JP2019066919A - Vehicle control device and vehicle control method - Google Patents

Abstract

To suppress occurrence of a secondary disaster by allowing a vehicle to travel on the optimum route when a first collision has occurred.SOLUTION: A vehicle control device 300 includes: a fault diagnosis section 336 for performing fault diagnosis of a vehicle when a first collision occurs; and a second route determination section 331 for determining a vehicle route after the first collision on the basis of a result of fault diagnosis. By the configuration, when the first collision occurs, a vehicle is allowed to travel on the optimum route in accordance with a fault, so that occurrence of a secondary disaster can be suppressed.SELECTED DRAWING: Figure 1

Description

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

  Conventionally, for example, Patent Document 1 below relates to a collision control device for automatically braking a vehicle at the time of a collision, and performs stability control of the vehicle at an early stage by performing behavior stability control according to the behavior of the vehicle after a rear collision. The technology that assumes securing is described.

JP, 2002-316629, A

  When the vehicle first collides with an obstacle (primary collision), the vehicle is still moving after the occurrence of the primary collision, so that the vehicle may collide with other vehicles, buildings, pedestrians, and the like. However, in the technology described in the above-mentioned patent documents, it is not assumed to control the vehicle in consideration of these obstacles, and therefore the damage from the secondary collision may be expanded.

  Further, when the vehicle is damaged due to the primary collision, the directions in which the vehicle can travel may be different depending on the failure location, such as a brake, a steering system, or a motor for driving the vehicle. The technology described in Patent Document 1 does not take into consideration that the driving performance is restricted due to a failure, and therefore the damage from the secondary disaster may be expanded.

  Therefore, the present invention has been made in view of the above problems, and an object of the present invention is to generate a secondary disaster by causing a vehicle to travel along an optimal route when a primary collision occurs. It is an object of the present invention to provide a new and improved vehicle control device and vehicle control method capable of suppressing the

  To solve the above problems, according to one aspect of the present invention, when a primary collision occurs, a failure diagnosis unit that performs failure diagnosis of the vehicle, and a vehicle after the primary collision based on the result of the failure diagnosis. There is provided a control device of a vehicle, comprising: a vehicle route determination unit that determines a route.

  The vehicle route determination unit may determine the vehicle route based on information in which a relationship between a failure point of the vehicle and a traveling direction of the vehicle is linked.

  Further, the information may define the relationship between a plurality of different failure points and the possibility of forward and leftward movement of the vehicle.

  Further, the information may define an area in which the vehicle can travel according to a failure point with respect to a plurality of areas obtained by dividing a space outside the vehicle.

  The failure location may include at least one of a brake, a steering system, and a drive source for driving the vehicle.

  Further, in order to solve the above-mentioned problems, according to another aspect of the present invention, when a primary collision occurs, a step of diagnosing a failure of the vehicle and a result after the primary collision based on the result of the failure diagnosis. Determining a vehicle route. A control method of a vehicle is provided.

  As described above, according to the present invention, when a primary collision occurs, it is possible to suppress the occurrence of a secondary disaster by causing the vehicle to travel along an optimal route.

FIG. 1 is a schematic view showing a configuration of a vehicle system according to an embodiment of the present invention. It is a flowchart which shows the process performed by a control apparatus. It is a schematic diagram for demonstrating calculation of relative vector, and the method of collision avoidance determination based on relative vector. It is a flowchart which shows the process of the path | route judgment by the priority of the obstruction in step S20. It is a schematic diagram which shows the state which divided the area ahead of a vehicle into arbitrary numbers by step S32. It is a figure which shows typically a mode that a priority is calculated by step S34. It is a schematic diagram which shows an example (Example 1-Example 3) of the created map. It is a schematic diagram which shows the area | region which a vehicle can advance according to the kind of marker. It is a flowchart which shows the process of the path | route judgment by the failure judgment in FIG.2 S22. FIG. 10 is a schematic view showing an area in which the vehicle can travel when the failure place is specified in step S44 of FIG. 9; It is a schematic diagram which shows a failure part and the pattern which can be drive | worked. It is a schematic diagram which shows the state which classified the area divided by step S42 into the run possible area 410 and the run impossible area 412 about each of pattern (1)-(4), and created the map of step S46. It is a flowchart which shows the process of step S24. It is a schematic diagram which shows the process of step S50 of FIG. It is a schematic diagram which shows the process of step S50 of FIG. It is a schematic diagram which shows the process of step S50 of FIG. 15 is a schematic view showing a method of calculating a center of gravity when the safety areas are areas c, h, l, m, n and o shown in FIG. It is a schematic diagram which shows the state which calculated | required the gravity center point O from each safe area of FIGS. 14-16.

