JP2017024496A - Collision avoidance control device and collision avoidance control method for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a collision avoidance control device for a vehicle capable of more smoothly and more safely ending a collision avoiding control, when a vehicle driving operation has been performed by a driver or when the collision avoidance control device has failed.SOLUTION: A collision avoidance control device for a vehicle comprises, for example: a collision avoidance control part; an end determination part for determining, while a control is performed by the collision avoidance control part, if any one set of a plurality of ending conditions for different controls performed by the collision avoidance control part is satisfied or not, when a vehicle driving operation has been performed by a driver, or when a failure blocking the collision avoidance control part from performing normal control has occurred; and an end control part for controlling at least one of a brake unit and a drive unit so as to achieve a deceleration or acceleration corresponding the end condition set, if any, which is determined to be satisfied among the plurality of ending conditions, by the end determination part.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a collision avoidance control device and a collision avoidance control method for a vehicle.

  2. Description of the Related Art Conventionally, when a driving force is restored after a braking force is generated on a vehicle to avoid a collision, a vehicle collision avoidance control device that restores the driving force in one return mode selected from a plurality of return modes is provided. Known (for example, Patent Document 1). In recent years, this type of collision avoidance control apparatus has been increasingly installed, and there is a demand for expansion of a region used such as operating speed and improvement of avoidance performance.

JP 2015-47954 A

  In this type of vehicle collision avoidance device, during a collision avoidance control, an operation for driving the vehicle, for example, an acceleration request operation or a steering operation is performed, or a failure in which the collision avoidance control cannot be normally performed. It is desirable that the collision avoidance control can be completed more smoothly or more safely and the normal operation can be resumed even in the case of the occurrence of a fault.

  Accordingly, one of the problems of the present invention is that smoother or safer, for example, when an operation of driving a vehicle is performed by the driver during the collision avoidance control or when the collision avoidance control device fails. Another object of the present invention is to obtain a vehicle collision avoidance control device capable of ending the collision avoidance control.

  A vehicle collision avoidance control device according to the present invention includes, for example, a collision avoidance control unit that controls at least a brake device so as to avoid a collision with an obstacle based on data acquired during traveling, and the collision avoidance control unit. When a driving operation is performed by the driver during the execution of the control, or when a failure occurs in which the control by the collision avoidance control unit cannot be normally performed, a plurality of end conditions with different control by the collision avoidance control unit The end determination unit that determines whether or not the state is satisfied, and the end determination unit determines that the end determination unit satisfies any one of the plurality of end conditions. An end control unit that controls at least one of the brake device and the drive device so as to achieve deceleration or acceleration corresponding to the conditions.

  According to the vehicle collision avoidance control device, for example, when the operation of driving the vehicle is performed by the driver while the collision avoidance control is being executed, or when the collision avoidance control device fails The collision avoidance control can be terminated through a change in acceleration or deceleration set for each condition. Therefore, according to the vehicle collision avoidance control apparatus, for example, the collision avoidance control can be terminated more smoothly or safely depending on the situation.

  Further, in the vehicle collision avoidance control device, for example, the end control unit is directed to the requested acceleration in a state that matches the stop condition when the driver performs a driving operation. At least one of the brake device and the drive device is controlled so that an increase in acceleration over time is limited. Therefore, according to the vehicle collision avoidance control device, for example, the collision avoidance control is terminated through a change in acceleration or deceleration of the vehicle corresponding to the stopped state, so that the collision avoidance can be performed more smoothly or safely. Control can be terminated.

  Further, in the vehicle collision avoidance control device, for example, the end control unit is directed to the requested acceleration in a state that matches the end condition during movement when the driving operation is performed by the driver. Thus, at least one of the brake device and the drive device is controlled so that the acceleration increases at a higher increasing speed than when the stop condition matches the stopping condition. Therefore, according to the collision avoidance control device for a vehicle, for example, collision avoidance control is terminated through a change in acceleration or deceleration of the vehicle corresponding to the moving state, so that collision avoidance can be performed more smoothly or safely. Control can be terminated.

