WO2016006705A2 - Vehicle control device - Google Patents

Vehicle control device Download PDF

Info

Publication number
WO2016006705A2
WO2016006705A2 PCT/JP2015/069975 JP2015069975W WO2016006705A2 WO 2016006705 A2 WO2016006705 A2 WO 2016006705A2 JP 2015069975 W JP2015069975 W JP 2015069975W WO 2016006705 A2 WO2016006705 A2 WO 2016006705A2
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
location
colliding
collision
cabin
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2015/069975
Other languages
French (fr)
Other versions
WO2016006705A3 (en
Inventor
Yoichiro TANIGAWA
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Motor Corp
Original Assignee
Toyota Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Publication of WO2016006705A2 publication Critical patent/WO2016006705A2/en
Publication of WO2016006705A3 publication Critical patent/WO2016006705A3/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • 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
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/085—Taking automatic action to adjust vehicle attitude in preparation for collision, e.g. braking for nose dropping
    • 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
    • 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
    • B60W30/0953—Predicting travel path or likelihood of collision the prediction being responsive to vehicle dynamic parameters
    • 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
    • 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
    • B60W30/0956—Predicting travel path or likelihood of collision the prediction being responsive to traffic or environmental parameters

Definitions

  • the present invention relates to a vehicle control device that optimizes a colliding mode of an own-vehicle when collision of an other-vehicle to a side surface of the own-vehicle cannot be avoided.
  • patent literature 1 discloses a technique of alleviating the damage on a passenger of the own-vehicle by avoiding the collision of the other-vehicle with respect to a cabin at a central part of a side surface of the vehicle of the own-vehicle.
  • a collision location of the other-vehicle with respect to the own- vehicle is assumed to be a back part of the side surface of the vehicle, the deceleration of the own-vehicle is
  • the collision location of the other-vehicle with respect to the own-vehicle is assumed to be the central part of the side surface of the vehicle and the front side thereof, a deceleration control of the own-vehicle is carried out to avoid the . collision to at least the central part of the side surface of the vehicle .
  • Patent literature 1 Japanese Laid-open Patent Publication No. 2007-210563 DISCLOSURE OF INVENTION
  • the own-vehicle may not be able to avoid the collision of the other-vehicle with respect to the own- vehicle even if control is carried out.
  • the cabin of the own-vehicle may deform inward or a part of the own-vehicle may possibly advance, into the cabin of the own-vehicle depending on the collision location.
  • improvements can be made regarding the colliding mode of the own-vehicle of when the other-vehicle collides against the side surface of the own-vehicle.
  • a vehicle control device includes a perimeter monitoring unit configured to detect an other-vehicle at a perimeter of an own- vehicle; a collision determination unit configured to determine whether or not the other-vehicle and the own- vehicle will collide at the time the other-vehicle is detected; a collision location estimating unit configured to estimate a colliding location of the own-vehicle at the time the other-vehicle collides against the own-vehicle; and a colliding mode controller configured to control a travelling state of the own-vehicle to cause the other- vehicle to collide against a high strength location of a side surface in a vehicle body framework configuring a cabin, at the time the colliding location of the own- vehicle is estimated as a side surface when the collision of the other-vehicle with respect to the own-vehicle is not avoidable.
  • the high strength location of the side surface in the vehicle body framework is a pillar
  • the colliding mode controller carries out a control of a travelling state of the own-vehicle by
  • the colliding location of the own-vehicle is estimated as the high strength location of the side surface in the vehicle body framework
  • colliding mode controller carries out a control of a travelling state of the own-vehicle by performing a control of maintaining the travelling state of the own-vehicle in a present state.
  • the colliding mode controller carries out the control of maintaining the travelling state of the own-vehicle in the present state so as to collide the other-vehicle against the back part of the cabin.
  • the vehicle control device controls the travelling state of the own-vehicle even under situations where the collision of the other- vehicle with respect to the side surface of the own-vehicle cannot be avoided to have the other-vehicle collide against a high strength location at the side surface in a vehicle body framework configuring the cabin of the own-vehicle.
  • the vehicle control device can alleviate the damage on the passenger of the own-vehicle.
  • FIG. 1 is a view illustrating one example of a
  • FIG. 2 is a flowchart describing a computation
  • FIG. 3 is a flowchart describing a control at the time of collision in the computation processing operation.
  • FIG. 4 is a view illustrating a collision of the other-vehicle to a high strength location.
  • FIG. 5 is a view illustrating a collision of the other-vehicle to a back side than a cabin.
  • FIG. 6 is a view illustrating a collision of the other-vehicle to a front side than the cabin.
  • FIG. 7 is a flowchart describing another example of a control at the time of collision in the computation
  • FIG. 8 is a view illustrating a collision of the other-vehicle to a back part of the cabin.
  • the vehicle control device of the present example carries out a perimeter monitoring control of detecting an object such as the other-vehicle, and the like existing at the perimeter of the own-vehicle.
  • the vehicle control device avoids the collision of the other-vehicle with respect to the own-vehicle and also carries out a drive assistance control of alleviating the damage on a passenger accompanying the collision if the collision cannot be avoided .
