JP2017091358A - Vehicle control apparatus and vehicle control method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle control apparatus and method for avoiding a contact between a rear overhang and an obstacle when turning.SOLUTION: A vehicle control apparatus includes: a locus estimation part 151 for estimating a push-out zone where, in the case of a vehicle continuing to turn from a first clock-time to a second clock-time, a rear overhang of the vehicle at the second clock-time is pushed out further than an outside surface of the vehicle at the first clock-time; a determination part 153 for determining whether the rear overhang contacts with an obstacle at the second clock-time on the basis of the push-out zone; and an alarm control part 154 and a brake control part 155 for controlling at least either of an alarm and braking of the vehicle on the basis of the determination result.SELECTED DRAWING: Figure 1

Description

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

  Conventionally, an obstacle (for example, a preceding vehicle, a person, a guardrail, etc.) around the vehicle is detected using a millimeter wave radar, an ultrasonic radar, a camera, etc., and a collision with the obstacle can be avoided based on the detection result. Techniques for issuing an alarm and automatically operating a brake are known. For example, Patent Documents 1 to 3 disclose techniques for avoiding contact between a vehicle and an obstacle by predicting the traveling direction of the vehicle, detecting an obstacle in the traveling direction of the vehicle, and issuing an alarm. Yes.

JP 2009-234296 A JP 2002-36992 A JP 2008-242895 A

  By the way, in large vehicles (trucks, etc.) with a long rear overhang, which is a part of the vehicle that protrudes from the rear wheel to the rear side in the front-rear direction of the vehicle, the rear overhang becomes a blind spot from the driver when turning, making it difficult to see. Therefore, contact between the rear overhang and the obstacle is likely to occur. However, in Patent Documents 1 to 3 described above, a technique for avoiding contact between the rear overhang and the obstacle is not studied at all because the rear overhang is targeted for a passenger car or the like.

  An object of the present disclosure is to provide a vehicle control device and a vehicle control method capable of avoiding contact between a rear overhang and an obstacle during turning.

The vehicle control device of the present disclosure
An estimation unit that estimates a protruding region where a rear overhang of the vehicle at the second time protrudes outside the outer surface of the vehicle at the first time when the vehicle continues to turn from the first time to the second time. When,
A determination unit configured to determine whether or not the rear overhang and the obstacle come into contact at the second time based on the protruding area;
And a control unit that controls at least one of an alarm and braking on the vehicle based on the result of the determination.

The vehicle control method of the present disclosure includes:
When the vehicle continues turning from the first time to the second time, a rear overhang of the vehicle at the second time is estimated to protrude outside the outer surface of the vehicle at the first time;
Based on the protruding area, it is determined whether or not the rear overhang and the obstacle contact at the second time,
Based on the result of the determination, at least one of an alarm and braking for the vehicle is controlled.

  According to the present disclosure, it is possible to avoid contact between a rear overhang and an obstacle during turning.

Block diagram showing an example of a configuration of a vehicle including a vehicle control device The figure which shows the operation example of a vehicle control apparatus The flowchart which shows an example of the process sequence of the vehicle control process by a vehicle control apparatus

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

<Vehicle configuration>
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, as a configuration of a drive system for driving the vehicle 100, an engine, a clutch, a transmission (transmission), a propulsion shaft (propeller shaft), and a differential device (differential gear). , Having a 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 110, a speed detection unit 120, a steering angle detection unit 130, a vehicle information acquisition unit 140, a vehicle control device 150, an alarm unit 160, and a braking unit 170.

  The object detection unit 110 is an object detection sensor (for example, an ultrasonic radar, a millimeter wave radar, or a camera) mounted on the vehicle 100, and an object that exists around the vehicle 100, between the object and the vehicle 100. The distance and the relative position of the object with respect to the vehicle 100 are detected. The object detection unit 110 outputs position information indicating the detection result to the vehicle control device 150.