  The present invention will now be described more fully with reference to the accompanying drawings, in which exemplary embodiments of the invention are shown. In the present specification and the drawings, components having substantially the same functional configuration will be assigned the same reference numerals and redundant description will be omitted.

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

  As shown in FIG. 1, the vehicle system 1000 includes an external 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. Vehicle system 1000 further includes a friction brake 600 for braking the vehicle, a motor generator 620 for driving the vehicle and braking the vehicle by regeneration, and an electric power steering (EPS) 610.

  The external 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 an obstacle such as a person or a vehicle around the host vehicle. When the out-of-vehicle sensor 100 is configured of a stereo camera, the stereo camera is configured to have a pair of left and right cameras having imaging elements such as a CCD sensor, a CMOS sensor, etc. The image information is sent to the control device 300. As an example, a stereo camera is comprised from a color camera which can acquire color information, and is installed in the upper part of the windshield of vehicles. Although one out-of-vehicle sensor 100 is shown in FIG. 1, a plurality of out-of-vehicle sensors 100 may be provided. In the case where a plurality of outside sensors 100 are provided, it is desirable that the sensors be disposed 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. Vehicle sensor 102 includes what detects the state of self-vehicles by communication between vehicles, road-vehicle communication, etc.

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

  The input device 106 is configured from a multi-function display or the like provided in the vehicle, and is a device that allows the occupant to manually input the occupant's priority, physique, and the like. The driver can input information such as the height of the occupant, use / nonuse of the auxiliary seat, and the type 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 information to the occupant. The display device 108 can visually convey information to the driver when prompting for a collision avoidance action. The speaker 110 transmits various information to the occupant by voice. The speaker 110 can aurally convey information to the driver when prompting for a collision avoidance action.

  The communication device 112 is a device that communicates with the outside wirelessly. The communication method in the communication device 112 may be any method such as telephone, Internet, inter-vehicle communication, road-vehicle communication, and any other method, and is not particularly limited.

  The database 200 is a database storing various information. In particular, in the present embodiment, the database 200 stores information for performing path determination based on the priority of obstacles and path determination based on failure determination.

  The control device 300 calculates a relative vector of a relative vector between an obstacle present in the traveling direction of the vehicle and the host vehicle, a collision avoidance determination unit 304 which determines whether a collision with the obstacle can be avoided, a fault Obstacle determination unit 306 that determines attributes such as object size and obstacle type, collision point prediction unit 308 that predicts a collision point, collision time prediction unit 310 that predicts a collision time, acceleration / deceleration control unit 314, steering The control unit 316, the torque vectoring control unit 318, the first route determination unit 330, the second route determination unit 331, the track direction determination unit 332, and the failure diagnosis unit 336 are 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 illustrated in FIG. 1 can be configured from a circuit (hardware) or a central processing unit such as a CPU and a program (software) for causing the central processing unit to function.

  The relative vector calculation unit 302 calculates the relative vector between the obstacle detected by the outboard sensor 100 and the vehicle based on the information sent from the outboard sensor 100. The collision avoidance determination unit 304 determines, based on the relative vector calculated by the relative vector calculation unit 302, whether the collision with the obstacle can be avoided. More specifically, relative vector calculation unit 302, for example, with respect to a pair of left and right stereo images obtained by capturing the traveling direction of the host vehicle with a pair of left and right cameras of a stereo camera constituting outside sensor 100, It is possible to generate and acquire distance information to an object (such as an obstacle ahead in the traveling direction) from the corresponding positional deviation amount according to the principle of triangulation. Then, the amount of change in the distance information L and the relative velocity V with the obstacle can be calculated using the distance information with the obstacle generated according to the principle of triangulation. The amount of change in the distance information can be obtained by integrating the inter-vehicle distance L between frame images detected every unit time. Further, the relative velocity V can be obtained by dividing the inter-vehicle distance detected for each unit time by the unit time.

