JP2017045367A - Vehicle control device and vehicle control method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle control device and a vehicle control method capable of preventing a driver from feeling inconvenience due to an unnecessary alarm or actuation of an urgency brake.SOLUTION: A vehicle control device 160 comprises: a certainty factor determination unit 166 for determining certainty factor of a determination result that an object in front of a self-vehicle 100 is an object to crash into the self-vehicle if the self-vehicle 100 keeps travelling; and an execution determination unit 167 for, on the basis of the determination result of the certainty factor, determining whether to issue an alarm or execute brake control to the self-vehicle.SELECTED DRAWING: Figure 1

Description

  The present disclosure relates to a vehicle control device and a vehicle control method.

  2. Description of the Related Art Conventionally, a technology has been developed that increases the recognition accuracy of an object by combining detection results of a millimeter wave radar, a laser radar, and a camera. Based on the result detected by such a technique, the control object (preceding vehicle) or the like is recognized, and an alarm is issued so that a collision with the control object (preceding vehicle) or the like can be avoided, or the brake is automatically activated. It works.

  For example, Patent Document 1 discloses an image recognition device capable of recognizing a control target within a certain range in front of the host vehicle by sensor fusion with a camera.

  Specifically, this image recognition device gives identification information to the detected target. Then, the image recognition apparatus performs image recognition processing on the target detected in the detectable region of the camera and recognizes what it is. When the target is determined to be a control target, an alarm is issued.

JP 2009-237898 A

  However, even when the above-described technique is used, the object may not be properly detected by the camera in bad weather. For example, there is a possibility that an alarm will not be issued if the control target is not correctly detected in bad weather.

  In order to prevent this, if the criteria for determining that an object is a control target is relaxed, if an object that is not at risk of collision, such as a roadside object, appears in front of the vehicle when the vehicle turns, May be determined as a control target and an alarm may be issued. Such warnings are troublesome for the driver, and it is desired to develop a technique for improving the warnings.

  An object of the present disclosure is to provide a vehicle control device and a vehicle control method that suppress the driver from feeling troublesome by suppressing unnecessary alarms and brake operations.

  The vehicle control device according to the present disclosure includes a certainty factor determination unit that determines a certainty factor for a determination result that an object in front of the own vehicle collides with the own vehicle when the own vehicle continues to travel, An execution determination unit that determines whether to perform warning control or braking control on the host vehicle based on the determination result of the certainty factor.

  The vehicle control method according to the present disclosure includes a step of determining a certainty factor with respect to a determination result that an object in front of the own vehicle collides with the own vehicle when the own vehicle continues traveling, And determining whether to perform warning control or braking control on the host vehicle based on the determination result.

  According to the present disclosure, it is possible to prevent the driver from feeling troublesome by suppressing unnecessary alarms and brake operations.

Block diagram showing an example of the configuration of a vehicle including a vehicle control device according to the present embodiment The figure which shows the operation example of the vehicle control apparatus which concerns on this Embodiment. The flowchart which shows an example of the process sequence of the vehicle control process by the vehicle control apparatus which concerns on this Embodiment.

  Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.

  Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a block diagram showing an example of the configuration of the vehicle 100 according to the present embodiment. In the present embodiment, vehicle 100 is, for example, a large vehicle such as a truck equipped with an inline 6-cylinder diesel engine. Although not shown in detail because it is a well-known configuration, the vehicle 100 includes a drive system that drives the vehicle 100 as an engine, a clutch, a transmission (transmission), a propeller shaft (propeller shaft), a differential device (differential gear), a drive. It has a shaft (drive shaft) and wheels. The power of the engine is transmitted to the transmission via the clutch, and the power transmitted to the transmission is transmitted to the wheels via the propulsion shaft, the differential and the drive shaft. As a result, the power of the engine is transmitted to the wheels and the vehicle 100 travels.