  In the collision avoidance control device for a vehicle, for example, the termination control unit immediately terminates the control by the collision avoidance control unit when the termination control unit is in a state that matches a termination condition due to a failure. Therefore, according to the collision avoidance control device for a vehicle, for example, the collision avoidance control is immediately terminated at the time of failure, so that it is possible to suppress an adverse effect caused by the failure.

  In the collision avoidance control method of the present invention, for example, the computer controls at least the brake device so as to avoid a collision with an obstacle based on data acquired during traveling, and avoids a collision with the obstacle. During the control, it is determined whether it is in a state that satisfies any of a plurality of end conditions with different control of the brake device, and is in a state that satisfies any of the plurality of end conditions. When it is determined, at least one of the brake device and the drive device is controlled so that the deceleration or acceleration corresponding to the end condition is obtained.

  In the above-described vehicle collision avoidance control method, for example, when the driver performs a driving operation, the amount of change in deceleration or acceleration per unit time is limited in a state that matches a stop condition during stopping. Thus, at least one of the brake device and the drive device is controlled. Therefore, according to the collision avoidance control method for a vehicle, for example, the collision avoidance control is completed through a change in the acceleration or deceleration of the vehicle corresponding to the stopped state, so that the collision avoidance can be performed more smoothly or more safely. Control can be terminated.

FIG. 1 is an exemplary schematic diagram of a vehicle on which the collision avoidance control device for a vehicle according to the embodiment is mounted. FIG. 2 is an exemplary explanatory diagram illustrating transition of a control state by the collision avoidance control device for a vehicle according to the embodiment. FIG. 3 is an exemplary schematic block diagram of the vehicle collision avoidance control apparatus according to the embodiment. FIG. 4 is an exemplary flowchart of termination control by the vehicle collision avoidance control apparatus according to the embodiment. FIG. 5 is an exemplary graph showing a change over time in the acceleration of the vehicle in a state that matches an end condition while the vehicle is stopped in the vehicle collision avoidance control apparatus of the embodiment. FIG. 6 is an exemplary graph illustrating a change in acceleration of the vehicle over time in a state that matches a termination condition during movement of the vehicle in the collision avoidance control device for a vehicle according to the embodiment. FIG. 7 is an exemplary graph showing a change over time in the acceleration of the vehicle in a state that matches the termination condition at the time of failure in the vehicle collision avoidance control apparatus of the embodiment.

  Hereinafter, exemplary embodiments of the present invention are disclosed. The configuration of the embodiment shown below, and the operation and result (effect) brought about by the configuration are examples. The present invention can be realized by configurations other than those disclosed in the following embodiments. According to the present invention, it is possible to obtain at least one of various effects (including derivative effects) obtained by the configuration.

  In the following, as an example, a case where each part of the vehicle 100 is controlled to avoid a collision with an obstacle ahead while the vehicle 100 is traveling forward is illustrated.

  FIG. 1 is an exemplary schematic configuration diagram of the vehicle 100. As shown in FIG. 1, the vehicle 100 includes an engine 51, a motor generator 62 (M / G), a brake device 41, and the like. Engine 51 and motor generator 62 cause acceleration of vehicle 100. Therefore, the engine 51 and the motor generator 62 can also be referred to as drive sources or drive devices. The vehicle 100 only needs to be equipped with at least one of the engine 51 and the motor generator 62 as a drive source. Further, the acceleration of the vehicle 100 is an increase over time of the speed toward the front of the vehicle 100 (time differentiation), and the deceleration of the vehicle 100 is a decrease over time of the speed toward the front of the vehicle 100 (time differentiation). ). Therefore, the acceleration is also a negative deceleration, and the deceleration is also a negative acceleration. That is, the acceleration increases when the braking force or deceleration by the brake device 41 decreases, and the deceleration increases when the driving force or acceleration by the engine 51 or the motor generator 62 decreases.

  The vehicle 100 includes a PCS-ECU 10 (pre-crash safety electronic control unit). When the PCS-ECU 10 detects that there is an obstacle in front of the vehicle 100 based on the data acquired during traveling, the PCS-ECU 10 determines whether or not there is a possibility of a collision with the obstacle. When there is a possibility, to the brake ECU 41 that controls the brake device 41, the engine 51, the motor generator 62, etc., the engine ECU 50, the M / GECU 60 (motor generator ECU) or the like so as to avoid a collision with the obstacle. Instruct. The PCS-ECU 10 is an example of a collision avoidance control device. In this embodiment, the PCS-ECU 10 instructs to control the acceleration or deceleration of the vehicle 100, that is, the driving force or the braking force, but the PCS-ECU 10 further instructs to control the steering of the vehicle 100. May be.