  The obstacle determination unit 306 determines attributes such as the size of the obstacle and the type of obstacle based on the information sent from the external sensor 100. The collision avoidance determination unit 304 can determine whether 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 known grouping process is performed on the distance information generated according to the principle of triangulation, and the distance information subjected to the grouping process is compared with three-dimensional three-dimensional object data etc. Attributes such as size and type of objects can be determined. When the collision avoidance determination unit 304 determines that the collision with the obstacle can not be avoided, the collision point prediction unit 308 predicts a collision point between the host vehicle and the obstacle. When the collision avoidance determination unit 304 determines that the collision with the obstacle can not be avoided, the collision time prediction unit 310 predicts the time when the own vehicle and the obstacle collide.

  The acceleration / deceleration control unit 314 controls the acceleration / deceleration of the vehicle. The acceleration / deceleration control unit 314 controls acceleration / deceleration of the vehicle by controlling the friction brake 600 and the motor generator 620. The steering control unit 316 controls steering (steering) of the 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 torque vectoring of the vehicle. The torque vectoring control unit 318 controls the motor generator 620 to control the torque vectoring by giving a difference between the torques of the left and right wheels.

  In the vehicle system 1000 of the present embodiment, after the primary collision occurs, the traveling direction of the vehicle is optimally adjusted to prevent the secondary disaster and to minimize the damage. A collision is predicted from the information of the external sensor 104, and if it is determined that the primary collision is unavoidable, the vehicle attitude is changed to increase the possibility of evacuating to the escape zone without causing a secondary collision.

  Specifically, after the primary collision, the route judgment based on the priority of the obstacle outside the vehicle and the route judgment according to the failure of the vehicle are performed. By running the vehicle on the optimal route after the primary collision, secondary disasters can be minimized. Further, by combining the two route judgments, it is possible to drive the vehicle along a more optimal route.

  FIG. 2 is a flowchart showing processing performed by the control device 300. First, at step S10, driving of the vehicle is started. In the next step S12, the outside of the vehicle is monitored by the outside sensor 104. In the next step S14, the out-of-vehicle sensor 104 detects an obstacle, and in the next step S16, it is determined whether or not a collision occurs.

  More specifically, in step S16, the relative vector calculation unit 302 calculates the relative vector between the obstacle and the host vehicle, and the collision avoidance determination unit 304 can avoid the collision with the obstacle based on the relative vector. Determine if

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

In FIG. 3, the case where the obstacle approaches from the right front of the vehicle (case 1; circle marks 500, 502) and the case where the obstacle approaches from the left front of the vehicle (case 2; circle marks 510, 512) is shown. ing. In Case 1, the coordinates of the circle 500 at time T1 are (X _T1 , Y _T1 ), and the coordinates of circle 502 at time T2 after time T1 are (X _T2 , Y _T2 ). In Case 2, the coordinates of the circle 500 at time T1 are (X _T1 , Y _T1 ), and the coordinates of circle 502 at time T2 after time T1 are (X _T2 , Y _T2 ).

In FIG. 3, a vector shown by a solid line indicates a relative vector V _xy measured between time T1 and time T2 by measurement of the external sensor 100, and a vector shown 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 circle 504 at time T3 after time T2 are (X _T3 , Y _T3 ).

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

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

When the obstacle enters the range of 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 the information obtained from the external sensor 100. Furthermore, the relative coordinates of the obstacle relative to the vehicle at time Tn are measured, the relative vector between the object and the 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 values of relative coordinates at time T3 are (X _T3 , Y _T3 ).

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

Thereafter, relative coordinates (X _{Tn + 1} , Y _{Tn + 1} ) after T _{n + 1} are predicted from the following equations (3) and (4) using the calculated relative velocity vector. The collision avoidance determination is performed from the predicted relative coordinates (X _{Tn + 1} , Y _{Tn + 1} ) and the size and shape of the obstacle. 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 ) indicates the velocity vector of the host vehicle. The velocity vector of the host vehicle is obtained from the velocity and the turning amount of the host vehicle.

  For example, when the obstacle is a track, the obstacle is large and the shape is also long, so the size and shape take precedence over the relative vector, and the range where collision can not be avoided is enlarged. In such a case, it can be determined whether the 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 of the same size as the host vehicle, the size of the relative vector is given priority over the size and shape, and the range in which the collision can not be avoided fluctuates.

The range of the radius Rm can be arbitrary. The calculation is started when the closest part of the obstacle with respect to the host vehicle enters the radius Rm. The time T _n can be calculated from the following equation (5).
T _n = Σ (T _n-1 + ΔT) (5)
Here, ΔT represents a sampling period, and n represents the number of steps. The value of T _{n + 1} is not constant, and can be an absolute value of relative velocity (= √ (v _x ² + v _y ² )).

