the monitoring target object is information representing the motion state of the monitoring target object, and means at least vehicle speed information, acceleration information, and traveling direction information of the monitoring target object. The position information and motion information of the monitoring target object are calculated by a well-known method in this technical field based on the detection signal of the periphery monitoring device 20. The ECU 1 is provided with a monitoring information calculation unit that calculates position information and motion information of the monitoring target object as a control unit.

  The collision detection device 30 is a device for detecting a collision between the monitoring target object and the host vehicle. For this collision detection device 30, an airbag sensor or the like is used. The airbag sensor is a collision detection sensor for determining whether or not an airbag (not shown) disposed at various positions in the passenger compartment needs to be deployed. The airbag sensor is provided at various locations on the vehicle body according to the arrangement of the airbag. As the air bag sensor, a pressure sensor (for example, one that detects a change in pressure in the interior space of the door lining), a longitudinal acceleration detection device (longitudinal acceleration sensor), a lateral acceleration detection device (lateral acceleration sensor), or the like is used. The The detection signal of the collision detection device 30 is transmitted to the ECU 1. The ECU 1 includes a collision determination unit that determines whether or not there is a collision based on a detection signal from the collision detection device 30 as a control unit.

  Furthermore, the ECU 1 calculates a collision mode (collision position and input direction of the collision load) with the monitoring target object in the host vehicle when a collision between the monitoring target object and the host vehicle is detected as a control unit. A form calculation unit is provided. The input direction of the collision load corresponds to the collision angle of the monitoring target object with respect to the host vehicle. For example, when a plurality of pressure sensors as the collision detection device 30 are arranged for each part of the vehicle body, the collision mode calculation unit can specify the collision position with the monitoring target object in the host vehicle. The collision detection device 30 (especially the pressure sensor) of the present embodiment is arranged at a plurality of locations at predetermined intervals along at least the side surface of the host vehicle, and the collision location is at least a first region or a second region described later. So that it can be identified. When the host vehicle includes a side airbag or a curtain airbag, an airbag sensor (pressure sensor) for deploying the airbag may be used as the collision detection device 30. Moreover, even if a large number of pressure sensors are not prepared, the collision mode calculation unit is monitored on the side surface of the host vehicle based on the detection signal of the collision detection device 30 and the yaw rate detection device (yaw rate sensor), for example. The collision position with the object can be specified. Furthermore, the collision mode calculation unit can calculate the input direction of the collision load based on, for example, relative information between the monitoring target object and the host vehicle and movement information of the host vehicle.

  The vehicle behavior control device 40 is a device for controlling the behavior of the host vehicle. The ECU 1 is provided with a vehicle behavior control unit that controls the behavior of the host vehicle by controlling the vehicle behavior control device 40 as a control unit. The vehicle behavior control device 40 includes a braking device that can change the behavior of the host vehicle by controlling the braking force of each wheel, and a vehicle that can change the behavior of the host vehicle by controlling the turning angle of the steered wheels. A rudder device etc. can be considered. The braking device is capable of individually adjusting the braking force of each wheel. The ECU 1 is provided with a braking control unit that adjusts the braking force of the wheel to be controlled by controlling the actuator of the braking device as a control unit. Further, the ECU 1 is provided with a steering control unit that adjusts the turning angle of the steered wheels by controlling the actuator of the steering device as a control unit. The braking control unit and the steering control unit operate as a vehicle behavior control unit when controlling the behavior of the host vehicle. Here, a power source (engine) may be used as the vehicle behavior control device 40. In this case, the ECU 1 is provided with a power source output control unit as a control unit. The output control unit changes the behavior of the host vehicle by individually controlling the driving force of each driving wheel.

  The ECU 1 is provided with a collision possibility determination unit that determines whether or not there is a possibility of collision between the monitoring target object and the host vehicle as a control unit. The determination is made based on the movement information of the own vehicle, the position information of the monitoring target object, and the movement information of the monitoring target object. The collision possibility determination unit determines whether there is a possibility that at least the monitoring target object and the own vehicle collide on the side surface of the own vehicle.