  As shown in FIG. 1, the vehicle 100 includes an object detection unit 120, a speed detection unit 140, a rotational angular velocity detection unit 150, a vehicle control device 160, an alarm unit 180, and a braking unit 200.

  The object detection unit 120 detects an object in front of the host vehicle 100, a distance between the object and the vehicle 100, a relative speed of the object with respect to the vehicle 100, a type of the object, and the like. Then, the object detection unit 120 outputs the detection result to the vehicle control device 160. The object detection unit 120 includes a radar unit 121 and a camera unit 122.

  The radar unit 121 detects an object in front of the host vehicle 100 using electromagnetic waves such as millimeter waves and laser light, and detects a distance and a relative speed to the object.

  The camera unit 122 captures the front of the host vehicle 100 and detects the type of the object in front of the host vehicle through image recognition of the captured image.

  The speed detection unit 140 is a vehicle speed sensor mounted on the vehicle 100, for example, and detects the actual speed of the vehicle 100 from the wheel rotation speed of the vehicle 100 or the like. Then, speed detection unit 140 outputs the detected actual speed to vehicle control device 160.

  The rotational angular velocity detection unit 150 is a yaw rate sensor mounted on the vehicle 100 and detects the yaw rate of the vehicle 100 during turning. Then, the rotational angular velocity detection unit 150 outputs the yaw rate information to the vehicle control device 160.

  The vehicle control device 160 performs alarm output control and control of the braking amount of the vehicle 100. The vehicle control device 160 executes alarm control, alarm brake control, and emergency brake control in order as the possibility of a collision with an object ahead of the vehicle 100 increases.

  The warning control is a control that is executed first when the vehicle control device 160 determines that there is a possibility of a collision with an object in front of the vehicle 100. In the alarm control, a collision avoidance operation such as a brake operation (braking operation) is urged to the driver by alerting an object by outputting an alarm sound or displaying a meter.

  The alarm brake control is a control executed when an appropriate collision avoidance operation (such as steering or brake operation by the driver) of the driver is not performed for the alarm control. In the alarm brake control, light automatic brake (braking) intervention is performed, and the driver is alerted again by the automatic brake.

  The emergency brake control is the control with the highest braking level that is executed when the driver's appropriate collision avoidance operation is not performed even for the alarm brake control. In emergency brake control, strong automatic braking (braking) intervention is performed, and the collision between the host vehicle 100 and an object is avoided by the automatic braking.

  The vehicle control device 160 includes a collision margin time calculation unit 161, an alarm control unit 162, a target deceleration calculation unit 163, a braking control unit 164, a trajectory estimation unit 165, a certainty degree determination unit 166, and an execution determination unit 167.

  When the object detection unit 120 detects an object ahead of the host vehicle 100, the collision allowance time calculation unit 161 uses the information on the distance and relative speed between the host vehicle 100 and the object output from the object detection unit 120. Based on this, it is determined whether or not the vehicle 100 and the object are in a pre-collision state where there is a high possibility of collision. Specifically, the collision margin time calculation unit 161 calculates a collision margin time (TTC: Time To Collation) by dividing the distance between the host vehicle 100 and the object by the relative speed.

  The collision margin time calculation unit 161 may collide with the host vehicle 100 and the object when the calculated collision margin time value is, for example, 3.0 [seconds] or less and 1.8 [seconds] or more. It is determined that the state is a high first state before the occurrence of a collision (in other words, a state in which alarm control needs to be executed), and that is notified to the alarm control unit 162.

  In addition, the collision margin time calculation unit 161 may cause collision between the host vehicle 100 and the object when the value of the collision margin time is, for example, less than 1.8 [seconds] and equal to or greater than 0.6 [seconds]. It is determined that the second pre-collision state is higher than the first pre-collision state (in other words, it is necessary to execute the alarm brake control), and that is indicated by the alarm control unit 162 and the target deceleration calculation unit. 163 is notified.