  • the vehicle control device includes an electronic controller (hereinafter referred to as "perimeter monitoring ECU") 1 that carries out a
  • the computation process function of the perimeter monitoring ECU 1 may be given to the drive assistance ECU 2, in which case, the perimeter monitoring ECU 1 does not necessarily need to be arranged.
  • the vehicle control device includes an object detection device 10 for detecting an object at the perimeter of the own-vehicle.
  • the object detection device 10 may be a radar device that irradiates the perimeter of the own-vehicle with a radio wave beam, an ultrasonic wave, and the like to detect an. object, an imaging device that photographs the perimeter of the own- vehicle to detect an object, and the like.
  • both the radar device and the imaging device are prepared for the object detection device 10.
  • the object detection device 10 of the present example can detect at least an object to be monitored.
  • the object to be monitored is an object distance of which with the own- vehicle becomes closer with elapse of time.
  • illustrated object detection device 10 detects at least an object existing at the side of the own-vehicle and an object assumed to be approaching the side of the own- vehicle with the advancement of the own-vehicle.
  • the perimeter monitoring ECU 1 includes a perimeter monitoring unit.
  • the perimeter monitoring unit detects an object existing at the perimeter of the own-vehicle based on the detection result of the object detection device 10, and determines whether or not the relevant object is the object to be monitored.
  • the perimeter monitoring unit can determine whether or not the detected object is the
  • the perimeter monitoring unit can also determine whether or not the other-vehicle is. The detection and the determination are carried out through a method well known in the technical field.
  • the perimeter monitoring ECU 1 also includes the other-vehicle information estimating unit.
  • the other-vehicle information estimating unit uses the detection result of the object detection device 10 to estimate information associated with the other-vehicle (hereinafter referred to as "other-vehicle information").
  • the other-vehicle information estimating unit can estimate a position of the other-vehicle with respect to the own-vehicle, a movement speed of the other- vehicle, and a moving direction of the other-vehicle with respect to the own-vehicle for the other-vehicle
  • the other-vehicle information estimating unit can estimate the position of the other- vehicle with respect to the own-vehicle for every elapsed time (e.g., every few millimeter second) as the other- vehicle information based on the position thereof, the movement speed, and the moving direction. Such estimations are carried out through a method well known in the
  • a starting point of the elapsed time may be determined when the other-vehicle is detected for the first time, for example.
  • the drive assistance ECU 2 includes an own-vehicle information acquiring unit.
  • the own-vehicle information acquiring unit acquires at least a vehicle speed of the own-vehicle, an anterior-posterior acceleration of the own- vehicle, a steering angle of a steering wheel of the own- vehicle, and a yaw rate of the own-vehicle for the own- vehicle information.
  • the vehicle speed of the own-vehicle can be obtained based on a detection signal of a vehicle speed detection device 21 such as a vehicle speed sensor, a wheel speed sensor.
  • the anterior-posterior acceleration of the own-vehicle can be obtained based on a detection signal of an anterior-posterior acceleration sensor 22.
  • the steering angle of the steering wheel of the own-vehicle can be obtained based on a detection signal of a steering angle sensor 23.
  • the yaw rate of the own-vehicle can be obtained based on a detection signal of a yaw rate sensor 24.
  • the own-vehicle information acquiring unit may acquire a turning angle of a turning wheel detected with a turning angle sensor (not illustrated) instead of the steering angle .
  • the drive assistance ECU 2 also includes the own- vehicle behavior estimating unit.
  • the own-vehicle behavior estimating unit estimates a moving direction of the own- vehicle, and a position of the own-vehicle for every elapsed time (e.g.,' every few millimeter second, same length as an interval of the elapsed time previously described) for the own-vehicle behavior information.
  • the moving direction of the own-vehicle is estimated based on the steering angle and the yaw rate in the own-vehicle.
  • the position of the own-vehicle for every elapsed time is estimated based on the moving direction, the vehicle speed of the own-vehicle, and the anterior-posterior acceleration of the own-vehicle.
  • the starting point of the elapsed time is matched with the time of estimation of the position of the object with respect to the own-vehicle for every elapsed time.
  • the drive assistance ECU 2 also includes a collision determination unit.
  • the collision determination unit determines whether or not the other-vehicle and the own-vehicle will collide.
  • the collision determination unit determines the presence or absence of collision of the other-vehicle with respect to at least the side surface of the own-vehicle. The collision determination is carried out through a method well known in the technical field.
  • the collision determination unit carries out the determination using the estimated other-vehicle
  • the information of the other-vehicle and the estimated own- vehicle behavior information. Specifically, whether or not the own-vehicle and the other-vehicle will collide with elapse of time is determined based on the position of the other-vehicle with respect to the own-vehicle for every elapsed time, and the position of the own-vehicle for every elapsed time.
  • the drive assistance ECU 2 further includes a
  • the collision mode determination unit determines whether the own-vehicle will collide against the other-vehicle or the other-vehicle will collide against the own-vehicle. The determination can be carried out based on the position of the other-vehicle with respect to the own-vehicle for every elapsed time and the position of the own-vehicle for every elapsed time. For example, if estimated that the collision will occur at a front surface of the own-vehicle while moving forward, the own-vehicle will collide against the other-vehicle.