  The PCS-ECU 10 includes a control unit such as a CPU (central processing unit) and a controller, and a storage unit such as a ROM (read only memory), a RAM (random access memory), and a flash memory. The storage unit can store a program for operating the PCS-ECU 10, data used for arithmetic processing of the PCS-ECU 10, and the like.

  The vehicle 100 is equipped with a distance measuring device 21 and a camera 22. The distance measuring device 21 and the camera 22 are an example of an obstacle detection unit.

  The distance measuring device 21 is a device that wirelessly measures the distance from an obstacle without contact, and is, for example, a radar device or a sonar device. The PCS-ECU 10 acquires data indicating the distance from the obstacle from the distance measuring device 21. In this case, the data indicating the distance may be numerical data indicating the distance itself, or may be data having a value corresponding to the distance.

  The camera 22 is a digital camera incorporating an image sensor such as a CCD (charge coupled device) or a CIS (CMOS image sensor). The camera 22 can output moving image data at a predetermined frame rate. The PCS-ECU 10 may acquire data indicating an image captured by the camera 22 and acquire the distance to the obstacle using the image data.

  Although not shown in the figure, data indicating detection results of the various sensors is input to the PCS-ECU 10 from various sensors mounted on the vehicle 100. The sensor mounted on the vehicle 100 may include a sensor that indicates a detection result of the state of the vehicle 100. Sensors indicating the detection result of the state of the vehicle 100 are, for example, a vehicle speed sensor, an acceleration sensor, a gyro sensor, and the like.

  In addition, the sensor mounted on the vehicle 100 may include a sensor that indicates a detection result of an operation amount or an operation request amount in an operation unit operated by a driver. The operation unit by the driver is, for example, an accelerator pedal, a brake pedal, a brake handle, a steering wheel, a switch, or the like.

  Further, the sensor mounted on the vehicle 100 may include a sensor that indicates a detection result of the state of each device mounted on the vehicle 100. Devices mounted on the vehicle 100 are, for example, a brake device 41, an engine 51, a motor generator 62, an inverter 61 (IV), a steering system, a suspension system, and the like. The physical quantity detected by various sensors mounted on the vehicle 100 is, for example, distance, displacement, speed, acceleration, rotational speed, acceleration, angle, angular velocity, angular acceleration, and the like. In addition, numerical data indicating each physical quantity itself may be input to the PCS-ECU 10, or data having a value corresponding to the size of each physical quantity may be input.

  The data input to the PCS-ECU 10 may be digital data, analog data such as non-numerical potentials, or data corresponding to on / off and stages, not physical values. There may be.

  When performing collision avoidance control, the PCS-ECU 10 calculates a predicted time until a collision with a front obstacle, that is, a TTC (time to collision). In the simplest example, if the distance to the obstacle is D and the relative speed of the vehicle 100 with respect to the obstacle is Vr, the PCS-ECU 10 can calculate TTC by an equation such as TTC = D / Vr. . The TTC may be calculated in consideration of the relative acceleration of the obstacle, the deceleration of the vehicle 100, and the like. For example, the PCS-ECU 10 can determine that there is a possibility of a collision when the TTC is equal to or less than a predetermined value.

  Further, the PCS-ECU 10 calculates the acceleration or deceleration of the vehicle 100 when performing collision avoidance control. The distribution ECU 30 calculates the share of the acceleration or deceleration set by the PCS-ECU 10 by each of the brake device 41, the engine 51, and the motor generator 62. The share ratio varies depending on the situation of the vehicle 100, for example. Distribution ECU 30 transmits data indicating acceleration or deceleration shared by brake ECU 40, engine ECU 50, and motor generator ECU 60 to each other.