  In addition, when the value of the collision margin time is less than, for example, 0.6 [seconds], the collision margin time calculation unit 161 has a higher possibility of collision between the host vehicle 100 and the object than in the state before the second collision occurrence. It is determined that the state is the third pre-collision state (in other words, the state in which emergency brake control needs to be executed), and the fact is notified to the alarm control unit 162 and the target deceleration calculation unit 163.

  When the alarm control unit 162 receives a notification from the collision margin time calculation unit 161 that it has been determined that the first pre-collision state has occurred, the alarm control unit 162 outputs an alarm control signal to the alarm unit 180, and An alarm (for example, a meter display or a speaker sound) is generated to notify the driver that the possibility that the vehicle will collide is the state before the first collision occurrence.

  In addition, when the alarm control unit 162 receives a notification from the collision margin time calculation unit 161 that it has been determined that the second pre-collision state has occurred, the alarm control unit 162 outputs a control signal to the alarm unit 180 to A warning is generated to notify the driver that the possibility of collision with the vehicle is the second pre-collision state.

  When the alarm control unit 162 receives a notification from the collision margin time calculation unit 161 that it is determined that the state is the third pre-collision state, the alarm control unit 162 outputs a control signal to the alarm unit 180 to A warning is generated to notify the driver that the possibility of collision with the vehicle is the third pre-collision state.

  Instead of meter display and speaker sound, the driver may be informed that there is a high possibility of collision between the host vehicle 100 and an object by causing a light emitting device such as a lamp to emit light.

  When the target deceleration calculation unit 163 receives a notification from the collision margin time calculation unit 161 that it is determined that the state is the second pre-collision state, the target deceleration calculation unit 163 is necessary to alert the driver of the collision avoidance operation. The target deceleration (hereinafter referred to as “first target deceleration”) is output to the braking control unit 164.

  Further, when the target deceleration calculation unit 163 receives a notification from the collision allowance time calculation unit 161 that it is determined that the state is the third pre-collision state, the target deceleration calculation necessary for avoiding a collision between the host vehicle 100 and the object is performed. The speed (hereinafter, “second target deceleration”) is output to the braking control unit 164.

  The brake control unit 164 is a brake control device such as an EBS (Electronic Braking System). When the first target deceleration is output from the target deceleration calculation unit 163, the braking control unit 164 differentiates the actual speed output from the speed detection unit 140 over a predetermined time. The braking unit 200 is controlled so that the actual deceleration becomes the first target deceleration, and a first braking force (alarm brake), for example, about the engine brake is generated for the host vehicle 100.

  In addition, when the second target deceleration is output from the target deceleration calculation unit 163, the braking control unit 164 controls the braking unit 200 so that the actual deceleration of the host vehicle 100 becomes the second target deceleration. A second braking force (emergency brake) larger than the first braking force is generated on the host vehicle 100.

  The braking unit 200 is, for example, a foot brake that applies resistance to the wheels of the vehicle 100, and applies braking force to the vehicle 100 under the control of the braking control unit 164. The braking unit 200 is not limited to a foot brake as long as it generates a braking force for the vehicle 100. For example, the braking unit 200 may be an auxiliary brake such as a retarder that provides resistance to the propulsion shaft (propeller shaft) or an exhaust brake that applies load to the engine.

  By the way, normally, a stationary object other than a vehicle or a roadside object such as a guard rail arranged along a curved road is not detected as a vehicle by sensor fusion in the object detection unit 120.

  However, there are cases where it is determined that a stationary object other than the vehicle is to be controlled when traveling on a curved road. This case will be described with reference to FIG. FIG. 2 is a diagram illustrating an operation example of the vehicle control device 160 according to the present embodiment. FIG. 2A is a diagram showing a state when the vehicle 100 is traveling on the straight road R1 before entering the curved road R2, and FIG. 2B shows a state when the vehicle 100 enters the curved road R2. FIG.

