JP2017114256A - Collision avoidance support device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a collision avoidance support device for determining a travel state on other vehicle more accurately, for improving accuracy of collision avoidance, for enhancing receptivity to a driver, and performing avoidance support for avoiding collision with other vehicle in an early stage.SOLUTION: An emergency automatic brake control part (43) of an own vehicle 1 is configured to: acquire map information and GPS information (S1); when other vehicle is detected (S2) on a front side of the own vehicle by communication between vehicles, if a vehicle behavior of other vehicle is in an operation limit state (S3), apply weak brake force (S4) for decelerating the vehicle in addition to a warning and an alarm; when stabilization of the vehicle behavior by vehicle behavior control of other vehicle is achieved (S5) and a prescribed condition is satisfied (S6), make a collision risk determination sensitive, and perform operation preparation of a brake device (52)(S7).SELECTED DRAWING: Figure 2

Description

  The present invention relates to a collision avoidance support device, and more particularly, to a collision avoidance support technology based on vehicle behavior control information of another vehicle existing in front of the host vehicle.

  In recent years, collision avoidance such as the so-called Advanced Emergency Brake System (AEBS), which detects the vehicle or obstacle ahead of the host vehicle and automatically activates the brake when there is a risk of collision Assistive technologies are being developed.

  For example, in the danger avoidance assistance device including the emergency automatic brake system shown in Patent Document 1, a sudden brake operation in another vehicle in front of the host vehicle is acquired by inter-vehicle communication, and the sudden brake operation is performed in the other vehicle. If the included danger avoidance support condition is satisfied, the danger avoidance operation is supported.

JP 2013-82382 A

  In the technique of Patent Document 1, when an emergency braking operation is performed in another vehicle, it is assumed that the other vehicle may roll over or slip and collide with the own vehicle. Although support is provided, there is a problem that a rollover or a slip does not always occur because a sudden braking operation is performed. For example, even if a sudden braking operation is performed in another vehicle, the collision of the other vehicle with the host vehicle can be avoided if the traveling of the other vehicle is controllable.

  Since the operation of collision avoidance assistance control such as emergency automatic brake system may be unexpectedly different from the driver's intention, if the operation increases outside of an emergency, the driver's There is a possibility that distrust occurs and the collision avoidance support control is not used.

  The present invention has been made to solve such a problem, and the object of the present invention is to accept the driver by improving the accuracy of the collision avoidance support by more accurately determining the traveling state of the other vehicle. An object of the present invention is to provide a collision avoidance assistance device capable of avoiding a collision with another vehicle at an early stage while improving the performance.

  SUMMARY An advantage of some aspects of the invention is to solve at least a part of the problems described above, and the invention can be implemented as the following aspects or application examples.

  The collision avoidance assistance device according to this application example is a collision avoidance assistance device that supports collision avoidance with another vehicle existing in front of the host vehicle, the traveling environment detection unit detecting the traveling environment of the host vehicle, Vehicle-to-vehicle communication means that communicates with other vehicles and acquires information on vehicle behavior control that stabilizes the position information of the other vehicles and the vehicle behavior executed in the other vehicles, and the vehicle-to-vehicle communication means Other vehicle information analysis means for analyzing the behavior of the other vehicle based on information related to vehicle behavior control of the other vehicle, and automatic brake control means for automatically controlling the brake of the own vehicle according to the degree of collision risk, The automatic brake control means detects the other vehicle existing in front of the own vehicle by the other vehicle information analyzing means with respect to the running environment of the own vehicle detected by the running environment detecting means. And when it is determined that the behavior of the other vehicle is in the control limit state based on the information related to the vehicle behavior control of the other vehicle, the brake is activated and the other vehicle based on the information related to the vehicle behavior control of the other vehicle. When the vehicle behavior control is executed in order to stabilize the behavior of the other vehicle, the setting of the collision risk degree is set so that the automatic control of the brake is easily performed by the automatic brake control means. change.