  In this vehicle control device, when a collision between the monitoring target object and the host vehicle is detected, vehicle behavior control of the host vehicle after the collision is performed. Here, the vehicle behavior control of the host vehicle after the collision when the collision occurs on the side surface of the host vehicle will be described.

  In this vehicle control device, the control mode for controlling the vehicle behavior of the host vehicle after the collision is changed according to the mode of collision with the monitoring target object on the side surface of the host vehicle (the collision position and the input direction of the collision load). The ECU 1 is provided with a behavior control mode selection unit that selects a control mode of vehicle behavior control of the host vehicle after a collision as a control unit. The behavior control form selection unit selects vehicle behavior control according to the collision form.

  Here, in order to reduce the damage of the occupant of the own vehicle in which the side collision has occurred, the collision energy input to the own vehicle from the monitored object may be released. The collision energy can be released by moving the own vehicle in the input direction of the collision load and actively changing (rotating) the posture of the own vehicle. However, if the attitude of the host vehicle is changed (rotated) after a side collision, there is a possibility of causing a secondary collision with another obstacle or other object depending on the degree of the attitude change or the collision mode. is there. If a second collision occurs after the side collision, the vehicle will already have a conventional occupant damage reduction control (air bag deployment, belt slack winding with a seat belt pretensioner) in the first side collision. , Etc.) are likely to be already in operation, so there is a possibility that the effect of reducing the damage to the passengers is reduced.

  For example, on the side of the host vehicle, the relative damage of the passenger of the host vehicle in the side collision is relatively small (hereinafter referred to as “damage mitigation site”) and the passenger damage. There is a place where is larger than the damage reduction part. The damage reduction part is an area of the cabin (cabinet) in the side surface of the host vehicle and an area ahead of the cabin. And the place where the damage of the passenger of the own vehicle is greater than the damage reduction part (hereinafter referred to as “a place other than the damage reduction part”) is an area behind the cabin on the side surface of the own vehicle.

  If the collision location is a location other than the damage mitigation site on the side of the vehicle, the damage to the vehicle occupant is greater than that of the damage mitigation site. It is desirable to give priority to reducing the damage to the passengers of the vehicle due to the first side collision that cannot be avoided. In other words, in this case, by actively changing (rotating) the posture of the host vehicle, the collision energy from the object to be monitored is released, and along with the strong cabin and conventional occupant damage mitigation control, It is desirable to reduce this.

  Therefore, the behavior control form selection unit detects a collision of the object to be monitored with the side surface of the host vehicle, and the position of the collision is relatively large within the side surface of the host vehicle. In the case of a location different from the part), as the vehicle behavior control of the host vehicle after the collision, execution of rotation promotion control for rotating the host vehicle in a direction to release the collision energy from the monitoring target object at the time of the collision is selected. That is, the vehicle behavior control unit (braking control unit, steering control unit) causes the monitoring target object to approach the side surface of the host vehicle (upper diagram in FIG. 2), and the damage reduction part on the monitoring target object and the side surface of the host vehicle. When a collision with a place other than the above is detected, such rotation promotion control is performed as the vehicle behavior control of the host vehicle after the collision (the lower diagram in FIG. 2). FIG. 2 is an example showing when the monitoring target object (another vehicle C2) has collided with the rear part of the left side surface of the host vehicle C1 traveling forward (the rear part of the cabin on the left side surface of the host vehicle). In the illustration of this figure, the input direction of the collision load from the monitoring target object is orthogonal to the traveling direction of the host vehicle C1. However, when a side collision is detected in a place other than such a damage mitigating part, it is desirable to perform rotation promotion control regardless of the input direction of the collision load. The rotation promotion control may be performed not only during forward travel but also when the vehicle is stopped.

  By implementing this rotation promotion control, the collision load (collision energy) from the monitored object that is input to a location other than the damage mitigation site is reduced in the host vehicle. The force is also reduced. For this reason, this vehicle control apparatus can reduce a passenger | crew's damage. In particular, in the own vehicle, the conventional occupant damage reduction control is used in combination, so that the occupant damage reduction effect is enhanced. In addition, the rotation acceleration control at a place other than the damage mitigation site makes it easier for the host vehicle to stay in the place of the collision (on the lane where the vehicle is traveling) than when the rotation acceleration control is performed at the damage mitigation site. Even if the driver cannot operate the host vehicle safely immediately afterward, it is easy to avoid secondary collisions with other obstacles. Therefore, this vehicle control device can reduce the damage to the occupant even after the conventional occupant damage reduction control is performed in the first collision. In addition, this rotation promotion control can suppress the amount of deformation in a place other than the damage reducing portion.

