JP6177743B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control device that stops a vehicle with a braking force that does not depend on a driver's brake operation after a vehicle collision.

  Patent Document 1 describes a braking control device that makes an automatic brake control time variable based on a vehicle speed after a collision. The braking control device includes a collision detection sensor that detects a collision of the host vehicle and a vehicle speed sensor that detects a vehicle speed of the host vehicle. The braking / driving force control unit is a time for automatically generating a braking force based on the vehicle speed detected by the vehicle speed sensor after detecting the collision when the collision detection sensor detects a collision of the host vehicle. The brake control device is operated by controlling the automatic braking time.

JP 2012-001091 A

  However, since the braking control device according to Patent Document 1 generates a constant braking force after the collision, there is a case where the optimal braking control is not taken depending on the form of the collision. For example, even after the primary collision, even if the braking distance can be shortened by increasing the braking force, the conventional braking control device applies a constant braking force, which may increase the braking distance. there were.

  The present invention has been made in consideration of such problems, and provides a vehicle control device capable of performing optimal brake control according to the situation after the primary collision and shortening the braking distance of the vehicle. The purpose is to do.

  The vehicle to which the present invention is applied includes an internal combustion engine and / or a drive motor as a vehicle drive source. In addition to an internal combustion engine vehicle, an EV (electric vehicle), an HEV (hybrid vehicle), and a PHEV. Electric vehicles such as (plug-in hybrid vehicles) and FCVs (fuel cell vehicles) are included.

[1] the vehicle control apparatus according to the present invention includes a braking force generating means for generating a braking force when the vehicle collision, a vehicle speed detecting means for detecting a vehicle speed of the own vehicle, and a control unit, wherein the control unit, the change in the vehicle speed after the primary collision of the vehicle is the case within a predetermined value, characterized in that to increase the braking force.

Thereby, the braking distance of the own vehicle can be shortened according to the situation after the primary collision. In addition, since the braking force is controlled based on the vehicle speed without using a camera or a radar, an increase in cost can be suppressed.

[2] In the present invention, the control unit, the following primary collision of the vehicle may detect a change in the vehicle speed of the host vehicle after the elapse of a predetermined time.

The vehicle speed may change instantaneously due to the primary collision. Therefore, after the primary collision, by detecting the change in the vehicle speed of the host vehicle after the elapse of a predetermined time, it is possible to accurately detect the change in the vehicle speed of the own vehicle.

[3] In the present invention, the control unit, the may be increased the braking force as the vehicle speed after the collision of the vehicle is low. Since the vehicle behavior is less likely to be disturbed as the vehicle speed is lower, it is possible to stabilize the vehicle behavior and shorten the braking distance by increasing the braking force at this time.

  According to the present invention, optimal brake control can be performed according to the situation after the primary collision, and the braking distance of the vehicle can be shortened.

It is a block diagram which shows the structure of the vehicle control apparatus which concerns on this Embodiment. It is a timing chart which shows an example in the case of continuous deceleration. It is a timing chart which shows an example in the case of discontinuous deceleration. It is a flowchart which shows the processing operation (mainly processing operation in a deceleration resetting part) of the vehicle control apparatus which concerns on this Embodiment. It is a flowchart which shows the processing operation of a vehicle speed change observation part.

  Hereinafter, an embodiment of a vehicle control device according to the present invention will be described with reference to FIGS.

  As shown in FIG. 1, the vehicle control device 10 includes an ECU 12 (electronic control unit) configured to include various control units. As is well known, the ECU 12 is a computer including a microcomputer, a CPU (Central Processing Unit), a ROM (including an EEPROM), a RAM (Random Access Memory), a RAM (Random Access Memory), an A / D converter, a D / A converter and other input / output devices, a timer as a timekeeping unit, etc., and various function implementation units (function implementation means) such as a control unit when the CPU reads and executes a program recorded in the ROM , Functions as a calculation unit, a processing unit, and the like. These functions can also be realized by hardware. Further, the ECU 12 can be integrated into one, and can be further divided.