  The speed detection unit 120 is a vehicle speed sensor mounted on the vehicle 100, for example, and detects the actual speed of the vehicle 100. The speed detection unit 120 outputs vehicle speed information indicating the detected actual speed to the vehicle control device 150.

  The steering angle detector 130 is a steering angle sensor mounted on the vehicle 100 and detects the steering angle of the vehicle 100 (steering angle; hereinafter referred to as “α”). The steering angle detection unit 130 outputs steering angle information indicating the detection result to the vehicle control device 150.

The vehicle information acquisition unit 140 acquires vehicle information regarding the vehicle specifications of the vehicle 100 and outputs the vehicle information to the vehicle control device 150. The vehicle information includes at least a wheel base of the vehicle 100 (hereinafter referred to as “L1”), a rear overhang length (hereinafter referred to as “L2”), a front tread (hereinafter referred to as “T _F ”), a full width. (Hereinafter referred to as “W”).

  The vehicle control device 150 predicts the position of the rear overhang when the vehicle 100 is turning, determines the presence or absence of contact between the rear overhang and the object (obstacle) based on the prediction result, and based on the determination result. Alarm output control or braking control (brake control) of the vehicle 100 is performed. For example, the vehicle control device 150 performs alarm control when the predicted time until the rear overhang of the vehicle 100 and the contact with the obstacle is long (when the driver can afford to avoid collision), the vehicle 100 The braking control is executed when the predicted time until the rear overhang of the vehicle contacts with the obstacle is short (when the driver cannot afford to avoid collision).

  The vehicle control device 150 includes a trajectory estimation unit 151, an object position estimation unit 152, a determination unit 153, an alarm control unit 154, and a braking control unit 155.

  The trajectory estimation unit 151 estimates the position of the rear overhang of the vehicle 100 when the vehicle 100 continues turning. More specifically, the trajectory estimation unit 151 estimates a protruding region in which the rear overhang of the vehicle 100 protrudes outside the outer surface of the current vehicle 100 when the vehicle 100 continues turning. For example, the trajectory estimation unit 151 uses the steering angle information output from the steering angle detection unit 130 and the vehicle information output from the vehicle information acquisition unit 140 to cause a rear overhang of the vehicle 100 as the protruding area. A turning trajectory that is a range that may pass in the future is estimated.

For example, the trajectory estimation unit 151 uses the vehicle specifications (wheel base L1, rear overhang length L2, full width W, front tread T _F ) and the steering angle α of the vehicle 100 and the outer rear end (rear) of the vehicle 100. Estimate the turning trajectory of the outermost part of the overhang. In addition, the trajectory estimation unit 151 supplies information indicating the turning center point of the vehicle 100 (hereinafter, referred to as “O”), which is calculated when estimating the turning trajectory of the rear overhang of the vehicle 100, to the object position estimation unit 152. Output. While the vehicle 100 continues to turn at the steering angle α, each part (front and rear wheels, rear overhang, etc.) of the vehicle turns around the center point O.

  Further, when the steering angle of the vehicle 100 changes, the trajectory estimation unit 151 reestimates (updates) the rear overhang turning trajectory based on the changed steering angle. That is, the trajectory estimation unit 151 updates the rear overhang turning trajectory in real time according to the traveling state of the vehicle 100.

  In addition, the trajectory estimation unit 151 estimates the position of the rear overhang of the vehicle 100 after a predetermined time after moving on the estimated turning trajectory, according to the vehicle speed information output from the speed detection unit 120. At this time, the trajectory estimation unit 151 uses a coordinate system with the turning center point O of the vehicle 100 as the origin. As the predetermined time, for example, a first time (for example, 3 seconds) and a second time (for example, 1 second) shorter than the first time are set. After the first time elapses is a timing at which the alarm unit 160 issues an alarm when the determination unit 153 determines that there is contact. On the other hand, after the second time has elapsed, when the determination unit 153 determines that there is contact, the brake unit 170 activates the automatic brake.

  Details of the trajectory estimation of the rear overhang of the vehicle 100 in the trajectory estimation unit 151 will be described later.