  According to the present invention using the above-described means, collision with other vehicles can be avoided at an early stage while improving the accuracy of collision avoidance by more accurately determining the traveling state of the other vehicle. Can do.

It is a schematic block diagram of the collision avoidance assistance apparatus which concerns on one Embodiment of this invention. It is a flowchart which shows the emergency automatic brake control routine performed by the emergency automatic brake control part of this embodiment. (A) Explanatory drawing of emergency automatic brake control in a left curve road, (b) Explanatory drawing of emergency automatic brake control in a right curve road.

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

  FIG. 1 is a schematic configuration diagram of the collision avoidance assistance device of the present embodiment, and FIG. 1 shows configurations of the host vehicle 1 and the other vehicle 2.

  First, the configuration of the other vehicle 2 will be described.

  The other vehicle 2 is equipped with an inter-vehicle communication device 10 and a GPS (Global Positioning System) 11. The inter-vehicle communication device 10 is a communication device capable of bidirectional communication between a plurality of vehicles, and the inter-vehicle communication device 10 is connected to an antenna 10a that transmits and receives information. The GPS 11 detects the position information of the other vehicle 2 and can transmit the position information of the other vehicle 2 to other surrounding vehicles via the inter-vehicle communication device 10.

  The other vehicle 2 includes a vehicle behavior control unit 12. The vehicle behavior control unit 12 performs vehicle behavior control including, for example, an output device, a storage device (ROM, RAM, etc.) used for storage of a control program, a control map, etc., a central processing unit (CPU), a timer counter, and the like. ECU (control unit).

  A yaw rate sensor 20 that detects the yaw rate, a steering angle sensor 21 that detects a steering angle, and a load sensor 22 that detects a load applied to each wheel are connected to the input side of the vehicle behavior control unit 12. The vehicle behavior control unit 12 can acquire information on the yaw rate, the steering angle, and the load on each wheel of the other vehicle 2 from each of these sensors. Note that the load of each wheel may be obtained by calculation without being detected by a sensor.

  On the other hand, the output side of the vehicle behavior control unit 12 is connected to a brake device 23 provided on each wheel of the other vehicle 2. Specifically, when the other vehicle 2 is a four-wheeled vehicle, Are connected to the right front wheel brake 23RF, the left front wheel brake 23LF, the right rear wheel brake 23RR, and the left rear wheel brake 23LR. That is, the vehicle behavior control unit 12 can control the braking force independently for each wheel.

  The vehicle behavior control unit 12 grasps the vehicle behavior from the yaw rate, the steering angle, and the load of each wheel, and executes vehicle behavior control (so-called ESP: Electronic Stability Program) for controlling the braking force of each brake so as to stabilize the vehicle behavior. Control unit. For example, when the vehicle behavior control unit 12 detects an oversteering state from the steering angle and the yaw rate, the vehicle behavior control unit 12 applies a braking force to the turning direction by a brake on the outer front wheel. By applying braking force by the brakes on the rear wheels, the vehicle behavior is stabilized so as to realize turning according to the steering of the driver.

  In addition, the vehicle behavior control unit 12 monitors the load of each wheel, detects the possibility of rollover of the other vehicle 2, for example, when the possibility of rollover is detected by reducing the load of one wheel, By applying braking force to the brakes of all wheels, rollover is prevented and vehicle behavior is stabilized.

  The vehicle behavior control unit 12 is connected to the inter-vehicle communication device 10 and transmits the control presence / absence status, braking presence / absence of each wheel, and load information to other vehicles via the inter-vehicle communication device 10.

  Next, the configuration of the host vehicle 1 will be described.

  The own vehicle 1 first has an inter-vehicle communication device 30 (inter-vehicle communication means), a GPS 31, a map database 32, and an object detection sensor 33.

