JP6155963B2 - Collision mitigation device - Google Patents

Description

  The present invention relates to a collision mitigation device that detects an object existing around a vehicle and can perform collision avoidance or collision damage reduction by performing vehicle control when the object may collide with the vehicle. Is.

  Conventionally, as a technique for avoiding collision or reducing collision damage to a vehicle, there is a technology for detecting an object approaching the vehicle and automatically controlling the vehicle when there is a risk of collision between the detected object and the vehicle. Known (for example, Patent Document 1).

  The collision avoidance device for a vehicle disclosed in Patent Document 1 detects an object existing in front of the vehicle and the front left and right sides, and a predetermined collision time between the detected object and the own vehicle is determined for determining an automatic braking target. Judge whether it is below threshold. If it is equal to or less than the predetermined threshold value, it is determined that the vehicle is subject to automatic braking, and the traveling of the vehicle is controlled. This vehicle collision avoidance apparatus determines whether or not the detected object is a laterally moving object that moves in a direction crossing the traveling direction of the host vehicle. Then, the threshold for an object determined as a laterally moving object is set so that automatic braking occurs earlier than the threshold for an object that is not determined as a laterally moving object.

JP 2010-102641 A

  The technique described in Patent Document 1 described above avoids a collision between a vehicle and a laterally moving object by automatic braking. However, when the vehicle is stopped, the vehicle position does not change even if the braking control is performed. Therefore, when there is a risk of collision between the laterally moving object and the vehicle while the vehicle is stopped, the driver does not notice and does not perform the collision avoidance operation. There is a concern that will collide.

  Accordingly, the present invention has been made in view of the above-described problems, and a collision capable of avoiding a collision with an object located on the side of the own vehicle or reducing a collision damage regardless of whether the own vehicle is traveling. An object is to provide a mitigation device.

The invention according to claim 1, which has been made to solve the above problems, includes an object detection means for detecting an object located in the vicinity of the vehicle, and a lateral position located on the side of the vehicle detected by the object detection means. Collision risk judgment means for determining whether there is a collision risk between a position object and a vehicle, and collision damage to the vehicle is reduced when the collision risk judgment means determines that there is a risk of collision Target moving position setting means for setting a target moving position that determines the moving direction and moving distance for moving the vehicle, and the lateral position object extends the current position of the vehicle or the vehicle width of the vehicle in the longitudinal direction of the vehicle. and a acceleration control means for moving the range set by the target moving position setting means by the time that is estimated to reach the target moving position to accelerate the vehicle, the object detecting means, front and rear body of the vehicle Front and rear space determination means (S106) for determining whether or not there is a collision avoidance space in front and rear of the vehicle based on the detection result of the object detection means while the vehicle is stopped; and acceleration control means And a collision part estimation means (S107) for determining a collision estimation part, which is a part where the side position object collides with the vehicle, when the acceleration control is not performed, and the target movement position setting means determines the front and rear space determination When the vehicle is determined to have a collision avoidance space on both the front and rear sides of the vehicle, and the collision estimated part is the front part of the vehicle, the target movement position is set on the rear side of the current position of the vehicle. When the front / rear space determination means determines that there is a collision avoidance space in both the front and rear of the vehicle, and the collision estimation part is the rear part of the vehicle, It characterized that you set the target moving position to the front side of a position.

  According to this configuration, when it is determined that there is a risk of collision between the laterally positioned object and the vehicle, the laterally positioned object reaches a range where the current position of the vehicle or the vehicle width of the vehicle is extended in the longitudinal direction of the vehicle. Then, the vehicle is moved by accelerating the vehicle to a position where collision damage to the vehicle is reduced by the estimated time. Since the acceleration control can be performed even when the vehicle is stopped, even when the vehicle is stopped, the collision with the side position object can be avoided or the damage of the collision can be reduced. Further, since acceleration is possible even when the vehicle is traveling, the vehicle can be accelerated even when the vehicle is traveling to avoid a collision with a laterally positioned object or to reduce collision damage. Therefore, according to the present invention, it is possible to avoid collision with a laterally positioned object or reduce collision damage regardless of whether or not the vehicle is traveling.

