JP2019026056A - Device for controlling vehicle and method for controlling vehicle - Google Patents

Abstract

To provide a device for controlling a vehicle that is novel, improved and capable of reducing damages to an occupant at collision, and to provide a method for controlling a vehicle.SOLUTION: A device 300 for controlling a vehicle includes: a collision avoidance determination part 304 for determining whether collision with an obstacle can be avoided; an occupant protection priority setting part 332 for setting protection priority of an occupant in a cabin; and a vehicle behavior control part 320 for controlling a collision position to an obstacle based on the protection priority when collision with the obstacle cannot be avoided.SELECTED DRAWING: Figure 1

Description

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

  Conventionally, for example, in Patent Document 1 below, it is described that whether or not there is an occupant in each seat of the host vehicle, whether or not there is an occupant within a collision prediction range, and a collision site is determined. Yes.

Japanese Patent Laying-Open No. 2015-205640

  When a vehicle collides with an obstacle or the like, it is assumed that passengers in the vehicle are damaged. The technique described in Patent Document 1 detects whether or not there is an occupant in the collision predicted portion and determines the collision portion. In this method, for example, when the occupant is seated in all seats, It is difficult for the passenger to collide with a position where the passenger is not seated and to minimize the damage to the passenger.

  In addition, for example, attributes such as the physique of the occupant, the seated position, the vehicle posture at the time of the collision, etc. affect the damage at the time of the collision. For this reason, it is difficult to suppress damage even if the collision position is simply determined according to whether or not there is an occupant at the collision predicted portion.

  Accordingly, the present invention has been made in view of the above problems, and an object of the present invention is to provide a new and improved vehicle control apparatus and vehicle that can reduce the damage to passengers during a collision. It is to provide a control method.

  In order to solve the above-described problem, according to an aspect of the present invention, a collision avoidance determination unit that determines whether or not a collision with an obstacle can be avoided, and occupant protection that sets a protection priority of an occupant in the vehicle Provided is a vehicle control device comprising: a priority setting unit; and a vehicle behavior control unit that controls a collision position with the obstacle based on the protection priority when a collision with the obstacle cannot be avoided. The

  The vehicle behavior control unit may control the collision position so that the obstacle collides with an occupant position having a lower protection priority.

  In addition, an occupant sensor that detects the state of an occupant in the vehicle may be provided, and the occupant protection priority setting unit may set the protection priority based on the state of the occupant.

  The occupant protection priority setting unit may set the protection priority based on the occupant's seating position, height, or use of an auxiliary seat.

  Further, the occupant protection priority setting unit may increase the protection priority as the occupant's height is lower.

  The occupant protection priority setting unit may set the protection priority so that the protection priority is higher in the rear row than in the front row.

  In addition, a relative vector calculation unit that calculates a relative vector between the obstacle and the host vehicle is provided, and the collision avoidance determination unit determines whether or not a collision with the obstacle can be avoided based on the relative vector. It may be a thing.

  Further, the relative vector calculation unit may calculate the relative vector based on information obtained from an outside vehicle sensor that detects the obstacle.

  An obstacle determination unit that determines an attribute of the obstacle; and the collision avoidance determination unit determines whether or not a collision with the obstacle can be avoided based on the relative vector and the attribute. There may be.

  The attribute may include a size of the obstacle.

  The collision avoidance determination unit determines whether or not a collision with the obstacle can be avoided by mapping the relative vector, the size of the obstacle, and the size of the host vehicle. Also good.

  The vehicle behavior control unit includes at least an acceleration / deceleration control unit that controls vehicle behavior by acceleration, a steering control unit that controls vehicle behavior by steering, and a torque vectoring control unit that controls vehicle behavior by torque vectoring. Any of them may be included.

  The vehicle behavior control unit is configured to control the collision position based on a difference between an expected collision position with the obstacle obtained based on the relative vector and an ideal collision location based on the protection priority. There may be.

  Further, an occupant injury value estimation unit that estimates an occupant injury value may be provided, and the notification unit may perform the notification when the injury value is equal to or greater than a predetermined threshold value.

In order to solve the above-mentioned problem, according to another aspect of the present invention, a step of determining whether or not a collision with an obstacle can be avoided, a step of setting a protection priority of an occupant in the vehicle, and ,
And a step of controlling a collision position with the obstacle based on the protection priority when a collision with the obstacle cannot be avoided.

  As described above, according to the present invention, it is possible to provide a vehicle control device and a vehicle control method capable of reducing the damage to passengers during a collision.

It is a mimetic diagram showing the composition of the vehicle system concerning one embodiment of the present invention. It is a flowchart which shows the process performed with a control apparatus. It is a schematic diagram for demonstrating the calculation of a relative vector, and the method of the collision avoidance determination based on a relative vector. It is a flowchart which shows the process performed with a control apparatus. It is a schematic diagram which shows the control pattern for changing the direction of a vehicle toward aim. It is a schematic diagram which shows the fundamental view of the vehicle behavior control by a vehicle behavior control part. It is a schematic diagram which shows the example of the concrete control by a vehicle behavior control part. It is a schematic diagram which shows the example of the concrete control by a vehicle behavior control part. It is a schematic diagram which shows the example of the concrete control by a vehicle behavior control part. It is a flowchart which shows the process performed with a control apparatus. It is a schematic diagram which shows the positional relationship of the own vehicle and the vehicle of a collision other party. It is a schematic diagram which shows a seating position. It is a schematic diagram which shows injury value T according to relative angle (theta), offset amount D, relative speed V, and seating position (1)-(5). It is a schematic diagram which shows injury value T according to relative angle (theta), offset amount D, relative speed V, and seating position (1)-(5).