  Here, this rotation promotion control converts kinetic energy in the forward direction in the host vehicle into kinetic energy in the rotational direction. Therefore, if this rotation promotion control is performed during high-speed traveling, the host vehicle may rotate too much, and the effect of reducing the damage to passengers may be reduced. For this reason, it is desirable to implement the rotation promotion control in a low vehicle speed range where such excessive rotation of the host vehicle does not occur. Excessive rotation of the host vehicle refers to rotation of a predetermined rotation amount (for example, one rotation or more) that is difficult to stabilize the behavior of the host vehicle even when the vehicle behavior control device 40 operates. In this way, the rotation acceleration control can be performed according to the speed of the host vehicle, thereby reducing the damage to the passenger and stabilizing the behavior of the host vehicle.

  Specifically, the rotation promotion control uses the attitude of the host vehicle immediately before the collision as a reference position, and among the front and rear wheels on the side having the collision position, the wheel near the collision position has a larger collision load than the far wheel. The collision energy is released by rotating the host vehicle so as to be positioned in the input direction. In a collision at a location other than the damage reduction portion on the side surface of the host vehicle, the rear wheel on the side surface is a wheel that is close to the collision position, and one of the front wheels is a wheel that is far from the collision position. The wheel far from the collision position is determined according to the input direction of the collision load.

  This rotation promotion control is performed by performing at least one of the braking force control of each wheel and the turning angle control of the steered wheel. In this rotation promotion control, it is desirable to set a target yaw moment to be generated in the host vehicle. The target yaw moment is a yaw moment that can suppress excessive rotation of the host vehicle while releasing collision energy. The target yaw moment may be determined based on the collision energy from the monitoring target object. The collision energy may be estimated based on the motion information (vehicle speed) of the monitoring target object and the mass or weight of the monitoring target object. For example, the mass or the weight is estimated based on the image information of the periphery monitoring device (imaging device) 20 based on the type of the object to be monitored (for example, the type of passenger car, freight vehicle, etc.), and a value corresponding to the estimation result is obtained. What is necessary is just to read from the memory | storage device etc. of ECU1. Further, this mass or weight may be acquired by, for example, vehicle-to-vehicle communication or vehicle-to-vehicle communication with the monitoring target object. Further, it is desirable to take into account the input direction of the collision load when estimating the collision energy.

  The vehicle behavior control unit (braking control unit) of the host vehicle outputs braking force to each wheel when a collision is detected regardless of whether or not pre-crash brake control (braking force control before collision) is performed. (Brake force control after collision), the host vehicle is stopped. When such a braking force control before and after the collision is not performed, the braking control unit (vehicle behavior control unit) generates a braking force only on the front wheel on the collided side surface and does not generate a braking force on the other three wheels. As a result, a rotational movement of the host vehicle around the front wheel is generated. In addition, when the braking force control before or after the collision is performed, the braking control unit (vehicle behavior control unit) makes the braking force of the front wheels on the collided side surface larger than the braking force of the other three wheels. By doing so, you may generate | occur | produce the rotational motion of the own vehicle centering on the front wheel. In that case, for example, the braking force of the front wheels may be increased from the braking force of the other three wheels while maintaining the braking force of the other three wheels at the command value of the braking force control before the collision. The braking force of the other three wheels may be reduced from the braking force of the front wheels while maintaining the braking force of the above-mentioned at the command value of the braking force control after the collision. In the illustration of FIG. 2, the host vehicle C1 rotates around the left front wheel.

  The steering control unit (vehicle behavior control unit) rotates the host vehicle to release collision energy, and then increases the braking force of the other three wheels to stop the host vehicle.