  In the present embodiment, the ECU 12 includes an airbag control unit 14, a travel control unit 16, a hydraulic control unit 18, an engine control unit 20, and a braking force control unit 22. A vehicle speed sensor 24, a collision detection sensor 26, and a G sensor 28 are connected to the ECU 12. Further, an airbag 30 is connected to the ECU 12 via an inflator 32, a brake pedal 34 is connected via a brake pedal depression amount sensor 36, and an accelerator pedal 38 is connected via an accelerator pedal operation amount sensor 40. Yes.

  A vehicle on which the vehicle control apparatus 10 according to the present embodiment is mounted has four wheels 44, and each of the four wheels 44 includes a brake actuator 46 configured by a disc brake or the like that generates a braking force. Is provided. The brake hydraulic pressure (braking force, braking pressure, brake pressure) of the brake actuator 46 is controlled by four pressure adjusting devices (not shown) in the hydraulic pressure control unit 18, respectively. The hydraulic control unit 18 is driven under the control of a travel control unit 16 described later.

  The driving force is transmitted from the engine 50 to the left and right wheels of the four wheels 44 through the transmission 52 (denoted as “T / M” in FIG. 1), for example.

  The engine 50 has a rotational speed (engine rotational speed) and the like through an engine control unit 20 that adjusts an opening (throttle opening) TH of a throttle valve (indicated as “THV” in FIG. 1) 54 provided in the engine 50. Be controlled.

  The throttle opening TH of the throttle valve 54 is adjusted through the engine control unit 20 in accordance with the operation amount θa of the accelerator pedal 38 detected by the accelerator pedal operation amount sensor 40.

  Each wheel 44 is provided with a wheel speed sensor (not shown), and the wheel speed detected by the four wheel speed sensors and the average value thereof are supplied to the ECU 12 as the vehicle speed detected by the vehicle speed sensor 24.

  The airbag control unit 14 is connected to the travel control unit 16, the collision detection sensor 26, the G sensor 28, and the inflator 32.

  The collision detection sensor 26 is, for example, a pressure sensor, and is provided in a vehicle. Although not shown, a right front collision detection sensor and a left front collision detection sensor are provided on the left and right sides of the front frame of the vehicle. A right side collision detection sensor and a left side collision detection sensor are provided on the left and right sides of the vehicle, and a right rear collision detection sensor and a left rear collision detection sensor are provided on the left and right sides of the rear frame of the vehicle.

  Furthermore, a high-sensitivity G sensor, roll rate sensor, yaw rate sensor, and low-sensitivity orthogonality that detect acceleration in the three orthogonal axes (vehicle length direction, vehicle width direction, vehicle height direction) of the vehicle at the center of gravity of the vehicle. A G sensor 28 including a biaxial G sensor (vehicle length direction, vehicle width direction) is provided.

  When a collision is detected by the collision detection sensor 26, the airbag control unit 14 is supplied with a collision detection signal Sc corresponding to the pressure at the time of collision from the collision detection sensor 26, and from the G sensor 28, an acceleration signal at the time of the collision. Sa (convertible to G) is supplied.

  The airbag control unit 14 generates an airbag deployment signal Sab that deploys the airbag 30 corresponding to the location where the collision occurred based on the collision detection signal Sc and the acceleration signal Sa (G), and drives the inflator 32. .

  On the other hand, the traveling control unit 16 includes at least an automatic brake control unit 60 and a braking force command value output unit 62.

  The automatic brake control unit 60 generates a reference deceleration Ga that does not depend on the depression amount θb of the brake pedal 34 and sets it in the braking force command value output unit 62. This process is performed when a vehicle collision is recognized by the collision detection signal Sc from the collision detection sensor 26 or the acceleration signal Sa (G) from the G sensor 28. The reference deceleration Ga may be a fixed deceleration (for example, 0.5 G) set in advance. Note that the airbag 30 is deployed by the collision.