  Thus, the range in which the collision can be avoided and the range in which the collision can not be avoided can be mapped from the relative velocity to determine the range. Therefore, in step S16 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 can not be avoided if the collision avoidable range does not exist.

  If it is determined in step S16 that a collision can not be avoided, the process proceeds to step S18, and it is determined whether a primary collision has occurred. On the other hand, if it is determined in step S16 that the collision can be avoided, the vehicle is retracted to the escape zone (step S17).

  In step S18, it is determined whether or not a primary collision has occurred. If a primary collision has occurred, the process proceeds to steps S20 and S22. On the other hand, when the primary collision has not occurred, the process returns to step S14. In steps S20 and S22, it is determined which route the vehicle should travel after the primary collision. At this time, in step S20, the route determination is performed based on the priority of the obstacle, and in step S22, the route determination is performed based on the failure determination.

  FIG. 4 is a flowchart showing a process of path determination based on the obstacle priority in step S20. The priority order is determined by the priority order determination unit 328 of the control device 300. In addition, the first route determination unit 330 performs route determination based on priority based on the determination result of the priority. First, in step S30, the outside of the vehicle is monitored by the outside sensor 104. In the next step S32, the area in front of the vehicle is divided into an arbitrary number.

  In the next step S34, the priority order is calculated for each area divided in step S32. In the next step S36, a map is created based on the priority calculated in step S34. In the next step S38, the map created in step S36 is displayed on the display device 108, and the driver is made to grasp the progressable area.

  FIG. 5 is a schematic view showing a state in which the area in front of the vehicle is divided into an arbitrary number in step S32, and shows a state as viewed from above the vehicle. In the example shown in FIG. 5, the front of the vehicle (vehicle) is divided into 15 areas. One area is approximately 2 m × 5 m, which corresponds to one vehicle.

  FIG. 6 schematically shows how the priority is calculated in step S34. As shown in FIG. 6, the order of priority differs depending on whether each area is a space (a thing or a person does not exist in the space), a thing (an object) exists, or a person exists, If there is nothing, if there is a thing, if there is a person, then the order of priority is higher. Also, in the case of people, groups have higher priority than individuals. Also, in the case of people, the lower the height, the higher the priority. As described later, in order to suppress a secondary disaster, processing is performed such that the vehicle advances to an area with low priority. Then, in step S36, markers 400, 402, 404, and 406 indicating the priorities shown in FIG. 6 are assigned to the respective areas in FIG. 5 to create maps.

  FIG. 7 is a schematic view showing an example (examples 1 to 3) of the created map. Moreover, FIG. 8 is a schematic diagram which shows the area | region which a vehicle can advance according to the kind of marker. As shown in FIG. 8, when the marker 406 is attached to an arbitrary area, traveling of the area on the left and right of the area and the area on the vehicle side of the area is prohibited. In FIG. 8, the travel prohibited area is indicated by a cross.

  Further, as shown in FIG. 8, when the marker 404 is attached to an arbitrary area, traveling of the area on the vehicle side of the area is prohibited. On the other hand, when the marker 400 or the marker 402 is given to an arbitrary area, the travel prohibited area is not set.

  In the map shown in FIG. 7, the travel prohibited area is indicated by a cross in accordance with the rule shown in FIG. Areas other than the travel prohibited areas indicated by the crosses are travel routes based on the priority. Thereby, the process of the route judgment based on the priority in step S20 of FIG. 4 is completed.

  FIG. 9 is a flowchart showing a process of path determination based on the fault determination in step S22 of FIG. The diagnosis of the failure is performed by the failure diagnosis unit 336. As an example, the failure diagnosis unit 336 determines, based on the detection value of the sensor attached to the diagnosis target location, whether or not the diagnosis target location is broken. For example, whether or not the brake is broken can be determined based on the detection value of a sensor that detects the pressure of the brake fluid. Further, whether or not the motor for driving the vehicle is broken can be determined based on the current value of the motor and the value of the sensor for detecting the voltage value. Further, whether or not the steering is broken can be determined based on the current value of the motor of the electric power steering and the value of the sensor that detects the voltage value. The second route determination unit 331 performs route determination based on the result of the failure diagnosis. Note that one or both of the first route determination unit 330 and the second route determination unit 331 constitute a vehicle route determination unit according to the present invention. First, in step S40, the vehicle periphery is monitored by the outside sensor 104. In the next step S42, the area in front of the vehicle is divided into an arbitrary number. The processes of steps S40 and S42 are the same as the processes of steps S30 and S32 of FIG.