  Exemplary embodiments of the present invention will be described below in detail with reference to the accompanying drawings. In addition, in this specification and drawing, about the component which has the substantially same function structure, duplication description is abbreviate | omitted by attaching | subjecting the same code | symbol.

  FIG. 1 is a schematic diagram showing a configuration of a vehicle system 1000 according to an embodiment of the present invention. A vehicle system 1000 shown in FIG. 1 is mounted on a vehicle such as an automobile. Examples of the vehicle according to the present embodiment include a vehicle using an internal combustion engine as a drive source and a vehicle using a motor as a drive source. In the case of a vehicle using a motor as a drive source, the motor can be provided for each wheel individually. Hereinafter, a vehicle driven by a motor will be described as an example.

  As shown in FIG. 1, the vehicle system 1000 includes an outside sensor 100, a vehicle sensor 102, an occupant sensor 104, an input device 106, a display device 108, a speaker 110, a communication device 112, a database 200, and a control device 300. It is configured. The vehicle system 1000 also includes a friction brake 600 that brakes the vehicle, a motor generator 620 that drives the vehicle and brakes the vehicle by regeneration, and an electric power steering (EPS) 610.

  The vehicle exterior sensor 100 includes a stereo camera, a monocular camera, a millimeter wave radar, an infrared sensor, and the like, and measures the position, speed, and the like of obstacles such as people and vehicles around the host vehicle. When the outside sensor 100 is composed of a stereo camera, the stereo camera is composed of a pair of left and right cameras having imaging elements such as a CCD sensor and a CMOS sensor, and images and captures an external environment outside the vehicle. The image information is sent to the control device 300. As an example, the stereo camera is composed of a color camera capable of acquiring color information, and is installed on an upper part of a vehicle windshield. In FIG. 1, one vehicle exterior sensor 100 is shown, but a plurality of vehicle exterior sensors 100 may be provided. In the case where a plurality of outside sensors 100 are provided, it is desirable to arrange the sensors toward the front, rear, left and right of the vehicle.

  The vehicle sensor 102 includes a GPS, a yaw rate sensor, a vehicle speed sensor, a steering angle sensor, an acceleration sensor, and the like, and detects the state of the host vehicle. The vehicle sensor 102 includes a sensor that detects the state of the host vehicle through vehicle-to-vehicle communication, road-to-vehicle communication, or the like.

  The occupant sensor 104 includes a camera, a pressure sensor, a capacitance sensor, a millimeter wave radar, and the like installed in the vehicle, and detects the seating position and physique of the occupant.

  The input device 106 is composed of a multifunction display or the like provided in the vehicle, and is a device that allows the occupant to manually input occupant priority, physique, and the like. The driver can also input information such as the height of the occupant, whether or not the auxiliary seat is used, and the type of the auxiliary seat from the input device 106.

  The display device 108 includes a multi-function display, a HUD (Head-UP Display), and the like, and transmits various types of information to the occupant. The display device 108 can visually convey information to the driver when prompting the collision avoidance action. The speaker 110 transmits various information to the occupant by voice. The speaker 110 can audibly convey information to the driver when prompting a collision avoidance action.

  The communication device 112 is a device that communicates with the outside wirelessly. The communication device 112 automatically notifies the surroundings of the occurrence of the accident in stages, before, during, and after the collision. In addition, the communication device 112 transmits the degree of injury of the occupant at the time of collision to the emergency. Note that the communication method in the communication device 112 may be any method using telephone, Internet, vehicle-to-vehicle communication, road-to-vehicle communication, and the like, and is not particularly limited.

  The database 200 is a database that stores various types of information. In particular, in the present embodiment, the database 200 stores information for setting the protection priority of passengers in the vehicle. Further, the database 200 stores information related to the degree of injury of the occupant corresponding to the collision state.

  The control device 300 includes a relative vector calculation unit 302 that calculates a relative vector between an obstacle present in the vehicle traveling direction and the host vehicle, a collision avoidance determination unit 304 that determines whether or not a collision with the obstacle can be avoided, An obstacle determination unit 306 that determines attributes such as the size of an object and an obstacle type, a collision point prediction unit 308 that predicts a collision point, a collision time prediction unit 310 that predicts a collision time, and an ideal that determines an ideal collision point A collision location determination unit 312, an acceleration / deceleration control unit 314, a steering control unit 316, a torque vectoring control unit 318, an occupant discrimination unit 330, an occupant protection priority setting unit 332, an occupant injury value estimation unit 333, and an automatic notification unit 334 are provided. Configured. The acceleration / deceleration control unit 314, the steering control unit 316, and the torque vectoring control unit 318 are included in the vehicle behavior control unit 320. Each component of the control device 100 shown in FIG. 1 can be composed of a circuit (hardware) or a central processing unit such as a CPU and a program (software) for causing it to function.