  Further, the steering control unit (vehicle behavior control unit) rotates the host vehicle in a direction in which collision energy is released by turning the steered wheels toward the collided side surface. In the illustration of FIG. 2, the steered wheels are steered in the left turn direction.

  The rotation promotion control can be performed even when a collision occurs at a damage reducing portion on the side surface of the host vehicle. However, in the case where the collision position is a damage mitigating part, even if the posture of the own vehicle is not actively changed (rotated), damage to the passengers of the own vehicle is small. For this reason, in this case, the effect of reducing the damage to the occupant of the host vehicle can be enhanced by avoiding the occurrence of the secondary collision accompanying the rotation promotion control, rather than performing the rotation promotion control. Therefore, in this case, damage to the occupant of the own vehicle is reduced by a strong cabin and conventional occupant damage reduction control, and the occupant's occupant's damage is not actively changed (rotated). It is desirable to avoid the expansion of.

  Therefore, the behavior control form selection unit detects a collision of an object to be monitored with the side surface of the own vehicle, and the position of the collision is relatively small within the side surface of the own vehicle. In the case of (part), the rotation promotion control is prohibited as the vehicle behavior control of the host vehicle after the collision. In other words, the vehicle behavior control unit (braking control unit, steering control unit) causes the monitoring target object to approach the side surface of the host vehicle (FIG. 3), and the collision between the monitoring target object and the damage reduction part on the side surface of the host vehicle. Is detected (FIGS. 4 to 7), the rotation promotion control is prohibited as the vehicle behavior control of the host vehicle after the collision. In this case, by prohibiting the rotation promotion control, it is possible to suppress the occurrence of secondary collision, and it is possible to reduce the damage to the passengers of the host vehicle.

  The behavior control of the host vehicle after the collision after prohibiting the rotation promotion control will be described below.

  Regarding the side collision to the damage reduction part, when the input direction of the collision load is orthogonal to the traveling direction of the own vehicle, or the oblique direction prevents the traveling of the own vehicle with respect to the traveling direction of the own vehicle. The case and the case where the input direction of the collision load is an oblique direction that promotes the traveling of the host vehicle with respect to the traveling direction of the host vehicle will be described as examples. When the input direction of the collision load is an oblique direction that obstructs the traveling of the host vehicle with respect to the traveling direction of the host vehicle, for example, the object to be monitored (another vehicle) in the oncoming lane protrudes into the lane of the host vehicle. This is the case when it collides with the side of the host vehicle. The case where the input direction of the collision load is an oblique direction that promotes the traveling of the host vehicle relative to the traveling direction of the host vehicle is, for example, a merging lane from diagonally behind the host vehicle on the main line, such as a junction point of a highway. This is a case where the object to be monitored (another vehicle) collides.

  First, when the input direction of the collision load is orthogonal to the traveling direction of the host vehicle C1 (FIG. 3), the direction of the host vehicle C1 is an oblique direction that prevents the traveling of the host vehicle C1. The case (FIG. 4) will be described.

  In these cases, most of the collision energy from the object to be monitored is received by the host vehicle C1 (FIG. 5), so that the force acting on the occupant of the host vehicle becomes large along with the collision. For this reason, the vehicle behavior control unit detects a collision between the monitoring target object and the damage mitigation site on the side surface of the host vehicle, and when the input direction of the collision load is orthogonal to the traveling direction of the host vehicle or When the vehicle is in an oblique direction that prevents the vehicle from traveling with respect to the vehicle traveling direction, the vehicle behavior control of the vehicle after the collision is performed as follows.

  For example, in this case, the vehicle behavior control unit prohibits the rotation promotion control as the vehicle behavior control of the own vehicle after the collision if the deceleration by the vehicle braking force is acting on the own vehicle at the time of the collision. After the collision, the vehicle braking force is increased after suppressing the deceleration of the host vehicle for a predetermined time. The deceleration is suppressed by reducing the vehicle braking force of the host vehicle or setting the vehicle braking force to zero. That is, when such a collision occurs, as shown in FIG. 6, for example, the vehicle braking force generated by the braking force control before the collision is reduced to 0 at the maximum immediately after the collision, and a short time after the collision. By suppressing the deceleration of the host vehicle C1 only during (predetermined time), the collision energy is released in the forward direction of the host vehicle C1 even a little, and the force acting on the occupant of the host vehicle C1 is reduced. The predetermined time may be determined according to the amount of collision energy released. This predetermined time becomes longer if it is desired to release a lot of collision energy. The vehicle behavior control unit immediately executes the braking force control after the collision after suppressing the instantaneous deceleration, increases the deceleration by increasing the vehicle braking force, and stops the host vehicle C1. 5 and 6 illustrate a case where the input direction of the collision load is orthogonal to the traveling direction of the host vehicle C1.