  For example, when the object X3 is within the detection range of the radar unit 121 (for example, within the range W forming the predetermined angle α from the front end portion of the vehicle 100 shown in FIG. 2A), the object X3 is determined as the control target in front of the host vehicle 100. There is a possibility that. As a result, when the host vehicle 100 approaches the object X3, a warning or emergency brake is activated although the driver recognizes that the host vehicle 100 does not collide with the object X3.

  Therefore, the vehicle control device 160 according to the present embodiment has a certainty factor regarding the determination result that the object in front of the host vehicle 100 is an object that collides with the host vehicle 100 when the host vehicle 100 continues to travel ( The probability of the determination result is determined), and further, based on the determination result, it is determined whether or not to perform warning control or braking control on the host vehicle. Hereinafter, the trajectory estimation unit 165, the certainty degree determination unit 166, and the execution determination unit 167 will be described.

  The trajectory estimation unit 165 estimates a travel trajectory that is a range in which the vehicle 100 may travel in the future. For example, the trajectory estimation unit 165 obtains information on the speed and yaw rate of the vehicle 100, calculates the curvature radius by dividing the speed by the yaw rate, and based on the calculated curvature radius and information on the current position of the vehicle 100. A future trajectory on which the vehicle 100 travels is estimated. However, when the yaw rate is 0, the trajectory estimation unit 165 estimates a linear trajectory as a travel trajectory. This estimation is performed, for example, every time information on speed and yaw rate is newly obtained.

  The trajectory estimation unit 165 may estimate a trajectory on which the vehicle 100 travels based on map information acquired from an in-vehicle device such as a car navigation system. In addition, the trajectory estimation unit 165 may estimate a trajectory on which the vehicle 100 travels by a conventional trajectory estimation method other than the above method.

  For example, as shown in FIG. 2A, the trajectory estimation unit 165 uses the first estimated trajectory T1 that is a trajectory in which the vehicle 100 travels straight because the yaw rate is 0 when the vehicle 100 is traveling on the straight road R1. presume. Further, as shown in FIG. 2B, when the vehicle 100 is traveling on the curved road R2, the trajectory estimation unit 165 follows, for example, the shape of the curved road R2 based on the information on the speed, the current position, and the yaw rate. A second estimated trajectory T2 that is such a trajectory is estimated. As shown in FIG. 1, the trajectory estimation unit 165 outputs the estimated trajectory information estimated to the certainty degree determination unit 166.

  The certainty factor determination unit 166 determines the certainty factor for the determination result that the object in front of the host vehicle 100 is an object that collides with the host vehicle 100 when the host vehicle 100 continues traveling. For example, the certainty factor determination unit 166 determines the certainty factor when the host vehicle 100 travels on a curved road or when it is determined that the object is a stationary object other than the vehicle.

  In this case, the certainty factor determination unit 166 receives the position information of the object and the estimated trajectory information of the host vehicle 100, and determines whether or not the object is located in the trajectory estimated by the trajectory estimation unit 165.

  Then, when the object is located in the trajectory, the certainty factor determination unit 166 locks on the object as a target, and sequentially acquires position information of the object from the object detection unit 120.

  In addition, the certainty factor determination unit 166 sequentially acquires the estimated trajectory information of the host vehicle 100, and the object that is locked on is within the trajectory of the host vehicle 100 during a predetermined time after the lock is turned on. Calculate the total time. The predetermined time is, for example, the time from when the certainty determination unit 166 locks on an object until the first pre-collision state is reached. It is set as appropriate according to the distance between the object and the object.

  And the certainty determination part 166 determines whether the lap | wrap rate which is a ratio of the total value with respect to predetermined time is below a predetermined value.

  When the lap rate is greater than the predetermined value, the certainty factor determination unit 166 determines that the object is likely to collide with the host vehicle 100, that is, the certainty factor is high. In addition, the certainty factor determination unit 166 determines that the probability that the object will collide with the host vehicle 100, that is, the certainty factor is low when the lap rate is equal to or less than a predetermined value. The certainty factor determination unit 166 outputs the determination result of the certainty factor to the execution determination unit 167.