  The relative vector calculation unit 302 calculates a relative vector between the obstacle detected by the vehicle exterior sensor 100 and the host vehicle based on the information sent from the vehicle exterior sensor 100. The collision avoidance determination unit 304 determines whether or not a collision with an obstacle can be avoided based on the relative vector calculated by the relative vector calculation unit 302. More specifically, the relative vector calculation unit 302, for example, for a pair of left and right stereo images obtained by imaging the traveling direction of the host vehicle with a pair of left and right cameras of a stereo camera that configures the vehicle exterior sensor 100, It is possible to generate and acquire distance information from a corresponding position shift amount to an object (such as an obstacle ahead in the traveling direction) by the principle of triangulation. The amount of change in the distance information L and the relative speed V with the obstacle can be calculated using distance information with the obstacle generated by the principle of triangulation. The amount of change in the distance information can be obtained by integrating the inter-vehicle distance L between the frame images detected every unit time. The relative speed V can be obtained by dividing the inter-vehicle distance detected every unit time by the unit time.

  The obstacle determination unit 306 determines attributes such as the size of the obstacle and the type of the obstacle based on the information sent from the outside sensor 100. The collision avoidance determination unit 304 can determine whether or not a collision with an obstacle can be avoided based on the attribute of the obstacle in addition to the relative vector. At this time, the distance information generated by the principle of triangulation is subjected to a well-known grouping process, and the distance information obtained by the grouping process is compared with preset three-dimensional object data. Attributes such as the size and type of objects can be determined. When the collision avoidance determination unit 304 determines that a collision with an obstacle cannot be avoided, the collision point prediction unit 308 predicts a collision point between the host vehicle and the obstacle. When the collision avoidance determining unit 304 determines that a collision with an obstacle cannot be avoided, the collision time predicting unit 310 predicts a time when the host vehicle and the obstacle collide. The ideal collision location determination unit 312 determines an ideal collision location when an obstacle collides with the host vehicle based on the protection priority information stored in the database 200.

  The acceleration / deceleration control unit 314 controls the acceleration / deceleration of the vehicle in order to cause an obstacle to collide with an ideal collision location of the host vehicle. The acceleration / deceleration control unit 314 controls the acceleration / deceleration of the vehicle by controlling the friction brake 600 and the motor generator 620. The steering control unit 316 controls the steering (turning) of the vehicle in order to cause an obstacle to collide with an ideal collision point of the host vehicle. The steering control unit 316 controls the steering of the vehicle by controlling the electric power steering 610. The torque vectoring control unit 318 controls the torque vectoring of the vehicle in order to cause an obstacle to collide with an ideal collision location of the host vehicle. The torque vectoring control unit 318 controls the motor generator 620 to control the torque vectoring by giving a difference between the left and right wheel torques.

  In the vehicle system 1000 of the present embodiment, when collision with an obstacle cannot be avoided, damage to the occupant is suppressed by causing the obstacle to collide with the seating position of the occupant having a low protection priority. For example, if there is a seat where no occupant is seated among a plurality of seats in which the occupant is seated in the vehicle, damage to the occupant can be avoided by causing an obstacle to collide with the seat. In addition, for example, when passengers are seated in all seats, children are more susceptible to damage during collision than adults, so by colliding obstacles with seats where adults are seated, Reduce overall damage.

  FIG. 2 is a flowchart showing processing performed by the control device 300. First, in step S10, the occupant sensor 104 detects an occupant in the vehicle. When the occupant sensor 104 includes a pressure sensor provided in the seat, whether or not the occupant is seated in each seat depends on whether or not a value equal to or greater than a predetermined threshold is detected by the pressure sensor. Detected.

  In the next step S12, the occupant determination unit 330 determines the occupant based on the information obtained from the occupant sensor 104. The occupant determination unit 330 determines, for each seat in the vehicle, the type of auxiliary seat being used, the height of the seated occupant, and the like. When the occupant sensor 104 is configured by a camera, the occupant determination unit 330 compares the template image acquired in advance with the image information obtained from the occupant sensor 104 to determine whether the occupant is seated in each seat. It is possible to determine the type of auxiliary seat being used, the height of the passenger, and the like. The occupant discrimination can also be performed based on information input from the input device 106 when the driver gets on the vehicle.

  In the next step S14, the occupant protection priority setting unit 332 sets the occupant protection priority based on the determination result of the occupant determined in step S12. When the processing of steps S10 to S14 in FIG. 2 is completed, as shown in the following table, data indicating presence / absence of occupants in each seat, occupant attributes, protection priority, and the like is created (step S15).

  The data shown in the above table is created based on information related to passenger protection priority stored in the database 200. As shown in Example 1 and Example 2 in the table, for each of the seating positions in the vehicle (front right, front left, rear right, rear left, rear center), whether a passenger is seated, whether an auxiliary seat is used, The occupant protection priority is set based on the height of the occupant. The passenger protection priority is “1” being the highest and “9” being the lowest.