  In addition, the vehicle behavior control unit detects a collision between the monitoring target object and a damage reducing portion on the side surface of the own vehicle, and when the input direction of the collision load is orthogonal to the traveling direction of the own vehicle or the own vehicle The vehicle behavior control of the host vehicle after the collision is performed if the vehicle braking force is not decelerated by the vehicle braking force when the vehicle is in an oblique direction that prevents the host vehicle from traveling. In addition to prohibiting the rotation promotion control, the vehicle braking force may be increased after the host vehicle is accelerated for a predetermined time after the collision. When the vehicle braking force is not decelerated by the vehicle braking force at the time of the collision, for example, when the vehicle is decelerating by inertia traveling, when the vehicle is traveling at a constant speed, For example, when the vehicle is accelerating, or when the host vehicle is stopped. In other words, when such a collision occurs, acceleration is performed only for a short time (predetermined time) after the collision, so that the collision energy is released even in the forward direction of the own vehicle and acts on the occupant of the own vehicle. Reduce power. Even in this case, the predetermined time may be determined according to the amount of collision energy released, and if the collision energy is to be released more, the predetermined time becomes longer. The vehicle behavior control unit immediately executes the braking force control after the collision after the momentary acceleration traveling, and increases the deceleration by increasing the vehicle braking force to stop the host vehicle.

  Specifically, when a collision between a monitoring target object and a damage mitigation site on the side of the host vehicle is detected and the input direction of the collision load is orthogonal to the traveling direction of the host vehicle, or in the traveling direction of the host vehicle On the other hand, when the vehicle is in an oblique direction that prevents the vehicle from traveling, the vehicle behavior control unit determines whether or not the vehicle braking force is being output. The vehicle braking force is mainly based on the braking force control (pre-crash brake control) before the collision, but the vehicle braking force is also applicable to the driver's braking operation. When the vehicle braking force is output, the braking control unit (vehicle behavior control unit) decreases the deceleration of the own vehicle for a moment by decreasing the braking force of each wheel for a predetermined time after the collision. Then, the brake control unit (vehicle behavior control unit) increases the vehicle braking force by increasing the braking force of each wheel after the predetermined time has elapsed, and performing the braking force control after the collision. Stop the vehicle. On the other hand, when the vehicle braking force is not output, the output control unit (vehicle behavior control unit) controls the output of the power source for a predetermined time after the collision to accelerate the host vehicle for a moment. Then, the braking control unit (vehicle behavior control unit) performs the braking force control after the collision and stops the host vehicle in the same manner as when the vehicle braking force is output after the predetermined time has elapsed. .

  By performing the vehicle behavior control after the collision, the vehicle control device can reduce the force corresponding to the collision load acting on the occupant of the host vehicle, and thus can reduce the damage to the occupant. . The occupant damage reduction effect is enhanced by the combined use of conventional occupant damage reduction control. In addition, since this vehicle control device escapes in the traveling direction for a moment without rotating the host vehicle, even if the driver cannot safely operate the host vehicle immediately after the collision, other obstacles It is easy to avoid secondary collisions. Therefore, this vehicle control device can reduce the damage to the occupant even after the conventional occupant damage reduction control is performed in the first collision. In addition, the vehicle control device stops the vehicle after it has escaped in the direction of travel for a moment without rotating the vehicle, so that the behavior of the vehicle can be stabilized while reducing damage to passengers. .

  Next, a description will be given of a case where the input direction of the collision load is an oblique direction that promotes the traveling of the host vehicle C1 with respect to the traveling direction of the host vehicle C1 (FIG. 7).

