WO2010013542A1 - 車両制御装置 - Google Patents
車両制御装置 Download PDFInfo
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- WO2010013542A1 WO2010013542A1 PCT/JP2009/060222 JP2009060222W WO2010013542A1 WO 2010013542 A1 WO2010013542 A1 WO 2010013542A1 JP 2009060222 W JP2009060222 W JP 2009060222W WO 2010013542 A1 WO2010013542 A1 WO 2010013542A1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T7/00—Brake-action initiating means
- B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
- B60T7/22—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger initiated by contact of vehicle, e.g. bumper, with an external object, e.g. another vehicle, or by means of contactless obstacle detectors mounted on the vehicle
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/06—Automatic manoeuvring for parking
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18036—Reversing
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/08—Interaction between the driver and the control system
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/08—Interaction between the driver and the control system
- B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
- B60W50/16—Tactile feedback to the driver, e.g. vibration or force feedback to the driver on the steering wheel or the accelerator pedal
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D15/00—Steering not otherwise provided for
- B62D15/02—Steering position indicators ; Steering position determination; Steering aids
- B62D15/027—Parking aids, e.g. instruction means
- B62D15/0285—Parking performed automatically
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
- F02D11/04—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by mechanical control linkages
-
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/16—Anti-collision systems
- G08G1/166—Anti-collision systems for active traffic, e.g. moving vehicles, pedestrians, bikes
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/08—Interaction between the driver and the control system
- B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
- B60W2050/143—Alarm means
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/06—Direction of travel
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2554/00—Input parameters relating to objects
- B60W2554/80—Spatial relation or speed relative to objects
- B60W2554/801—Lateral distance
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
- B60W30/09—Taking automatic action to avoid collision, e.g. braking and steering
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
- B60W30/095—Predicting travel path or likelihood of collision
Definitions
- the present invention relates to a vehicle control device that executes vehicle control for avoiding contact between a host vehicle and an approaching vehicle approaching the host vehicle.
- the obstacle detection range is changed according to the steering angle to detect an obstacle that may come into contact with the vehicle, and between the detected obstacle and the vehicle.
- a vehicle control device that executes braking control when the distance between them is equal to or less than a predetermined distance is known.
- the braking control is performed even in a scene where the driver is likely to end the reverse operation early, such as when there is no space where an approaching vehicle can pass behind the vehicle. By being executed, the driver may feel bothered and uncomfortable with respect to the braking control.
- the present invention has been made in view of the above problems, and an object of the present invention is to provide a vehicle control device capable of performing appropriate vehicle control in accordance with a traveling scene.
- the vehicle control device When it is detected that the host vehicle is moving backward, the vehicle control device according to the present invention brakes according to the angle formed by the traveling direction of the host vehicle and the extending direction of the road on which the approaching vehicle is traveling. Set the control working distance.
- FIG. 1 It is a block diagram which shows the structure of the vehicle control apparatus used as embodiment of this invention. It is a schematic diagram which shows the vehicle layout example of the vehicle control apparatus shown in FIG. It is a flowchart figure which shows the flow of the vehicle control process used as embodiment of this invention. It is a figure which shows angle (theta) which the advancing direction of a vehicle and the extension direction of the road where an approaching vehicle is drive
- a vehicle control device As shown in FIG. 1, a vehicle control device according to an embodiment of the present invention is mounted on a vehicle 1 and includes a host vehicle information acquisition unit 2, a peripheral information acquisition unit 3, a control unit 4, and a braking force generation device 5. And an accelerator pedal operation reaction force generator 6, a notification device 7, and a driving force generator 8 as main components. As shown in FIG. 1, a host vehicle information acquisition unit 2, a peripheral information acquisition unit 3, a control unit 4, and a braking force generation device 5. And an accelerator pedal operation reaction force generator 6, a notification device 7, and a driving force generator 8 as main components. As shown in FIG.
- the host vehicle information acquisition unit 2 includes wheel speed sensors 11a to 11d installed on the wheels 10a to 10d of the vehicle 1, an accelerator opening sensor 12 installed on an accelerator pedal of the vehicle 1, A brake pedal switch 13 installed on a brake pedal of the vehicle 1, a shift position sensor 14 (reverse operation detecting means) for detecting the position (shift position) of the transmission of the vehicle 1, and a vehicle control device mounted on the vehicle 1.
- a switch sensor 15 that detects the state of the on / off switch, a steering sensor 16 that detects the steering angle of the steering of the vehicle 1, and an acceleration / deceleration sensor 17 that detects the acceleration / deceleration of the vehicle 1 are provided.