  The inter-vehicle communication device 30 is a communication device capable of two-way communication between a plurality of vehicles, similar to the other vehicle 2, and the inter-vehicle communication device 30 is connected to an antenna 30a that transmits and receives information. ing. The GPS 31 detects position information of the host vehicle 1 and can transmit position information of the host vehicle 1 via the inter-vehicle communication device 30.

  The map database 32 is a storage device that stores map information. Map information includes road type information such as road types such as general roads, motorway roads, farm roads, private roads, number of lanes, road width, mountainous areas and other suburbs, residential areas, urban areas, and large cities. The road environment information of the department etc. is included.

  The object detection sensor 33 is, for example, a millimeter wave radar, and detects an obstacle or other vehicle ahead of the host vehicle by radiating a radio wave toward the front of the host vehicle 1 and detecting and analyzing the reflected wave. It is. As a means for detecting other vehicles in front of the host vehicle 1, other radar such as an infrared laser radar, a camera, or the like may be used.

  The host vehicle 1 is equipped with an ECU 40 for collision avoidance assistance. The collision avoidance assisting ECU 40 is one of various ECUs mounted on the host vehicle 1, and includes an input / output device, a storage device (ROM, RAM, nonvolatile RAM, etc.) and a central processing unit (not shown). CPU) and the like.

  The vehicle-to-vehicle communication device 30, the GPS 31, the map database 32, and the object detection sensor 33 are connected to the input side of the ECU 40. On the other hand, connected to the output side of the ECU 40 are a warning light 50 for displaying a warning toward the driver, an alarm device 51 for issuing an alarm, and a brake device 52 provided on each wheel for braking.

  The ECU 40 includes an other vehicle information analysis unit 41 (another vehicle information analysis unit), a travel environment detection unit 42 (a travel environment detection unit), and an emergency automatic brake control unit 43 (an automatic brake control unit).

  The other vehicle information analysis unit 41 has a function of acquiring and analyzing information on the other vehicle 2 received by the inter-vehicle communication device 30. For example, the other vehicle information analysis unit 41 analyzes the traveling state of the other vehicle 2 from the position information of the other vehicle 2, information related to vehicle behavior control of the other vehicle 2, and the like.

  The travel environment detection unit 42 detects the current position information of the host vehicle 1 on the map acquired from the map database 32 from the position information acquired by the GPS 31 of the host vehicle 1, and the host vehicle 1 such as a straight road or a curved road travels. Existing road form information and road environment information are detected.

  The information of the other vehicle 2 analyzed by the other vehicle information analysis unit 41, the information of the own vehicle 1 detected by the traveling environment detection unit 42, and the information ahead of the vehicle detected by the object detection 33 are the emergency automatic brake It is sent to the control unit 43.

  The emergency automatic brake control unit 43 calculates the degree of collision risk, and controls the warning light 50, the alarm device 51, and the brake device 52 of the host vehicle 1 in order to avoid collision according to the degree of collision risk. It is a control part of a brake system (AEBS).

  The degree of collision risk is normally set based on the inter-vehicle distance between the other vehicle 2 and the host vehicle 1 and the collision margin time. The collision allowance time is the time until the host vehicle 1 collides with the other vehicle 2 based on the relative speed between the host vehicle 1 and the other vehicle 2 and the inter-vehicle distance.

  In the emergency automatic brake control unit 43 of the present embodiment, for example, a first threshold value, a second threshold value, and a third threshold value are provided for the collision margin time to set the collision risk degree. For example, when the collision margin time is less than or equal to the relatively long first threshold, it is determined that the first stage has a low degree of collision risk, and the warning lamp 50 is turned on and the warning by the alarm device 51 is performed. Next, when the collision allowance time is equal to or less than the second threshold value which is shorter than the first threshold value, the collision risk is determined to be the second level, and the brake is applied in addition to the lighting of the warning light 50 and the warning by the alarm device 51. The device 52 gives a weak braking force for urging the driver of the host vehicle 1 to avoid it. When the driver's avoidance operation is not performed and the collision allowance time is equal to or less than the third threshold which is shorter than the second threshold, it is determined that the third stage has a high collision risk. In addition to the above warning, the brake device 52 decelerates the host vehicle 1 and applies a strong braking force to assist collision avoidance or reduce the collision speed.