  In this case, the collision load can be considered as a component force in the traveling direction of the host vehicle and the vehicle width direction of the host vehicle. For this reason, the collision energy from the object to be monitored not only generates a force that pushes the host vehicle in the direction of the vehicle width but also generates a force that pushes the host vehicle in the direction of travel. Therefore, even if the host vehicle performs the braking force control after the collision, the distance and time until the vehicle stops due to the force in the traveling direction due to the collision energy may cause a secondary collision. Therefore, the braking control unit (vehicle behavior control unit) detects a collision between the monitoring target object and a damage mitigation site on the side surface of the host vehicle, and the input direction of the collision load is relative to the traveling direction of the host vehicle. When the vehicle is in an oblique direction for promoting the progress, the vehicle braking force is increased immediately after the collision as the vehicle behavior control of the own vehicle after the collision without rotating the own vehicle.

  Specifically, the braking control unit (vehicle behavior control unit) performs the braking force control immediately after the collision without rotating the host vehicle after the collision, and increases the vehicle braking force to thereby increase the vehicle braking force. The travel amount of the vehicle is reduced, and the vehicle is stopped while suppressing the progress of the vehicle. For this reason, the vehicle control device can easily avoid a secondary collision with another obstacle even in a situation where the driver cannot safely operate the host vehicle immediately after the collision. Therefore, this vehicle control device can reduce the damage to the occupant even after the conventional occupant damage reduction control is performed in the first collision. In addition, since the vehicle control device increases the vehicle braking force without rotating the host vehicle, the behavior of the host vehicle can be stabilized while reducing damage to the passenger.

  FIG. 8 is a flowchart for explaining the arithmetic processing operation of the vehicle control device of this embodiment.

  In the host vehicle, the periphery monitoring control unit continues to monitor the periphery of the host vehicle by the periphery monitoring device 20. When the monitoring target object is detected by the monitoring (step ST1), the collision possibility determination unit determines the monitoring target object based on the motion information of the host vehicle, the position information of the monitoring target object, and the motion information of the monitoring target object. It is determined whether or not there is a possibility of collision with the host vehicle (step ST2).

  When it is determined that there is a possibility of a collision, the collision determination unit determines whether or not a collision with the monitoring target object has been detected (step ST3).

  If the periphery monitoring control unit determines that there is no possibility of a collision in step ST2, or if no collision is detected in step ST3, the periphery monitoring control unit continues until the monitoring target object is detected in step ST1. Continue to monitor the surrounding area.

  When the collision with the monitoring target object is detected, the collision mode calculation unit calculates the collision mode (the collision position and the input direction of the collision load) with the monitoring target object in the host vehicle (step ST4). And a vehicle behavior control part implements the vehicle behavior control according to the collision form as demonstrated previously (step ST5).

  Therefore, the vehicle control device according to the present embodiment can suppress the occurrence of secondary collisions while reducing damage to the passengers of the host vehicle that collided on the side surface regardless of the collision mode.

[Modification]
The vehicle control apparatus according to the above-described embodiment can perform vehicle behavior control after a collision according to the collision mode by calculating the collision mode after the collision. However, when a collision occurs, there is a possibility that a sensor or the like for obtaining information necessary for calculation of the collision form will be defective, and the collision form cannot be specified.

  Therefore, the vehicle control device according to the present modified example uses the vehicle control device according to the embodiment to estimate the collision form in advance before the collision, so that even if the collision form cannot be specified after the collision, the estimated collision form is obtained. Based on this, the vehicle behavior control after the collision according to the collision mode can be performed.

  The ECU 1 of this modification further includes a collision mode estimation unit as a control unit.

  The collision type estimation unit estimates the collision position and collision direction (that is, the input direction of the collision load) of the monitored object with respect to the own vehicle before the collision when there is a possibility that the monitored object and the own vehicle collide. To do. The estimation is performed based on the motion information of the host vehicle, the position information of the monitoring target object, and the motion information of the monitoring target object. The collision mode estimation unit estimates the collision mode (the collision position and the input direction of the collision load) of the monitoring target object with respect to the host vehicle when there is a possibility that the monitoring target object and the host vehicle collide at the side of the host vehicle. To do.