  • the drive assistance ECU 2 includes a collision location estimating unit for estimating at which position of the own-vehicle the collision of the own-vehicle and the other-vehicle occurs (i.e., collision location of the own-vehicle at the time of collision) .
  • the collision location estimating unit can estimate to which position of the own- vehicle other-vehicle collides against (i.e., colliding location of the own-vehicle) based on the position of the other-vehicle with respect to the own-vehicle for every elapsed time and the position of the own-vehicle for every elapsed time.
  • the collision mode determination unit carries out the determination of the collision mode based on the estimation result.
  • the drive assistance ECU 2 includes a collision avoiding determination unit.
  • the collision avoiding determination unit determines whether or not the collision can be avoided by the control of a travelling state of the own-vehicle.
  • the control of the travelling state of the own-vehicle is at least one of a control of a swinging state, a control of an acceleration state, and a control of a deceleration state in the own-vehicle.
  • the control of the travelling state of the own-vehicle is roughly divided to a control (travelling state maintaining control) of maintaining the travelling state of the own- vehicle in a present state, and a control (travelling state changing control) of changing the travelling state of the own-vehicle with respect to the present state.
  • the change in the travelling state of the own-vehicle is at last one of change in the swinging state, change in the acceleration state, and the change in the deceleration state in the own- vehicle.
  • the drive assistance ECU 2 also includes a collision avoiding controller.
  • the collision avoiding controller controls the travelling state of the own-vehicle (carries out travelling state maintaining control or travelling state changing control) to control the travelling state of the own-vehicle to the travelling state that can avoid the collision when the collision of the own-vehicle and the other-vehicle cannot be avoided.
  • the collision avoiding controller controls the travelling state of the own-vehicle (carries out travelling state maintaining control or travelling state changing control) to control the travelling state of the own-vehicle to the travelling state that can avoid the collision when the collision of the own-vehicle and the other-vehicle cannot be avoided.
  • the collision avoiding controller transmits a target control value of the travelling state of the own-vehicle necessary for avoiding the collision to at least one of a turning ECU 3, a power source ECU 4, or a brake ECU 5.
  • the turning ECU 3 is an electronic controller capable of controlling the turning angle of the turning wheel regardless of the presence or absence of the steering operation of the driver on the steering wheel.
  • the power source ECU 4 is an electronic controller capable of carrying out an output control of the power source (engine such as engine,
  • the brake ECU 5 is an electronic controller capable of
  • the target control value transmitted to the turning ECU 3 is, for example, current or new target turning direction and target turning angle of the turning wheel to a swinging state in which the collision can be avoided.
  • the target control value transmitted to the power source ECU 4 is a current or new target output torque of the power source corresponding to the acceleration state or the deceleration state in which the collision can be avoided.
  • the target control value transmitted to the brake ECU 5 is a current or new target vehicle brake force of the brake device corresponding to the deceleration state in which the collision can be avoided.
  • the change gear ratio of the transmission may be changed to adjust the acceleration or the deceleration.
  • the drive assistance ECU 2 also includes a colliding mode controller.
  • the colliding mode controller controls the traveling state of the own-vehicle so as to cause the other-vehicle to collide against a position where damage on the passenger in the cabin (vehicle compartment) of the own-vehicle can be alleviated when the collision of the other-vehicle with respect to the own-vehicle cannot be avoided.
  • the position where the damage on the passenger can be alleviated is a high strength location of the vehicle body framework configuring the cabin.
  • the colliding mode controller controls the travelling state of the own-vehicle so as to cause the other-vehicle to collide against the high
  • the high strength location of the side surface in the vehicle body framework is the portion that connects the roof and the floor panel in the vehicle body framework in the up and down direction in a structure (so-called pillar) of the side surface of the vehicle in the vehicle body framework.
  • the vehicle includes a plurality of pillars.
  • a passenger vehicle such as a sedan type includes an A pillar (front pillar), a B pillar (center pillar) , and a C pillar (rear pillar) , where the A pillar and the B pillar connect the roof and the floor panel in the up and down direction, for example.
  • a pillar connecting in the up and down direction may be arranged in greater amount
  • the other-vehicle is collided against the pillar connecting the roof and the floor panel in the up and down direction to alleviate the damage on the passenger in the cabin of the own-vehicle.
  • the B pillar arranged at a boundary portion of a front seat and a seat (back seat) behind the front seat is an important structure for protecting the passenger in the cabin at the time of
  • the other-vehicle is collided against the B pillar (center pillar) regardless of the vehicle mode to further enhance the effect of alleviating the damage on the passenger in the cabin of the own-vehicle. Therefore, description will be hereinafter made assuming the B pillar (center pillar) is the high strength location of the vehicle body framework used in the control of the colliding mode controller.
  • the front side than the B pillar (center pillar) is referred to as the front part of the own-vehicle, and the back side than the B pillar
  • center pillar (center pillar) is referred to as the back part of the own- vehicle .