- the own vehicle information acquisition unit 2 uses these sensors and switches to switch the wheel speed of the vehicle 1, the accelerator opening, the brake pedal on / off, the shift position, and the state of the on / off switch of the vehicle control device. , Steering steering angle (vehicle traveling direction) and acceleration / deceleration are acquired as own vehicle information.
- the peripheral information acquisition unit 3 includes obstacle detection sensors 18a to 18g installed at the front, rear, and rear side portions of the vehicle 1, a navigation device (not shown), and GPS (Global Positioning). System).
- the peripheral information acquisition unit 3 acquires the presence / absence of obstacles present in front, rear and rear sides of the vehicle 1, the relative distance and relative speed of the vehicle 1 with respect to the obstacles, and the detection angle of the obstacles as peripheral information.
- the control unit 4 includes an arithmetic processing unit such as an ECU (Electric Control Unit), and controls the operation of the entire vehicle control unit by executing a computer program stored in advance by a CPU in the arithmetic processing unit.
- the braking force generator 5 controls the brake pressure of the vehicle 1 according to the control of the control unit 4.
- the accelerator pedal operation reaction force generator 6 controls the magnitude of the operation reaction force of the accelerator pedal according to the control of the control unit 4.
- the notification device 7 controls on / off of the alarm output according to the control of the control unit 4.
- the driving force generator 8 controls the engine output of the vehicle 1 according to the control of the control unit 4.
- the vehicle control device having such a configuration performs appropriate vehicle control suitable for the traveling scene by executing the following vehicle control process when the vehicle moves backward.
- operation movement of the vehicle control apparatus at the time of performing vehicle control processing is demonstrated.
- step S1 This vehicle control process is repeatedly executed every predetermined control period as long as the on / off switch of the vehicle control device is on and the shift position of the vehicle 1 is in the R position.
- the timing for starting the vehicle control process is not limited to the above conditions. For example, in addition to the above conditions, conditions such as the vehicle speed being a predetermined value or less and the steering angle being a predetermined value or less may be added.
- the control unit 4 determines whether there is an approaching vehicle (obstacle) approaching the vehicle 1 based on the peripheral information acquired by the peripheral information acquisition unit 3.
- the obstacle detected by the obstacle detection sensors 18a to 18g is handled as a vehicle. For example, only an obstacle moving at a predetermined speed may be detected as a vehicle. .
- the control part 4 advances a vehicle control process to the process of step S2 at the timing which discriminate
- step S2 the control unit 4 detects the extending direction of the road on which the approaching vehicle is traveling via the peripheral information acquisition unit 3 as shown in FIG. Thereby, the process of step S2 is completed and the vehicle control process proceeds to the process of step S3.
- the peripheral information acquisition unit 3 may detect the extending direction of the road on which the approaching vehicle is traveling from the road shape around the vehicle stored in the navigation device, or the obstacle detection sensors 18a to 18g. It is also possible to detect the position of the approaching vehicle, detect the moving direction of the approaching vehicle from the change in the position of the approaching vehicle, and set the moving direction as the extending direction of the road on which the approaching vehicle is traveling.
- step S3 the control unit 4 detects the traveling direction (reverse direction) of the vehicle via the own vehicle information acquisition unit 2. Thereby, the process of step S3 is completed and a vehicle control process progresses to the process of step S4.
- step S4 the control unit 4 calculates an angle ⁇ of the traveling direction of the vehicle detected by the process of step S3 with respect to the extending direction of the traveling path of the approaching vehicle detected by the process of step S2.
- step S5 the control unit 4 sets a predetermined target stop distance D for the obstacle detected by the process of step S1. Thereby, the process of step S5 is completed and the vehicle control process proceeds to the process of step S6.
- step S6 the control unit 4 multiplies the target stop distance D set by the process of step S5 by the gain ⁇ corresponding to the angle ⁇ calculated by the process of step S4, whereby the brake pressure of the vehicle 1 is increased.
- the braking control working distance D1 for starting the control is calculated.
- the gain ⁇ increases as the angle ⁇ approaches 90 °, and decreases as the angle ⁇ approaches 0 °. Therefore, the braking control operating distance D1 is longer as the angle ⁇ is closer to 90 °, and shorter as the angle ⁇ is closer to 0 °.
- step S7 the control unit 4 starts control of the accelerator pedal operation reaction force of the vehicle 1 by multiplying the braking control working distance D1 calculated by the process of step S6 by the gain ⁇ 1 corresponding to the angle ⁇ .
- An accelerator pedal reaction force acting distance D2 is calculated.