The rules for setting occupant protection priority are as follows.
1. For seats without seating, the passenger protection priority is set to "9" (minimum value) (except when the seating position is at the rear center).
2. Set so that the passenger protection priority at the use point of the auxiliary seat is higher (consider the use of auxiliary seats such as child seats).
2-1. When using multiple auxiliary seats (1) Set the priority in the order of auxiliary seat types, such as lying down, back, front, etc. (2) If the seat type is the same, set the passenger protection priority by giving priority to the shorter height (3 ) If the same seat type and the same height or height are unknown, set the passenger protection priority with priority on the opposite side of the driver seat and the rear seat side. Seats that do not use auxiliary seats are set such that the lower the height, the higher the passenger protection priority.
4). If the height is the same, the occupant protection priority on the opposite side of the driver seat or on the rear seat side is set higher.

  Example 1 in the above table shows a case where no auxiliary seat is used. In Example 1, since no occupant is seated in the rear left seat, the occupant protection priority of the rear left seat is “9”, and the occupant protection priority is the lowest. Further, since a passenger with a height of 150 cm is seated in the front left seat, the passenger priority of the front left seat is “1”, and the passenger protection priority is the highest.

  Example 2 in the above table shows a case where auxiliary seats are used in some seats. Also in Example 2, since no occupant is seated in the rear center seat, the occupant protection priority is “9”, and the occupant protection priority is the lowest. In addition, auxiliary seats are used for the rear right and rear left seats, and the protection priority is high for both “1” and “2”. For the rear right and rear left seats, the protection priority is further set according to the type of auxiliary seat (side down, front) and the height of the occupant. In this example, since the height of the rear right occupant is unknown, the occupant protection priority is set to “1”, and the occupant protection priority is the highest.

  As described above, the occupant protection priority is set according to whether the occupant is seated, the height of the occupant, whether the auxiliary seat is used, and the position of the seat. The passenger protection priority may be input from the input device 112 when the driver gets on the vehicle. For example, if four passengers are seated on the left and right of the front seat and the left and right of the rear seat, the rear seat left is given first priority, the rear seat right is given second priority, the front seat left is given third priority, and the front seat right is given. The fourth priority may be set, and the occupant protection priority may be set manually for the occupant of each seat.

  Next, in step S16 of FIG. 2, the driver starts driving the vehicle. In the next step S18, the vehicle outside sensor 100 starts monitoring vehicles around the host vehicle.

  In the next step S20 to step S24, it is determined whether or not a collision with an obstacle can be avoided. First, in step S20, the vehicle exterior sensor 100 detects an obstacle around the host vehicle. In the next step S22, the relative vector calculation unit 302 calculates a relative vector between the obstacle and the host vehicle. In the next step S24, the collision avoidance determination unit 304 determines whether or not a collision with an obstacle can be avoided based on the relative vector calculated in step S22.

  FIG. 3 is a schematic diagram for explaining a method of calculating a relative vector and a collision avoidance determination based on the relative vector. In FIG. 3, it is assumed that the host vehicle is located at the origin O. Although the relative position of the obstacle with respect to the host vehicle is indicated by circles 500 and 502 and circles 510 and 512, the position of each circle may be the tip of the obstacle 500 on the host vehicle side. The position of each circle may be a specific location of the obstacle 500 extracted based on the attribute estimation result of the obstacle 500.

FIG. 3 shows a case where an obstacle approaches from the front right of the host vehicle (case 1; circles 500 and 502) and a case where an obstacle approaches from the left front of the host vehicle (case 2; circles 510 and 512). ing. In case 1, the coordinates of the circle mark 500 at time T1 are (X _T1 , Y _T1 ), and the coordinates of the circle mark 502 at time T2 after time T1 are (X _T2 , Y _T2 ). In case 2, the coordinates of the circle mark 500 at time T1 are (X _T1 , Y _T1 ), and the coordinates of the circle mark 502 at time T2 after the time T1 are (X _T2 , Y _T2 ).

In FIG. 3, a vector indicated by a solid line indicates a relative vector V _xy measured between time T1 and time T2 by measurement by the outside sensor 100, and a vector indicated by a broken line is a relative vector predicted after time T2. V _xy is shown. As a result of predicting the relative vector indicated by the broken line in each of Case 1 and Case 2, the coordinates of the circle 504 at time T3 after time T2 are (X _T3 , Y _T3 ).

  Fan-shaped regions 520 and 522 indicate ranges in which the relative vector changes due to acceleration / deceleration, steering, torque vectoring, and the like of the host vehicle. Regions 530 and 532 indicate a range in which the outline of the host vehicle can be reached after a predetermined time has elapsed, and a region 532 indicates a range in which the contour of the host vehicle can be reached at time T3.

  At time T3, in case 1, there is a region that does not overlap the region 520 and the region 532, and there is a range where collision can be avoided (collision avoidable range). On the other hand, in case 2, the region 522 and the region 532 all overlap, and there is no range where collision can be avoided. Therefore, it can be determined whether or not a collision can be avoided based on the relative vector predicted between time T2 and time T3.