  The object position estimation unit 152 estimates the position of an object existing around the vehicle 100 based on the object position information output from the object detection unit 110. At this time, the object position estimation unit 152 uses a coordinate system output from the trajectory estimation unit 151 and having the turning center point O of the vehicle 100 as an origin. Further, the object position estimation unit 152 estimates the position of the object after a predetermined time (for example, the first time and the second time described above) has elapsed based on the vehicle speed information output from the speed detection unit 120.

  The determination unit 153 compares the estimated position (projected area) of the rear overhang of the vehicle 100 output from the trajectory estimation unit 151 with the estimated position of the object output from the object position estimation unit 152. Judgment of contact between rear overhang and object when turning is continued. That is, the determination unit 153 performs contact determination based on the position of the rear overhang that moves according to the speed of the vehicle 100 on the estimated turning trajectory. For example, in the coordinate system having the turning center point O of the vehicle 100 as the origin, the determination unit 153 is configured such that the coordinate point of the object after the predetermined time has elapsed is more than the coordinate point of the rear overhang of the vehicle 100 after the predetermined time has elapsed. If it is close to, it is determined that the rear overhang is in contact with the object.

  In addition, when the determination unit 153 determines that the rear overhang and the object come into contact after the first time has elapsed from the current time (for example, after 3 seconds), the alarm control unit 154 indicates that an alarm needs to be issued. Notify On the other hand, when the determination unit 153 determines that the rear overhang and the object come into contact after the second time has elapsed from the current time (for example, after one second), the braking control is performed to indicate that the automatic brake needs to be activated. Notification to the unit 155.

  The warning control unit 154 and the braking control unit 155 control the warning or the braking control for the vehicle 100 based on the contact determination result of the determination unit 153, respectively.

  When the alarm control unit 154 receives a notification that it is necessary to issue an alarm from the determination unit 153, the alarm control unit 154 outputs an alarm control signal to the alarm unit 160, indicating that there is a possibility that the rear overhang and the object may come into contact with each other. An alarm is generated to notify the driver. The alarm unit 160 may notify the driver that there is a high possibility that the rear overhang and the object will come into contact with each other by, for example, meter display, sound output, or light emission from a lamp or the like.

  The braking control unit 155 is a brake control device such as an EBS (Electronic Braking System). When receiving a notification from the determination unit 153 that the automatic brake needs to be activated, the braking control unit 155 controls the braking unit 170 to generate a braking force (brake) for the vehicle 100.

  The braking unit 170 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 155. The braking unit 170 is not limited to a foot brake as long as it generates a braking force for the vehicle 100. For example, the braking unit 170 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.

<Operation example in a vehicle equipped with a vehicle control device>
Next, an operation example in the vehicle 100 including the vehicle control device 150 will be described.

  Here, as shown in FIG. 2, a case will be described in which the vehicle 100 makes a right turn (turning angle: 90 [°]) on the road R at an extremely low speed (for example, 3 [km / h] or less). FIG. 2 shows the position of the vehicle 100 (vehicle 100 (t0) to vehicle 100 (t7)) from time t0 to time t7, where time t0 is the current time. On the road R, a location R1 that is outside the vehicle 100 when turning right is, for example, a wall (or a guardrail or the like), and is an object (obstacle) that may come into contact with the vehicle 100.

Further, as an example of vehicle specifications of the vehicle 100, the total length L = 111820 [mm], the wheel base L1 = 6470 [mm], the rear overhang length L2 = 3970 [mm], and the front overhang length L3 = 1380 [mm]. , Full width W = 2490 [mm], front tread T _F = 2060 [mm], rear tread T _R = 1835 [mm]. In addition, each value of the vehicle specification of the vehicle 100 shown in FIG. 2 is an example, and is not limited to these values.

  Here, the turning trajectory of the outer rear end Q of the vehicle 100 is the turning trajectory of the rear overhang of the vehicle 100.

  FIG. 3 is a flowchart illustrating an example of a vehicle control process of the vehicle 100. The process of step S101 is started when the vehicle 100 starts traveling, for example.