  The brake ECU 40 controls the brake device 41 so that the acceleration or deceleration set by the PCS-ECU 10 can be obtained. The engine ECU 50 controls the engine 51 so that the acceleration or deceleration set by the PCS-ECU 10 can be obtained. The motor generator ECU 60 controls the inverter 61 so that the motor generator 62 operates so as to obtain the acceleration or deceleration set by the PCS-ECU 10.

  The brake ECU 40 can control the stop lamp 42 provided at the rear end of the vehicle 100 to light up. The lighting of the stop lamp 42 can be an alarm display for the surroundings of the vehicle 100, for example, the following vehicle. Moreover, meter ECU70 can control the meter 71 provided in the instrument panel etc. so that a warning display may be output. The display output of the meter 71 can be an alarm display for the driver and passengers in the passenger compartment. The stop lamp 42 and the meter 71 can also be referred to as an alarm output device, an output device, an alarm device, a display output device, or the like. Note that an audio output can be output from an audio output device (not shown). The audio output device is, for example, a speaker or a buzzer, and can also be called an alarm output device, an output device, an alarm device, or the like.

  FIG. 2 shows an example of the transition of the control state in the automatic collision avoidance control when the brake operation by the driver is not performed. In the graph included in FIG. 2, the horizontal axis represents time t, the vertical axis represents deceleration, and α represents acceleration. The vertical axis in FIG. 2 is a required value for acceleration or deceleration.

  The PCS-ECU 10 calculates a TTC at a predetermined time interval based on data acquired while the vehicle 100 is traveling, and starts the collision avoidance control or performs the collision avoidance control in accordance with the TTC value. To the next stage, or the collision avoidance control is terminated. That is, the PCS-ECU 10 monitors a situation related to collision avoidance based on the TTC.

  First, the PCS-ECU 10 starts an alarm operation by the meter 71, a speaker, or the like.

  Next, the PCS-ECU 10 gives the brake ECU 40 an operation command that causes a slight deceleration of the vehicle 100 for a certain period of time, so that the brake ECU 40 drives a pump (not shown) of the brake device 41. Clear the gap between the brake pads and the rotor, i.e. the brake disc or drum. This operation can also be referred to as prefill (PF). When the pump is driven by prefilling, the responsiveness becomes higher than when the brake force is increased from the state where the pump is stopped, and the clearance, that is, the invalid stroke is eliminated. Responsiveness is improved.

  Next, the PCS-ECU 10 instructs the brake ECU 40 to perform preliminary braking for a certain period. Specifically, the PCS-ECU 10 transmits an instruction signal to the brake ECU 40 so that the stop lamp 42 is lit. Further, for example, the PCS-ECU 10 instructs the brake ECU 40 to obtain the minimum necessary deceleration (braking force) associated with the lighting of the stop lamp 42, and the brake ECU 40 controls the brake device 41 based on the instruction. . In the present embodiment, the main purpose of the preliminary braking is to turn on the stop lamp 42, but a required deceleration that makes the driver of the rear vehicle aware of the deceleration operation may be obtained.

  Next, the PCS-ECU 10 instructs the brake ECU 40 to start braking control for the purpose of avoiding a collision. Specifically, the PCS-ECU 10 instructs the brake ECU 40 to change the speed of the vehicle 100 at a required deceleration, that is, to obtain a required braking force, and the brake ECU 40 determines a brake device based on the instruction. 41 is controlled. In the braking control, the deceleration (braking force) may increase stepwise. The deceleration in the braking control is larger than the prefill and preliminary braking decelerations.

  When the vehicle 100 stops without colliding with an obstacle, the PCS-ECU 10 instructs the brake ECU 40 to maintain the vehicle 100 in a stopped state for a predetermined period, and the brake ECU 40 controls the brake device 41 based on the instruction. To do. This operation can also be referred to as a brake hold (BH).

  In each stage described above, the distribution ECU 30 can share the braking force with the motor generator 62 and the engine 51 according to the situation.

  Further, in the present embodiment, the PCS-ECU 10 can end the above-described collision avoidance control by an operation of an accelerator pedal or a steering wheel by a driver, that is, an acceleration request operation, a steering operation, or the like. For this purpose, the PCS-ECU 10 includes a data acquisition unit 11, a braking control unit 12, an end condition determination unit 13, an end control unit 14 and the like as illustrated in FIG. Note that operations for canceling the collision avoidance control, such as an acceleration request operation and a steering operation, are simply referred to as a release operation below.