  FIG. 9 is a flowchart for explaining the arithmetic processing operation of the vehicle control device of the present modification.

  As in the embodiment, when the periphery monitoring control unit detects a monitoring target object (step ST11), the collision possibility determination unit determines whether the monitoring target object and the host vehicle may collide. Determine (step ST12).

  When it is determined that there is a possibility of collision, the collision mode estimation unit determines the collision type of the monitoring target object with respect to the own vehicle based on the movement information of the own vehicle, the position information of the monitoring target object, and the movement information of the monitoring target object. (The collision position and the input direction of the collision load) are estimated before the collision (step ST13).

  The collision determination unit determines whether or not a collision with the monitoring target object has been detected (step ST14).

  If the periphery monitoring control unit determines that there is no possibility of a collision in step ST12, or if no collision is detected in step ST14, the periphery monitoring control unit continues until the monitoring target object is detected in step ST11. Continue to monitor the surrounding area.

  When a collision with the monitoring target object is detected, the vehicle behavior control unit determines whether or not a collision mode is detected (step ST15). Here, the target collision form is a collision form calculated by the collision form calculation unit after the collision. The vehicle behavior control unit determines that the collision mode is detected when the collision mode calculation unit specifies the collision mode after the collision. On the other hand, the vehicle behavior control unit determines that the collision mode is not detected when the collision mode calculation unit cannot identify the collision mode after the collision.

  When it is determined that the collision mode is detected, the vehicle behavior control unit performs vehicle behavior control according to the detected collision mode (step ST16). On the other hand, when it is determined that the collision mode is not detected, the vehicle behavior control unit performs vehicle behavior control according to the collision mode estimated before the collision (step ST17).

  Therefore, the vehicle control apparatus of the present modification can obtain the same effect as the embodiment when the collision mode can be specified after the collision. And even if the collision mode cannot be specified due to a sensor failure or the like at the time of the collision, the vehicle control device performs the vehicle behavior control based on the collision mode estimated before the collision, thereby specifying the collision mode after the collision. The same effect as when it was made can be obtained.

  The vehicle control device compares the calculated collision form with the collision form estimated before the collision when the collision form can be calculated after the collision, and identifies the collision form based on the comparison result. You may select the control form of vehicle behavior control after a collision based on the identified collision form.

  Here, the vehicle control device of the present modification may further estimate the control mode of the vehicle behavior control after the collision before the collision. For example, the behavior control form selection unit estimates the control form of the vehicle behavior control of the host vehicle after the collision according to the collision form based on the estimated collision form. The estimation may be performed based on the estimation result of the motion state of the host vehicle after the collision. In this case, the ECU 1 is provided with a motion state estimation unit that estimates the motion state of the host vehicle after the collision before the collision as a control unit. The motion state estimation unit estimates the motion state of the host vehicle after the collision based on the collision mode estimated by the collision mode estimation unit.

  By estimating the control mode of the vehicle behavior control after the collision in this way before the collision, the vehicle control device can change the control mode of the vehicle behavior control after the collision because the crash mode cannot be specified after the collision. Even if it cannot be selected, damage to the passengers of the host vehicle can be reduced by performing vehicle behavior control after the collision estimated in advance.

  When the control mode of the vehicle behavior control after the collision is estimated before the collision, the vehicle behavior control unit prepares the vehicle behavior control in advance so that the estimated vehicle behavior control can be performed with good responsiveness at the time of the collision. It may be done before the collision. The advance preparation may be performed when it is determined that a collision cannot be avoided. For example, when a braking force is used for vehicle behavior control after a collision, the vehicle behavior control unit does not generate braking force on the wheel to be controlled, and preload control (braking force is applied to the brake fluid pressure of the wheel). The brake fluid pressure is increased until immediately before it is generated), and the braking force is generated with good responsiveness after the collision. Further, for example, when increasing the braking force in the vehicle behavior control after the collision, the vehicle behavior control unit secures the driving power of the pressurizing pump used for increasing the brake fluid pressure in advance, thereby controlling after the collision. Increase power with good responsiveness. Thus, the vehicle control device can perform the vehicle behavior control after the collision with high responsiveness by preparing in advance the vehicle behavior control after the collision before the collision. Furthermore, since this vehicle control device has been prepared in advance, even if the control mode of the vehicle behavior control cannot be selected after the collision, by performing the vehicle behavior control prepared in advance, A situation in which vehicle behavior control is not performed can be avoided. Furthermore, since this vehicle control device can provide a connection before and after the collision for the vehicle behavior control performed after the collision, the vehicle behavior control after the collision can be performed smoothly.