  The execution determination unit 167 determines whether to perform an alarm or braking control for the host vehicle 100 based on the determination result of the certainty factor. When the certainty factor is high, the execution determination unit 167 outputs an alarm output command to the alarm control unit 162 or the brake control unit 164 together with the alarm output command according to the determination of the collision margin time calculation unit 161. The brake control execution command is output to. The execution determination unit 167 does not output these instructions to the alarm control unit 162 when the certainty factor is low.

  When receiving an alarm output command from the execution determination unit 167, the alarm control unit 162 causes the alarm unit 180 to output an alarm.

  In addition, when receiving an execution command for braking control from the execution determination unit 167, the braking control unit 164 causes the braking unit 200 to generate a braking force according to the output of the target deceleration calculation unit 163.

<Operation example of certainty factor determination in a vehicle equipped with a vehicle control device>
Here, an operation example of the certainty factor determination in the vehicle 100 including the vehicle control device 160 will be described.

  As shown in FIG. 2A, when the vehicle 100 is traveling on a straight road R1 having a curved road R2 ahead, the object X1 on the curved road R1 is within the first estimated trajectory T1 estimated by the trajectory estimating unit 165. When entering, the vehicle control device 160 locks on the object X1. In addition, an object X2 such as a signboard located outside the curved road R2 and an object X3 that is a roadside object such as a guard rail provided along the curved road R2 may enter the first estimated trajectory T1. Also in this case, the vehicle control device 160 locks on the object X2 and the object X3.

  The vehicle control device 160 detects whether or not each object is included in the estimated trajectory estimated by the trajectory estimation unit 165 while detecting the positions of the objects X1, X2, and X3 by the radar unit 121 at a predetermined time interval. Detect with.

  As shown in FIG. 2B, when the vehicle 100 proceeds on the straight road R1 as it is and enters the curved road R2, the trajectory estimation unit 165 estimates a trajectory along the curved road R2 such as the second estimated trajectory T2. . At this time, since the object X1 is located on the curved road R2, it does not deviate from the estimated trajectory estimated after the vehicle 100 enters the curved road R2. That is, since the lap rate is likely to be larger than the predetermined value, the vehicle control device 160 determines that the certainty factor is high, and outputs an alarm output command or an alarm output command together with a braking control execution command.

  On the other hand, since the objects X2 and X3 are located outside the curved road R2, they deviate from the second estimated trajectory T2 when the vehicle 100 enters the curved road R2. Even if the vehicle 100 approaches the objects X2 and X3 as they are, the objects X2 and X3 remain off the estimated trajectory T2 as long as the estimated trajectory T2 of the vehicle 100 is located in the curved road R2.

  Thus, when the vehicle 100 enters the curved road R2, the objects X2 and X3 deviate from the estimated trajectory, so that the lap rate is likely to be a predetermined value or less. When the lap rate becomes equal to or less than the predetermined value in this way, the vehicle control device 160 determines that the certainty factor is low, and does not output an alarm output command and a braking control execution command.

  As a result, unnecessary alarms and emergency brakes are not activated for the objects X2, X3 that the driver can recognize as not being an obstacle, so that the driver can be prevented from feeling bothersome.

<Processing procedure of vehicle control processing by vehicle control device>
Next, a processing procedure of vehicle control processing by the vehicle control device 160 will be described.

  FIG. 3 is a flowchart illustrating an example of a processing procedure of vehicle control processing by the vehicle control device 160 according to the present embodiment. The process in FIG. 3 is executed when the vehicle 100 starts to travel.

  First, the vehicle control device 160 acquires travel information of the vehicle 100, that is, information on speed, position, and yaw rate (step S101), and estimates a travel locus (step S102). Next, the vehicle control device 160 acquires position information of an object in front of the vehicle (step S103).