  In the next step S44, the failure diagnosis unit 334 identifies a failure point. In the next step S46, the second route determination unit 331 creates a map indicating a route pattern in which the vehicle can move, based on the failure location.

  FIG. 10 is a schematic view showing an area in which the vehicle can travel when the failure location is specified in step S44 of FIG. As shown in FIG. 10, when the brake (A) breaks down, the front of the vehicle can travel, but the left and right of the vehicle can not travel. In addition, (B) when steering fails, the front of the vehicle can not travel, but the left and right of the vehicle can travel. Further, when the motor (C) breaks down, both the front and the left of the vehicle can travel.

  FIG. 11 is a schematic view showing a failure location and a travelable pattern. As shown in FIG. 11, when only the brake is broken (No. 1), the left and right of the area can travel by the steering, and the motor can travel forward and left and right by the motor. Therefore, it becomes possible to travel forward and left and right. In addition, when it can drive forward or right and left in FIG. 11, it has shown by (circle) mark. In addition, for example, in FIG. As shown in 8, when the steering and the motor are broken but the brake is not broken, only forward traveling is possible.

  Therefore, as shown in FIG. 11, it is possible to determine which of the front, rear, left, and right the vehicle can travel according to the failure location, and the patterns in which the vehicle can travel are classified into four patterns (1) to (4). It can be classified. Here, pattern (1) can travel both forward and to the left (all areas can travel), pattern (2) can not travel forward but can travel left and right, and pattern (3) is forward Can travel, but can not travel on the left and right, and pattern (4) can not travel on either the front or the left.

  FIG. 12 shows a state in which the area divided in step S42 is classified into the travelable area 410 and the travel impossible area 412 for each of the patterns (1) to (4), and the map of step S46 in FIG. 9 is created. It is a schematic diagram. As shown in FIG. 12, in the case of the pattern (1), all the areas become the travelable area 410. In the case of pattern (2), since the front can not travel but the left and right can travel, the area other than the areas c, h and m is the travelable area 410. In the case of pattern (3), areas c, h and m become travelable areas 410 because travel is possible in the front but not in the left and right. In the case of the pattern (4), it is not possible to drive either the front or the left or the right, so all the areas a to o become the non-travelable area 412. As described above, the processing of the route judgment by the failure diagnosis in step S22 of FIG. 2 is completed. The information shown in FIGS. 10 to 12 is registered in advance in the database 200.

  Referring back to FIG. 2, after steps S20 and S22, the process proceeds to step S24. In step S24, the route direction determination unit 332 integrates the route determinations in steps S20 and S22 to determine the traveling direction of the vehicle. In detail, the map generated in step S36 of FIG. 4 and the map generated in step S46 of FIG. 9 are multiplied to determine the traveling direction of the vehicle.

  FIG. 13 is a flowchart showing the process of step S24. First, in step S50, a combination (multiplication) of the map 1 created in step S36 of FIG. 4 and the map 2 created in step S46 of FIG. 9 is performed to determine a movable pattern of the vehicle. 14 to 16 are schematic views showing the process of step S50 of FIG.

  The example shown in FIG. 14 shows a case where the example 2 shown in FIG. 8 is set as map 1, the pattern (1) shown in FIG. 12 is set as map 2, and both are combined. In this case, areas c, h, l, m, n, o are determined as areas which can be traveled by both map 1 and map 2.

  The example shown in FIG. 15 shows the case where the example 2 shown in FIG. 8 is set as map 1, the pattern (2) shown in FIG. 12 is set as map 2, and both are combined. In this case, areas a, l, n, o are determined as areas which can be traveled by both the map 1 and the map 2.

  The example shown in FIG. 16 shows the case where the map 1 shown in FIG. 16 and the pattern (2) shown in FIG. 12 are combined. In this case, areas a, l, n are determined as areas which can be traveled by both the map 1 and the map 2.

  As described above, when the movable pattern is determined in step S50 of FIG. 13, the safe area is calculated in the next step S52. In the example shown in FIG. 14, the safe areas are areas c, h, l, m, n, o. In the example shown in FIG. 15, the safe areas are areas a, l, n and o. Further, in the example shown in FIG. 16, the safe areas are the areas a, l, n.