1 is a block diagram of a collision alleviating device 1 in Embodiment 1. FIG. 3 is a flowchart of a collision mitigation control process performed in a control ECU 13 of the collision mitigation apparatus 1 according to the first embodiment. FIG. 3 is a flowchart continued from FIG. 2. FIG. 4 is a continuation flowchart of FIG. 3. (A)-(d) It is explanatory drawing which shows the example of a setting of a target moving position based on each positional relationship with the side position vehicle which exists in the circumference | surroundings of the own vehicle and the own vehicle, and a front-back position vehicle. It is explanatory drawing which shows the example which determines a collision target site | part based on the presence or absence of the passenger | crew of each seat of the own vehicle. (A), (b) It is explanatory drawing which shows the example of a setting of a target moving position based on each positional relationship and the collision target site | part of the side position vehicle and front-and-rear position vehicle which exist in the periphery of the own vehicle. (A), (b) It is explanatory drawing which shows collision damage reduction when a side position vehicle collides with the own vehicle.

DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments embodying a collision mitigation device of the present invention will be described below with reference to the drawings.
Example 1
First, with reference to FIG. 1, the structure of the collision mitigation apparatus 1 in Example 1 is demonstrated. The collision mitigation apparatus 1 according to the present embodiment is designed to avoid collision with a vehicle or reduce collision damage by performing vehicle control, and is mounted on the vehicle. FIG. 1 is a block diagram of the collision mitigation device 1. Hereinafter, the vehicle on which the collision mitigation device 1 is mounted is referred to as a host vehicle.

  As shown in FIG. 1, the collision mitigation apparatus 1 includes a millimeter wave radar 10 (object detection means), a wheel speed sensor 11, an occupant detection sensor 12 (occupant detection means), and a control ECU 13 (collision risk determination means, Collision avoidance determination means, target movement position setting means, front and rear space determination means, collision site estimation means, collision target site determination means, tire slip prevention operation control means), tire slip prevention device 14 (tire slip prevention means), accelerator actuator 15 (acceleration control means) and a brake actuator 16.

  The millimeter wave radar 10 transmits a transmission wave around the host vehicle at regular intervals (for example, 100 ms), and detects an object based on a reflected wave that is reflected from an object existing around the vehicle. The object detection range is the front, rear, left and right sides of the host vehicle, that is, the entire periphery of the host vehicle. The number of millimeter wave radars 10 that can detect the entire periphery of the host vehicle is the predetermined position of the host vehicle. Installed. The millimeter wave radar 10 is connected to the control ECU 13 and outputs an object detection signal to the control ECU 13.

  The wheel speed sensor 11 is a magnetoresistive element attached toward the wheel of the host vehicle, and detects the vehicle speed of the host vehicle by detecting the rotational speed of the wheel. The wheel speed sensor 11 is connected to the control ECU 13 and outputs a vehicle speed signal to the control ECU 13.

  The occupant detection sensor 12 detects the presence or absence of an occupant in each seat of the host vehicle. The occupant detection sensor 12 is a load sensor that detects the presence or absence of an occupant based on a change in the load applied to the seat, and the presence or absence of an occupant based on a change in capacitance due to a variation in the distance between the opposing electrodes provided in the seat. A capacitance sensor to be detected is used. The occupant detection sensor 12 is connected to the control ECU 13 and outputs an occupant detection signal from the occupant detection sensor 12 to the control ECU 13.

  The control ECU 13 is configured as a well-known microcomputer including a CPU 130, a ROM 131, a RAM 132, and the like, and performs predetermined arithmetic processing according to a program stored in the ROM 131. In the arithmetic processing, various signals input to the control ECU 13 are used.