- the gain ⁇ 1 is greater than or equal to the gain ⁇ in the process of step S6 so that the magnitude of the accelerator pedal reaction force acting distance D2 is greater than or equal to the braking control actuation distance D1 and less than or equal to the notification actuation distance D3, and
- the gain is set to be equal to or smaller than the gain ⁇ 2 in the process of step 8.
- step S8 the control unit 4 alerts the driver of the presence of an obstacle by multiplying the braking control working distance D1 calculated by the process of step S6 by a gain ⁇ 2 corresponding to the angle ⁇ . Is calculated a notification working distance D3.
- the gain ⁇ 2 is greater than or equal to the gain ⁇ 1 in the process of step S7 so that the notification working distance D3 is greater than or equal to the accelerator pedal reaction force acting distance D2 and less than or equal to the driving force control working distance D4 described later.
- it is set as the magnitude
- step S9 the control unit 4 multiplies the braking control working distance D1 calculated by the process of step S6 by a gain ⁇ 3 corresponding to the angle ⁇ , thereby starting the control of the engine output of the vehicle 1.
- a control working distance D4 is calculated.
- the gain ⁇ 3 is greater than or equal to the gain ⁇ 2 in the process of step S8 so that the driving force control working distance D4 is greater than or equal to the notification working distance D3.
- step S10 the control unit 4 determines whether or not the relative distance from the obstacle detected by the peripheral information acquisition unit 3 is equal to or less than the driving force control operating distance D4 calculated by the process of step S9. . And the control part 4 advances a vehicle control process to the process of step S11 at the timing when the relative distance with the obstruction detected by the periphery information acquisition part 3 became below the driving force control working distance D4.
- step S11 the control unit 4 controls the driving force generator 8 to increase the accelerator opening reduction amount at a predetermined change rate, and at the timing when the accelerator opening reduction amount is reached, the accelerator is reduced. Maintain the amount of opening reduction. Then, after a predetermined time has elapsed, the control unit 4 reduces the accelerator opening reduction amount to zero.
- the control unit 4 may use a value ⁇ that increases as the angle ⁇ approaches 90 ° and decreases as the angle ⁇ approaches 0 ° as the rate of change in the accelerator opening reduction amount, as shown in FIG. According to such a process, as the angle ⁇ is smaller, the accelerator opening reduction amount can be reduced, so that it is possible to reduce the uncomfortable feeling felt by the driver.
- the final throttle opening of the engine is a value obtained by subtracting the accelerator opening reduction amount from the accelerator opening by the driver's operation.
- step S12 the control unit 4 determines whether or not the relative distance to the obstacle detected by the peripheral information acquisition unit 3 is equal to or less than the notification working distance D3 calculated by the process of step S8. And the control part 4 advances a vehicle control process to the process of step S13 at the timing when the relative distance with the obstruction detected by the surrounding information acquisition part 3 became below the alerting
- the control unit 4 controls the notification device 7 to output warning information (buzzer sound) for notifying the driver of the presence of an obstacle.
- the control unit 4 may change the on / off time interval ⁇ of warning information output according to the angle ⁇ . Specifically, in the example shown in FIG. 8, the time interval ⁇ becomes shorter as the angle ⁇ approaches 90 °, and becomes longer as the angle ⁇ approaches 0 °. According to such a process, the troublesomeness which a driver
- step S14 the control unit 4 determines whether or not the relative distance from the obstacle detected by the peripheral information acquisition unit 3 is equal to or less than the accelerator pedal reaction reaction force operating distance D2 calculated by the process of step S7. Determine. And the control part 4 advances a vehicle control process to the process of step S15 at the timing when the relative distance with the obstruction detected by the periphery information acquisition part 3 became below accelerator pedal operation reaction force working distance D2.
- step S15 the control unit 4 controls the accelerator pedal operation reaction force generator 6 to increase the accelerator pedal operation reaction force at a predetermined rate of change and reach a predetermined accelerator pedal operation reaction force. Maintain the reaction force to operate the accelerator pedal.
- the control unit 4 uses a value ⁇ that increases as the angle ⁇ approaches 90 ° as shown in FIG. 9 and decreases as the angle ⁇ approaches 0 °, using the rate of change in the accelerator pedal reaction force as the angle ⁇ . Also good. According to such processing, since the accelerator pedal operation reaction force can be reduced as the angle ⁇ is smaller, the uncomfortable feeling felt by the driver can be reduced. Thereby, the process of step S15 is completed and the vehicle control process proceeds to the process of step S16.