  Next, the vehicle control device 160 determines whether or not there is an object in the estimated travel locus (step S104). As a result of the determination, when there is no object in the travel locus (step S104, NO), the process transitions to step S109. On the other hand, when there is an object in the travel locus (step S104, YES), the vehicle control device 160 locks on the object (step S105) and determines whether the object is located in the travel locus at a predetermined time interval. To detect.

  Next, the vehicle control device 160 determines whether or not the lap rate is equal to or less than a predetermined value (step S106). As a result of the determination, if the lap rate is greater than the predetermined value (step S106, NO), the vehicle control device 160 determines that the certainty factor is high, and outputs an alarm based on the determination result by the collision margin time calculation unit 161. The command is output to the alarm control unit 162, or the execution command of the brake control is output to the brake control unit 164 together with the alarm output command (step S107).

  On the other hand, when the lap rate is equal to or less than the predetermined value (step S106, YES), the vehicle control device 160 determines that the certainty factor is low, does not output an alarm output command to the alarm control unit 162, and performs braking control. Is not output to the braking control unit 164 (step S108).

  After step S107 or step S108, vehicle control device 160 determines whether or not traveling of vehicle 100 has ended (step S109). As a result of the determination, if the traveling of the vehicle 100 is not finished (step S109, NO), the process returns to step S101. If the traveling of the vehicle 100 is finished (step S109, YES), the vehicle control device 160 3 is terminated.

<Effects of the present embodiment>
As described above, the vehicle control device 160 according to the present embodiment responds to a determination result that an object in front of the host vehicle 100 is an object that collides with the host vehicle 100 when the host vehicle 100 continues to travel. A certainty factor determining unit 166 that determines the certainty factor, and an execution determining unit 167 that determines whether to perform warning control or braking control on the host vehicle 100 based on the determination result of the certainty factor.

  As a result, unnecessary alarms and emergency brakes are not actuated on the object, so that the driver can be prevented from feeling bothersome.

  In addition, since the certainty factor determination unit 166 determines the certainty factor by determining whether or not the object is located in the trajectory estimated by the trajectory estimation unit 165, the determination by the execution determination unit 167 can be performed more accurately. Can do.

<Modification of the present embodiment>
In the present embodiment, the total value of the time during which the object is in the trajectory of the host vehicle 100 is calculated for a predetermined time after the lock-on, and the lap that is the ratio of the total value to the predetermined time is calculated. Although the rate is used as the criterion for the certainty factor, the present invention is not limited to this. For example, the vehicle control device 160 calculates the number of times that the object is determined to be within the trajectory of the host vehicle 100 during a predetermined time after the lock-on, and uses that number as a determination criterion for the certainty determination. Also good.

  In the vehicle control device and the vehicle control method of the present disclosure, an unnecessary alarm or emergency brake is not actuated on an object, so that it is possible to suppress the driver from feeling troublesome. It is useful as a vehicle control method.

DESCRIPTION OF SYMBOLS 100 Vehicle 160 Vehicle control apparatus 165 Trajectory estimation part 166 Certainty determination part 167 Execution determination part

Claims (5)

A certainty factor determination unit that determines a certainty factor for a determination result that an object in front of the own vehicle collides with the own vehicle when the own vehicle continues traveling;
Based on the determination result of the certainty factor, an execution determination unit that determines whether to perform warning control or braking control for the host vehicle,
A vehicle control device comprising:   The vehicle control device according to claim 1, wherein the certainty factor determination unit determines the certainty factor when the host vehicle travels on a curved road.   The vehicle control device according to claim 1, wherein the certainty factor determination unit determines the certainty factor when it is determined that the object is a stationary object other than a vehicle. A trajectory estimation unit for estimating the trajectory of the host vehicle;
The vehicle control device according to claim 1, wherein the certainty factor determination unit determines the certainty factor by determining whether or not the object is located in the locus. Determining a certainty factor for a determination result that an object in front of the host vehicle is an object that collides with the host vehicle when the host vehicle continues to travel;
Determining whether to perform warning control or braking control on the host vehicle based on the determination result of the certainty factor;
A vehicle control method.

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