  Furthermore, the emergency automatic brake control unit 43 detects the other vehicle 2 in front of the host vehicle 1 through inter-vehicle communication, determines the collision risk level based on the vehicle behavior information of the other vehicle 2, and responds accordingly. Take control.

  Here, FIG. 2 shows a flowchart showing an emergency automatic brake control routine based on the vehicle behavior information of the other vehicle 2 executed by the emergency automatic brake control unit 43, and will be described along the flowchart of FIG.

  First, the emergency automatic brake control unit 43 determines whether or not the traveling environment detection unit 42 can acquire the position information of the host vehicle 1 and the map information of the map database 32 by the GPS 31. If the determination result is false (No), that is, if the position of the host vehicle cannot be grasped, emergency automatic brake control based on inter-vehicle communication cannot be performed, and the routine is returned. On the other hand, if the determination result is true (Yes), the process proceeds to the next step S2.

  In step S <b> 2, the emergency automatic brake control unit 43 determines whether or not the other vehicle 2 existing in front of the host vehicle 1 is detected by the inter-vehicle communication device 30. If the determination result is false (No), the routine is returned. On the other hand, if the determination result is true (Yes), the process proceeds to the next step S3.

  In step S3, the emergency automatic brake control unit 43 determines whether or not the vehicle behavior control by the vehicle behavior control unit 12 of the other vehicle 2 acquired by the inter-vehicle communication is in the control limit state. The determination as to whether or not the vehicle is in the control limit state is made when the difference between the target yaw rate of the ESP and the actual yaw rate is greater than a predetermined value, or when the load on any wheel becomes 0, and so on. It is assumed that the control limit state is not satisfied. If the determination result is true (Yes), that is, if the behavior of the other vehicle 2 is in an unstable state that cannot be controlled, the process proceeds to step S4.

  In step S4, the emergency automatic brake control unit 43 cannot predict the behavior of the other vehicle 2. Therefore, regardless of whether the other vehicle 2 is detected by the object detection sensor 33, the second stage collision risk described above. It determines with it being equivalent, and the weak braking force which decelerates the own vehicle 1 with the lighting of the warning lamp 50, the alarm by the alarm device 51, and the brake device 52 is provided. Further, in preparation for the case where the other vehicle 2 is detected by the object detection sensor 33 and determined to be the third stage collision risk, preparation is made so that a strong braking force can be applied by the brake device 52, and the routine returns. To do. The preparation for applying a strong braking force by the brake device 52 includes, for example, sufficiently increasing the hydraulic pressure or air in the brake device 52.

  On the other hand, if the determination result in step S3 is false (No), that is, if the behavior of the other vehicle 2 is not uncontrollable, the process proceeds to step S5.

  In step S5, the emergency automatic brake control unit 43 determines whether or not the other vehicle 2 is in a traveling state in which the vehicle behavior is stabilized by the vehicle behavior control by the vehicle behavior control unit 12. When the determination result is false (No), that is, when the other vehicle 2 is traveling stably without executing the vehicle behavior control, the routine is returned. On the other hand, if the determination result is true (Yes), the process proceeds to step S6.

  In step S <b> 6, the emergency automatic brake control unit 43 performs determination according to the traveling environment of the host vehicle 1 and the execution state of the vehicle behavior control of the other vehicle 2. Specifically, in the case of left-hand traffic, when the own vehicle 1 is traveling on the inside of a curved road and the other vehicle 2 that is an oncoming vehicle is in an oversteer state, the own vehicle 1 is traveling on the outside of the curved road. It is determined whether or not any of the conditions when the other vehicle 2 that is an oncoming vehicle is in an understeer state and when the other vehicle 2 is in a rollover suppression state is satisfied.