- step S16 the control unit 4 determines whether or not the relative distance to the obstacle detected by the surrounding information acquisition unit 3 is equal to or less than the braking control operating distance D1 calculated by the process of step S6. And the control part 4 advances a vehicle control process to the process of step S17 at the timing when the relative distance with the obstruction detected by the surrounding information acquisition part 3 became below the braking control operating distance D1.
- step S17 the control unit 4 controls the braking force generator 5 to increase the target brake pressure at a predetermined rate of change and maintain the target brake pressure at the timing when the predetermined target brake pressure is reached. To do. Then, the controller 4 reduces the brake pressure to 0 at a predetermined change rate after a predetermined time has elapsed since the vehicle speed became 0. Note that both the predetermined rate of change and the predetermined target brake pressure may be changed according to the wheel speed and the distance to the obstacle. Thereby, the process of step S17 is completed and a series of vehicle control processes are complete
- the control unit 4 determines that the traveling direction of the vehicle 1 and the road on which the approaching vehicle is traveling.
- the braking control working distance is set in accordance with the angle ⁇ formed by the extending direction of.
- the braking control is executed at an early timing, and as shown in FIG.
- the braking control is performed at a later timing, which is suitable for the driving scene. It is possible to perform appropriate vehicle control.
- the present invention can be applied to a vehicle control device that executes vehicle control for avoiding contact between the host vehicle and an approaching vehicle approaching the host vehicle.
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Abstract
Description
本発明の実施形態となる車両制御装置は、図1に示すように、車両1に搭載され、自車両情報取得部2と、周辺情報取得部3と、制御部4と、制動力発生装置5と、アクセルペダル操作反力発生装置6と、報知装置7と、駆動力発生装置8とを主な構成要素として備える。自車両情報取得部2は、図2に示すように、車両1の車輪10a~10dに設置された車輪速センサ11a~11dと、車両1のアクセルペダルに設置されたアクセル開度センサ12と、車両1のブレーキペダルに設置されたブレーキペダルスイッチ13と、車両1のトランスミッションの位置(シフト位置)を検出するシフトポジションセンサ14(後退動作検出手段)と、車両1に搭載された車両制御装置のオン/オフ用のスイッチの状態を検出するスイッチセンサ15と、車両1のステアリングの操舵角を検出するステアリングセンサ16と、車両1の加減速度を検出する加減速度センサ17とを備える。自車両情報取得部2は、これらのセンサ及びスイッチを利用して、車両1の車輪速,アクセル開度,ブレーキペダルのオン/オフ,シフト位置,車両制御装置のオン/オフ用のスイッチの状態,ステアリング操舵角(車両の進行方向),加減速度を自車両情報として取得する。
図3に示すフローチャートは、自車両情報取得部2により取得された自車両情報に基づいて制御部4が車両制御装置のオン/オフ用のスイッチがオン状態、且つ、車両1のシフト位置がR(後退)ポジションに位置していると判定したタイミングで開始となり、車両制御処理はステップS1の処理に進む。なおこの車両制御処理は、車両制御装置のオン/オフ用のスイッチがオン状態、且つ、車両1のシフト位置がRポジションに位置している限り、所定制御周期毎に繰り返し実行されるものとする。また車両制御処理を開始するタイミングは、上記条件に限定されることはなく、例えば上記条件に加えて車速が所定値以下、ステアリング操舵角が所定値以下等の条件を付加してもよい。