First, the steering angle detector 130 detects the steering angle α of the vehicle 100 at time t0 (step S101). Moreover, the vehicle information acquisition part 140 acquires the vehicle information (at least L1, L2, W, _TF shown in FIG. 2) of the vehicle 100 (step S102).

Next, the trajectory estimation unit 151 calculates the turning center point O of the vehicle 100 at the steering angle α using the steering angle α and the vehicle information (wheel base L1) (step S103). Then, the trajectory estimation unit 151 uses the vehicle information (rear overhang length L2) to determine the position of the outer rear end Q _t0 of the vehicle 100 (t0) at the current time t0 in the coordinate system with the turning center point O as the origin. Is calculated (step S104). As a result, as shown in FIG. 2, a circle C2 having a radius (8350 [mm] in FIG. 2) with a distance A between the turning center point O and the outer rear end portion _Qt0 as a center is provided. Is obtained as the turning trajectory of the outer rear end portion Q.

  Note that the turning trajectory of each wheel of the vehicle 100 is also a circle centered on the turning center point O and having a radius between the turning center point O and each wheel. As shown in FIG. 2, the turning center point 0 is an intersection point on an extension line in the axial direction of each wheel. That is, the turning trajectories C1 to C4 of the wheels and the outer rear end Q are concentric circles with the turning center point O as the origin.

As shown in FIG. 2, the turning trajectory C2 of the outer rear end Q has a larger radius than the turning trajectory C3 of the outer rear wheel. That is, when the vehicle 100 turns, the rear overhang including the outer rear end Q protrudes outside the wheels of the vehicle 100. More specifically, at the time of turning shown in FIG. 2, the turning trajectory C2 of the outer rear end Q is on the outer side (the left side in FIG. 2) of the vehicle 100 at time t0 (the left side in FIG. 2). A region surrounded by a drawn locus (point Q _t0 to a locus of point P described later) and the outer surface of the vehicle 100 is a protruding region that protrudes outside the vehicle 100 (t0) when the rear overhang is turning. That is, in this protruding area, there is a possibility that a contact between the rear overhang and the obstacle occurs. Note that the maximum protruding amount x in the outward direction during turning is obtained by the following equation.

  In Expression (1), the first term on the right side corresponds to the radius (that is, the distance A) of the turning locus C2 of the outer rear end Q shown in FIG. 2, and the second term on the right side is the outer side shown in FIG. This corresponds to the radius of the rear wheel turning locus C3.

  In other words, the sensor that is the object detection unit 110 has the vehicle 100 so that the detection range includes at least a protruding area where the rear overhang protrudes outside the outer surface of the vehicle 100 (t0) at the time (time t0). Installed. For example, as shown in FIG. 2, the sensor may be installed at the intersection P between the outer surface of the vehicle 100 (t0) and the turning locus C2 of the outer rear end Q. This is because, as shown in FIG. 2, the rear overhang of the vehicle 100 protrudes outside the vehicle 100 (t0) because it is behind the intersection P in the vehicle 100 (t0). That is, since the rear overhang does not occur on the front side of the vehicle 100 (t0) with respect to the intersection P, sensing by the sensor becomes unnecessary. In addition to the intersection point P, one or more sensors may be installed behind the intersection point P on the outer surface of the vehicle 100 (t0).

  As described above, the object detection unit 110 installed in the vehicle 100 acquires position information of the object (obstacle) (step S105). In FIG. 2, the object detection unit 110 acquires the position information of the wall R1 at time t0. Then, the object position estimation unit 152 calculates the current position of the obstacle (wall R1) in the coordinate form with the turning center point O as the origin (step S106).

  Next, the speed detection unit 120 acquires vehicle speed information indicating the speed of the vehicle 100 (step S107). The trajectory estimation unit 151 and the object position estimation unit 152 then, based on the acquired vehicle speed information, the outer rear end after a predetermined time has elapsed from the current time t0 at the steering angle α (after 1 second and 3 seconds in FIG. 3). The position of the part Q and the position of the obstacle are estimated (step S108). In FIG. 2, the trajectory estimation unit 151 obtains the position of the outer rear end Q that moves on the turning trajectory C2 according to the vehicle speed and the elapsed time (1 second and 3 seconds).