  • the. colliding location of the own- vehicle is the high strength location of the vehicle body framework (e.g., when the colliding location of the own- vehicle is estimated to be the high strength location of the side surface in the vehicle body framework)
  • the colliding location of the own- vehicle is estimated to be the high strength location of the side surface in the vehicle body framework
  • colliding mode controller performs the control (travelling state maintaining control) of maintaining the travelling state of the own-vehicle in the present state.
  • colliding mode controller causes the other-vehicle to collide against the colliding location in such manner to alleviate the damage on the passenger in the cabin of the own-vehicle.
  • the travelling state of the own-vehicle maintained in this case is at least the swinging state, the acceleration state, and the deceleration state in the own- vehicle .
  • the colliding mode controller changes the travelling state of the own-vehicle to change the colliding location of the own-vehicle to the high strength location of the vehicle body framework.
  • the travelling state of the own-vehicle that is changed in this case is the swinging state or the acceleration state in the own-vehicle.
  • the colliding mode controller controls the travelling state of the own-vehicle by carrying out the brake control of the own-vehicle to collide the other-vehicle against the high strength location (B pillar) of the side surface in the vehicle body framework.
  • the colliding mode controller alleviates the damage on the passenger in the cabin of the own-vehicle in such manner.
  • the perimeter monitoring unit determines whether or not the other-vehicle exists at the perimeter of the own- vehicle based on the detection result of the object detection device 10 (step STl) .
  • the other-vehicle information estimating unit estimates the other-vehicle information (step ST2).
  • the estimated other-vehicle information is at least the position of the other-vehicle with respect to the own- vehicle, the movement speed of the other-vehicle, and the moving direction of the other-vehicle with respect to the own-vehicle described above.
  • the own-vehicle information acquiring unit acquires the own-vehicle information (step ST3) and the own-vehicle behavior estimating unit estimates the own- vehicle behavior information (step ST4).
  • the acquired own vehicle information is at least the vehicle speed of the own-vehicle, the anterior-posterior acceleration of the own-vehicle, the steering angle of the steering wheel of the own-vehicle, the yaw rate of the own-vehicle, and the position of the passenger of the own-vehicle described above.
  • the estimated own-vehicle behavior information is at least the moving direction of the own-vehicle described above .
  • The. collision determination unit determines whether o not the other-vehicle and the own-vehicle will collide (step ST5).
  • the other-vehicle information estimating unit may estimate the position of the other- vehicle with respect to the own-vehicle for every elapsed time in step ST2, and transmit the estimation result to the collision determination unit.
  • the own-vehicle behavior estimating unit may estimate the position of the own- vehicle for every elapsed time in step ST4, and transmit the estimation result to the collision determination unit.
  • the collision determination unit determines whether or not the own-vehicle and the other-vehicle will collide based on the position of the other-vehicle with respect to the own-vehicle for every elapsed time and the position of the own-vehicle for every elapsed time.
  • the position of the other-vehicle with respect to the own- vehicle for every elapsed time and the position of the own- vehicle for every elapsed time may be estimated by the collision determination unit.
  • the collision location of the own-vehicle at the time of collision can be estimated from the position of the other-vehicle with respect to the own-vehicle for every elapsed time and the position of the own-vehicle for every elapsed time.
  • the collision determination unit may determine the presence or absence of collision using the estimation result of the collision location estimating unit.
  • the collision avoiding determination unit determines whether or not the collision can be avoided by changing the travelling state of the own-vehicle (step ST6) .
  • step ST7 carries out the collision avoiding control by the change in the travelling state of the own- vehicle to avoid collision with the other-vehicle.
  • step ST8 a control at the time of collision (collision time control) (step ST8).
  • the collision mode determination unit determines whether or not the collision is the collision to the side surface of the own- vehicle (step ST11) . For example, when estimated by the collision location estimating unit that the collision location of the own-vehicle at the time of collision is the side surface of the own-vehicle, the collision mode
  • the collision determination unit makes a determination that the collision is the collision to the side surface of the own-vehicle.
  • the collision location estimating unit estimates the collision location of the own-vehicle in the determination of step ST11. If, however, the collision location of the own-vehicle is already estimated in step ST5, the collision mode determination unit may use the estimation result of step ST5.
  • the computation process is once terminated.
  • the collision mode determination unit determines whether or not the colliding location of the own-vehicle is the high strength location of the side surface in the vehicle body framework based on the estimation result of the collision location estimating unit (step ST12) .
  • the colliding mode controller performs a control (travelling state maintaining control) of
  • the colliding mode controller thus can collide the other-vehicle 110 against the high strength location (B pillar 101) of the side surface in the vehicle body framework of an own-vehicle 100 (FIG. 4).
  • the vehicle control device thus can receive the load of the other-vehicle at the high strength location, so that deformation of the cabin and advancement of the other- vehicle into the cabin can be suppressed and the damage on the passenger of the own-vehicle can be alleviated.
  • the colliding mode controller determines whether or not the colliding location of the own-vehicle can be changed to the high strength location of the side surface in the vehicle body framework by
  • the collision location estimating unit estimates the colliding location of the own-vehicle of when the brake control is performed with a maximum vehicle brake force that can be output by the brake device of the own-vehicle as an upper limit.