  If neither condition is satisfied, the determination result is false (No), and the routine is returned. On the other hand, if either condition is satisfied, the determination result is true (Yes), and the process proceeds to step S7.

  In step S7, the emergency automatic brake control unit 43 sensitizes the collision risk determination, prepares the operation of the brake device 52, and returns the routine. Sensitization of collision risk determination means changing the setting of the collision risk degree to a setting that facilitates collision avoidance operation. For example, in the setting of the degree of collision risk at each stage, the threshold of the collision allowance time is lengthened so that emergency automatic braking is easily performed so that braking force can be applied early, or the object detected by the object detection sensor 33 For the minimum sensor detection time required to discriminate the control target of emergency automatic braking, the threshold value is shortened.

  As described above, the emergency automatic brake control unit 43 performs the collision risk determination based on the vehicle-to-vehicle communication together with the collision risk determination based on the object detection sensor 33.

  Here, referring to FIG. 3, FIG. 3A shows an explanatory diagram of emergency automatic brake control on a left curve road, and FIG. 3B shows a right curve road. The collision risk determination performed by the emergency automatic brake control unit 43 in the situation of step S6 in FIG. 2 will be specifically described. The roads shown in FIGS. 3 (a) and 3 (b) are two-lane roads with one lane facing each other, and are premised on left-hand traffic.

  In FIG. 3A, on the left curve road, the host vehicle 1 is traveling in the inner lane, and the other vehicle 2 is traveling in the outer lane as an oncoming vehicle. In this case, as indicated by the alternate long and short dash line, when the other vehicle 2 is in an oversteer state, the possibility that the other vehicle 2 is directed toward the host vehicle 1 increases. In such a case, in the other vehicle 2, a braking force is applied to the outer front wheel (right front wheel) by vehicle behavior control. That is, such a situation satisfies the condition of step S6 because the own vehicle 1 is traveling inside the curved road and the other vehicle 2 that is an oncoming vehicle is in an oversteer state, and the emergency automatic brake control unit 43 sensitizes the collision risk determination and prepares the operation of the brake device 52. As a result, when the own vehicle 1 is in a normal control when the other vehicle 2 enters the field of view L of the object detection sensor 33 when the oversteer state cannot be sufficiently suppressed by the vehicle behavior control of the other vehicle 2. Compared to this, collision can be avoided at an early stage.

  On the other hand, as shown by a two-dot chain line in FIG. 3A, when the other vehicle 2 is in an understeer state, the possibility that the other vehicle 2 moves in a direction away from the host vehicle 1 is high. Even if the understeer state cannot be sufficiently suppressed by the vehicle behavior control of the other vehicle 2, the collision avoidance assistance is not performed because the possibility of coming toward the own vehicle 1 is low. Thereby, unnecessary collision avoidance support can be suppressed. In such a case, the collision risk determination may be desensitized.

  Next, in FIG.3 (b), the own vehicle 1 is drive | working the outer lane on the right curve road, and the other vehicle 2 is drive | working the inner lane as an oncoming vehicle. In this case, as indicated by a two-dot chain line, when the other vehicle 2 is in an understeer state, there is a high possibility that the other vehicle 2 is directed toward the host vehicle 1. In such a case, in the other vehicle 2, a braking force is applied to the inner rear wheel (left rear wheel) by vehicle behavior control. That is, such a situation satisfies the condition of step S6 because the own vehicle 1 is traveling outside the curved road and the other vehicle 2 that is an oncoming vehicle is in an understeer state, and the emergency automatic brake control unit 43 Sensitizes the collision risk determination and prepares the operation of the brake device 52. Thereby, when the other vehicle 2 enters the field of view L of the object detection sensor 33 when the own vehicle 1 cannot sufficiently suppress the understeer state due to the vehicle behavior control of the other vehicle 2, compared to the case of normal control. Can avoid collisions early.