  Next, the determination unit 153 determines whether or not the outer rear end Q comes into contact with the obstacle (R1) after 3 seconds (step S109). For example, if the coordinate point of the outer rear end portion Q after 3 seconds is further than the coordinate point of the obstacle after 3 seconds with respect to the origin O, the determination unit 153 determines that the outer rear end portion is within 3 seconds. It is determined that Q touches the obstacle (R1). In other words, the determination unit 153 determines that the outer rear end portion Q is in contact with the obstacle (R1) when the position of the obstacle after three seconds exists in the turning trajectory of the outer rear end portion Q.

For example, when the time t1 shown in FIG. 2 is 3 seconds after the time t0, the obstacle R1 is farther from the turning center point O than the outer rear end _Qt1, so the determination unit 153 It determines with the edge part Q and the obstruction R1 not contacting. On the other hand, when the time t2 shown in FIG. 2 is 3 seconds after the time t0, the obstacle R1 is substantially at the same position as the outer rear end _Qt2 with respect to the turning center point O. It determines with the rear-end part Q and the obstruction R1 contacting.

  As a result of the determination in step S109, when it is determined that the outer rear end Q comes into contact with the obstacle (R1) after 3 seconds (step S109: YES), the alarm control unit 154 issues an alarm to the alarm unit 160. (Step S110).

  Next, the determination unit 153 determines whether or not the outer rear end Q comes into contact with the obstacle (R1) after one second (step S111). For example, in the same manner as the processing in step S109, the determination unit 153 has the coordinate point of the outer rear end Q after 1 second away from the origin O than the coordinate point of the obstacle after 1 second. In this case, it is determined that the outer rear end Q comes into contact with the obstacle (R1) after 1 second.

  As a result of the determination in step S111, when it is determined that the outer rear end Q comes into contact with the obstacle (R1) after 1 second (step S111: YES), the braking control unit 155 performs automatic braking on the braking unit 170. The operation is instructed (step S112).

  On the other hand, if it is determined that the outer rear end Q does not contact the obstacle (R1) after 3 seconds and 1 second (step S109 or step S111: NO), the process proceeds to step S113. That is, the vehicle control device 150 does not perform an alarm and automatic braking.

  Finally, vehicle control device 150 determines whether or not traveling of vehicle 100 has ended (step S113). As a result of the determination, if the traveling of the vehicle 100 is not completed (step S113, NO), the process returns to step S101. If the traveling of the vehicle 100 is completed (step S113, YES), the vehicle control device 150 3 is terminated.

  Note that the vehicle control device 150 updates the turning center point O based on the changed steering angle and vehicle speed when the steering angle α of the vehicle 100 acquired in step S101 changes with the passage of actual time ( In step S103), a coordinate form with the turning center point O as the origin is reconstructed, and the position of the turning locus of the outer rear end Q and the position of the obstacle are updated (steps S104 and S105). For example, at times t0 to t2 shown in FIG. 2, the steering angle α is the same, and the position of the outer rear end portion Q of the vehicle 100 at each time moves on the turning locus C2. On the other hand, after time t3, since the steering angle α of the vehicle 100 has changed, the turning center point O is updated, and a turning locus (not shown) different from the turning locus C2 shown in FIG. 2 is newly calculated. . As described above, the trajectory estimation unit 151 and the object position estimation unit 152 update the rear overhang position and the position of the obstacle in accordance with changes in the vehicle speed or the steering angle, thereby obtaining the rear overhang turning trajectory in real time. Prediction accuracy can be improved.