  The tire slip prevention device 14 is a device that prevents the tire from slipping when the host vehicle starts and accelerates. The tire slip prevention device 14 is a device that prevents the subject vehicle from wobbling due to the tire slipping.

  The accelerator actuator 15 is a device that receives an acceleration command signal output from the control ECU 13 and performs acceleration traveling by controlling the accelerator opening.

  The brake actuator 16 operates when a braking command signal output from the control ECU 13 is input, and decelerates the vehicle speed of the host vehicle.

  The collision mitigation control process of the control ECU 13 of the present embodiment in the collision mitigation apparatus 1 having such a configuration will be described with reference to FIGS. This collision mitigation control process is repeatedly executed at regular intervals (for example, 100 ms) from when the ignition key of the host vehicle is turned on to when it is turned off.

  It demonstrates from FIG. First, in S100, a tire idling prevention operation flag indicating whether or not it is necessary to deactivate the tire idling prevention device 14 for preventing slippage during traveling of the host vehicle is initialized (Flag = 0). A tire idling prevention operation flag of 0 indicates that it is not necessary to deactivate the tire idling prevention device 14.

  Next, in S101, based on the object detection signal input from the millimeter wave radar 10, it is determined whether or not a vehicle located on the side of the host vehicle (hereinafter referred to as a side position vehicle) has been detected. If it is determined in S101 that there is no side position vehicle (S101: No), the process returns to S101.

  On the other hand, when it is determined in S101 that the side position vehicle exists (S101: Yes), the relative speed, the relative distance, and the relative position of the side position vehicle with respect to the host vehicle are calculated (S102). The relative distance and relative position of the side position vehicle with respect to the host vehicle are calculated based on the object detection signal input from the millimeter wave radar 10. The relative speed is calculated from the change over time of the relative distance.

  Next, in S103, the collision margin time until the own vehicle and the side position vehicle collide is calculated. In calculating the collision allowance time, the position change of the own vehicle with the passage of time (hereinafter, the predicted trajectory of the own vehicle) and the position change of the side position vehicle with the passage of time (hereinafter, the predicted trajectory of the side vehicle) are calculated. Decide each. The predicted trajectory is a band shape having a length in the width direction corresponding to the vehicle width.

  If the two predicted trajectories do not intersect, the collision margin time is infinite. For example, when the host vehicle is stopped and the side position vehicle passes in front of the host vehicle, the collision margin time is infinite.

  When both predicted trajectories intersect, the time when the host vehicle and the side position vehicle arrive at the intersecting region (hereinafter, predicted trajectory intersecting region) is calculated. Actually, the time at which the host vehicle or the side position vehicle reaches the predicted trajectory crossing region varies depending on the change in the vehicle speed. However, here, it is assumed that the speed when the relative speed is calculated in S102 is maintained, and the time to reach the predicted trajectory intersection area is calculated. In addition, when it can be detected that the acceleration is constant, it may be assumed that the acceleration is maintained instead of assuming that the speed is maintained.

  If the difference between the time when the host vehicle and the side position vehicle reach the predicted trajectory intersection area (hereinafter referred to as the predicted arrival time difference) is less than the time for moving the length of one vehicle, It can be determined that the side position vehicle is likely to collide with the predicted trajectory crossing area if it remains unchanged.

  Therefore, the time for moving the length of one vehicle is set as the time difference threshold, and if the arrival prediction time difference is smaller than the time difference threshold, both vehicles are based on the time until each vehicle reaches the predicted trajectory intersection area. Determine the collision allowance time. For example, the time required for any one of the vehicles to reach the predicted trajectory intersection area is defined as a collision margin time. Further, the collision allowance time may be an average of the time until the host vehicle reaches the predicted locus intersection and the time until the side position vehicle reaches the predicted locus intersection region.

  Note that there is an error between the predicted arrival time difference and the actual arrival time difference, and it is anxious to the driver that they pass each other at an extremely close distance. Therefore, the time difference threshold may be a time obtained by adding a margin time set to, for example, about several seconds to the time for moving the length of one vehicle.