When the obstacle enters the range of the radius Rm shown in FIG. 3, measurement of the position of the obstacle is started, and the size and shape of the obstacle are estimated from information obtained from the outside sensor 100. Furthermore, the relative coordinates of the obstacle with respect to the host vehicle at time Tn are measured, the relative vector between the object and the host vehicle is calculated, and the relative coordinates at time Tn + 1 are predicted to determine whether collision avoidance or collision avoidance is possible. . As described above, the predicted value of the relative coordinates at time T3 is (X _T3 , Y _T3 ).

Specifically, when an obstacle enters an arc having a radius Rm, the size and shape of the obstacle are estimated using the outside sensor 100, and relative coordinates (X _Tn , Y _Tn ) with the own vehicle are set to Tn. −1 is obtained from −1, and the relative velocity vector V _xy = (v _x , v _y ) is calculated from the equations (1) and (2).

Then, using the calculated relative velocity vector, the relative coordinates (X _{Tn + 1} , Y _{Tn + 1} ) after T _{n + 1} are predicted from the following equations (3) and (4). The collision avoidance determination is performed from the size and shape of the obstacle and the predicted relative coordinates (X _{Tn + 1} , Y _{Tn + 1} ). Whether or not a collision with an obstacle can be avoided can be determined by performing the mapping shown in FIG. 3 from the size, shape, and relative velocity vector of the obstacle. Note that (v _x ^self , v _y ^self ) represents the speed vector of the host vehicle. The speed vector of the host vehicle is obtained from the speed of the host vehicle and the turning amount.

  For example, when the obstacle is a truck, since the obstacle is large and the shape is long, the size and shape are given priority over the relative vector, and the range in which collision cannot be avoided becomes large. In such a case, it is possible to determine whether or not a collision can be avoided by enlarging the size of the circle in FIG. 3 in accordance with the size of the obstacle. When the obstacle is a vehicle having the same size as the own vehicle, the size of the relative vector is prioritized over the size and shape, and the range in which the collision cannot be avoided varies.

The range of the radius Rm can be arbitrary. The calculation is started when the nearest part of the obstacle to the own vehicle enters the radius Rm. The time T _n can be calculated from the following equation (5).
T _n = T _n-1 + ΔT (5)
ΔT represents a sampling period, and n represents the number of steps.

  As described above, the range where collision can be avoided and the range where collision cannot be avoided can be determined by mapping from the relative speed. Therefore, in step S24 of FIG. 2, it is determined that the collision can be avoided if the collision avoidable range exists, and it is determined that the collision cannot be avoided if the collision avoidable range does not exist.

  If it is determined in step S24 that the collision cannot be avoided, the process proceeds to step S26. In step S26, collision conditions (vehicle attitude, speed, position, etc.) are calculated. On the other hand, if it is determined in step S24 that the collision can be avoided, the process proceeds to step S28. In step S28, an avoidance action for avoiding a collision is prompted. When the process proceeds to step S28, the automatic avoidance operation may be performed by automatically adjusting the steering, the vehicle speed, or the like.

  After step S26, the process proceeds to step S30 in FIG. In step S30, with reference to the data created in step S15 (data shown in the above table), it is determined whether or not there is a seating position with a priority “9”. If there is no seating position with the priority “9”, the process proceeds to step S32. On the other hand, if there is a seating position with a priority of “9”, the process proceeds to step S33.

  When the process proceeds to step S32, vehicle attitude control is performed according to the occupant protection priority in steps S32 to S34. First, in step S32, the data generated in step S15 is referred to, and an optimal vehicle posture at the time of collision is determined based on the occupant protection priority. That is, in step S32, based on the occupant protection priority, the position with the lowest occupant protection priority is determined as the ideal collision location. After step S32, the process proceeds to step S34.

  When the process proceeds to step S33, the seating position with the priority “9” is determined as the ideal collision location. After step S33, the process proceeds to step S34.

  In step S34, control of the vehicle posture is started so that the vehicle collides with the ideal collision point determined in steps S32 and S33. In step S34, the behavior of the vehicle is controlled using at least one of acceleration / deceleration, steering, and torque vectoring, and an obstacle is caused to collide with the ideal collision location determined in steps S32 and S33. These processes are performed by the vehicle behavior control unit 320 (acceleration / deceleration control unit 314, steering control unit 316, torque vectoring control unit 318).

  The vehicle behavior control unit 320 performs control when the collision avoidance determination unit 304 determines that a collision with an obstacle cannot be avoided. In the control, at least one of torque vectoring that causes acceleration / deceleration, steering, and rotation difference between the left and right wheels is sequentially or simultaneously controlled. The control performed here is a control for causing the vehicle to collide with the most ideal collision point for the host vehicle. Based on acceleration / deceleration and steering, and using torque vectoring together, the control is performed behind the host vehicle. Even if it collides with an obstacle, it can be set as the collision location.

  FIG. 5 is a schematic diagram showing a control pattern for changing the direction of the vehicle toward the aim. The control pattern shown in FIG. 5 can be stored in the database 200 in advance. Alternatively, the control device 300 may calculate a control pattern as shown in FIG. 5 from the vehicle motion each time.