  • the colliding mode controller carries out the determination based on the estimation result.
  • the colliding mode controller determines whether or not the colliding location of the own-vehicle of when the brake control (travelling state changing control) of the own-vehicle is not performed is on the back side than the cabin based on the first estimation result of the collision location estimating unit in step ST5 or step ST8 (step ST15) .
  • the colliding mode controller proceeds to step ST13 and performs the travelling state maintaining control.
  • the colliding mode controller thus can cause the other- vehicle 110 to collide against the back side than a cabin 102 of the own-vehicle 100 (FIG. 5) .
  • the vehicle control device can change the colliding location of the own-vehicle to the high strength location of the side surface in the vehicle body framework by performing the brake control (travelling state changing control) of the own-vehicle, but the possibility of alleviating the damage on the passenger of the own-vehicle is higher if collided against the back side than the cabin (i.e., area where the passenger is not present) than if collided against the high strength location, which is a part of the cabin. In this case, the brake control is not performed and the other- vehicle is collided against the back side than the cabin. The vehicle control device thus can alleviate' the damage on the passenger of the own-vehicle.
  • the colliding mode controller sets the vehicle brake force of when the estimation result of the colliding location in step ST14 is obtained as the target vehicle brake force, and causes the brake ECU 5 to perform the brake control at the target vehicle brake force so as to collide the other-vehicle against the high strength location of the side surface in the vehicle body framework of the own-vehicle (step ST16) .
  • the colliding mode controller can collide the other-vehicle 110 against the high strength location (B pillar 101) of the side surface in the vehicle body framework of the own-vehicle 100 (FIG. 4).
  • the vehicle control device thus can alleviate the damage on the passenger of the own-vehicle.
  • the colliding location of the own-vehicle can be changed to the front side than the cabin by performing the brake control of the own-vehicle. If the first estimation result is the front side than the cabin of the own-vehicle, the colliding location of the own-vehicle remains on the front side than the cabin even if the brake control of the own-vehicle is performed if the collision cannot be avoided.
  • the colliding mode controller determines whether or not the colliding location of the own-vehicle by the performance of the brake control of the own-vehicle is on the front side than the cabin based on the estimation result of the collision location estimating unit in step ST14 (step ST17) .
  • the colliding location of the own-vehicle is changed to the front side than the cabin by performing the brake control of the own-vehicle.
  • the colliding mode controller sets the vehicle brake force of when the estimation result of the colliding location in step ST14 is obtained as the target vehicle brake force, and the brake ECU 5 is caused to perform the brake control at the target vehicle brake force to collide the other-vehicle against the front side than the cabin
  • the colliding mode controller thus can collide the other-vehicle 110 against the front side than the cabin 102 of the own-vehicle 100 (FIG. 6) . That is, if the colliding location of the own-vehicle cannot be changed to the high strength location of the side, surface in the vehicle body framework even if the brake control
  • the vehicle control device causes the other- vehicle to collide against the front side than the cabin
  • the colliding location of the own-vehicle is not changed to the back part of the own-vehicle even if the brake control of the own-vehicle is performed. Moreover, if the first estimation result is the back side than the cabin in the own-vehicle, unless the colliding location of the own-vehicle can be changed to the high strength
  • step ST14 positive determination is made in step ST14 before the determination of step ST17.
  • step ST17 when the colliding location of the own-vehicle of when the brake control is not performed is the back side than the cabin and the colliding location of the own-vehicle cannot be changed to the high strength location of the side surface in the vehicle body framework by the performance of the brake control of the own-vehicle, determination is made that the colliding location of the own-vehicle by the performance of the brake control is not on the front side than the cabin. Thus, if determination is made as not on the front side than the cabin, the colliding mode controller proceeds to step ST13 to perform the travelling state maintaining control, and does not perform the brake control (travelling state changing control) . Thus, the colliding mode
  • controller can cause the other-vehicle to collide against the back side than the cabin 102 of the own-vehicle 100 (FIG. 5) . That is, if the colliding location of the own- vehicle cannot be changed to the high strength location of the side surface in the vehicle body framework even if the brake control (travelling state changing control) of the own-vehicle is performed, the vehicle control device causes the other-vehicle to collide against the back side than the cabin to alleviate the damage on the passenger of the own- vehicle .
  • the vehicle control device of the present example causes the other-vehicle to collide against the high strength location of the side surface in the vehicle body framework of the own-vehicle by maintaining or changing the brake control mode of the own-vehicle even under situations where the collision of the other-vehicle with respect to the side surface of the own-vehicle cannot be avoided.
  • the vehicle control device can alleviate the damage on the passenger of the own-vehicle.
  • the vehicle control device also causes the other-vehicle to appropriately collide against the front side or the back side than the cabin of the own-vehicle even if the vehicle control device cannot cause the other-vehicle to collide with respect to the high strength location by changing the brake control mode of the own-vehicle.