  When the predicted arrival time difference is equal to or greater than the time difference threshold, it is predicted that the host vehicle and the side position vehicle will pass through the predicted trajectory intersection region with a time difference that does not cause a collision, so the collision margin time is set to infinity.

  Next, in S104, it is determined whether or not the host vehicle has a risk of collision with the side position vehicle (hereinafter referred to as collision risk). This determination is performed based on, for example, a comparison between the collision margin time calculated in S103 and the predetermined collision margin time. In addition, the predetermined collision allowance time here is set in advance to be equivalent to a time during which a collision can be sufficiently avoided by a normal driving operation when the driver notices a forward object, and may be set as appropriate depending on the traveling environment. To do.

  If the collision margin time calculated in S103 is equal to or longer than the predetermined collision margin time, it is determined that there is no risk of collision and it is not necessary to perform the collision mitigation control. If the collision margin time calculated in S103 is less than the predetermined collision margin time, it is determined that there is a collision risk and that it is necessary to perform the collision mitigation control.

  If it is determined in S104 that there is no collision risk (S104: No), the collision mitigation control process is temporarily terminated and the process returns to the first S100.

  On the other hand, if it is determined in S104 that there is a collision risk (S104: Yes), based on the object detection signal input from the millimeter wave radar 10, the front / rear position of the vehicle existing in the front / rear direction of the host vehicle The distance between the vehicle and the host vehicle is calculated (S105). Then, the process proceeds to the next step S106. Even if other vehicles exist before and after the host vehicle, the distance from the front and rear vehicles is infinite unless the position of the other vehicle is within the detection range of the millimeter wave radar 10.

  In S106, based on the predicted trajectory intersection area used in S103 and the inter-vehicle distance between the front and rear vehicles calculated in S105, there is a collision avoidance space in front of the host vehicle and a collision avoidance space in the rear of the host vehicle. Each is judged. The collision avoidance space means a space that deviates from the predicted trajectory intersection area when moving to that space.

  Next, when the collision allowance time calculated in S103 has elapsed, a part of the own vehicle where the side position vehicle collides with the own vehicle (hereinafter, an estimated collision part) is determined (S107). The collision estimated part is determined as follows.

  Considering the situation where the host vehicle is stopped or traveling straight, the side vehicle will collide with the current position of the host vehicle or the width of the host vehicle. This is when entering the range extended in the direction (hereinafter, this range is called the vehicle width extension range).

  Therefore, it is estimated where in the vehicle width extension range the side position vehicle enters and the time when the vehicle enters the vehicle width extension range. These are estimated using the predicted trajectory of the side position vehicle determined in S103.

  Furthermore, the position of the own vehicle at the time when the side position vehicle enters the own vehicle width extension range is estimated. This is also estimated using the predicted trajectory of the host vehicle determined in S103. Then, the collision estimated portion is determined from the position where the side position vehicle enters the own vehicle width extension range and the position of the own vehicle at the time when the side position vehicle enters the own vehicle width extension range. Then, the process proceeds to the next step S108.

  In S108, a target movement position (hereinafter referred to as a collision avoidance target movement position) for the host vehicle to avoid a collision caused by the side position vehicle is set. This collision avoidance target movement position is set based on the distance between the front and rear vehicles (S103), the presence / absence of a collision avoidance space (S106), the collision estimation part (S107), and whether the host vehicle is running or stopped.

  However, if there is no collision avoidance space in any of the front and rear directions regardless of whether or not the host vehicle is stopped, the collision avoidance target movement position is not set, and the collision damage set in S111 to be described later Set only the reduction target movement position. Even when the vehicle is traveling and there is no collision avoidance space in the traveling direction, this collision avoidance target movement position is not set, but only the collision damage reduction target movement position set in S111 described later is set.

  When setting the collision avoidance target movement position, the collision avoidance target movement position is set in the following cases 1 to 3.