  In FIG. 5, the center row shows a front collision (front collision) that collides with an obstacle from the front, and a rear collision (rear collision) that collides with the obstacle from the rear. In the right column, from right to left, right offset collision (right offset), right diagonal front collision (right diagonal collision), right side collision (right collision), right diagonal rear collision (right diagonal rear collision), right A rear collision (right rear collision) is shown. In the left column, from left to right, left offset collision (left offset), left diagonal front collision (left diagonal collision), left side collision (left side collision), left diagonal rear collision (left diagonal rear collision), left A rear collision (left rear collision) is shown.

  For example, in order to control from a right offset collision to a right side collision, it can be reached in three steps indicated by arrows A1, A2, and A3 in the right column of FIG. 5, and each control of left steering, deceleration, and torque vectoring is possible. I do. The vehicle behavior control unit 320 can perform a right side collision while avoiding a right offset collision by sequentially or simultaneously performing these controls.

  FIG. 6 is a schematic diagram illustrating an example of vehicle behavior control by the vehicle behavior control unit 320. As described with reference to FIG. 3, when the relative vector between the host vehicle A and the obstacle vehicle B is obtained, the collision position P <b> 1 between the host vehicle A and the vehicle B can be specified.

  When the obtained collision position P1 is a location with a high occupant protection priority, an ideal collision location is determined so as to collide with a location with a lower occupant protection priority, and the vehicle behavior is controlled. For example, when turning and controlling the collision position to P2, the yaw angle is generated by the angle θ between the original collision position P1 and the ideal collision location P2 so as to collide with a location with a lower occupant protection priority. If the steering is controlled as described above, it is possible to cause the vehicle to collide with a position having a higher score.

  7 to 9 are schematic diagrams illustrating examples of specific control by the vehicle behavior control unit 320. FIG. 7 shows a case where the host vehicle A and the vehicle B as an obstacle face each other and approach each other. When the time elapses from state S100 and becomes state S102, the distance between host vehicle A and vehicle B is closer. If collision avoidance is difficult at the time of state S102, the state transitions to state S104, and the vehicle behavior control unit 320 performs control so that damage to the passenger is minimized.

  In the state S104, only the acceleration / deceleration (case 1), only the steering (case 2), acceleration / deceleration and steering (case 3), acceleration / deceleration, steering, and torque vectoring (case) are controlled by the vehicle behavior control unit 320. 4).

  In case 1, the host vehicle A decreases the relative speed with the vehicle B, and the front part of the host vehicle A collides with the vehicle B. For this reason, the own vehicle A collides with the vehicle B at the collision position (2) and the collision position (3) shown in FIG. In Case 2, the host vehicle A collides with the vehicle B from the diagonally right front while maintaining the relative speed with the vehicle B. For this reason, the own vehicle A collides with the vehicle B at the collision position (3).

  In case 3, the own vehicle A reduces the relative speed with the vehicle B, and collides with the vehicle B from diagonally right front. For this reason, the own vehicle A collides with the vehicle B at either the collision position (3) or the collision position (4). In case 4, the host vehicle A decreases the relative speed with the vehicle B and collides with the vehicle B from the side. For this reason, the own vehicle A collides with the vehicle B at the collision position (5). In particular, according to the case 4, the right rear side of the host vehicle A can collide with the vehicle B. On the other hand, when control by this embodiment is not performed, it changes from state S102 to state S106, and the own vehicle A collides with the vehicle B from the front.

  FIG. 8 shows a case where the traveling direction of the own vehicle A and the vehicle B which is an obstacle are orthogonal. When the time elapses from the state S110 and becomes the state S112, the distance between the host vehicle A and the vehicle B becomes closer. If collision avoidance is difficult at the time of state S112, the state transitions to state S114, and the vehicle behavior control unit 320 performs control so that damage to the passenger is minimized.

  In state S114, acceleration / deceleration only (case 1), steering only (case 2), acceleration / deceleration and steering (case 3), acceleration / deceleration, steering, and torque vectoring (case) are controlled by the vehicle behavior control unit 320. 4).

  In case 1, the host vehicle A decreases the relative speed with the vehicle B, and the front part of the host vehicle A collides with the vehicle B. For this reason, the own vehicle A collides with the vehicle B at the collision position (2) and the collision position (3). In Case 2, the host vehicle A collides with the vehicle B from the diagonally right side while maintaining the relative speed with the vehicle B. For this reason, the own vehicle A collides with the vehicle B at the collision position (3) and the collision position (4).

  In case 3, the own vehicle A reduces the relative speed with the vehicle B and collides with the vehicle B from the diagonally right side. For this reason, the own vehicle A collides with the vehicle B at the collision position (2) and the collision position (3). In case 4, the host vehicle A decreases the relative speed with the vehicle B and collides with the vehicle B from the side. For this reason, the own vehicle A collides with the vehicle B at the collision position (5).

  Also in the case of FIG. 8, according to the case 4, the right rear side of the host vehicle A can collide with the vehicle B. On the other hand, when control by this embodiment is not performed, it changes from state S112 to state S116, and the own vehicle A collides with the vehicle B from the front.