<Effects of the present embodiment>
As described above, the vehicle control device 150 according to the present embodiment causes the vehicle 100 at the second time to have a rear overhang at the second time when the vehicle 100 continues to turn from the first time to the second time. A trajectory estimation unit 151 that estimates a protruding region that protrudes outward from the outer surface of the vehicle, and a determination unit 153 that determines, based on the protruding region, whether or not the rear overhang and the obstacle are in contact at the second time. And a control unit (alarm control unit 154 and braking control unit 155) for controlling at least one of the alarm and the braking on the vehicle 100 based on the result of the contact determination.

  Thereby, since the vehicle control apparatus 150 can predict the turning trajectory of the rear overhang in advance, the vehicle control apparatus 150 can notify the driver early that there is a possibility that the rear overhang and the obstacle are in contact with each other. Therefore, the driver can perform the action of avoiding the contact between the rear overhang and the obstacle with a margin. Further, the vehicle control device 150 informs the driver that there is a possibility that the rear overhang and the obstacle are in contact with each other and prompts the avoidance action to avoid the collision (the collision prediction time is short). In the case), by performing the braking control, it is possible to avoid contact between the rear overhang and the obstacle.

<Modification of the present embodiment>
In the above embodiment, the turning trajectory is estimated as a rear overhang protruding area, and the rear overhang after a predetermined time has elapsed from the reference time (time t0) (after 1 second and 3 seconds in FIG. 3). Although the case where the position on the turning trajectory is predicted and the presence or absence of contact between the rear overhang and the obstacle at the predicted position is described has been described, the present invention is not limited to this. For example, the vehicle control device 150 calculates the maximum protruding amount x in the protruding region of the rear overhang based on the steering angle α of the vehicle 100 and the size of the vehicle 100 according to the equation (1), and calculates the calculated rear overhang. The presence or absence of contact may be determined according to the maximum protruding amount x. More specifically, the vehicle control device 150 turns the vehicle 100 with the steering angle α when the maximum protruding amount x is equal to or greater than the distance between the outer surface of the vehicle 100 and the obstacle in the left-right direction of the vehicle 100. If it continues, it will be judged that a rear overhang contacts an obstacle. Thereby, the vehicle control apparatus 150 can determine the presence or absence of the contact between the rear overhang and the obstacle when the vehicle 100 continues turning.

  In the present embodiment, vehicle control device 150 may determine whether or not to perform the above-described contact determination process between the rear overhang and the obstacle according to the traveling state of vehicle 100. Here, the amount of protrusion of the rear overhang increases, and the contact between the rear overhang and the obstacle is likely to occur when the turning angle of the vehicle 100 is large. Therefore, the vehicle control device 150 may determine whether to perform the contact determination process between the rear overhang and the obstacle according to the turning angle of the vehicle 100. That is, the vehicle control device 150 does not need to perform contact determination when the steering angle is large and does not perform contact determination when the steering angle is small.

  Further, when the turning angle of the vehicle 100 is large, it is assumed that the vehicle 100 is traveling at an extremely low speed. Therefore, the vehicle control device 150 may determine whether to perform the contact determination process between the rear overhang and the obstacle according to the speed of the vehicle 100. That is, the vehicle control device 150 does not need to perform contact determination when the speed of the vehicle 100 is low, and does not perform contact determination when the speed is high, that is, when the turning angle of the vehicle 100 is small.

  In the above embodiment, the first time and the second time, which are elapsed times for estimating the position of the rear overhang and the obstacle in the trajectory estimation unit 151 and the object position estimation unit 152, are 3 seconds and 1 second. However, the present invention is not limited to this, and other values may be used. Further, the elapsed time for estimating the rear overhang and the position of the object is not limited to the first time and the second time. For example, the vehicle control device 150 may set a plurality of elapsed times in order to determine whether it is necessary to issue an alarm. Then, the vehicle control device 150 may change the content of the alarm issued by the alarm unit 160 according to which of the set elapsed times it is determined that there is a contact between the rear overhang and the object. Similarly, the vehicle control device 150 may set a plurality of elapsed times in order to determine whether it is necessary to operate the automatic brake. Then, the vehicle control device 150 determines the type of automatic brake to be operated by the braking unit 170 (light automatic brake and light) depending on which of the set elapsed times it is determined that the rear overhang is in contact with the object. (Strong automatic braking) may be different.