  (Case 1) This is a case where the host vehicle is traveling and there is a collision avoidance space in the traveling direction. In this case, with respect to the position of the host vehicle at the predicted arrival time calculated in S103, a position obtained by adding at least the length from the collision estimated part to the end surface opposite to the traveling direction of the host vehicle to the collision avoidance space side, Use the collision avoidance target movement position.

  (Case 2) This is a case where the host vehicle is stopped and there is a collision avoidance space only on one of the front and rear sides of the host vehicle. In this case, with respect to the position of the host vehicle at the predicted arrival time calculated in S103, a position obtained by adding at least the length from the collision estimated part to the end surface of the host vehicle opposite to the collision avoidance space to the collision avoidance space side Is the collision avoidance target movement position.

  (Case 3) This is a case where the host vehicle is stopped and there is a collision avoidance space both before and after the host vehicle. In this case, the vehicle is moved to a collision avoidance space in a direction opposite to the collision estimated portion with respect to the front-rear direction center of the host vehicle. The collision avoidance target movement position is a collision that moves at least the length to the end face of the own vehicle opposite to the collision avoidance space to be moved from the collision estimated portion with respect to the position of the own vehicle at the predicted arrival time calculated in S103. The position added to the avoidance space side.

  For example, FIG. 5A shows a state in which a front and rear position vehicle exists immediately behind the host vehicle, and there is a collision avoidance space only in front of the host vehicle. In such a case, the forward direction of the host vehicle is set as the moving direction, and the distance at which the front and rear position vehicles are surely absent by the detection performance of the millimeter wave radar 10, for example, 3 m is set as the moving distance. The position is set as the collision avoidance target movement position. This is an example of Case 2.

  FIG. 5B shows a state in which a front-rear vehicle is present immediately in front of the host vehicle, and there is a collision avoidance space only behind the host vehicle. In such a case, the rear direction of the host vehicle is set as the moving direction, the entire length of the host vehicle is set as the moving distance, and a position determined by the moving direction and the moving distance is set as the collision avoidance target moving position. This is also an example of Case 2.

  In FIG. 5C, it is estimated that the front and rear position vehicles exist before and after the own vehicle, the collision avoidance space is present both in front and rear of the own vehicle, and the side position vehicle collides with the front portion of the own vehicle. This is a state. In such a case, the rear side of the own vehicle is the moving direction, and the distance between the front and rear vehicles positioned behind the own vehicle, that is, the maximum distance at which the own vehicle can move backward is the moving distance. The position determined by this moving direction and moving distance is set as the collision avoidance target moving position. This is an example of Case 3.

  FIG. 5D is a state where it is estimated that the side position vehicle collides with the rear portion of the host vehicle under the same conditions as in FIG. In such a case, the front side of the host vehicle is the moving direction, and the distance between the front and rear vehicles positioned in front of the host vehicle, that is, the maximum distance at which the host vehicle can move forward is the moving distance. The position determined by this moving direction and moving distance is set as the collision avoidance target moving position. This is also an example of Case 3.

  In the next S109, it is determined whether or not the own vehicle can avoid a collision caused by the side position vehicle. This determination is made based on, for example, whether or not the host vehicle is accelerated and can reach the collision avoidance target movement position set in S111 by the collision margin time calculated in S103.

  Here, the fact that the host vehicle can reach the collision avoidance target moving position by the collision margin time indicates that the host vehicle can avoid a collision caused by the side position vehicle. Moreover, the fact that the host vehicle cannot reach the collision avoidance target movement position by the collision margin time indicates that the host vehicle cannot avoid a collision caused by the side position vehicle. The time until the host vehicle reaches the target moving position is obtained from a map of a moving distance and a moving time that are determined in advance based on the acceleration performance of the host vehicle. Even when the collision avoidance target movement position is not set, S109 is determined No.

  If it is determined in S109 that collision avoidance is possible (S109: Yes), the process proceeds to the next step S113.