  The hydraulic pressure control unit 18 feeds back the braking hydraulic pressure (brake pressure) at which the deceleration calculated from the acceleration signal Sa (G) from the G sensor 28 becomes the deceleration set in the braking force command value output unit 62, for example. It is generated while being controlled and output to the brake actuator 46. As a result, the vehicle is decelerated at the generated brake pressure, that is, the brake pressure corresponding to the set deceleration.

  Further, the traveling control unit 16 determines the slip / lock state of each wheel 44 and has an ABS function for independently adjusting the braking hydraulic pressure of each wheel 44 during braking via the hydraulic control unit 18. When the posture / behavior of the vehicle is disturbed, the vehicle has a function of preventing the skidding of the vehicle and improving the directional stability. A vehicle posture stabilization system that improves the directional stability is known as a technology related to, for example, a VSA (Vehicle Stability Assist) system.

  The traveling control unit 16 senses the attitude / behavior of the vehicle with the G sensor 28 and the vehicle speed sensor 24 (each wheel speed sensor), and determines that the vehicle is oversteered. The hydraulic control unit 18 is controlled to be applied.

  Conversely, when the traveling control unit 16 determines that understeering occurs, the driving force of the engine 50 is reduced (reduced) by reducing the throttle opening TH of the throttle valve 54 through the engine control unit 20, and the rear wheel in the vehicle. The hydraulic control unit 18 is controlled so as to brake the wheel 44 on the inner side of the turn.

  As shown in FIG. 1, the braking force control unit 22 of the vehicle control apparatus 10 according to the present embodiment includes a dead zone setting unit 64, a vehicle speed change observation unit 66, a deceleration resetting unit 68, a vehicle stop And a determination unit 70. The braking force control unit 22 is driven together with the automatic brake control unit 60 of the traveling control unit 16 when a collision between the vehicle and an obstacle or another vehicle is detected.

  The dead zone setting unit 64 detects the vehicle based on the reference deceleration Ga for a certain time Ta (see FIGS. 2 and 3) from the time when the primary collision occurs and the reference deceleration Ga is set by the automatic brake control unit 60. Maintain deceleration. That is, the start of the processing operation in the vehicle speed change observation unit 66 and the deceleration resetting unit 68 is delayed by a predetermined time Ta. The fixed time Ta is, for example, 0.5 seconds, but can be set to any time within 1.0 seconds, for example, depending on the reference deceleration Ga. This fixed time Ta is a dead zone time in the processing operation.

  The vehicle speed change observation unit 66 includes a vehicle speed change calculation unit 72, a discontinuous deceleration determination unit 74, and a flag 76.

  The vehicle speed change calculation unit 72 acquires the vehicle speed from the vehicle speed sensor 24 and calculates a change in the vehicle speed in a predetermined time unit. Examples of the predetermined time include several tens to several hundreds msec. Specifically, the absolute value of the difference between the vehicle speed value acquired last time and the vehicle speed value acquired after a predetermined time elapses is calculated as the change in vehicle speed.

  The discontinuous deceleration determination unit 74 determines whether or not discontinuous deceleration has been observed based on the change in vehicle speed from the vehicle speed change calculation unit 72. For example, when the vehicle collides, the vehicle speed of the vehicle decreases due to the generation of the reference deceleration Ga by the automatic brake control unit 60. At this time, if there is no secondary collision with another vehicle or obstacle after the primary collision, the change in the vehicle speed is almost constant and continuous deceleration is observed. On the other hand, when there is a secondary collision, the vehicle speed changes abruptly, so the change in the vehicle speed increases and a discontinuous deceleration is observed.

  Here, continuous deceleration and discontinuous deceleration will be described with reference to FIGS. 2 and 3 show changes in the collision detection signal Sc, deceleration (G), brake pressure (Pa), and vehicle speed (km / h) over time. A solid line La indicates deceleration, a solid line Lb indicates brake pressure, and a solid line Lc indicates vehicle speed.