  • the vehicle control device can alleviate the damage on the passenger of the own-vehicle. Even if the vehicle control device can cause the other-vehicle to collide against the high
  • the vehicle control device causes the other- vehicle to collide against the back side than the cabin of the own-vehicle without changing the brake control mode if the other-vehicle can be collided against the back side than the cabin of the own-vehicle by maintaining the brake control mode in the present state.
  • the vehicle control device can alleviate the damage on the passenger of the own-vehicle.
  • the passenger may not. be present in the back seat in the travelling cabin. If the passenger is only at the front seat, even if the other-vehicle can be collided against the high strength location by changing the • brake control mode of the own-vehicle, the damage on the passenger in the front seat can be alleviated by having the other-vehicle collide against the back side than the cabin rather than having the other-vehicle collide against the high strength location if the other-vehicle can be collided against the back side than the cabin of the own-vehicle by maintaining the brake control mode in the present state.
  • the damage on each passenger can be alleviated by having the other-vehicle collide against the high strength location even if the other-vehicle can be collided against the back side than the cabin of the own-vehicle by
  • the vehicle control device it is desirably to carry out the control that takes into consideration the presence or absence of a passenger in the back seat.
  • the own-vehicle information acquiring unit of the vehicle control device also acquires the position of the passenger of the own-vehicle as the own-vehicle
  • the position of the passenger of the own- vehicle can be obtained, for example, based on a detection signal of a seating sensor 25 for each seat illustrated in FIG. 1.
  • the seating sensor 25 is a load sensor, and the like, for example.
  • the seating sensor 25 is arranged at least on a seat (back seat) arranged on the back side than the front seat.
  • FIG. 7 is a flowchart associated with a control that takes into consideration the presence or absence of a passenger in the back seat.
  • the flowchart of FIG. 7 newly includes a determination (determination of step ST19) on the presence or absence of a passenger in the back seat after the negative determination of step ST15 in the flowchart of FIG. 3.
  • the colliding location controller determines the presence or absence of a passenger in the back seat (step ST19) .
  • the colliding mode controller proceeds to step ST16, and causes the other-vehicle 110 to collide against the high strength location (B pillar 101) of the side surface in the vehicle body framework of the own-vehicle 100 by the brake control of the own-vehicle 100 (FIG. 4).
  • the vehicle control device can alleviate the damage on the passengers in the front seat and the back seat of the own-vehicle.
  • the colliding mode controller proceeds to step ST13 and
  • the colliding mode controller thus can cause the other-vehicle 110 to collide against the back part of the cabin 102 of the own-vehicle 100 where the passenger 200 is not present (FIG. 8). That is, if the colliding location of the own-vehicle is changed from the back part of the cabin to the high strength location of the side surface in the vehicle body framework by performing the brake control of the own-vehicle, the colliding mode controller causes the other-vehicle to collide against the back part of the cabin by carrying out the control of maintaining the travelling state of the own-vehicle in the present state if the passenger is not present at the back part of the cabin.
  • the deformation of the front part is alleviated compared to when collided against the high strength location (B pillar) .
  • the vehicle control device thus can further alleviate the damage on the passenger in the front seat present at the front part of the cabin.
  • the brake control is used to change the travelling state of the own-vehicle for changing the colliding location of the own-vehicle.
  • the acceleration control may be used to change the travelling state. For example, if the first estimation result is the back part of the cabin, the colliding
  • the colliding mode controller carries out a determination similar to step ST15. In this determination, if determined that the colliding location of the own- vehicle of when the brake control is not performed is not the back side than the cabin, the back part of the cabin becomes the colliding location of the own-vehicle by the performance of the brake control.
  • the colliding mode controller may acceleration control the own-vehicle if an obstacle does not exist in front of the own-vehicle, and change the colliding location to the back side than the cabin to alleviate the damage on the passenger of the own-vehicle.
  • an automatic two- wheel vehicle is desirably excluded from the other-vehicle serving as a target in the vehicle control device.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Traffic Control Systems (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Regulating Braking Force (AREA)

Abstract

To optimize a colliding mode of when an other-vehicle collides against a side surface of an own-vehicle. A perimeter monitoring unit that detects the other-vehicle at a perimeter of an own-vehicle is arranged in a perimeter monitoring ECU 1; a collision determination unit that determines whether or not the other-vehicle and the own- vehicle will collide when the other-vehicle is detected; a collision location estimating unit that estimates a colliding location of the own-vehicle when the other- vehicle collides against the own-vehicle, and a colliding mode controller that controls a travelling state of the own-vehicle to cause the other-vehicle to collide against a high strength location of a side surface in a vehicle body framework configuring a cabin when the colliding location of the own-vehicle is estimated as a side surface if the collision of the other-vehicle with respect to the own- vehicle is not avoidable are arranged in a drive assistance ECU 2.

Description

DESCRIPTION VEHICLE CONTROL DEVICE' TECHNICAL FIELD
The present invention relates to a vehicle control device that optimizes a colliding mode of an own-vehicle when collision of an other-vehicle to a side surface of the own-vehicle cannot be avoided.