  The PCS-ECU 10 may be an independent ECU, or may be incorporated into an ECU of any system mounted on the vehicle. The PCS-ECU 10 can execute processes in accordance with installed and loaded programs to realize each function. That is, by executing the processing according to the program, the PCS-ECU 10 can function as the data acquisition unit 11, the braking control unit 12, the termination condition determination unit 13, the termination control unit 14, and the like. Note that at least some of the functions of the above-described units may be realized by hardware.

  The data acquisition unit 11 can acquire data used for termination control. The data used for the end control is, for example, data indicating the operation amount of the acceleration request, data indicating the operation amount of the steering, data indicating the vehicle speed, data based on the fail determination, and the like. The data for fail determination is data indicating that the control by the PCS-ECU 10 has become unreliable, for example, data indicating failure of various sensors, failure of the motor or solenoid of the brake device 41, and the like. It is.

  The braking control unit 12 executes the PCS operation of FIG. 2, that is, the above-described prefill, preliminary braking, braking control, and brake hold. The braking control unit 12 is an example of a collision avoidance control unit.

Based on the data acquired by the data acquisition unit 11, the end condition determination unit 13 determines whether or not the end condition determination unit 13 satisfies any one of a plurality of end conditions controlled by the braking control unit 12. In the present embodiment, the termination conditions are the following (1) to (3).
(1) When the vehicle 100 is stopped, that is, when a predetermined amount of release operation is performed in the brake hold state. (2) The vehicle 100 is moving, that is, during the PCS operation, specifically, prefill, standby. When a predetermined amount of release operation is performed in the state of braking or braking control (3) When a failure occurs while the PCS is operating The termination condition determination unit 13 determines termination at predetermined time intervals. Running. The end condition determination unit 13 is an example of an end determination unit. Note that (1) may also be referred to as a stop condition during stopping. (2) may also be referred to as a moving end condition. Further, (3) can also be referred to as a failure determination condition. The predetermined amount of the release operation of (1) and (2) can be set for each of (1) and (2). Further, the predetermined amount of the releasing operation (2) may be set to a different value depending on the speed of the vehicle 100.

  When it is determined by the end condition determining unit 13 that the end control unit 14 is in a state satisfying any one of the plurality of end conditions, the brake control device 14 is configured so that the deceleration or acceleration corresponding to the end condition is obtained. 41, at least one of the engine 51 and the motor generator 62 is controlled.

  FIG. 4 shows an example of the end control procedure according to this embodiment. During PCS operation or BH (S1), in the end determination by the end condition determination unit 13, if the fail determination condition is not met (No in S2) and the stop condition is met (Yes in S3), The end control unit 14 executes end control 1 corresponding to the stop condition during stopping (S4).

  FIG. 5 exemplifies a change with time of the acceleration α in the end control 1 when the stop condition is met at the time td1 in FIG. 5 slightly after the time te1 in FIG. When the stop condition at the time td1 is met, the end control unit 14 first increases the acceleration α linearly until α = 0 at time t11 relatively quickly, and then immediately increases the acceleration α11 at time t11. Increase the acceleration α until (> 0). Here, the acceleration α11 is, for example, an acceleration generated in the vehicle 100 in a state where the driver does not perform the acceleration requesting operation, that is, an acceleration that causes the vehicle 100 to cause a creep phenomenon. In the end control 1, the increasing speed of the acceleration α from the time td1 to the time t11 is fixed until the acceleration α = 0. Note that the increase rate of the acceleration α can also be referred to as increment, inclination, change with time, increase rate per unit time, acceleration time derivative, jerk, jerk, and the like. An increase in acceleration corresponds to a decrease in deceleration, an increase in driving force, a decrease in braking force, and the like. In addition, the increase rate of the acceleration α in the increase interval of the acceleration α is not necessarily constant, and may vary somewhat.

  Next, the end control unit 14 linearly increases the acceleration α from α11 to α12 from time t11 to time t12. The increasing speed of the acceleration α in this section is A1 / T1. In the example of FIG. 5, A1 = α12−α11 and T1 = t12−t11. The increase rate A1 / T1 of the acceleration α is set to a value lower than the increase rate of the acceleration α between the time td1 and the time t11.

