JP2024041467A - Vehicle control apparatus and vehicle control method - Google Patents

Abstract

To provide a brake technique for executing control at appropriate deceleration in accordance with situations internal and external to the vehicle.SOLUTION: A vehicle control apparatus 10, capable of executing automatic control to decelerate a vehicle, includes: an obstacle-information obtainment part 20 for obtaining obstacle information representing a position and category of an obstacle existing surroundings of the vehicle; a seating-state information obtainment part 22 for obtaining seating-state information indicating whether an occupant onboard the vehicle is seated or standing; and a setup part 26 for setting an allowance value of vehicular deceleration on the basis of the obstacle information and seating-state information.SELECTED DRAWING: Figure 1

Description

The present invention relates to a technology that can automatically decelerate a vehicle.

Patent Document 1 discloses a vehicle control device that allows a vehicle to run automatically. This vehicle control device includes a detection means for detecting the posture of the occupant seated in the seat, and a detection means that detects the posture of the occupant when the occupant is bending their upper body, stretching their arms, or twisting their upper body during automated driving. The vehicle is provided with a travel control means that suppresses acceleration and deceleration of the vehicle during a certain period of time compared to when the vehicle is not in those positions.

Japanese Patent Application Publication No. 2019-167071

The technology described in Patent Document 1 executes control to suppress the deceleration of the vehicle when the seated occupant is in a bent position, but in vehicles such as buses, the occupant may not be seated in the first place. Yes, it is desirable to have control according to the situation inside the vehicle. Furthermore, if the deceleration of the vehicle is suppressed, the possibility of colliding with an obstacle increases.

An object of the present invention is to provide a brake technology that controls the deceleration appropriately depending on the internal and external conditions of the vehicle.

In order to solve the above problems, an aspect of the present invention provides a vehicle control device capable of automatically decelerating a vehicle, the device comprising: obstacle information indicating the position and type of obstacles existing around the vehicle; an obstacle information acquisition unit that acquires seating status information indicating whether the occupant in the vehicle is seated or standing; A setting section for setting an allowable value of deceleration.

Another aspect of the invention is a vehicle control method. This method is a vehicle control method in which each step is executed by a computer in a vehicle capable of automatically decelerating the vehicle, and includes a step of acquiring obstacle information indicating the position and type of obstacles existing around the vehicle. a step of acquiring seating state information indicating whether the occupant riding in the vehicle is seated or standing; and a step of setting a permissible value for deceleration of the vehicle based on the obstacle information and the seating state information. include.

According to the present invention, it is possible to provide a braking technique that controls the vehicle at an appropriate deceleration depending on the internal and external conditions of the vehicle.

1 is a diagram showing a functional configuration of a vehicle control system. FIG. 6 is a diagram showing the relationship between obstacle information, seating state information, and allowable values. FIG. 3 is a diagram for explaining control of vehicle deceleration in automatic brake control. It is a flowchart of the process which sets the deceleration of a vehicle.

FIG. 1 is a diagram showing the functional configuration of a vehicle control system 1. As shown in FIG. In FIG. 1, each element described as a functional block that performs various processes can be configured with a circuit block, memory, or other LSI in terms of hardware, and can be configured with a circuit block, memory, or other LSI in terms of software. This is achieved through programs, etc. Therefore, those skilled in the art will understand that these functional blocks can be implemented in various ways using only hardware, only software, or a combination thereof, and are not limited to either.

The vehicle control system 1 includes a vehicle control device 10, an obstacle detection sensor 12, a seating detection sensor 14, and a traveling device 16. Vehicles equipped with vehicle control system 1 are capable of autonomous driving in response to instructions from passengers, and have functions such as automatically driving on expressways, automatically parking, and automatically braking to avoid collisions. You may do so. Furthermore, although the vehicle equipped with the vehicle control system 1 does not have a function of automatically advancing the vehicle, it may have an automatic braking function to avoid a collision. In any case, the vehicle control system 1 has a function of controlling the running of the vehicle without depending on the driver's operation. Further, the vehicle equipped with the vehicle control system 1 may be a bus vehicle, and the occupants may be able to stand up inside the vehicle.