  On the other hand, when it is determined in S109 that collision avoidance is impossible (S109: No), a collision target portion that reduces the collision damage of the own vehicle when the side position vehicle collides with the own vehicle is determined. (S110). The collision target portion is determined based on the seat position where the occupant is specified, which is specified by the occupant detection signal input from the occupant detection sensor 12, and the inter-vehicle distance (S105) between the front and rear vehicles. Specifically, based on the inter-vehicle distance between the front and rear vehicles, a range of movement where the front and rear vehicles and the host vehicle do not collide is determined, and the collision position is determined so that the seat position where the occupant is located is farthest from the collision target site. A target site is determined.

  For example, in FIG. 6A, there are front and rear position vehicles in front and behind the host vehicle, so there is no collision avoidance space in the front and rear, but there is a slight inter-vehicle distance from the front position vehicle. In addition, the seat position where the passenger is present is only the driver's seat. In FIG. 6, the host vehicle and the front-rear position vehicle are stopped.

  In such a case, since the direction in which the host vehicle can move is forward, the trunk portion of the host vehicle that is as far away from the driver's seat as possible is determined as the collision target site (FIG. 6B). However, here, when there is no movement space for the movement distance to collide with the trunk portion, the rear seat portion of the own vehicle, which is located as far as possible from the driver's seat within the movable range of the own vehicle, is (Fig. 6 (c)).

  In the next S111, a target movement position (hereinafter referred to as a collision damage reduction target movement position) for moving the host vehicle is set so as to reduce the collision damage of the host vehicle when the side position vehicle collides with the host vehicle. . This collision damage reduction target movement position is set based on the position difference between the collision target part (S110) where the damage caused by the side position vehicle is reduced and the collision estimation part when the host vehicle does not perform acceleration control.

  For example, FIG. 7A shows the case where the rear seat of the host vehicle is determined as the collision target site, and when the acceleration control is not performed, there is a collision estimation site on the front side of the host vehicle relative to the collision target site. . In this case, the moving distance is calculated such that the front side of the host vehicle is the moving direction and the side position vehicle collides with the rear seat. A position determined by this moving direction and moving distance is set as a collision damage reduction target moving position.

  Further, in FIG. 7B, the bonnet tip of the host vehicle is determined as the collision target site, and when acceleration control is not performed, the collision estimation site is located behind the host vehicle from the collision target site. Is the case. In this case, the movement distance is calculated such that the rear side of the host vehicle is the movement direction and the side position vehicle collides with the bonnet portion. A position determined by this moving direction and moving distance is set as a collision damage reduction target moving position. Then, the tire idling prevention operation flag is set to 1 (S112), and the process proceeds to the next step S113.

  In S113, it is determined whether the tire idling prevention operation flag is 0 or not. Here, the fact that the tire slip prevention operation flag is not 0, that is, 1 indicates that the tire slip prevention device 14 needs to be deactivated. In S113, when it is determined that the tire idling prevention operation flag is 0 (S113: Yes), the process proceeds to the next S115. On the other hand, if it is determined in S113 that the tire slip prevention operation flag is not 0 (S113: No), a non-operation signal is output to the tire slip prevention device 14 and the tire slip prevention device 14 is set to non-operation ( S114).

  Subsequently, in S115, acceleration control for reaching the target movement position is performed. The acceleration required for the host vehicle to move to the target movement position set in S108 or S111 is calculated by the time the side position vehicle enters the host vehicle width extension range. Then, an acceleration command signal corresponding to the acceleration is output to the accelerator actuator 15 to accelerate the vehicle. Thereby, the own vehicle is moved to the target movement position before the side position vehicle enters the own vehicle width extension range. In S120, automatic braking is performed to stop the host vehicle that has moved to the target movement position. That is, a braking command signal is output to the brake actuator 16, and the host vehicle is gradually decelerated and stopped at the target movement position.