BACKGROUND ART
A technique related to optimization of the colliding mode of this type of own-vehicle is conventionally known. For example, patent literature 1 discloses a technique of alleviating the damage on a passenger of the own-vehicle by avoiding the collision of the other-vehicle with respect to a cabin at a central part of a side surface of the vehicle of the own-vehicle. In such technique, if a collision location of the other-vehicle with respect to the own- vehicle is assumed to be a back part of the side surface of the vehicle, the deceleration of the own-vehicle is
prohibited to avoid the collision of the other-vehicle. Furthermore, in such technique, if the collision location of the other-vehicle with respect to the own-vehicle is assumed to be the central part of the side surface of the vehicle and the front side thereof, a deceleration control of the own-vehicle is carried out to avoid the . collision to at least the central part of the side surface of the vehicle .
CITATION LIST PATENT LITERATURE
Patent literature 1 Japanese Laid-open Patent Publication No. 2007-210563 DISCLOSURE OF INVENTION
PROBLEMS TO BE SOLVED BY THE INVENTION
However, the own-vehicle may not be able to avoid the collision of the other-vehicle with respect to the own- vehicle even if control is carried out. In such a case, the cabin of the own-vehicle may deform inward or a part of the own-vehicle may possibly advance, into the cabin of the own-vehicle depending on the collision location. For example, in order to alleviate the damage on the passenger of the own-vehicle, improvements can be made regarding the colliding mode of the own-vehicle of when the other-vehicle collides against the side surface of the own-vehicle.
It is thus an object of the present invention to overcome the disadvantages of the prior art example, and to provide a vehicle control device capable of optimizing the colliding mode in the own-vehicle of when the other-vehicle collides against the side surface of the own-vehicle.
, SOLUTIONS TO THE PROBLEMS
A vehicle control device according to the present invention includes a perimeter monitoring unit configured to detect an other-vehicle at a perimeter of an own- vehicle; a collision determination unit configured to determine whether or not the other-vehicle and the own- vehicle will collide at the time the other-vehicle is detected; a collision location estimating unit configured to estimate a colliding location of the own-vehicle at the time the other-vehicle collides against the own-vehicle; and a colliding mode controller configured to control a travelling state of the own-vehicle to cause the other- vehicle to collide against a high strength location of a side surface in a vehicle body framework configuring a cabin, at the time the colliding location of the own- vehicle is estimated as a side surface when the collision of the other-vehicle with respect to the own-vehicle is not avoidable.
Further, in the vehicle control device, it is
preferable that the high strength location of the side surface in the vehicle body framework is a pillar
connecting a roof and a floor panel in the vehicle body framework in an up and down direction.
Further, in the vehicle control device, it is
preferable that at the time the colliding location of the own-vehicle is estimated as a side surface at a back part of the cabin, the colliding mode controller carries out a control of a travelling state of the own-vehicle by
performing a brake control of the own-vehicle.
Further, in the vehicle control device, it is
preferable that at the time the colliding location of the own-vehicle is estimated as the high strength location of the side surface in the vehicle body framework, the
colliding mode controller carries out a control of a travelling state of the own-vehicle by performing a control of maintaining the travelling state of the own-vehicle in a present state.
Further, in the vehicle control device, it is
preferable that at the time the colliding location of the own-vehicle is changed from the side surface at the back part of the cabin to the high strength location of the side surface in the vehicle body framework by performing the brake control of the own-vehicle when no passenger is in the back part of the cabin, the colliding mode controller carries out the control of maintaining the travelling state of the own-vehicle in the present state so as to collide the other-vehicle against the back part of the cabin.
EFFECTS OF THE INVENTION
The vehicle control device according to the present invention controls the travelling state of the own-vehicle even under situations where the collision of the other- vehicle with respect to the side surface of the own-vehicle cannot be avoided to have the other-vehicle collide against a high strength location at the side surface in a vehicle body framework configuring the cabin of the own-vehicle. Thus, the vehicle control device can alleviate the damage on the passenger of the own-vehicle.
BRIEF DESCRIPTION OF DRAWINGS
FIG. 1 is a view illustrating one example of a
configuration of a vehicle control device according to the present invention.
FIG. 2 is a flowchart describing a computation
processing operation of the vehicle control device
according to the present invention.
FIG. 3 is a flowchart describing a control at the time of collision in the computation processing operation.
FIG. 4 is a view illustrating a collision of the other-vehicle to a high strength location.
FIG. 5 is a view illustrating a collision of the other-vehicle to a back side than a cabin.
FIG. 6 is a view illustrating a collision of the other-vehicle to a front side than the cabin.
FIG. 7 is a flowchart describing another example of a control at the time of collision in the computation
processing operation of FIG. 2.
FIG. 8 is a view illustrating a collision of the other-vehicle to a back part of the cabin. DESCRIPTION OF EMBODIMENTS
An example of a vehicle control device according to the present invention will be hereinafter described in detail based on the drawings. The present invention is not limited by such example.
[Example]
An example of the vehicle control device according to the present invention will be described based on FIGS. 1 to 8.
The vehicle control device of the present example carries out a perimeter monitoring control of detecting an object such as the other-vehicle, and the like existing at the perimeter of the own-vehicle. The vehicle control device avoids the collision of the other-vehicle with respect to the own-vehicle and also carries out a drive assistance control of alleviating the damage on a passenger accompanying the collision if the collision cannot be avoided .