  FIG. 9 shows a case where the host vehicle A is turning right toward the vehicle B which is an obstacle. When the time elapses from state S120 and becomes state S122, the distance between host vehicle A and vehicle B is closer. If collision avoidance is difficult at the time of state S122, the state transitions to state S124, and the vehicle behavior control unit 320 performs control so that damage to the passenger is minimized.

  In the state S124, acceleration / deceleration only (case 1), steering only (case 2), acceleration / deceleration and steering (case 3), acceleration / deceleration, steering, and torque vectoring (case) are controlled by the vehicle behavior control unit 320. 4).

  In case 1, the own vehicle A decreases the relative speed with the vehicle B, and the own vehicle A continues to turn right, so that the own vehicle A collides with the vehicle B from the front. For this reason, the own vehicle A collides with the vehicle B at the collision position (2) and the collision position (1). In Case 2, the own vehicle A collides with the vehicle B from the diagonally left side by making a right turn from the case 1 while maintaining the relative speed with the vehicle B. For this reason, the own vehicle A collides with the vehicle B at the collision position (1) and the collision position (8).

  In case 3, the host vehicle A reduces the relative speed with the vehicle B, and turns to the right as compared with the case 1, so that the left rear of the host vehicle A collides with the vehicle B. For this reason, the own vehicle A collides with the vehicle B at the collision position (8) and the collision position (7). In case 4, the host vehicle A decreases its relative speed with respect to the vehicle B and turns to the right than the cases 2 and 3 due to torque vectoring, and therefore collides with the vehicle B from behind. For this reason, the own vehicle A collides with the vehicle B at the collision position (7).

  Also in the case of FIG. 9, according to the case 4, the rear of the host vehicle A can collide with the vehicle B. On the other hand, when control by this embodiment is not performed, it changes from state S122 to state S126, and the own vehicle A collides with the vehicle B from the front.

  Next, the automatic notification logic according to the present embodiment will be described. When it is determined in step S24 in FIG. 2 that collision cannot be avoided, in step S27, that fact is automatically notified to an emergency or the like. Further, when the optimum vehicle posture at the time of collision is determined in step S32 in FIG. 4, automatic notification logic is performed in steps S36 and S38. In step S36, the injury value of the occupant is estimated based on the vehicle posture at the time of the collision. The injury value is estimated by the occupant injury value estimation unit 333. In the next step S38, it is determined whether or not the injury value calculated in step S36 is equal to or greater than a predetermined threshold value T1, and if the injury value is equal to or greater than the predetermined threshold value T1, an automatic notification is made to the emergency ( Step S40). On the other hand, if the injury value is less than the predetermined threshold value T1, the automatic notification in step S40 is not performed. Since the automatic notification logic of steps S36 to S40 is performed before the collision of the vehicle, the first action of emergency can be performed at an earlier stage.

  In step S34, control for causing an obstacle to collide with an ideal collision location is performed, and automatic notification logic is executed even when the vehicle actually collides. First, in step S42, vehicle collision is determined. In the next step S44, if the vehicle collides, the process proceeds to step S46, and the injury value is estimated from the actual collision condition. On the other hand, if the vehicle has not collided, the collision determination in step S42 is continued.

  After step S46, the process proceeds to step S48 to determine whether to stop the vehicle. In the next step S50, if the vehicle stops, the process proceeds to step S52 in FIG. On the other hand, if the vehicle is not stopped, the process returns to step S46, and the subsequent processing is performed again.

  In step S52, the emergency is automatically notified and the collision status is updated. In the next step S54, failure determination of each system of the vehicle is performed. In the next step S56, the state of the occupant is estimated. In the next step S58, further automatic notification to emergency is performed and the state of the occupant is updated. After step S58, the process ends (END).

  In the vehicle control in step S34, the vehicle posture is controlled so that the injury value of all the occupants does not exceed a predetermined threshold value T2. In other words, it prevents all crew members from taking fatal damage. Among them, when there are a plurality of options for the vehicle posture, the vehicle posture is determined such that the injury value decreases in descending order of protection priority. Further, when it is inevitable that the injury value of at least one occupant exceeds the predetermined threshold T2, the vehicle posture is determined such that the injury value of the seat having the highest protection priority is the lowest.

  Below, based on FIGS. 11-14, estimation of the passenger | crew's injury value by the passenger | crew injury value estimation part 333 is demonstrated in detail. FIG. 11 is a schematic diagram showing the positional relationship between the host vehicle and the collision partner vehicle. In FIG. 11, the relative angle θ is an angle formed by the traveling direction of the opponent vehicle with respect to the traveling direction of the host vehicle. The relative angle θ is an angle of 0 to 360 ° counterclockwise.

  Further, the offset amount D shown in FIG. 11 indicates the distance between the center position of the host vehicle and a straight line L indicating the traveling direction of the opponent vehicle. The offset amount D may be a perpendicular distance in the traveling direction between the center position of the host vehicle and the nearest point of the opponent vehicle.

  FIG. 12 is a schematic diagram showing the seating position of the host vehicle. (1) is front row right (driver's seat), (2) is front row left (passenger seat), (3) is back row right, (4) is back row left, and (5) is back row center.