  On the other hand, as shown by the alternate long and short dash line in FIG. 3 (b), when the other vehicle 2 is in an oversteer state, the possibility that the other vehicle 2 will head in the direction away from the host vehicle 1 is increased. Even if the oversteer state cannot be sufficiently suppressed by the vehicle behavior control of the other vehicle 2, the collision avoidance assistance is not performed because the possibility of coming toward the own vehicle 1 is low. Thereby, unnecessary collision avoidance support can be suppressed. As in the case described above, the collision risk determination may be made insensitive in such a case.

  Although not shown in the figure, when the other vehicle 2 is in a rollover restrained state by vehicle behavior control by inter-vehicle communication, the possibility of the other vehicle 2 rolling over increases when the rollover restraining limit is exceeded. Regardless of the form of road on which the vehicle is traveling, the collision risk determination is made more sensitive and the brake device is prepared for operation. As a result, when the rollover is not sufficiently suppressed by the vehicle behavior control of the other vehicle 2, if the other vehicle 2 enters the field of view L of the object detection sensor 33, the collision can be avoided earlier than in the case of normal control. It can be carried out.

  As described above, the emergency automatic brake control unit 43 acquires information related to the vehicle behavior control of the other vehicle 2 via the inter-vehicle communication, so that the vehicle is on a curved road as shown in FIGS. Before the other vehicle 2 is recognized by the object detection sensor 33, the other vehicle 2 can be detected, and appropriate collision avoidance preparation can be made according to the vehicle behavior control status of the other vehicle 2.

  Thereby, according to the collision avoidance assistance device according to the present embodiment, the traveling state in the other vehicle 2 is more accurately determined and the accuracy of the collision avoidance assistance is improved, thereby improving the acceptability to the driver at an early stage. It is possible to assist avoiding a collision with the other vehicle 2.

  This is the end of the description of the embodiment according to the present invention, but the embodiment is not limited to the above embodiment.

  For example, in the above embodiment, the collision risk degree is set based on the collision margin time, but the setting of the collision risk degree is not limited to this, and may be set based on other factors.

1 own vehicle 2 other vehicle 10 inter-vehicle communication device 11 GPS
DESCRIPTION OF SYMBOLS 12 Vehicle behavior control part 20 Yaw rate sensor 21 Steering angle sensor 22 Load sensor 23 Brake device 30 Inter-vehicle communication device (inter-vehicle communication means)
31 GPS
32 Map database 33 Object detection sensor 40 ECU
41 Other vehicle information analysis unit (Other vehicle information analysis means)
42 Traveling environment detection unit (traveling environment detection means)
43 Emergency automatic brake control unit (automatic brake control means)
50 Warning light 51 Alarm 52 Brake device

Claims (1)

A collision avoidance assisting device for assisting in avoiding a collision with another vehicle existing in front of the host vehicle,
Traveling environment detection means for detecting the traveling environment of the host vehicle;
Vehicle-to-vehicle communication means for communicating with the other vehicle and obtaining information related to vehicle behavior control for stabilizing the position information of the other vehicle and the vehicle behavior executed in the other vehicle;
Other vehicle information analysis means for analyzing the behavior of the other vehicle based on information related to vehicle behavior control of the other vehicle acquired by the inter-vehicle communication means;
Automatic brake control means for automatically controlling the brake of the host vehicle according to the degree of collision risk,
The automatic brake control means detects the other vehicle existing ahead of the own vehicle by the other vehicle information analyzing means with respect to the running environment of the own vehicle detected by the running environment detecting means, and the vehicle of the other vehicle When it is determined that the behavior of the other vehicle is in the control limit state based on the information related to behavior control, the brake is activated,
When the vehicle behavior control is executed in the other vehicle based on the information related to the vehicle behavior control of the other vehicle and the behavior of the other vehicle is stabilized, the collision risk degree is set to the automatic brake. A collision avoidance assistance device that changes to a setting that facilitates automatic control of the brake by the control means.

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