  Here, when the tire idling prevention operation flag is 0, the host vehicle can avoid a collision caused by the side position vehicle by performing acceleration control. Further, when the tire slip prevention flag is 1, as shown in FIG. 8A, the side position vehicle collides with the own vehicle, but the collision damage to the own vehicle is reduced by performing the acceleration control. Since it is made to collide with the collision target site | part, the damage to the passenger | crew of the own vehicle can be suppressed. Furthermore, since the tire slip prevention device 14 is set to be inoperative in S114, the impact force of the collision acts as a force for rotating the host vehicle, and the impact force that actually causes damage can be reduced. Therefore, collision damage can be further reduced.

  In addition, if the collision cannot be avoided and the occupant approaches the collision site if the vehicle moves, the host vehicle does not move at all. However, even in this case, since the flag is set to 1 by S115, the tire slip prevention device 14 is set to non-operation in S117. Therefore, as shown in FIG. 8B, the impact force of the collision acts as a force for rotating the host vehicle, and the impact force that actually causes damage can be reduced. Therefore, even when a collision occurs, the collision damage can be reduced.

  Finally, the effect will be described. According to this embodiment, when it is determined that there is a risk of collision between the host vehicle and the side position vehicle (S104: Yes), the collision mitigation device 1 is automatically positioned at a position where the collision damage to the host vehicle is reduced. It moves by accelerating the vehicle. The movement is performed by the time estimated that the side position object reaches the current position of the own vehicle or the range in which the vehicle width of the own vehicle is extended in the vehicle front-rear direction. Such acceleration control can be performed even when the host vehicle is stopped. Therefore, even when the host vehicle is stopped, the collision with the side position object can be avoided or the collision damage can be reduced. In addition, since acceleration is possible even when the host vehicle is traveling, the host vehicle can be accelerated even when the host vehicle is traveling to avoid collision with a laterally positioned object or reduce collision damage. Therefore, it is possible to avoid collision with a laterally positioned object or reduce collision damage regardless of whether the host vehicle is traveling.

  Further, according to this embodiment, when the side position vehicle collides with the host vehicle, the tire slip prevention device 14 is deactivated. Thereby, the impact force of the collision acts as a force for rotating the host vehicle and the impact force is reduced, so that the collision damage can be further reduced.

  Note that the present invention is not limited to the above-described embodiment, and modifications can be made without departing from the gist of the present invention.

  For example, in the first embodiment, an example is shown in which the millimeter wave radar 10 detects an object that exists in the vicinity of the host vehicle. However, the configuration may be such that peripheral information is acquired using a sensor such as a laser radar or an ultrasonic wave. In addition, a configuration may be used in which peripheral information is acquired using a camera. Specifically, an object is detected by capturing road conditions around the vehicle and capturing the front of the vehicle at regular time intervals (for example, every 100 ms). Do. Furthermore, by using the sensor in combination, or using the camera and the sensor fused together, it is possible to detect a front object with higher accuracy.

  Moreover, although the example which detects the vehicle speed of the own vehicle using the wheel speed sensor 11 was shown in Example 1, as a structure which detects the vehicle speed of the own vehicle using the vehicle speed sensor which detects the rotational speed of an output shaft. Good.

  In the first embodiment, the example in which the collision margin time is calculated and the estimated collision portion is estimated on the assumption that both the own vehicle and the side position vehicle maintain the vehicle speed at the time of obtaining the vehicle speed information. The speed change and the speed change of the side position vehicle may be sequentially reflected.

  Moreover, in Example 1, although the example which determines a collision target site | part based on the passenger | crew detection signal input from the passenger | crew detection sensor 12 was shown, in addition, the collision target was also used also using the intensity | strength information for every component of the own vehicle. The site may be determined. The strength information for each component is stored in the ROM 131 of the control ECU 13 and is read when the collision target portion is determined. Then, it is determined which of the front part of the vehicle (hereinafter simply referred to as the front part of the vehicle) than the passenger compartment and the rear part of the vehicle (hereinafter simply referred to as the rear part of the vehicle) is farther from the passenger compartment. If there is an occupant only in the front seat, the rear of the vehicle is farther from the occupant. Of the rear part of the vehicle, the position where the strength of the component is the highest is taken as the collision target site. As a result, it is possible to reduce not only the passenger's damage after the collision but also the damage of the vehicle itself.