  Alternatively, the first time and the second time may represent a predetermined time zone instead of a predetermined timing. For example, a time zone in the range from 3 seconds to 5 seconds may be set as the first time, and a time zone in the range from 1 second to 2 seconds may be set as the second time. Thereby, since the vehicle control apparatus 150 can determine the presence or absence of the contact between the rear overhang and the object in a wide time zone, it is possible to improve the contact prediction accuracy.

  Moreover, although the said embodiment demonstrated the case where the contact of the rear overhang when the vehicle 100 turns to a front direction was avoided, this invention is not limited to this. For example, when the vehicle 100 is turning backward (backward turning), the vehicle control device 150 may determine the presence or absence of a front overhang contact instead of the rear overhang. For example, the vehicle control device 150 estimates the turning trajectory of the outer front end portion of the front overhang, and the front overhang and the obstacle come into contact with each other when the vehicle 100 continues to turn backward using the estimated turning trajectory. What is necessary is just to determine whether to do. Further, at this time, the sensor that is the object detection unit 110 has an intersection between the estimated turning trajectory and the outside of the vehicle 100, and a front side in the front-rear direction of the vehicle 100 with respect to the intersection (that is, a front overhang occurs). It is preferably installed (so that the protruding area can be sensed).

  The vehicle control device and the vehicle control method of the present disclosure are useful for a vehicle including a long rear overhang.

DESCRIPTION OF SYMBOLS 100 Vehicle 110 Object detection part 120 Speed detection part 130 Steering angle detection part 140 Vehicle information acquisition part 150 Vehicle control apparatus 151 Trajectory estimation part 152 Object position estimation part 153 Determination part 154 Alarm control part 155 Braking control part 160 Alarm part 170 Braking part

Claims (9)

An estimation unit that estimates a protruding region where a rear overhang of the vehicle at the second time protrudes outside the outer surface of the vehicle at the first time when the vehicle continues to turn from the first time to the second time. When,
A determination unit configured to determine whether or not the rear overhang and the obstacle come into contact at the second time based on the protruding area;
Based on the result of the determination, a control unit that controls at least one of an alarm and braking on the vehicle;
A vehicle control device comprising: The estimation unit estimates a turning trajectory of the rear overhang during the turning of the vehicle as the protruding region based on a steering angle and dimensions of the vehicle,
The determination unit performs the determination based on the position of the rear overhang that moves on the turning locus according to the speed of the vehicle.
The vehicle control device according to claim 1. When the steering angle changes, the estimation unit re-estimates the turning trajectory based on the changed steering angle.
The vehicle control device according to claim 2. Comprising a sensor for detecting the position of the obstacle;
The determination unit performs the determination by comparing the protruding area and the position of the obstacle output from the sensor,
The sensor is installed in the vehicle so as to include at least the protruding region in a detection range.
The vehicle control device according to claim 1. The sensor is installed at an intersection of a turning trajectory of the rear overhang during turning of the vehicle and an outer surface of the vehicle at the first time.
The vehicle control device according to claim 4. The estimating unit calculates a maximum protruding amount in the protruding region based on a steering angle and a dimension of the vehicle;
The determination unit performs the determination based on the maximum protruding amount.
The vehicle control device according to claim 1. The determination unit determines whether to perform the determination according to a steering angle of the vehicle.
The vehicle control device according to claim 1. The determination unit determines whether to perform the determination according to the speed of the vehicle.
The vehicle control device according to claim 1. When the vehicle continues turning from the first time to the second time, a rear overhang of the vehicle at the second time is estimated to protrude outside the outer surface of the vehicle at the first time;
Based on the protruding area, it is determined whether or not the rear overhang and the obstacle contact at the second time,
Based on the result of the determination, control at least one of an alarm and braking on the vehicle,
Vehicle control method.

Images