The obstacle detection sensor 12 detects obstacles existing around the vehicle. The obstacle detection sensor 12 may be, for example, an external camera that images the surroundings of the vehicle, a millimeter wave radar, a sonic sensor, or a combination thereof. The obstacle detection sensor 12 detects the position and type of an obstacle. The type of obstacle is information indicating pedestrians, bicycles, vehicles, road installations, animals other than humans, and the like. A time stamp is attached to the detection result of the obstacle detection sensor 12.

The seating detection sensor 14 may include an in-vehicle camera that captures an image of the interior of the vehicle and generates a captured image, a sensor that detects whether a seat belt is worn, or the like. The seating detection sensor 14 detects the seating state of the occupant, and detects whether the occupant is seated, the posture of the occupant, and whether the seat belt is worn. A time stamp is attached to the detection result of the seating detection sensor 14, and it can be associated with the detection result of the obstacle detection sensor 12 based on the time.

The traveling device 16 is an actuator that causes the vehicle to travel, and includes a wheel drive device, a brake device, a steering device, and the like. The traveling device 16 is controlled by the vehicle control device 10 and also by the driver's operation.

The vehicle control device 10 is capable of automatically decelerating the vehicle, and performs automatic brake control to avoid collisions with obstacles. The vehicle control device 10 includes an obstacle information acquisition section 20, a seating state information acquisition section 22, a derivation section 24, a setting section 26, and a control section 30.

The obstacle information acquisition unit 20 acquires obstacle information indicating the position and type of obstacles existing around the vehicle from the obstacle detection sensor 12. The obstacle information includes the position of the obstacle, information indicating the type of the obstacle, and the time when the obstacle was detected. Obstacle information, which is the result of detecting an obstacle, is generated by, for example, detecting an object using an algorithm such as YOLO (You Only Look Once), and determining the possibility of collision with that object using a collision detection program. It's fine. The obstacle information generation process may be executed on the vehicle control device 10 side, but may also be executed on the sensor side.

The seating state information acquisition unit 22 acquires seating state information indicating the seating state of the occupant riding in the vehicle from the seating detection sensor 14 . The occupant's seating state information includes whether the occupant is seated, whether the occupant is wearing a seatbelt, the posture of the seated occupant, and the time at which the in-vehicle camera takes an image. Regarding whether or not the occupants are seated, if all the occupants are seated, it is determined that the occupant is seated, and if even one occupant is standing up, it is determined that the occupant is not seated. Regarding the quality of the occupant's posture, for example, if the occupant's back is not touching the seat, it is considered a bad posture, if the occupant's back is touching the seat, it is considered a good posture, and the occupant's posture is determined to be a bad posture or a good posture under predetermined conditions. Classify into. The occupant's seating state information is generated by analyzing images captured by an in-vehicle camera. The seating state information acquisition unit 22 may identify the occupant included in the image taken by the in-vehicle camera through image analysis, and estimate whether the identified occupant is seated. The occupant's seating state information is associated with the obstacle information based on time.

The derivation unit 24 receives the obstacle information from the obstacle information acquisition unit 20, and derives the degree of influence on the obstacle according to the type of obstacle indicated in the obstacle information. For example, the derivation unit 24 derives the degree of influence on the obstacle when the vehicle collides with the obstacle in three stages depending on the type of the obstacle. The derivation unit 24 derives that the degree of influence is "large" if the type of the obstacle is an object that includes a person, and determines that the degree of influence is "large" if the type of the obstacle is a large object that does not include a person. If the type of obstacle is a small object that does not include a person, the degree of influence is determined to be "small." Objects whose types of obstacles include people may include not only pedestrians but also driving vehicles. When a vehicle collides with a person, the impact is greater than when a vehicle collides with something other than a person. In other words, the degree of influence on obstacles is an index indicating the severity of the impact outside the vehicle in the event of a collision. The size of the obstacle is classified based on predetermined criteria set in advance. The degree of influence on obstacles is not limited to three levels, and may be derived as a score from zero to 100.

The derivation unit 24 receives the seating state information from the seating state information acquisition unit 22, and derives the degree of influence on the occupant according to the seating state of the occupant indicated in the seating state information when the obstacle is detected. For example, the derivation unit 24 derives the degree of influence on the occupant when the vehicle collides with an obstacle in three stages depending on the seating state of the occupant. The derivation unit 24 derives that the degree of influence is "small" when the seating state of the occupant indicates that the seatbelt is fastened, and that the degree of influence is "medium" when the seating state of the occupant indicates that the seatbelt is not fastened. ”, and when the seating state of the occupant indicates that the occupant is standing up, the degree of influence is determined to be “large”. The derivation unit 24 derives the seating state information so that when the seating state information indicates that there is an occupant standing up in the vehicle, the degree of influence on the occupant is greater than when there is no occupant standing up in the vehicle. The more unstable the seating condition of the occupant is, the greater the influence on the occupant. The degree of impact on occupants is an index indicating the possibility of injury to occupants in the event of a collision. The degree of influence on the occupants is not limited to three levels, but may be derived as a score from zero to 100.

The derivation unit 24 derives the degree of influence on the obstacle according to the type of obstacle indicated in the obstacle information, and determines the influence on the occupant according to the seating state of the occupant indicated in the seating state information when the obstacle is detected. Derive the degree. The derivation unit 24 may classify the seating condition of the occupant according to whether the posture of the occupant is good or bad when the occupant is seated without wearing a seat belt. Note that the derivation unit 24 derived the degree of influence on the obstacle and the occupant when the vehicle collides with the obstacle, but this is not limited to a collision, but is the degree of influence when the vehicle is very close to the obstacle. Good too.

The setting unit 26 sets a permissible value for vehicle deceleration based on the obstacle information and seating state information. Once a permissible value for vehicle deceleration is set, automatic brake control can prevent the deceleration applied to the vehicle from exceeding the permissible value. The allowable value of deceleration is set to be less than or equal to the maximum deceleration that the vehicle can exhibit. The setting unit 26 sets a permissible value every time an obstacle is detected.

The allowable value set by the setting unit 26 is not limited to the deceleration of the vehicle, but may also set the deceleration jerk of the vehicle, the acceleration of the vehicle, the turning angle acceleration jerk, the turning angular velocity, and the like. In any case, at least a permissible value for vehicle deceleration is set. The method of setting this allowable value will be explained with new reference to FIG. 2.

FIG. 2 is a diagram showing the relationship between obstacle information, seating state information, and allowable values. The allowable value set in the setting unit 26 is set in three stages: "large", "medium", and "small", where "large" indicates a large deceleration. If the allowable value is "large", a large deceleration is allowed and sudden braking can occur. If the allowable value is "small", only small decelerations are allowed, and only gentle braking can occur. In other words, if the tolerance value is "small", the possibility that the vehicle will collide with an obstacle is higher than if the tolerance value is "large".

The greater the degree of influence on the obstacle, the more likely it is that a large tolerance value will be set. When the degree of influence on the obstacle is relatively large, the setting unit 26 tends to set a larger allowable value than when the degree of influence on the obstacle is relatively small. If the degree of influence on the obstacle is "large", that is, if the obstacle is a person, the largest allowable value is set regardless of the degree of influence on the occupant.

The greater the degree of influence on the occupant, the easier it is to set a smaller allowable value. When the degree of influence on the occupant is relatively small, the setting unit 26 tends to set a larger allowable value than when the degree of influence on the occupant is relatively large. If the degree of influence on the occupant is "small," that is, if all the occupants are wearing their seat belts, the setting unit 26 sets the largest allowable value regardless of the degree of influence on the obstacle. The allowable value set by the setting unit 26 is not limited to three levels, and may be set in more detail.

In this way, the setting unit 26 sets the allowable value based on the degree of influence on the obstacle and the degree of influence on the occupant. If the degree of influence on the obstacle is "small," the degree of influence on the occupant is considered preferentially, and a tolerance value is set according to the degree of influence on the occupant. On the other hand, if the degree of influence on the obstacle is "large", priority is given to the degree of influence on the obstacle. Thereby, risks can be minimized by taking into account the effects of both occupants inside the vehicle and obstacles outside the vehicle.

Return to Figure 1. The travel processing unit 28 executes automatic brake control to avoid collision with an obstacle, and calculates a command value for controlling the travel device 16. Further, the travel processing unit 28 executes automatic driving control using the obstacle information acquired by the obstacle information acquisition unit 20. The driving processing unit 28 calculates the deceleration of the vehicle as a command value within a range that does not exceed the allowable value set by the setting unit 26 in automatic brake control. Automatic brake control may be incorporated into automatic driving control or may be executed separately from automatic driving control. Automatic brake control may be turned on/off according to instructions from the driver.

FIG. 3 is a diagram for explaining control of vehicle deceleration in automatic brake control. The vertical axis in FIG. 3 is deceleration, and the horizontal axis is time. The control unit 30 controls the deceleration 32 of the vehicle so as not to exceed a set permissible value. If the allowable value is not set, the control unit 30 performs control using a temporary deceleration 34 to avoid obstacles. In this way, the control unit 30 controls the deceleration of the vehicle so as not to exceed the set tolerance value, so if the tolerance value is "large", sudden braking is applied, but if the tolerance value is "small" ”, the brakes will be applied slowly. If the allowable value is "small", the possibility that a standing passenger will be injured by brake control can be reduced.

Return to Figure 1. The seating condition of an occupant who is seated without a seatbelt can be quickly improved by the occupant. When the vehicle begins to brake, seated occupants can shift to a stable position by fastening their seat belts, leaning back in their seats, or clinging to their surroundings. Therefore, when there is an occupant seated without wearing a seatbelt, the derivation unit 24 classifies the seating condition as being able to be improved. On the other hand, if the occupant is standing up, the seating condition cannot be improved unless the occupant sits on the seat, so the derivation unit 24 classifies the seating condition as unimprovable. Furthermore, if the occupant is seated with a seat belt, no further improvement can be made, and the derivation unit 24 classifies the seating condition as unimprovable or improved.

When the seating state of the occupant is classified as being able to be improved based on the seating state information, the derivation unit 24 sets the allowable value and then changes the allowable value so that it becomes smaller after a predetermined period of time. For example, if the seating state of the occupant when the obstacle is detected indicates that the occupant is seated without wearing a seatbelt, the derivation unit 24 changes the degree of influence on the occupant from "medium" to "small" after a predetermined time. Change it to lower it to . The predetermined time may be set, for example, in a range of several seconds to ten seconds. The timing to start measuring this predetermined time is not limited to when the allowable value is set, but also the timing when the occupant's seating state information is acquired, the timing when deceleration starts to be applied to the vehicle, and the timing when the degree of impact on the occupant is "large". It may be set at any timing when the setting is switched to "medium". Thereby, the degree of influence on the occupant can be smoothly changed according to the seating state of the occupant, and the allowable value of deceleration can be set.

FIG. 4 is a flowchart of a process for setting vehicle deceleration. If the automatic operation is not in progress (N in S10), this process ends. If automatic driving is in progress (Y in S10), the obstacle information acquisition unit 20 acquires obstacle information from the obstacle detection sensor 12 (S12), and the seating state information acquisition unit 22 acquires the occupant information from the seating detection sensor 14. (S14).

The derivation unit 24 determines whether there is an obstacle that will impede travel based on the obstacle information (S16). If there is no obstacle (N in S16), this process ends. If there is an obstacle (Y in S16), the derivation unit 24 receives the seating state information from the seating state information acquisition unit 22, and sends the information to the occupant according to the seating state of the occupant indicated in the seating state information when the obstacle is detected. The degree of influence is derived (S18).

The derivation unit 24 receives the obstacle information from the obstacle information acquisition unit 20, and derives the degree of influence on the obstacle according to the type of obstacle indicated in the obstacle information (S20). The setting unit 26 sets an allowable value for the deceleration of the vehicle based on the degree of influence on occupants and the degree of influence on obstacles derived by the derivation unit 24 (S22). As a result, an appropriate permissible value can be set according to the internal and external conditions of the vehicle, and the deceleration of the vehicle is controlled so as not to exceed the permissible value.

The derivation unit 24 monitors whether a predetermined time has elapsed since the allowable value was set (N in S24), and if the predetermined time has elapsed (Y in S24), determines whether the seating condition of the occupant can be improved (S26). ). If the seating condition of the occupant cannot be improved (N in S26), the set value is maintained and the process ends. If the seating condition of the occupant can be improved (Y in S26), that is, if the seating condition is "medium", the derivation unit 24 lowers the degree of influence on the occupant from "medium" to "small" (S28). . The setting unit 26 resets the allowable value based on the new degree of influence on the occupant (S30). Thereby, the degree of influence on the occupant can be smoothly changed depending on the seating state and the passage of time, and the allowable value can be set. Note that the process of resetting the allowable value after a predetermined period of time may not be performed.

It should be noted that the embodiments are merely illustrative, and those skilled in the art will understand that various modifications can be made to the combination of each component, and that such modifications are also within the scope of the present invention.

1 vehicle control system, 10 vehicle control device, 12 obstacle detection sensor, 14 seating detection sensor, 16 traveling device, 20 obstacle information acquisition section, 22 seating state information acquisition section, 24 derivation section, 26 setting section, 28 traveling processing Part, 30 Control part.

Claims (5)

A vehicle control device capable of automatically decelerating a vehicle,
an obstacle information acquisition unit that acquires obstacle information indicating the location and type of obstacles existing around the vehicle;
a seating state information acquisition unit that obtains seating state information indicating whether an occupant riding in the vehicle is seated or standing;
A vehicle control device comprising: a setting section that sets a permissible value for vehicle deceleration based on obstacle information and seating state information. A derivation unit that derives the degree of influence of an obstacle according to the type of obstacle indicated in the obstacle information, and derives the degree of influence on the occupant according to the seating state of the occupant indicated in the seating state information when the obstacle is detected. and,
A control unit that controls the deceleration of the vehicle so as not to exceed a set tolerance value,
The vehicle control device according to claim 1, wherein the setting unit sets the allowable value based on the derived degree of influence on an obstacle and the derived degree of influence on an occupant. The deriving unit derives the information so that when the seating state information indicates that there is an occupant standing up in the vehicle, the degree of influence on the occupant is smaller than when there is no occupant standing up in the vehicle. The vehicle control device according to item 2. The derivation unit may change the degree of influence on the occupant to be small after a predetermined time after setting the tolerance value when the seating state information indicates that there is an occupant seated without wearing a seat belt. The vehicle control device according to claim 2 or 3, characterized in that: A vehicle control method in which each step is executed by a computer in a vehicle capable of automatically decelerating the vehicle, the method comprising:
obtaining obstacle information indicating the location and type of obstacles existing around the vehicle;
acquiring seating state information indicating whether the occupant riding in the vehicle is seated or standing;
A vehicle control method comprising the step of setting a permissible value for vehicle deceleration based on obstacle information and seating state information.

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