  In a normal case, when a primary collision occurs, for example, as shown in FIG. 2, a reference deceleration Ga (for example, 0.5 G) is set by the automatic brake control unit 60 at the stage where the collision occurs, as shown by a broken line Ld. As described above, the reference deceleration Ga is maintained until the vehicle stops, and the brake pressure is also maintained according to the reference deceleration Ga as indicated by the broken line Le. As a result, when there is no secondary collision after the primary collision, the vehicle speed linearly decreases at a substantially constant rate as shown by the broken line Lf, resulting in continuous deceleration.

  On the other hand, when a secondary collision occurs after the primary collision, the vehicle speed greatly changes due to the collision, and depending on the type of obstacle and the collision mode, the vehicle speed becomes random (non-linear) as shown by the solid line Lc in FIG. It changes and becomes a discontinuous deceleration.

  The discontinuous deceleration determination unit 74 described above sets “1” to the flag 76 when the change in the vehicle speed from the vehicle speed change calculation unit 72 is larger than a preset threshold value vth. For example, when the vehicle speed changes at 4 km / h or less (for example, 2 to 4 km / h) at a time interval of 200 msec, it is not a case where the vehicle speed changes greatly in a short time, and therefore it can be regarded as continuous deceleration. When the vehicle speed changes by 8 km / h or more (8 to 10 km / h) at a time interval of 200 msec, it can be regarded as a discontinuous deceleration because the vehicle speed changes significantly in a short time. Therefore, as the threshold value, a change in vehicle speed at a time interval of 200 msec, such as 8 km / h, can be used.

  The flag 76 is for informing the deceleration resetting unit 68 that there has been a discontinuous deceleration, and when the deceleration resetting unit 68 recognizes that there has been a discontinuous deceleration. The deceleration resetting unit 68 resets the value to “0”.

  The deceleration resetting unit 68 includes a vehicle speed change determining unit 78, a vehicle speed determining unit 80, and a deceleration changing unit 82.

  The vehicle speed change determination unit 78 determines whether the deceleration is continuous or discontinuous based on the information of the flag 76.

  The vehicle speed determination unit 80 acquires the vehicle speed from the vehicle speed sensor 24 and determines whether the vehicle speed is high speed, medium speed, or low speed. High, medium and low speeds are discriminated based on, for example, high speed when the vehicle speed is 80 km / h, medium speed when the vehicle speed is 60 km / h or more and less than 80 km / h, and low speed when the vehicle speed is less than 60 km / h. To do. 80 km / h and 60 km / h are merely examples, and can be arbitrarily set according to, for example, the type of vehicle and the size of the reference deceleration Ga set by the automatic brake control unit 60.

  The deceleration changing unit 82 changes the deceleration according to continuous deceleration and discontinuous deceleration. For example, the deceleration is increased in continuous deceleration, and is set to, for example, the reference deceleration Ga in discontinuous deceleration. In particular, in the case of continuous deceleration, the deceleration is changed according to the vehicle speed, and the increase amount of the deceleration is maximized at the low speed, and the increase amount of the deceleration is minimized at the high speed. For example, if the reference deceleration Ga set by the automatic brake control unit 60 is 0.5G, for example, the first deceleration G1 (for example, 0.6G) is set at a high speed, and the second deceleration at a medium speed. A speed G2 (for example, 0.7 G) is set, and a third deceleration G3 (for example, 1.0 G) is set when the speed is low.

  On the other hand, the vehicle stop determination unit 70 determines that the vehicle is stopped when the vehicle speed of the vehicle is 0 [km / h] and this state is maintained for 1.5 seconds, for example.

  Next, the processing operation of the vehicle control device 10, mainly the processing operation in the travel control unit 16 and the braking force control unit 22, will be described with reference to the flowcharts of FIGS.

  First, in step S1 of FIG. 4, the automatic brake control unit 60 of the travel control unit 16 determines whether or not there has been a collision to the extent that the airbag 30 is deployed. This determination is made based on whether or not the collision detection signal Sc from the collision detection sensor 26 and the acceleration signal Sa (G) from the G sensor 28 have been input.