In the next step S54, the center of gravity of the safety area calculated in step S52 is calculated. FIG. 17 is a schematic view showing a method of calculating the center of gravity when the safety areas are areas c, h, l, m, n and o shown in FIG. First, areas c, h, l, m, n and o are divided into a plurality of rectangles so as to facilitate calculation. Thereby, a rectangle α and a rectangle β are obtained. Next, the areas of the rectangle α and the rectangle β are determined respectively. Assuming that one side of the area is 5 m × 2 m as described above, the area of the rectangle α is 20 m ² , and the area of the rectangle β is 40 m ² .

  Next, distances from the X axis and Y axis shown in FIG. 17 to the respective barycenters (centers) of the rectangles α and β are obtained. The distance (Xα) from the Y axis to the center of gravity of the rectangle α is 3 m, and the distance (Yα) from the X axis to the center of gravity of the rectangle α is 7.5 m. Further, the distance (Xβ) from the Y axis to the center of gravity of the rectangle β is 4 m, and the distance (Yβ) from the X axis to the center of gravity of the rectangle β is 2.5 m.

Therefore, in the calculation of the X-axis, the position of the center of gravity is obtained as follows.
Y = (20 × 3 + 40 × 4) / (20 + 40)
Further, in the calculation of the Y axis, the position of the center of gravity can be obtained as follows.
X = (20 x 7.5 + 40 x 2.5) / (20 + 40) = 4.17

  FIG. 18 shows a state in which the center of gravity point O is obtained from the respective safety areas in FIGS. 14 to 16. In step S56 of FIG. 13, the vehicle is moved to the center of gravity O.

  As described above, when the center of gravity point O is determined based on the safety area, the arrow directed to each area, the center of gravity point O, and the center of gravity point O as shown in FIG. Prompt move to O. By moving the vehicle in the direction of the center of gravity O while the driver visually recognizes the display device 108, the vehicle can be moved along the safest route within the range where the vehicle can travel even if the vehicle has a failure. Can stop the vehicle in any place.

  In addition, the vehicle behavior control unit 320 (acceleration / deceleration control unit 314, steering control unit 316, torque vectoring control unit 318) controls the brake 600, the electric power steering (EPS) 610, and the motor generator 620 so that the vehicle has a center of gravity. Control may be made to go to the point O.

  As described above, according to the present embodiment, by acquiring environmental information around the vehicle from the external sensor 100 after a primary collision and determining the priority of the route traveled by the vehicle, the optimum route is obtained based on the priority. Can drive the vehicle. In addition, by performing failure diagnosis of the vehicle after the primary collision and determining the route on which the vehicle travels based on the result of the failure diagnosis, it is possible to drive the vehicle along an optimal route on which the vehicle can travel according to the failure. Therefore, it is possible to reliably suppress the occurrence of the secondary disaster after the primary collision.

  Although the preferred embodiments of the present invention have been described in detail with reference to the accompanying drawings, the present invention is not limited to such examples. It is obvious that those skilled in the art to which the present invention belongs can conceive of various changes or modifications within the scope of the technical idea described in the claims. Of course, it is understood that these also fall within the technical scope of the present invention.

100 Vehicle outside sensor 200 Database 300 Control device 302 Relative vector calculation unit 304 Collision avoidance determination unit 306 Obstacle determination unit 312 Ideal collision location determination unit 314 Acceleration / deceleration control unit 316 Steering control unit 318 Torque vectoring control unit 320 Vehicle behavior control unit

Claims (6)

A fault diagnosis unit that diagnoses a fault of the vehicle when a primary collision occurs;
A vehicle route determination unit that determines a vehicle route after a primary collision based on the result of the failure diagnosis;
A control device for a vehicle, comprising:   The control device for a vehicle according to claim 1, wherein the vehicle route determination unit determines the vehicle route based on information in which a relationship between a failure point of the vehicle and a traveling direction of the vehicle is linked.   The control device for a vehicle according to claim 2, wherein the information defines a relationship between a plurality of different failure points and whether or not the vehicle can move forward and to the left and right.   The vehicle control device according to claim 2 or 3, wherein the information defines a travelable area in accordance with a failure point with respect to a plurality of areas obtained by dividing a space outside the vehicle.   The control device for a vehicle according to any one of claims 2 to 4, wherein the failure point includes at least one of a brake, a steering system, and a drive source for driving the vehicle. Performing a fault diagnosis of the vehicle when a primary collision occurs;
Determining a vehicle route after a primary collision based on the result of the failure diagnosis;
A control method of a vehicle, comprising:

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