Claims (11)
- 自車両と自車両に接近する接近車両との接触を回避するための車両制御を実行する車両制御装置であって、
前記接近車両の有無及び自車両と接近車両との距離を検出する接近車両検出手段と、
前記接近車両検出手段により検出された接近車両が走行している道路の延在方向を検出する延在方向検出手段と、
前記自車両の進行方向を検出する自車両進行方向検出手段と、
前記自車両が後退動作中である事を検出する後退動作検出手段と、
前記接近車両検出手段によって検出された自車両と接近車両との距離が、所定の距離である制動制御作動距離以下となった場合に前記自車両に制動力を加える制動手段と、
前記後退動作検出手段により自車両が後退動作中であることが検出された場合、前記自車両進行方向検出手段により検出された進行方向と前記延在方向検出手段により検出された延在方向とがなす角度に応じて前記制動制御作動距離を設定する設定手段と
を備えることを特徴とする車両制御装置。 - 請求項1に記載の車両制御装置において、
前記設定手段は、前記自車両進行方向検出手段により検出された進行方向と前記延在方向検出手段により検出された延在方向とがなす角度が90度に近くなるのに応じて前記制動制御作動距離を増大させることを特徴とする車両制御装置。 - 請求項1又は請求項2に記載の車両制御装置において、
前記設定手段は、前記自車両進行方向検出手段により検出された進行方向と前記延在方向検出手段により検出された延在方向とがなす角度が0度に近くなるのに応じて前記制動制御作動距離を減少させることを特徴とする車両制御装置。 - 請求項1乃至請求項3のうち、いずれか1項に記載の車両制御装置において、
前記接近車両検出手段は、接近車両の自車両に対する角度を検出し、
前記制御手段は、前記接近車両検出手段により検出された接近車両の検出角度を利用して前記自車両進行方向検出手段により検出された進行方向と前記延在方向検出手段により検出された延在方向とがなす角度を算出することを特徴とする車両制御装置。 - 請求項1乃至請求項4のうち、いずれか1項に記載の車両制御装置において、
前記接近車両検出手段によって検出された自車両と接近車両との距離が、前記制動制御作動距離よりも大きい所定の距離である報知作動距離以下となった場合に障害物の接近を運転者に報知する報知手段を備え、前記報知手段は、前記自車両進行方向検出手段により検出された進行方向と前記延在方向検出手段により検出された延在方向とがなす角度に応じて前記報知作動距離を変更することを特徴とする車両制御装置。 - 請求項5に記載の車両制御装置において、
前記制御手段は、前記自車両進行方向検出手段により検出された進行方向と前記延在方向検出手段により検出された延在方向とがなす角度に応じて前記報知手段の報知形態を変更することを特徴とする車両制御装置。 - 請求項1乃至請求項6のうち、いずれか1項に記載の車両制御装置において、
前記接近車両検出手段によって検出された自車両と接近車両との距離が、前記制動制御作動距離よりも大きい所定の距離であるアクセルペダル操作反力作動距離以下となった場合に自車両のアクセルペダルに操作反力を発生させるアクセルペダル操作反力発生手段を備え、前記アクセルペダル操作反力発生手段は、前記自車両進行方向検出手段により検出された進行方向と前記延在方向検出手段により検出された延在方向とがなす角度に応じて前記アクセルペダル操作反力作動距離を変更することを特徴とする車両制御装置。 - 請求項7に記載の車両制御装置において、
前記制御手段は、前記自車両進行方向検出手段により検出された進行方向と前記延在方向検出手段により検出された延在方向とがなす角度に応じて前記アクセルペダル操作反力発生手段が発生する操作反力の大きさを変更することを特徴とする車両制御装置。 - 請求項1乃至請求項8のうち、いずれか1項に記載の車両制御装置において、
前記接近車両検出手段によって検出された自車両と接近車両との距離が、前記制動制御作動距離よりも大きい所定の距離である駆動力制御作動距離以下となった場合に自車両の駆動力を制御する駆動力発生手段を備え、前記制御手段は、前記自車両進行方向検出手段により検出された進行方向と前記延在方向検出手段により検出された延在方向とがなす角度に応じて前記駆動力制御作動距離を変更することを特徴とする車両制御装置。 - 請求項9に記載の車両制御装置において、
前記制御手段は、前記自車両進行方向検出手段により検出された進行方向と前記延在方向検出手段により検出された延在方向とがなす角度に応じて前記駆動力発生手段が発生する駆動力の大きさを変更することを特徴とする車両制御装置。 - 請求項1乃至請求項4のうち、いずれか1項に記載の車両制御装置において、
前記接近車両検出手段により検出された自車両と接近車両との距離が、前記制動制御作動距離よりも大きい所定の距離であるアクセルペダル操作反力作動距離以下となった場合に自車両のアクセルペダルに操作反力を発生させるアクセルペダル操作反力発生手段と、
前記接近車両検出手段により検出された自車両と接近車両との距離が、前記アクセルペダル操作反力作動距離よりも大きい所定の距離である報知作動距離以下となった場合に障害物の接近を運転者に報知する報知手段と、
前記接近車両検出手段により検出された自車両と接近車両との距離が、前記制アクセルペダル操作反力作動距離よりも大きい所定の距離である駆動力制御作動距離以下となった場合に自車両の駆動力を制御する駆動力発生手段と
を備えることを特徴とする車両制御装置。
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CN102112348A (zh) | 2011-06-29 |
JP5256911B2 (ja) | 2013-08-07 |
US20110175714A1 (en) | 2011-07-21 |
US8525655B2 (en) | 2013-09-03 |
CN102112348B (zh) | 2013-12-04 |
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EP2319740A1 (en) | 2011-05-11 |
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