1 Electronic control unit (ECU)
DESCRIPTION OF SYMBOLS 10 Motion information detection apparatus 20 Perimeter monitoring apparatus 30 Collision detection apparatus 40 Vehicle behavior control apparatus

Claims (7)

A perimeter monitoring device that monitors the surroundings of the host vehicle and detects objects to be monitored in the vicinity;
A collision detection device for detecting a collision between the monitored object and the host vehicle;
A vehicle behavior control device for controlling the behavior of the host vehicle;
When a collision between the monitored object and the host vehicle is detected, a control unit that performs vehicle behavior control of the host vehicle after the collision;
With
The control unit detects a collision of the object to be monitored with the side surface of the host vehicle, and the position of the collision is different from a damage reducing portion within the side surface of the host vehicle where damage to the passenger of the host vehicle is relatively small In this case, as the vehicle behavior control of the host vehicle after the collision, rotation promotion control for rotating the host vehicle in a direction to release the collision energy from the monitoring target object at the time of the collision is performed, and the collision position is a side surface of the host vehicle. In the case of the damage mitigation part of the vehicle, the vehicle acceleration control is prohibited as the vehicle behavior control of the host vehicle after the collision.   The vehicle control device according to claim 1, wherein the control unit performs the rotation promotion control in a low vehicle speed range where excessive rotation of the host vehicle does not occur.   The control unit is configured such that the collision position is a place other than the damage mitigation site in the side surface of the host vehicle, and the input direction of the collision load is orthogonal to the traveling direction of the host vehicle or the host vehicle The vehicle behavior of the host vehicle after the collision is applied if a deceleration by the vehicle braking force is acting on the host vehicle at the time of the collision when the vehicle is in an oblique direction that prevents the host vehicle from traveling. The vehicle control device according to claim 1 or 2, wherein, as the control, the vehicle braking force is increased after suppressing the deceleration of the host vehicle for a predetermined time after the collision.   The control unit is configured such that the collision position is a place other than the damage mitigation part in the side surface of the host vehicle, and the input direction of the collision load is an oblique direction that promotes the progress of the host vehicle with respect to the traveling direction of the host vehicle. 4. The vehicle control device according to claim 1, wherein when the vehicle is in a direction, the vehicle braking force is increased immediately after the collision as the vehicle behavior control of the host vehicle after the collision. When there is a possibility that the monitoring target object and the host vehicle collide on the side surface of the host vehicle, the control unit estimates the collision position of the monitoring target object and the input direction of the collision load with respect to the host vehicle before the collision. ,
The control unit detects a collision between the monitoring target object and a side surface of the host vehicle, but if the collision position of the monitoring target object with respect to the host vehicle and the input direction of the collision load cannot be specified after the collision, 5. The vehicle control device according to claim 1, wherein vehicle behavior control of the host vehicle after the collision is performed according to the estimated collision position and the input direction of the collision load. . When there is a possibility that the monitoring target object and the host vehicle collide on the side surface of the host vehicle, the control unit estimates the collision position of the monitoring target object and the input direction of the collision load with respect to the host vehicle before the collision. , Estimating the control mode of the vehicle behavior control of the host vehicle after the collision based on the estimated collision position and the input direction of the collision load, before the collision,
The said control part performs prior preparation of this vehicle behavior control before a collision so that it can implement this estimated vehicle behavior control with sufficient responsiveness at the time of a collision, The claim 1, 2, 3 or 4 characterized by the above-mentioned. The vehicle control device described.   The target yaw moment of the host vehicle in the rotation promotion control is set based on a collision energy from the monitoring target object according to a vehicle speed and a mass or weight of the monitoring target object. The vehicle control device according to any one of the above.

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