  If there is a collision, the process proceeds to the next step S <b> 2, and the automatic brake control unit 60 generates a reference deceleration Ga and sets it in the braking force command value output unit 62. As a result, the vehicle is decelerated at the brake pressure corresponding to the set reference deceleration Ga.

  In step S3, the dead zone setting unit 64 waits for the elapse of a predetermined time Ta after the primary collision. During this time, the vehicle decelerates with the brake pressure corresponding to the set reference deceleration Ga. Thereafter, the dead zone setting unit 64 activates the vehicle speed change observation unit 66 and the deceleration resetting unit 68. The vehicle speed change observation unit 66 and the deceleration resetting unit 68 perform, for example, multitasking.

  Here, the processing in the vehicle speed change observation unit 66 will be described with reference to FIG.

  First, in step S101 of FIG. 5, the vehicle speed change calculation unit 72 acquires the vehicle speed from the vehicle speed sensor 24, and calculates the change of the vehicle speed in a predetermined time unit. Examples of the predetermined time include several tens to several hundreds msec as described above. The vehicle speed change calculation unit 72 calculates the absolute value of the difference between the vehicle speed value acquired last time and the vehicle speed value acquired after a lapse of a predetermined time to obtain a change in vehicle speed.

  In step S <b> 102, the discontinuous deceleration determination unit 74 determines whether or not discontinuous deceleration has been observed based on the change in vehicle speed from the vehicle speed change calculation unit 72. This determination is made based on whether or not the change in the vehicle speed from the vehicle speed change calculation unit 72 is greater than a preset threshold value vth.

  If discontinuous deceleration is observed, the process proceeds to step S103, and the discontinuous deceleration determining unit 74 sets “1” in the flag 76.

  When the processing in step S103 is completed, or when it is determined that the deceleration is continuous in step S102, the process proceeds to step S104, where the vehicle speed change observation unit 66 has an end request (power cut, maintenance, etc.). Determine whether or not. If there is no end request, the process returns to step S101, and the processes after step S101 are repeated. While the processing at the vehicle speed change observation unit 66 is performed, the processing at the deceleration resetting unit 68 is also performed as described later. If there is an end request, the processing operation in the vehicle speed change observation unit 66 ends.

  Returning to the main routine of FIG. 4, in step S <b> 4, the vehicle speed change determination unit 78 determines whether or not the deceleration is continuous. This determination is made based on whether or not the flag 76 of the vehicle speed change observation unit 66 is “0”.

  If the flag 76 is “0”, it is determined that the vehicle is decelerating continuously, and the process proceeds to the next step S5, where the vehicle speed determination unit 80 determines whether the current vehicle speed is high (for example, 80 km / h or more). . If the speed is high, the process proceeds to the next step S6, and the deceleration changing unit 82 applies the first deceleration G1 (for example, 0.6 G) higher than the reference deceleration Ga (for example, 0.5 G) to the braking force command value output unit 62. Set to. As a result, the vehicle is decelerated at the brake pressure corresponding to the set first deceleration G1.

  If it is determined in step S5 that the current vehicle speed is not high, the process proceeds to step S7, and the vehicle speed determination unit 80 determines whether or not the current vehicle speed is a medium speed (for example, 60 km / h or more and less than 80 km / h). Is determined. If it is medium speed, it will progress to following step S8 and the deceleration change part 82 will set 2nd deceleration G2 (for example, 0.7 G) higher than 1st deceleration G1 to the braking force command value output part 62. FIG. As a result, the vehicle is decelerated at the brake pressure corresponding to the set second deceleration G2.

  If it is determined in step S7 that the current vehicle speed is not medium speed, that is, if the vehicle speed is low, the process proceeds to step S9, and the deceleration changing unit 82 determines a third deceleration G3 (for example, higher than the second deceleration G2). 1.0G) is set in the braking force command value output unit 62. As a result, the vehicle decelerates with the brake pressure corresponding to the set third deceleration G3.

  On the other hand, if it is determined in step S4 described above that the flag 76 of the vehicle speed change observation unit 66 is “1”, that is, if it is determined that the deceleration is discontinuous, the process proceeds to step S10 to change the vehicle speed. The determination unit 78 resets the flag 76 of the vehicle speed change observation unit 66 to “0”. Thereafter, in step S <b> 11, the deceleration changing unit 82 sets the reference deceleration Ga in the braking force command value output unit 62. As a result, the vehicle is decelerated at the brake pressure corresponding to the set reference deceleration Ga.

  When the process in step S6, step S8, step S9 or step S10 is completed, the process proceeds to the next step S12, and the vehicle stop determination unit 70 determines whether or not the vehicle is stopped. When it is determined that the vehicle is not stopped, the process returns to step S4, and the processes after step S4 are repeated.

  And when it determines with the vehicle having stopped in step S12 mentioned above, it progresses to step S13 and stops control by the automatic brake control part 60 and the braking force control unit 22. FIG.

  After that, in step S14, the ECU 12 determines whether or not there is a termination request (power cut, maintenance, etc.). If there is no end request, the process returns to step S1, and the processes after step S1 are repeated. If there is an end request, the processing operation in the vehicle control device 10 ends.

  Here, main operations in the automatic brake control unit 60 and the braking force control unit 22 will be described with reference to the time charts of FIGS. As described above, FIG. 2 shows an example of continuous deceleration, and FIG. 3 shows an example of discontinuous deceleration.

  First, as shown in FIGS. 2 and 3, when the vehicle collides with an obstacle or another vehicle at time t1 and time t11, the vehicle is set to the reference by setting the reference deceleration Ga by the automatic brake control unit 60. The vehicle is decelerated with the brake pressure corresponding to the deceleration Ga. Further, from the stage of the collision, observation of continuous deceleration and discontinuous deceleration by the vehicle speed change observation unit 66 is started.

  From time t2 and t12 when a certain time Ta has elapsed from time t1 and time t11, deceleration resetting processing corresponding to continuous deceleration and discontinuous deceleration is performed.

  In continuous deceleration, the deceleration according to the vehicle speed is reset. In the example shown in FIG. 2, since it is a medium speed (60 km / h or more and less than 80 km / h) at the time t2, the second deceleration G2 (0.7G) higher than the reference deceleration Ga (0.5G) is obtained. Will be reset. As a result, the vehicle is decelerated with the brake pressure corresponding to the second deceleration G2.

  Thereafter, when the vehicle speed becomes low (less than 60 km / h) while maintaining continuous deceleration, the vehicle is reset to a third deceleration G3 (1.0 G) higher than the second deceleration G2 (time point t3). reference). As a result, the vehicle is decelerated with the brake pressure corresponding to the third deceleration G3.

  On the other hand, in the case of discontinuous deceleration, as shown in FIG. 3, when the vehicle collides with an obstacle or another vehicle at time t11, the vehicle corresponds to the reference deceleration Ga as in the case of the continuous deceleration described above. It will decelerate with the brake pressure. Also in this case, the deceleration resetting process corresponding to the continuous deceleration and the discontinuous deceleration is performed from the time t12 when the predetermined time Ta has elapsed from the time t11.

  In particular, in the example shown in FIG. 3, the vehicle speed changes greatly at time t13 after time t12, but is continuously decelerated from time t12 to time t13. Therefore, the deceleration according to the vehicle speed is reset during this period. In the example shown in FIG. 3, since the speed is low (less than 60 km / h) at time t12, the speed is reset to the third deceleration G3 (1.0 G) higher than the reference deceleration Ga (0.5 G). As a result, the vehicle is decelerated with the brake pressure corresponding to the third deceleration G3.

  As described above, at time t13 after time t12, the vehicle speed has changed significantly, so that the reference deceleration Ga lower than the third deceleration G3 is reset. Since the vehicle speed has changed greatly even after time t13, the reference deceleration Ga is maintained, and the vehicle is decelerated with the brake pressure corresponding to the reference deceleration Ga.

  In addition, after time t14 immediately before the vehicle stops, the vehicle is decelerated continuously as in FIG. 2, and is at a low speed. As a result, the deceleration is reset to the third deceleration G3, and the vehicle is decelerated with the brake pressure corresponding to the third deceleration G3.

  In the above-described continuous deceleration, when the vehicle is decelerated only by the reference deceleration Ga, for example, as indicated by the broken line Lf in FIG. 2, it takes time until the vehicle stops because the vehicle speed changes gently, and braking is performed. The distance gets longer. In contrast, in this embodiment, the brake pressure is controlled according to the vehicle speed of the vehicle, and in particular, the brake pressure is controlled to increase as the vehicle speed becomes medium and low. Thereby, the braking distance can be shortened, for example, as shown by the solid line Lc (vehicle speed) in FIG. In addition, since the vehicle behavior is less likely to be disturbed as the vehicle speed is lower, the behavior of the vehicle can be stabilized and the braking distance can be shortened by increasing the braking force at this time.

  Furthermore, in this embodiment, since the braking force is controlled based on the vehicle speed without using a camera or a radar, an increase in cost can be suppressed.

  Further, in the present embodiment, after a primary collision has occurred, the passage of a predetermined time Ta is awaited to determine whether the vehicle speed has changed, that is, whether the vehicle is decelerating continuously or discontinuously. That is, the dead zone time is provided after the primary collision occurs until the vehicle speed change determination is started. When a primary collision occurs, the vehicle speed of the vehicle often changes instantaneously, and therefore, there is a possibility that the vehicle speed change observation unit 66 may erroneously determine that the deceleration is discontinuous despite continuous deceleration. However, in the present embodiment, by providing the dead zone time described above, the vehicle speed change observation unit 66 does not capture the instantaneous change in the vehicle speed immediately after the collision, and erroneous determination can be prevented.

[Summary of embodiment]
As described above, the vehicle control device 10 according to the present embodiment includes the braking force generation means (automatic brake control unit 60) that generates a braking force when the vehicle collides, and the vehicle speed detection means (the vehicle speed detection means that detects the vehicle speed). The vehicle speed sensor 24) and a control unit (braking force control unit 22) are provided, and the control unit increases the braking force when the change in the vehicle speed after the primary collision of the vehicle is within a predetermined value. .

  In the present embodiment, the control unit may detect a change in the vehicle speed after a predetermined time has elapsed after the primary collision.

  In the present embodiment, the control unit may increase the braking force as the vehicle speed after the collision is lower.

  Note that the present invention is not limited to the above-described embodiment, and it is needless to say that various configurations can be adopted based on the content described in this specification.

DESCRIPTION OF SYMBOLS 10 ... Vehicle control apparatus 12 ... ECU
DESCRIPTION OF SYMBOLS 16 ... Travel control unit 18 ... Hydraulic control unit 22 ... Braking force control unit 24 ... Vehicle speed sensor 26 ... Collision detection sensor 60 ... Automatic brake control part 62 ... Braking force command value output part 64 ... Dead zone setting part 66 ... Vehicle speed change observation part 68 ... Deceleration resetting unit 70 ... Vehicle stop determination unit 72 ... Vehicle speed change calculation unit 74 ... Discontinuous deceleration determination unit 76 ... Flag 78 ... Vehicle speed change determination unit 80 ... Vehicle speed determination unit 82 ... Deceleration change unit

Claims (3)

Braking force generating means for generating a braking force at the time of collision of the host vehicle;
Vehicle speed detecting means for detecting a vehicle speed of the own vehicle,
A control unit,
The control unit, the vehicle control device changes in vehicle speed after the primary collision of the vehicle in the case within a predetermined value, characterized in that to increase the braking force. The vehicle control device according to claim 1,
The control unit, the following primary collision of the vehicle, the vehicle control device according to claim Rukoto detect movement of the vehicle speed of the host vehicle after the elapse of a predetermined time. The vehicle control device according to claim 1 or 2,
The vehicle control device, wherein the control unit increases the braking force as the vehicle speed after the collision of the host vehicle decreases.

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