  In the end control 1, the end control unit 14 selects a smaller one of the driver's requested acceleration and the acceleration α limited by the increase speed A1 / T1 in the section from the time t11 to the time t12. )I do. That is, when the driver's required acceleration is smaller than the acceleration α due to the increased speed A1 / T1, the driver's required acceleration is selected, and when the driver's required acceleration is larger than the acceleration α due to the increased speed A1 / T1. The acceleration α with the increasing speed A1 / T1 is selected. The value of the increasing speed A1 / T1, that is, the values of α11, α12, t11, and t12 can be set in advance so as to prevent the vehicle from suddenly jumping out. Further, the increasing speed A1 / T1 can be variably set according to the distance from the obstacle, the steering of the driver, and the like. As an example, the increase speed A1 / T1 may be set to be larger when the distance to the obstacle is smaller than the distance from the obstacle (for example, by decreasing T1).

  According to the end control 1 as described above, the vehicle 100 is prevented from suddenly starting from the stop. In this embodiment, when the vehicle is stopped or stopped, the vehicle 100 may not be completely stopped, and may be in a state of a predetermined speed or less, for example, 10 km / h or less.

  In S3 of FIG. 4, if the stop condition is not met (No in S3) and the move end condition is met (Yes in S5), the end control unit 14 determines whether the stop condition is in progress. The end control 2 corresponding to is executed (S6).

  FIG. 6 exemplifies a change with time of the acceleration α in the end control 2 when the moving end condition is met at the time td2 in FIG. 6 before the time te1 in FIG. When the moving end condition is met at time td2, the end control unit 14 linearly increases the acceleration α until it reaches α22 at time t2. The increasing speed of the acceleration α in this section is A2 / T2. In the example of FIG. 6, A2 = α22−α21 and T2 = t2−td2. The increase rate A2 / T2 of the acceleration α is set to a value higher than the increase rate A1 / T1 of the acceleration α in the section where the acceleration α increases from α11 to α12 or the required acceleration in the end control 1.

  In the end control 2, the end control unit 14 selects a smaller one of the driver's requested acceleration and the acceleration α limited by the increase speed A2 / T2 in the section from the time td2 to the time t2. )I do. The value of the increase speed A2 / T2, that is, the values of α22 and t2, can be set in consideration of both reflection of the driver's operation and ensuring of vehicle stability at the time of release. Further, the increase speed A2 / T2 can be variably set according to the distance to the obstacle, the driver's steering, the driver's acceleration operation, and the like. As an example, when the depression amount (operation amount) of the driver's accelerator pedal is large or when the depression speed (operation speed) is steep, the increase speed A2 / T2 is larger than that when it is not. It may be set as follows.

  According to such end control 2, when the front obstacle moves or when the driver can predict that the front obstacle moves, the behavior of the vehicle 100 that quickly reflects the operation by the driver. Is obtained. Therefore, for example, a safer state is easily maintained.

  In S2 of FIG. 4, if the fail determination condition is met (Yes in S2), the end control unit 14 executes the end control 3 corresponding to the fail determination condition (S7).

  FIG. 7 illustrates a change with time of the acceleration α in the end control 3 in a case where the state meets the fail determination condition at time td3 in FIG. 7 before time te1 in FIG. When the failure determination condition is met at time td3, the termination control unit 14 immediately terminates the braking control. That is, in other words, the braking control unit 12 immediately ends the braking control.

  According to the end control 2 described above, when a failure occurs in the collision avoidance system, it is possible to immediately avoid an adverse effect caused by the failure.

  In the case where the fail determination condition is not met (No in S2), the stop condition during stop is not met (No in S3), and the move end condition is not met (No in S5), S1 Return to. The order of S2, S3, and S5 can be changed.

  As described above, in the present embodiment, in the present embodiment, the end control unit 14 uses the end condition determination unit 13 to select one of a plurality of end conditions, that is, the stop condition during stopping, the end condition during movement, and the fail determination condition. When it is determined that the condition is satisfied, at least one of the brake device 41 and the drive device, that is, the engine 51 and the motor generator 62 is controlled so as to achieve the deceleration or acceleration corresponding to the end condition. Therefore, according to the present embodiment, the collision avoidance control is terminated through a change in acceleration or deceleration set for each of a plurality of termination conditions. Therefore, for example, the collision avoidance control can be terminated more smoothly or safely depending on the situation.