  The speed of the host vehicle is V1, the speed of the opponent vehicle is V2, and the relative speed V is V1-V2. If the relative speed V is a positive value, the own vehicle collides with the opponent vehicle, and if the relative speed V is a negative value, the own vehicle collides with the opponent vehicle.

  FIGS. 13 and 14 are schematic diagrams showing injury values T according to the relative angle θ, the offset amount D, the relative speed V, and the seating positions (1) to (5). The injury value T is set according to the height of the occupant. T (180) is the injury value when the height is 180 cm, T (170) is the injury value when the height is 170 cm, and T (160) is the height. Injury value when T is 150 cm, T (150) is injury value when height is 150 cm, T (140) is injury value when height is 140 cm, T (130) is injury value when height is 130 cm, T (100) corresponds to the injury value when the height is 100 cm, and T (90) corresponds to the injury value when the height is 90 cm.

  For example, in FIG. 14, when the relative angle θ is 300 °, the offset amount D is 400 mm, the relative speed V is −64 km / h, the sitting position is the passenger seat (2), and the height of the occupant is 140 cm, the injury value T is “ 12 ″ (the location with dots in FIG. 14).

  Therefore, in step S36, step S46 of FIG. 4, and step S56 of FIG. 10, the injury value of the occupant can be estimated based on FIGS.

  The preferred embodiments of the present invention have been described in detail above with reference to the accompanying drawings, but the present invention is not limited to such examples. It is obvious that a person having ordinary knowledge in the technical field to which the present invention pertains can come up with various changes or modifications within the scope of the technical idea described in the claims. Of course, it is understood that these also belong to the technical scope of the present invention.

DESCRIPTION OF SYMBOLS 100 Outside sensor 200 Database 300 Control apparatus 302 Relative vector calculation part 304 Collision avoidance determination part 306 Obstacle determination part 314 Acceleration / deceleration control part 316 Steering control part 318 Torque vectoring control part 320 Vehicle behavior control part 332 Crew protection priority setting part 333 Crew injury value estimation unit 334 Automatic notification unit

Claims (16)

A collision avoidance determination unit that determines whether or not a collision with an obstacle can be avoided;
An occupant protection priority setting unit for setting the protection priority of occupants in the vehicle;
A vehicle behavior control unit that controls a collision position with the obstacle based on the protection priority when a collision with the obstacle cannot be avoided;
A vehicle control device comprising:   The vehicle control device according to claim 1, wherein the vehicle behavior control unit controls the collision position so that the obstacle collides with a position of an occupant having a lower protection priority. Equipped with an occupant sensor that detects the state of the occupant in the vehicle,
3. The vehicle control device according to claim 1, wherein the occupant protection priority setting unit sets the protection priority based on the state of the occupant.   The vehicle control device according to claim 3, wherein the occupant protection priority setting unit sets the protection priority based on a occupant's seating position, height, or use of an auxiliary seat.   5. The vehicle control device according to claim 4, wherein the occupant protection priority setting unit increases the protection priority as the height of the occupant is lower.   5. The vehicle according to claim 4, wherein the occupant protection priority setting unit sets the protection priority so that the occupant's seating position is higher in the rear row than in the front row. Control device. A relative vector calculation unit for calculating a relative vector between the obstacle and the host vehicle;
The said collision avoidance determination part determines whether the collision with the said obstacle can be avoided based on the said relative vector, The control apparatus of the vehicle in any one of Claims 1-6 characterized by the above-mentioned.   The vehicle control device according to claim 7, wherein the relative vector calculation unit calculates the relative vector based on information obtained from an outside sensor that detects the obstacle. An obstacle determination unit for determining an attribute of the obstacle;
The vehicle control device according to claim 7 or 8, wherein the collision avoidance determination unit determines whether or not a collision with the obstacle can be avoided based on the relative vector and the attribute.   The vehicle control device according to claim 9, wherein the attribute includes a size of the obstacle.   The collision avoidance determination unit determines whether or not a collision with the obstacle can be avoided by mapping the relative vector, the size of the obstacle, and the size of the host vehicle. The vehicle control device according to claim 10.   The vehicle behavior control unit is at least one of an acceleration / deceleration control unit that controls vehicle behavior by acceleration / deceleration, a steering control unit that controls vehicle behavior by steering, and a torque vectoring control unit that controls vehicle behavior by torque vectoring The vehicle control device according to claim 1, comprising:   The vehicle behavior control unit controls the collision position based on a difference between an expected collision position with the obstacle obtained based on the relative vector and an ideal collision location based on the protection priority. The vehicle control device according to claim 7 or 8.   The vehicle according to any one of claims 1 to 13, further comprising a reporting unit that reports to the outside of the vehicle when a collision avoidance determination unit determines that a collision with the obstacle cannot be avoided. Control device.   The vehicle according to claim 14, further comprising an occupant injury value estimation unit configured to estimate an occupant injury value, wherein the notification unit performs the notification when the injury value is equal to or greater than a predetermined threshold value. Control device. Determining whether a collision with an obstacle can be avoided;
Setting protection priorities for passengers in the vehicle;
Controlling a collision position with an obstacle based on the protection priority when a collision with an obstacle cannot be avoided; and
A vehicle control method comprising: