JP4952127B2 - Vehicle control device, vehicle control system, and vehicle control method - Google Patents

Description

  The present invention relates to a vehicle control device, a vehicle control system, and a vehicle control method for controlling a vehicle so as to reduce an impact at the time of a collision between vehicles.

As an apparatus for controlling a vehicle so as to detect a collision possibility between vehicles and prevent the collision, there is one disclosed in Patent Document 1, for example. In this device, a vehicle approaching an intersection is detected, a collision is predicted, and when it is determined that there is a possibility of a collision, the vehicle is decelerated or stopped.
JP 2002-140799 A

  However, in the conventional control device described above, when a higher speed vehicle collides with a side surface of a lower speed vehicle when the collision cannot be prevented, there is a possibility that the impact due to the collision cannot be sufficiently reduced.

  The present invention has been made in view of the above circumstances, and in consideration of the speed between vehicles having a possibility of collision, a vehicle control device, a vehicle control system, and a vehicle control system capable of reducing impact during a collision, and It is an object to provide a vehicle control method.

The vehicle control device according to the present invention is a vehicle control device that detects the possibility of collision between vehicles and controls the traveling of the vehicle. The control unit detects the vehicle speed obtaining means for obtaining a speed of the vehicle, and the mating wheel speed obtaining means for obtaining a speed of the phase hand vehicle, the possibility that the own vehicle and opponent vehicle collide, the collision A collision determination means for determining whether the remaining time is longer or shorter than a preset threshold value , a speed determination means for comparing the speed of the host vehicle and the speed of the opponent vehicle, and a speed of the opponent vehicle Only when it is determined that the vehicle speed is greater than the speed of the host vehicle and the remaining time is determined to be shorter than the threshold, the vehicle that has been determined to have a lower speed will collide with the opponent vehicle that has been determined to be larger. And a travel control means for controlling the travel of the host vehicle.

  According to this vehicle control device, it is possible to reduce the impact energy at the time of a collision because the vehicle on the side that collides by controlling the traveling of the own vehicle can be a lower speed own vehicle and the collision energy can be reduced. It becomes.

  The travel control means may control the travel of the host vehicle so that the collision part of the opponent vehicle that is collided is removed from the cabin. In this way, the occupant can be more effectively protected from the impact at the time of collision.

  The traveling control means may be characterized in that the host vehicle decelerates and controls when the opponent vehicle collides with the front part of the host vehicle. In this way, since the energy at the time of collision is reduced by deceleration, the impact at the time of collision can be further reduced. In particular, when the opponent vehicle collides with the front portion of the own vehicle, it is easy and effective to control the own vehicle to cause a collision with the opponent vehicle by the deceleration control.

The vehicle control system according to the present invention is a vehicle control system that controls the traveling of the vehicle by detecting the possibility of a collision between the vehicles. This system, receiving means for receiving the speed of both vehicles, and detects the possibility of both vehicle collision, the collision determination unit determines whether the remaining time longer or shorter than a preset threshold to collision, the colliding A speed determination means for comparing the detected speeds of both vehicles to determine the magnitude, a vehicle that has been determined that the speed is determined to be smaller only when the remaining time is determined to be shorter than the threshold value Control equipment generating means for generating a command for controlling the travel of at least one of the two vehicles so as to collide with the vehicle, infrastructure equipment having a transmitting means for transmitting the generated instruction to the vehicle to be controlled, and a control target Equipped with a receiving means for receiving a command from the infrastructure equipment, and a vehicle-mounted device having a traveling control means for controlling the traveling of the vehicle based on the received command. To.

  According to this vehicle control system, it is possible to reduce the collision energy by controlling the traveling of at least one of the two vehicles having a possibility of collision and making the vehicle collide side by side, so that the collision energy can be reduced. Can be reduced.

  The control command generation means may generate the command so that the collision part of the side impacted vehicle is removed from the cabin. In this way, the occupant can be more effectively protected from the impact at the time of collision.

  The control command generation means may generate a command for controlling the vehicle to be controlled to decelerate when the vehicle determined to have a higher speed collides with the front of the vehicle determined to be smaller. Good. In this way, since the energy at the time of collision is reduced by deceleration, the impact at the time of collision can be further reduced. In particular, when a vehicle that has been determined to have a higher speed collides with the front of a vehicle that has been determined to have a smaller speed, it is easier to control a vehicle with a slower speed to collide with a vehicle with a higher speed by deceleration control. Is effective.

The vehicle control method according to the present invention is a vehicle control method for detecting the possibility of a collision between vehicles and controlling the traveling of the vehicle. The vehicle control method acquires the speed of both vehicles and determines the possibility of the collision between both vehicles. Detect and compare the speeds of both vehicles detected as a collision , determine the magnitude, determine whether the remaining time until the collision is longer or shorter than a preset threshold, and determine that the remaining time is shorter than the threshold Only when the vehicle is judged to be smaller, the traveling of at least one of the vehicles is controlled so that the vehicle judged to be smaller in speed collides with the vehicle judged to be larger.

  According to this control method, it is possible to reduce the collision energy by controlling the traveling of at least one of the two vehicles having a possibility of collision to make the vehicle colliding side by side at a lower speed. It becomes possible to reduce.

  According to the present invention, it is possible to provide a vehicle control device, a vehicle control system, and a vehicle control method that can reduce the impact at the time of collision in consideration of the speed between vehicles having a possibility of collision. .

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. In the description of the drawings, the same elements are denoted by the same reference numerals, and redundant description is omitted.

  First, before entering into the description of a specific embodiment, the background that led to the present invention will be described with reference to FIG. As shown in FIG. 13A, when the vehicle N enters the course of the vehicle M, both the vehicles M and N meet and collide with each other. At this time, it was found that the higher the speed of the vehicle, the larger the impact when colliding with the front, and the damage rate due to the impact when colliding with the front is almost independent of the speed of the vehicle on the side collision. Therefore, it is preferable that the speed of the vehicle that collides with the front is smaller. Therefore, the speeds of both vehicles M and N are compared, and the vehicle having the smaller speed (vehicle M in FIG. 13B, vehicle N in FIG. 13C) is larger in the vehicle (FIG. 13B). If the traveling can be controlled so as to collide with the vehicle N and the vehicle M) in FIG. 13C, the impact at the time of the collision can be effectively reduced. Further, since the damage rate when the vehicle is bumped into the front (or rear) of the vehicle is relatively low, it was found that the damage rate can be effectively reduced by adjusting the collision site. The present invention has been made based on these findings, and specific embodiments will be described below. In the following description, the speed means an absolute speed unless otherwise specified.

  First, an embodiment of a vehicle control device will be described. FIG. 1 is a block configuration diagram of a vehicle control device according to the present embodiment. As shown in FIG. 1, the vehicle control device 10 includes a travel control ECU (Electronic control unit) 12 that performs travel control of the vehicle.

  A vehicle speed sensor 14, a millimeter wave radar 16, a steering angle sensor 18, a yaw rate sensor 20, and a brake ECU 22 are connected to the travel control ECU 12. The vehicle speed sensor 14 detects a vehicle speed pulse corresponding to the rotational speed of the wheel. The millimeter wave radar 16 is provided, for example, at the front center part or front left and right sides of the host vehicle, and detects the relative position (azimuth and distance) and relative speed of the surrounding partner vehicle as information related to the partner vehicle. The steering angle sensor 18 detects the steering angle of the host vehicle, and the yaw rate sensor 20 detects the yaw rate of the host vehicle. The brake ECU 22 is connected to the brake device of the host vehicle, and performs deceleration control of the host vehicle.

  The travel control ECU 12 includes a speed acquisition unit 12a, a collision determination unit 12b, a speed determination unit 12c, and a control command generation unit 12d. The speed acquisition unit 12a receives a detection signal from the vehicle speed sensor 14 and acquires the vehicle speed of the host vehicle. The speed acquisition unit 12a receives a detection signal from the millimeter wave radar and acquires the vehicle speed of the opponent vehicle. Specifically, the speed acquisition unit 12a acquires the relative speed and the relative position of the opponent vehicle based on the detection signal from the millimeter wave radar 16, and further calculates the relative speed, the relative position, and the speed of the own vehicle. Based on the calculation, the speed of the opponent vehicle is acquired.

  The collision determination unit 12b detects a collision between the host vehicle and the opponent vehicle, and estimates a collision site. Specifically, the collision determination unit 12b calculates the absolute position from the relative position of the opponent vehicle in consideration of the movement amount and speed of the own vehicle, and based on the information on the absolute position and speed, the opponent vehicle Estimate the trajectory of On the other hand, the trajectory of the host vehicle is estimated based on the speed of the host vehicle, the actual steering angle from the steering angle sensor 18, and the yaw rate information from the yaw rate sensor 20. And the possibility of a collision, a collision position, and a collision part are estimated from the intersection of these orbits. However, as the own vehicle approaches the opponent vehicle, the error when the steering angle and yaw rate of the own vehicle are not taken into consideration is within an allowable range. Therefore, when the calculation amount increases, these considerations may be omitted.

  The speed determination unit 12c compares the speed of the host vehicle acquired by the speed acquisition unit 12a with the speed of the opponent vehicle, and determines the size. When it is determined that the speed of the opponent vehicle is greater than the speed of the host vehicle, the control command generation unit 12d generates a command for controlling the travel of the host vehicle so that the host vehicle collides with the opponent vehicle.

  Here, the speed acquisition unit 12a constitutes the own vehicle speed acquisition means and the opponent vehicle speed acquisition means of the present invention. Further, the speed determination unit 12c constitutes a speed determination unit of the present invention. Further, the control command generation unit 12d constitutes the traveling control means of the present invention.

  Next, the vehicle control method by the vehicle control apparatus 10 described above will be described with reference to the flowchart of FIG.

  First, the speed acquisition unit 12a of the travel control ECU 12 receives the detection signal from the vehicle speed sensor 14 and acquires the speed of the host vehicle (step S201). Next, the speed acquisition unit 12a acquires the relative speed of the opponent vehicle by the millimeter wave radar 16 (step S202), and acquires the relative position (step S203). Then, based on the relative speed, the relative position, and the speed of the host vehicle, the speed of the partner vehicle is obtained by calculation (step S204).

  Next, the collision determination unit 12b of the travel control ECU 12 calculates and calculates the absolute position from the relative position of the opponent vehicle in consideration of the movement amount and speed of the host vehicle, and based on the information on the absolute position and speed, Estimate the trajectory of the opponent vehicle. On the other hand, the trajectory of the host vehicle is estimated based on the speed of the host vehicle, the actual steering angle from the steering angle sensor 18, and the yaw rate information from the yaw rate sensor 20. Based on these trajectories, the possibility of a side collision is estimated (step S205). And when the own vehicle and the other party vehicle do not collide, processing is stopped and it returns to Step S201. On the other hand, if the host vehicle and the opponent vehicle collide, the process proceeds to step S206.

  Next, the speed determination unit 12c of the travel control ECU 12 compares the speed of the host vehicle with the speed of the opponent vehicle and determines the magnitude (step S206). If the speed of the opponent vehicle is larger, the process proceeds to step S207.

  Next, the collision determination unit 12b of the travel control ECU 12 estimates a collision site between the host vehicle and the opponent vehicle (step S207). The collision determination unit 12b estimates the collision position as the intersection by estimating the trajectory of the host vehicle and the trajectory of the opponent vehicle. Then, in consideration of the speeds of both vehicles, the collision site of both vehicles at this collision position is obtained. And when it determines with a collision site | part being the front part or rear part which removed the cabin (center part) of the other party vehicle, a process is stopped and it returns to step S201. That is, as shown in FIGS. 3A and 3B, when the host vehicle 30 with a lower speed collides with the opponent vehicle 32 with a higher speed, the host vehicle 32 collides with the host vehicle 30. In the case where the impact is low and the collision site is the front side or rear side of the opponent vehicle 32, since the cabin is removed, it is a safer collision mode, so control is performed to shift the collision site. Thru without.

  On the other hand, if it is determined in step S207 that the collision site is not the front part or the rear part from which the cabin (center part) of the opponent vehicle 32 is removed, the process proceeds to step S208. Then, the collision determination unit 12b of the travel control ECU 12 determines whether or not the collision part can be adjusted to the front part or the rear part from which the cabin (center part) of the opponent vehicle 32 is removed by performing deceleration control of the host vehicle 30. (Step S208). Then, as shown in FIGS. 4B and 4C, in the deceleration control of the own vehicle 30, the collision part is defined as the side surface of the other vehicle 32, as in the case where the other vehicle 32 collides with the cabin or the rear part of the own vehicle 30. If it is determined that the front part or the rear part cannot be adjusted, the process is stopped and the process returns to step S201.

  On the other hand, if it is determined in step S208 that the collision portion can be adjusted to the front or rear of the opponent vehicle 32 with the cabin (center portion) removed by performing deceleration control of the host vehicle 30, the process proceeds to step S209. That is, in the case shown in FIG. 3C, it is determined that the collision site can be adjusted because the collision site can be shifted to the rear side of the opponent vehicle 32 by controlling the host vehicle 30 to decelerate. Further, in the case illustrated in FIG. 4A, it is determined that the collision site can be adjusted because the collision site can be shifted to the front side of the opponent vehicle 32 by performing deceleration control of the host vehicle 30.

  Next, the collision determination unit 12b of the travel control ECU 12 determines whether the remaining time until the collision is longer or shorter than a preset threshold (step S209). And when the remaining time until a collision is longer than a threshold value (for example, 0.6 second), a process is stopped and it returns to step S201. On the other hand, if the remaining time until the collision is shorter than the threshold, the process proceeds to step S210.

  In step S210, the control command generation unit 12d of the travel control ECU 12 generates a command for controlling the brake ECU 22 to control the deceleration of the host vehicle 30 in consideration of the timing. Here, in the case shown in FIG. 4A, a method of deceleration control will be described with reference to FIG.

As shown in FIG. 5A, the speeds of the host vehicle 30 and the opponent vehicle 32 are set to V _i and V _r (> V _i ), respectively. Also, _let L _i and L _r be the distances that the host vehicle 30 and the opponent vehicle 32 move before the collision. At this time, the collision prediction time T _i of the host vehicle 30 is L _i / V _i . Further, the collision prediction time _Tr of the opponent vehicle 32 is _Lr / _Vr . If both the vehicles 30 and 32 collide, T _i = T _r .

In this case, the host vehicle 30 is braked and subjected to deceleration control, and the collision site is adjusted so that the front surface of the host vehicle 30 is in front of the side A pillar from which the cabin of the partner vehicle 32 is removed. The timing of applying the brake at this time is based on the conditions of T _r1 ≦ T _ra ≦ T _r2 and T _ra = T _ia
T _r1 ≦ T _ia ≦ T _r2 (1)
_Tia satisfying Here, as shown in FIG. 5B, the distance from the front surface of the partner vehicle 32 to the extension line of the left side surface of the host vehicle 30 is L _r1, and the side A pillar from which the cabin of the partner vehicle 32 is removed is used. Assuming that the distance including the length of the front part is L _r2 , the time T _r1 required for the opponent vehicle 32 to move by the distance L _r1 is expressed as L _r1 / V _r . Further, the time T _r2 required for the opponent vehicle 32 to move by the distance L _r2 is represented as L _r2 / V _r . When the host vehicle 30 collides with the front side of the opponent vehicle 32, the movement distance L _ra of the opponent vehicle 32 up to the time of the collision satisfies the condition of L _r1 ≦ L _ra ≦ L _r2 . Therefore, the collision prediction time T _{ra at} this time is expressed as L _ra / V _r .

Thus, when the brake is applied at the timing _Tia satisfying the above expression (1), if the required deceleration G of the brake is (−a),

L _ia = V _i · T _{ia +1/2} (−a) T _ia ² (2)
Therefore, by solving this, the distance L _ia required for deceleration can be obtained. Therefore, if the deceleration at the deceleration G when it reaches the distance L _ia, can be Gawa突the vehicle 30 in the side front of another vehicle 32.

  Returning to the flowchart of FIG. 2 again, if it is determined in step S206 that the speed of the host vehicle 30 is higher than the speed of the opponent vehicle 32, the process is stopped and the process returns to step S201. In this case, as shown in FIG. 6, if the own vehicle 30 is controlled to decelerate, the opponent vehicle 32 having a lower speed cannot be caused to collide with the own vehicle 30 having a higher speed, or as shown in FIG. As described above, because the opponent vehicle 32 having a lower speed strikes the host vehicle 30 in the first place, the host vehicle 30 does not need to be subjected to deceleration control. However, as shown in FIG. 7C, when the opponent vehicle 32 collides with the cabin (center portion) of the host vehicle 30, the host vehicle 30 is controlled to decelerate so that the collision site is the front part of the host vehicle 30. It may be shifted to.

  Such a process is performed every predetermined sample period (for example, 8 mS) until the vehicle deceleration control is actually performed. In the cases shown in FIGS. 6 and 7, if the vehicle control device similar to the host vehicle 30 is mounted on the opponent vehicle 32, the vehicle control is performed on the opponent vehicle 32. The same control as that of the own vehicle 30 is performed.

  As described above, the vehicle control device 10 according to the present embodiment compares the speeds of the host vehicle 30 and the counterpart vehicle 32 that are detected as possibly colliding with each other, and travels the host vehicle 30 at a lower speed. Since the vehicle on the side to be controlled and side impacted is the own vehicle 30 and the collision energy can be reduced, the impact at the time of the collision can be reduced.

  At this time, since the traveling of the host vehicle 30 is controlled so that the collision site of the opponent vehicle 32 that collides side by side is removed from the cabin, the occupant can be more effectively protected from the impact at the time of the collision.

  Further, since the host vehicle 30 is controlled to be decelerated, the energy at the time of the collision is reduced by the deceleration, so that the impact in the collision can be further reduced. In particular, when it is detected that the opponent vehicle 32 having a higher speed collides with the front portion of the host vehicle 30, it is easy to make the host vehicle 30 the collision vehicle by the deceleration control. It is.

  Next, an embodiment of the vehicle control system will be described. FIG. 8 is a diagram illustrating a configuration of the vehicle control system according to the present embodiment. As shown in FIG. 8, the vehicle control system 100 includes an infrastructure facility 102 and an in-vehicle device 104.

  The infrastructure facility 102 includes, for example, a facility provided in a monitoring center that monitors traffic conditions, and transmits a command for controlling the vehicle according to the traffic condition to control the vehicle. The infrastructure facility 102 includes a communication unit 102a, a collision determination unit 102b, a speed determination unit 102c, and a control command generation unit 102d.

  The communication unit 102a communicates with the vehicle-mounted device 104 on the vehicles A and B side, receives the vehicle speed and vehicle position information from the vehicles A and B, and controls the traveling to the vehicles A and B. Or send. The collision determination unit 102b detects a collision between one vehicle A and the other vehicle B, and estimates a collision site. Specifically, the collision determination unit 102b estimates the trajectory of the vehicle A based on information on the absolute position and speed of the vehicle A. On the other hand, the trajectory of the vehicle B is estimated based on information on the absolute position and speed of the vehicle B. Then, the possibility of collision of the vehicles A and B, the collision position, and the collision site are estimated from the intersection of these tracks.

  The speed determination unit 102c compares the speeds of both the vehicles A and B to determine the magnitude. The control command generation unit 102d generates a command for controlling the traveling of at least one of the vehicles A and B so that the vehicle determined to have a lower speed collides with the vehicle determined to be larger.

  On the other hand, the vehicle-mounted device 104 controls the traveling of the vehicles A and B based on the control command from the infrastructure facility 102. The vehicle-mounted device 104 includes a communication unit 104a and a travel control unit 104b. The communication unit 104a communicates with the communication unit 102a on the infrastructure facility 102 side, transmits the speed and position information of each vehicle A, B to the infrastructure facility 102 side, and commands to control traveling from the infrastructure facility 102 side. To receive. The traveling control unit 104b controls traveling of the vehicles A and B based on the received command.

  Here, the communication unit 102a of the infrastructure facility 102 constitutes a reception unit and a transmission unit included in the infrastructure facility of the present invention. Further, the speed determination unit 102c of the infrastructure facility 102 constitutes a speed determination means included in the infrastructure facility of the present invention. Further, the control command generation unit 102d of the infrastructure facility 102 constitutes a control command generation means included in the infrastructure facility of the present invention. Further, the communication unit 104a of the vehicle-mounted device 104 constitutes a receiving means included in the vehicle-mounted device of the present invention. Further, the travel control unit 104b of the vehicle-mounted device 104 constitutes a travel control means included in the vehicle-mounted device of the present invention.

  Next, a vehicle control method by the vehicle control system 100 described above will be described with reference to a flowchart of FIG.

  First, the communication unit 102a of the infrastructure equipment 102 receives and acquires the speed from the vehicles A and B (step S901). The communication unit 102a receives and acquires the position from the vehicles A and B (step S902). Next, the collision determination unit 102b of the infrastructure facility 102 estimates the trajectory of the vehicle A based on information on the absolute position and speed of the vehicle A. On the other hand, the trajectory of the vehicle B is estimated based on information on the absolute position and speed of the vehicle B. Then, the possibility of a side collision is estimated from the intersection of these trajectories (step S903). And when vehicle A and vehicle B do not collide, processing is stopped and it returns to Step S901. On the other hand, if the vehicle A and the vehicle B collide side by side, the process proceeds to step S904.

  Next, the speed determination unit 102c of the infrastructure facility 102 compares the speed of the vehicle A and the speed of the vehicle B, and determines the magnitude (step S904). And when the speed of the vehicle A is larger, it progresses to step S905.

  Next, the collision determination unit 102b of the infrastructure facility 102 estimates a collision site between the vehicle A and the vehicle B (step S905). The collision determination unit 102b estimates the collision position as the intersection by estimating the trajectory of the vehicle A and the trajectory of the vehicle B. Then, in consideration of the speeds of both vehicles A and B, the collision site of both vehicles A and B at this collision position is obtained. And when it determines with a collision site | part being the front part or rear part which removed the cabin (center part) of the vehicle A, a process is stopped and it returns to step S901. That is, as shown in FIGS. 3A and 3B, when the vehicle B having a lower speed (30 in FIG. 3) side-impacts on the vehicle A having a higher speed (32 in FIG. 3), the vehicle A When the impact is lower than when side impacting the vehicle B, and the collision site is the front side of the vehicle A, or the rear side of the vehicle A, it is a safer collision mode because the cabin is removed, Through without the control of shifting the collision position.

  On the other hand, if it is determined in step S905 that the collision site is not the front part or the rear part of the cabin (center part) of the vehicle A, the process proceeds to step S906. Then, the collision determination unit 102b of the infrastructure equipment 102 determines whether or not the collision part can be adjusted to the front part or the rear part from which the cabin (center part) of the vehicle A is removed by performing deceleration control of the vehicle B (step) S906). Then, as shown in FIGS. 4B and 4C, the deceleration control of the vehicle B is performed as in the case where the vehicle A (32 in FIG. 4) collides with the cabin or the rear part of the vehicle B (30 in FIG. 4). If it is determined that the collision part cannot be adjusted to the front side or the rear side of the vehicle A, the process is stopped and the process returns to step S901.

  On the other hand, if it is determined in step S906 that the vehicle B is decelerated and the collision site can be adjusted to the front or rear of the vehicle A from which the cabin (center portion) is removed, the process proceeds to step S907. That is, in the case shown in FIG. 3C, the collision site can be shifted to the rear side of the side surface of the vehicle A (32 in FIG. 3) by controlling the deceleration of the vehicle B (30 in FIG. 3). Is determined to be adjustable. Further, in the case shown in FIG. 4A, the vehicle B (30 in FIG. 4) is controlled to be decelerated, so that the collision site can be shifted to the front side of the vehicle A. Therefore, it is determined that the collision site can be adjusted. To do.

  Next, the collision determination unit 102b of the infrastructure equipment 102 determines whether the remaining time until the collision is longer or shorter than a preset threshold value (step S907). If the remaining time until the collision is longer than a threshold (for example, 0.6 seconds), the process is stopped and the process returns to step S901. On the other hand, if the remaining time until the collision is shorter than the threshold, the process proceeds to step S908.

  In step S908, the control command generation unit 102d of the infrastructure equipment 102 generates a command for controlling deceleration by controlling the brake ECU of the vehicle B in consideration of the timing, and transmits the command to the vehicle-mounted device 104 mounted on the vehicle B. . Thereby, the command is received by the communication unit 104a of the vehicle-mounted device 104 on the vehicle B side, the command is issued to the brake ECU by the travel control unit 104b, and the vehicle B is decelerated and controlled.

  On the other hand, if it is determined in step S904 that the speed of the vehicle B is higher than the speed of the vehicle A, the process proceeds to step S909. In step S909, the collision determination unit 102b of the infrastructure facility 102 estimates a collision site between the vehicle A and the vehicle B. And when it determines with a collision site | part being the front part or rear part which removed the cabin (center part) of the vehicle B, a process is stopped and it returns to step S901. That is, as shown in FIGS. 7 (a) and 7 (b), when vehicle A (32 in FIG. 7) with a lower speed collides with vehicle B (30 in FIG. 7) with a higher speed, vehicle B If the impact is lower than when side impacting the vehicle A, and the collision site is the front side of the vehicle B, or the rear side of the vehicle B, it is a safer collision mode because the cabin is removed, Through without the control of shifting the collision position.

  On the other hand, if it is determined in step S909 that the collision site is not the front part or the rear part of the vehicle B from which the cabin (center part) is removed, the process proceeds to step S910. Then, the collision determination unit 102b of the infrastructure equipment 102 determines whether or not the collision part can be adjusted to the front part or the rear part from which the cabin (center part) of the vehicle B is removed by performing deceleration control of the vehicle A (step) S910). Then, as shown in FIGS. 6B and 6C, the deceleration control of the vehicle A is performed as in the case where the vehicle B (30 in FIG. 6) collides with the cabin or the rear part of the vehicle A (32 in FIG. 6). If it is determined that the collision site cannot be adjusted to the front side or the rear side of the vehicle B, the process is stopped and the process returns to step S901.

  On the other hand, if it is determined in step S910 that the vehicle A is decelerated and the collision site can be adjusted to the front or rear of the vehicle B from which the cabin (central portion) is removed, the process proceeds to step S911. That is, in the case shown in FIG. 7C, the collision site can be shifted to the rear side of the side surface of the vehicle B (30 in FIG. 7) by performing deceleration control of the vehicle A (32 in FIG. 7). Is determined to be adjustable. In the case shown in FIG. 6 (a), the vehicle A (32 in FIG. 6) is controlled to decelerate, so that the collision site can be shifted to the front side of the vehicle B (30 in FIG. 6). It is determined that the part can be adjusted.

  Next, the collision determination unit 102b of the infrastructure equipment 102 determines whether the remaining time until the collision is longer or shorter than a preset threshold value (step S911). If the remaining time until the collision is longer than a threshold (for example, 0.6 seconds), the process is stopped and the process returns to step S901. On the other hand, if the remaining time until the collision is shorter than the threshold, the process proceeds to step S912.

  In step S912, the control command generation unit 102d of the infrastructure equipment 102 generates a command to control the deceleration by controlling the brake ECU of the vehicle A in consideration of the timing, toward the vehicle-mounted device 104 mounted on the vehicle A. Send. Thereby, the command is received by the communication unit 104a of the vehicle-mounted device 104 on the vehicle A side, the command is issued to the brake ECU by the traveling control unit 104b, and the vehicle A is controlled to decelerate.

  As described above, in the vehicle control system 100 according to the present embodiment, the vehicle that side-impacts by controlling the travel of at least one of the vehicles A and B that may collide is set to be a lower-speed vehicle, and the collision energy is reduced. Therefore, the impact at the time of collision can be reduced.

  At this time, since the command is generated so that the collision site of the vehicle that is collided is removed from the cabin, the occupant can be more effectively protected from the impact at the time of the collision.

  In addition, since the vehicle to be controlled is subjected to deceleration control, the energy at the time of collision is reduced by deceleration, so that the impact in the collision can be further reduced. In particular, when it is detected that a vehicle with a higher speed collides with the front part of a smaller vehicle, the vehicle on the collision side is made a vehicle with a lower speed by performing deceleration control of the vehicle with a lower speed. It is effective because it is easy.

  Here, in the above-described embodiment, the trajectory of the vehicle with the possibility of collision is estimated, the intersection point is obtained as the collision position, and the vehicle collision portion is estimated in consideration of the vehicle speed. When the time until the collision becomes shorter than a certain threshold value (for example, 0.6 seconds), the vehicle deceleration control is performed. However, normally, there is a high possibility that a deviation from the actual collision position is caused by an error of the millimeter wave radar or an estimation error of the orbit, and there is a possibility that the reliability is not sufficient.

  Therefore, the collision site estimated every predetermined sample period (for example, 8 mS) may be accumulated to obtain the collision site distribution, and the collision site may be finally determined based on this distribution. FIG. 10 is a diagram illustrating the estimated trajectories of both vehicles with a possibility of collision and the distribution of estimated collision sites.

  As shown in FIG. 10 (i), when the host vehicle is traveling straight ahead, the opponent vehicle is traveling forward from the left to the right in front of the host vehicle. Here, the trajectory of the host vehicle is estimated by obtaining information on the speed, rudder angle, and yaw rate of the host vehicle, and is distinguished by 2 seconds before or after the collision. The track of the opponent vehicle is estimated by obtaining information on the absolute position and speed of the opponent vehicle. The absolute position of the opponent vehicle is also distinguished by whether it is 2 seconds before or after the collision.

  Referring to the absolute position of the opponent vehicle, the capture point of the millimeter wave radar includes variations as shown in the figure even though the opponent vehicle has traveled straight from left to right. In order to estimate the trajectory of the opponent vehicle from this plot, the least-squares method, robust estimation method, taking into account the straight line connecting the two points of the latest captured point and the point captured in the previous cycle, or multiple past points , And a straight line obtained by a calculation method called RANSAC. In the example of the figure, the past 10 points are taken, and a straight line obtained by the least square method is shown as an example. In addition, since the steering angle of the opponent vehicle is not known, there is no choice but to consider it in a straight line. In addition, we are considering the case where the host vehicle does not turn the rudder angle, but in the case of the own vehicle, if the rudder angle is turned off, that information can be obtained. Can be reduced. However, since the error when the steering angle of the host vehicle is not taken into account becomes more acceptable as the vehicle approaches the opponent vehicle, it may be omitted if the calculation amount increases.

  10 (ii) to (v) are obtained by accumulating the intersections between the own vehicle and the opponent vehicle for each cycle and accumulating the intersections of the own vehicle and the opponent vehicle. Show. FIG. 10 (ii) is a graph plotting the collision site when it is estimated that the host vehicle collides with the side surface of the opponent vehicle up to 2 seconds before the collision. In this case, it is calculated that the vehicle collides only once with a part of less than 5 m from the front of the opponent vehicle.

  FIG. 10 (iii) is a graph plotting the collision site when it is estimated that the host vehicle will collide with the side surface of the opponent vehicle from 2 seconds before the collision position to 1.2 seconds before. In this case, it is calculated only once when the own vehicle passes about 2 m in front of the opponent vehicle.

  FIG. 10 (v) is a graph plotting the collision site when it is estimated that the opponent vehicle collides with the side surface of the host vehicle up to 2 seconds before the collision position. In this case, the mountain of the distribution of the collision site is concentrated from about 2.5 m to 3 m from the front of the host vehicle, indicating that there is a high possibility of collision with the cabin.

  Further, FIG. 10 (iv) is a graph plotting the collision site when it is estimated that the opponent vehicle collides with the side surface of the host vehicle from the point of 2 seconds before the collision position to 1.2 seconds before. In this case, it can be seen that there is a higher possibility of collision with the cabin than in the case of FIG.

  Thus, by accumulating past distributions, it is possible to increase the reliability in estimating the collision site. Further, since the deviation of the data decreases as the host vehicle and the opponent vehicle come closer, it is preferable to acquire the data until just before the collision as much as possible.

  In the above embodiment, the relative position and the relative speed of the opponent vehicle acquired by the millimeter wave radar are used and converted into the absolute position and the absolute speed in consideration of the movement amount and speed of the own vehicle. . However, with this method, it is necessary to acquire data on the amount of movement and speed of the host vehicle, which is difficult to obtain with high accuracy. If the accuracy is poor, the error between the absolute position and the absolute speed may increase. . Therefore, the possibility of a side collision between the host vehicle and the opponent vehicle and the collision site may be estimated using the locus of the relative position of the opponent vehicle.

That is, as shown in FIG. 11, an intersection point between a straight line along the front surface of the host vehicle and a straight line along the side surface of the host vehicle (here, the left side surface) is an origin (0, 0), and the direction is an angle θ from the front of the vehicle. Consider an XY coordinate system with the mounting axis of the millimeter wave radar attached to the left front side of the vehicle as a reference. At this time, the relative position (x, y) of the past plural points (which can be arbitrarily set) of the opponent vehicle captured by the millimeter wave radar is used, and the trajectory of the opponent vehicle is expressed by linear regression using the least square method. Expression y = ax + b (a and b are constants) (3)
Ask for.

  Here, as described above, since the mounting axis of the millimeter wave radar is inclined by the angle θ with respect to the front direction of the vehicle, the X and the front and side surfaces of the vehicle are referenced from the XY coordinate system around the origin. To convert to the 'Y' coordinate system, use

x ′ = cos θ · x−sin θ · y (4)
y ′ = sin θ · x + cos θ · y (5)
And it is sufficient.

When x ′ = 0, substituting this into equation (4),
y = 1 / tan θ · x (6)
It is expressed.

When y ′ = 0, substituting this into equation (5) gives
y = −tan θ · x (7)
It is expressed.

Assuming that the intersection of the equations (1) and (2) is (x ₁₂ , y ₁₂ ), from ax + b = 1 / tan θ · x,
x ₁₂ = b / (1 / tan θ−a) (8)
y ₁₂ = ax ₁₂ + b (9)
It is expressed.

Further, when the intersection of the expressions (1) and (3) is (x ₁₃ , y ₁₃ ), from ax + b = −tan θ · x,
x ₁₃ = −b / (a + tan θ) (10)
y ₁₃ = ax ₁₃ + b (11)
It is expressed.

If the intersections (x ₁₂ , y ₁₂ ) to (x ₁₃ , y ₁₃ ) thus obtained are within the size of the vehicle, the vehicle collides with the opponent vehicle, and the collision site can be estimated from the coordinates. In particular, if the intersection (x ₁₂ , y ₁₂ ) is within the size of the vehicle, a side collision with the opponent vehicle can be estimated. Thus, by considering relative coordinates, it becomes impossible to distinguish whether the apparent trajectory is bent according to the result of acceleration or deceleration or whether it is bent according to the result of turning, and the concept becomes complicated. However, compared with the case of thinking in absolute coordinates, the amount of movement of the host vehicle is obtained as information, and it is not necessary to convert from relative coordinates to absolute coordinates using it, so the amount of calculation can be reduced, This has the advantage that it is not affected by errors in obtaining data on the amount of movement of the host vehicle.

  The present invention is not limited to the above-described embodiment, and various modifications can be made. For example, in the above-described embodiment, the case where the deceleration control is performed by the brake has been described. However, in addition to the brake, the deceleration control may be performed by another method such as throttle off or in combination with another method.

  In the first embodiment, the possibility of a side collision may be detected based on a detection signal from the infrastructure equipment. In the first embodiment, the timing of acquiring the speed of the opponent vehicle may be acquired after the opponent vehicle is specified. The speed of surrounding vehicles is always acquired, and Control may be started when a vehicle that may collide is identified. In the first embodiment, the speed of the partner vehicle is not only estimated by the host vehicle, but may be acquired from the partner vehicle by communication or may be acquired from the infrastructure facility.

  Further, in the above-described embodiment, in the case of FIGS. 4B and 4C, the control for shifting the collision position is not performed, but the collision portion is changed to the front side portion of the vehicle 32 by performing the deceleration control of the vehicle 30. If it is sufficiently possible, deceleration control for shifting the collision site may be performed. Similarly, in the case of FIGS. 6B and 6C, the control for shifting the collision position was not performed, but it is sufficient to change the collision site to the front side portion of the vehicle 30 by controlling the vehicle 32 to decelerate. If possible, deceleration control for shifting the collision site may be performed.

  In the above-described embodiment, the collision mode in which the trajectory of the opponent vehicle and the trajectory of the own vehicle are substantially orthogonal to each other has been described. However, as shown in FIG. 12, the opponent vehicle joins the own lane from an oblique direction. The present invention can also be applied to the case of (FIG. 12 (a)), the case of protrusion at a curve (FIG. 12 (b)), and the case of a right / left turn at an intersection (FIG. 12 (c)).

It is a block block diagram which shows embodiment of the vehicle control apparatus of this invention. It is a flowchart which shows the vehicle control method by the vehicle control apparatus of FIG. It is a figure which shows the collision form of the other party vehicle with a high speed, and the own vehicle with a low speed. It is a figure which shows the collision form of the other party vehicle with a high speed, and the own vehicle with a low speed. It is a figure for demonstrating the control method when carrying out deceleration control of the own vehicle in the case where the other vehicle with a large speed collides with the own vehicle with a low speed. It is a figure which shows the collision form of the own vehicle with a high speed, and the other vehicle with a low speed. It is a figure which shows the collision form of the own vehicle with a high speed, and the other vehicle with a low speed. It is a figure which shows the structure of embodiment of the vehicle control system of this invention. It is a flowchart which shows the vehicle control method by the vehicle control system of FIG. It is a figure which shows distribution of the estimated trajectory of both vehicles with the possibility of a collision, and the estimated collision site | part. It is a figure which shows the method of estimating a collision site | part using the relative position of the other party vehicle. It is a figure which shows the form of the collision which can apply the vehicle control of this invention. It is a figure which shows the basic idea of vehicle control in case a vehicle collides at the time of encounter.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 ... Vehicle control apparatus, 12 ... Travel control ECU, 12a ... Speed acquisition part (own vehicle speed acquisition means, opponent vehicle speed acquisition means), 12b ... Collision determination part, 12c ... Speed determination part (speed determination means), 12d ... Control command generation unit (running control means), 30 ... own vehicle, 32 ... counterpart vehicle, 100 ... vehicle control system, 102 ... infrastructure equipment, 102a ... communication unit (transmission means, reception means), 102b ... collision determination unit, 102c ... speed judgment part (speed judgment means), 102d ... control command generation part (control command generation means), 104 ... onboard equipment, 104a ... communication part (reception means), 104b ... travel control part (travel control means).

Claims (7)

A vehicle control device that detects the possibility of a collision between vehicles and controls the traveling of the vehicle,
Own vehicle speed acquisition means for acquiring the speed of the own vehicle;
And the mating wheel speed obtaining means for obtaining a speed of the phase hand vehicle,
A collision determination means for detecting the possibility of collision between the host vehicle and the opponent vehicle, and determining whether the remaining time until the collision is longer or shorter than a preset threshold;
Speed determining means for comparing the speed of the host vehicle and the speed of the opponent vehicle to determine the magnitude;
Only when it is determined that the speed of the opponent vehicle is greater than the speed of the host vehicle and the remaining time is determined to be shorter than the threshold, the host vehicle determined to have a lower speed is determined to be larger. as to Gawa突the other vehicle that is, a running control means for controlling the travel of the free-vehicle,
A vehicle control device comprising:   The vehicle control apparatus according to claim 1, wherein the travel control unit controls the travel of the host vehicle such that a collision portion of the opponent vehicle that is collided is separated from a cabin.   3. The vehicle control device according to claim 1, wherein the travel control unit performs deceleration control of the host vehicle when the counterpart vehicle collides with a front portion of the host vehicle. A vehicle control system that detects the possibility of collision between vehicles and controls the traveling of the vehicle,
Receiving means for receiving the speed of both vehicles, wherein detecting a possible collision of two vehicles, the collision determination unit determines whether the remaining time longer or shorter than a preset threshold to collision, is detected that collide Speed determination means for comparing the speeds of both vehicles to determine the magnitude of the vehicle, and only when the remaining time is determined to be shorter than the threshold value, the vehicle determined to be smaller is the vehicle determined to be larger as a side collision, the infrastructure having a transmitting means for transmitting the control command generation means for generating a command for controlling at least one of the travel of both vehicles, as well as the generated command to the controlled object of the vehicle,
A receiving unit mounted on the vehicle to be controlled and receiving a command from the infrastructure facility; and an in-vehicle device having a traveling control unit for controlling the traveling of the vehicle based on the received command;
A vehicle control system comprising:   5. The vehicle control system according to claim 4, wherein the control command generation unit generates the command so that a collision part of a side-impacted vehicle is removed from the cabin. The control command generation means, characterized in that the vehicle speed is determined to be greater than that in the case of side collision to the front of the vehicle determined to smaller, it generates a command for deceleration control of the vehicle of the controlled object The vehicle control device according to claim 4 or 5. A vehicle control method for controlling the traveling of a vehicle by detecting the possibility of a collision between vehicles,
Get the speed of both vehicles,
Detecting the possibility of collision between the two vehicles,
Compare the speed of both vehicles detected as a collision to determine the size,
Determine whether the remaining time until the collision is longer or shorter than a preset threshold,
Only when it is determined that the remaining time is shorter than the threshold , the traveling of at least one of the vehicles is controlled so that the vehicle determined to be smaller in speed collides with the vehicle determined to be larger. And a vehicle control method.

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