  Further, in the present embodiment, in a state that matches the stop condition during stopping, the end control unit 14 causes the brake device 41, so that the increase in acceleration toward the requested acceleration is limited. At least one of the engine 51 and the motor generator 62 is controlled. Therefore, according to the present embodiment, the collision avoidance control is terminated after a change in the acceleration or deceleration of the vehicle corresponding to the stopped state of the vehicle 100, specifically, for example, a relatively moderate increase in acceleration. Therefore, the collision avoidance control can be finished more smoothly or safely.

  Further, in the present embodiment, in a state that matches the moving end condition, the end control unit 14 increases the acceleration toward the requested acceleration higher than when the acceleration matches the stopping end condition. At least one of the brake device 41, the engine 51, and the motor generator 62 is controlled so as to increase. Therefore, according to the present embodiment, for example, the collision avoidance control is performed through a change in the acceleration or deceleration of the vehicle corresponding to the moving state of the vehicle 100, specifically, for example, through a relatively sudden increase in acceleration. Therefore, the collision avoidance control can be completed more smoothly or safely.

  Further, in the present embodiment, the end control unit 14 immediately ends the control by the braking control unit 12 (collision avoidance control unit) in a state that matches the end condition due to the failure. Therefore, according to the present embodiment, for example, the collision avoidance control is immediately terminated at the time of a failure, so that it is possible to suppress an adverse effect due to the failure.

  As mentioned above, although embodiment of this invention was illustrated, the said embodiment is an example and is not intending limiting the range of invention. The above embodiment can be implemented in various other forms, and various omissions, replacements, combinations, and changes can be made without departing from the spirit of the invention. In addition, the configuration, parts, number, time, speed, acceleration, and other specifications in the above embodiment can be variously changed and implemented.

  DESCRIPTION OF SYMBOLS 12 ... Braking control part (collision avoidance control part), 13 ... End condition determination part (end determination part), 14 ... End control part, 41 ... Brake device, 51 ... Engine (drive device), 62 ... Motor generator (drive device) ), 100 ... vehicle.

Claims (5)

A collision avoidance control unit that controls at least the brake device so as to avoid a collision with an obstacle based on data acquired during traveling;
Control performed by the collision avoidance control unit when a driving operation is performed by the driver during the execution of the control by the collision avoidance control unit, or when a failure occurs in which the control by the collision avoidance control unit cannot be performed normally. An end determination unit that determines whether or not a state satisfying any of a plurality of different end conditions,
When it is determined by the end determination unit that any one of the plurality of end conditions is satisfied, at least one of the brake device and the drive device is set so as to achieve deceleration or acceleration corresponding to the end condition. An end control unit for controlling
A collision avoidance control device for a vehicle, comprising:   The termination control unit may limit an increase in acceleration toward the requested acceleration in a state that matches the termination condition during stopping when the driver performs a driving operation. The vehicle collision avoidance control device according to claim 1, wherein at least one of the brake device and the drive device is controlled.   The end control unit is in a state that matches the end condition during movement when the driving operation is performed by the driver, and the acceleration matches the end condition during stop for the requested acceleration. The collision avoidance control device for a vehicle according to claim 2, wherein at least one of the brake device and the drive device is controlled so as to increase at a higher increase speed than in the case.   The collision avoidance control for a vehicle according to any one of claims 1 to 3, wherein the termination control unit immediately terminates the control by the collision avoidance control unit in a state that matches a termination condition due to a failure. apparatus. Computer
Based on the data acquired while driving, at least control the braking device to avoid collision with obstacles,
During the control for avoiding a collision with the obstacle, it is determined whether it is in a state satisfying any one of a plurality of different termination conditions of the control of the brake device,
When it is determined that the state satisfies any one of the plurality of end conditions, at least one of the brake device and the drive device is controlled to achieve deceleration or acceleration corresponding to the end condition.
Vehicle collision avoidance control method.

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