  In the first embodiment, an example in which the host vehicle is automatically braked by the brake actuator 16 has been described. However, the host vehicle may be stopped by a braking operation of the driver of the host vehicle.

  In any of the above modifications, the same effects as in the present embodiment can be obtained.

DESCRIPTION OF SYMBOLS 1 Collision mitigation device, 10 Millimeter wave radar, 11 Wheel speed sensor, 12 Passenger detection sensor, 13 Control ECU, 130 CPU, 131 ROM, 132 RAM, 14 Accelerator actuator, 15 Tire slip prevention device, 16 Automatic braking device

Claims (4)

Object detection means (10) for detecting an object located around the vehicle;
A collision risk determination means (S104) for determining whether or not there is a collision risk between a side position object located on the side of the vehicle detected by the object detection means and the vehicle;
When it is determined that there is a risk of collision by the collision risk determination means, a target movement position determined by a movement direction and a movement distance for moving the vehicle so as to reduce collision damage to the vehicle is set. Target moving position setting means (S108, S111),
The vehicle at the target movement position set by the target movement position setting means by the time when the side position object is estimated to reach the current position of the vehicle or the range in which the vehicle width of the vehicle is extended in the vehicle front-rear direction. to accelerate and a acceleration control means for moving (S115), and
The object detection means is capable of detecting objects in front of and behind the vehicle,
Front and rear space determination means (S106) for determining whether or not there is a collision avoidance space in front and rear of the vehicle based on the detection result of the object detection means while the vehicle is stopped;
Collision part estimation means (S107) for determining a collision estimation part, which is a part where the lateral position object collides with the vehicle, when acceleration control by the acceleration control means is not performed;
The target movement position setting means includes
When it is determined by the front / rear space determination means that the collision avoidance space is present in both the front and rear of the vehicle, and the collision estimation site is the front of the vehicle, the vehicle is behind the current position. Set the target movement position on the side,
When the front / rear space determining means determines that the collision avoidance space is present in both the front and rear of the vehicle, and the collision estimation part is the rear part of the vehicle, the front side of the current position of the vehicle shock absorbing device which is characterized that you set the target moving position to. Collision avoidance determining means (S109) for determining whether or not collision avoidance is possible by performing acceleration control by the acceleration control means;
Occupant detection means (12) for detecting the presence or absence of an occupant in each seat of the vehicle;
When it is determined by the collision avoidance determination means that collision avoidance cannot be performed, the side position object is caused to collide with the vehicle in a direction in which the seat position where the occupant is detected and the collision site are separated from each other. A collision target region determination means (S110) for determining a collision target region;
The target moving position setting means, the lateral position object sets the target movement position to impinge on the collision target site which is determined by the collision target site determination means (S114) that the claim 1, characterized in The collision mitigation device described. The collision target site determination unit is configured to cause the side position object to collide with a strong component component based on the strength information of the component of the vehicle in addition to the seat position where the occupant is detected detected by the occupant detection unit. The collision mitigation apparatus according to claim 2 , wherein a target site is determined. Collision avoidance determining means (S109) for determining whether or not collision avoidance is possible by performing acceleration control by the acceleration control means;
A tire idling prevention operation control means (S113) that is mounted on the vehicle and activates a tire idling prevention means (14) that prevents slipping during travel of the vehicle,
It said tire idling prevention operation control means, a collision according to when it is determined that no collision avoidance is impossible by the collision avoidance judging section, to claim 2 or 3, characterized in that the tire slipping prevention means inoperative Mitigation device.

Images