As illustrated in FIG. 1, the vehicle control device includes an electronic controller (hereinafter referred to as "perimeter monitoring ECU") 1 that carries out a
computation process of the perimeter monitoring control, and an electronic controller (hereinafter referred to as "drive assistance ECU") 2 that carries out a computation process of the drive assistance control. In the vehicle control device, the computation process function of the perimeter monitoring ECU 1 may be given to the drive assistance ECU 2, in which case, the perimeter monitoring ECU 1 does not necessarily need to be arranged.
Furthermore, the vehicle control device includes an object detection device 10 for detecting an object at the perimeter of the own-vehicle. For example, the object detection device 10 may be a radar device that irradiates the perimeter of the own-vehicle with a radio wave beam, an ultrasonic wave, and the like to detect an. object, an imaging device that photographs the perimeter of the own- vehicle to detect an object, and the like. In the
illustrated example, both the radar device and the imaging device are prepared for the object detection device 10.
The object detection device 10 of the present example can detect at least an object to be monitored. The object to be monitored is an object distance of which with the own- vehicle becomes closer with elapse of time. The
illustrated object detection device 10 detects at least an object existing at the side of the own-vehicle and an object assumed to be approaching the side of the own- vehicle with the advancement of the own-vehicle.
The perimeter monitoring ECU 1 includes a perimeter monitoring unit. The perimeter monitoring unit detects an object existing at the perimeter of the own-vehicle based on the detection result of the object detection device 10, and determines whether or not the relevant object is the object to be monitored. The perimeter monitoring unit can determine whether or not the detected object is the
monitoring target based on an estimation result of the other-vehicle information estimating unit and an estimation result of the own-vehicle behavior estimating unit, to be described later. Furthermore, the perimeter monitoring unit can also determine whether or not the other-vehicle is. The detection and the determination are carried out through a method well known in the technical field.
The perimeter monitoring ECU 1 also includes the other-vehicle information estimating unit. When the
perimeter monitoring unit detects the existence of the other-vehicle, the other-vehicle information estimating unit uses the detection result of the object detection device 10 to estimate information associated with the other-vehicle (hereinafter referred to as "other-vehicle information"). The other-vehicle information estimating unit can estimate a position of the other-vehicle with respect to the own-vehicle, a movement speed of the other- vehicle, and a moving direction of the other-vehicle with respect to the own-vehicle for the other-vehicle
information. Furthermore, the other-vehicle information estimating unit can estimate the position of the other- vehicle with respect to the own-vehicle for every elapsed time (e.g., every few millimeter second) as the other- vehicle information based on the position thereof, the movement speed, and the moving direction. Such estimations are carried out through a method well known in the
technical field. A starting point of the elapsed time may be determined when the other-vehicle is detected for the first time, for example.
The drive assistance ECU 2 includes an own-vehicle information acquiring unit. The own-vehicle information acquiring unit acquires at least a vehicle speed of the own-vehicle, an anterior-posterior acceleration of the own- vehicle, a steering angle of a steering wheel of the own- vehicle, and a yaw rate of the own-vehicle for the own- vehicle information. The vehicle speed of the own-vehicle can be obtained based on a detection signal of a vehicle speed detection device 21 such as a vehicle speed sensor, a wheel speed sensor. The anterior-posterior acceleration of the own-vehicle can be obtained based on a detection signal of an anterior-posterior acceleration sensor 22. The steering angle of the steering wheel of the own-vehicle can be obtained based on a detection signal of a steering angle sensor 23. The yaw rate of the own-vehicle can be obtained based on a detection signal of a yaw rate sensor 24. The own-vehicle information acquiring unit may acquire a turning angle of a turning wheel detected with a turning angle sensor (not illustrated) instead of the steering angle .
The drive assistance ECU 2 also includes the own- vehicle behavior estimating unit. The own-vehicle behavior estimating unit estimates a moving direction of the own- vehicle, and a position of the own-vehicle for every elapsed time (e.g.,' every few millimeter second, same length as an interval of the elapsed time previously described) for the own-vehicle behavior information. The moving direction of the own-vehicle is estimated based on the steering angle and the yaw rate in the own-vehicle. The position of the own-vehicle for every elapsed time is estimated based on the moving direction, the vehicle speed of the own-vehicle, and the anterior-posterior acceleration of the own-vehicle. The starting point of the elapsed time is matched with the time of estimation of the position of the object with respect to the own-vehicle for every elapsed time.
The drive assistance ECU 2 also includes a collision determination unit. When the other-vehicle (in particular, the other-vehicle to be monitored) is detected at the perimeter of the own-vehicle, the collision determination unit determines whether or not the other-vehicle and the own-vehicle will collide. The collision determination unit determines the presence or absence of collision of the other-vehicle with respect to at least the side surface of the own-vehicle. The collision determination is carried out through a method well known in the technical field.
For example, the collision determination unit carries out the determination using the estimated other-vehicle
information of the other-vehicle, and the estimated own- vehicle behavior information. Specifically, whether or not the own-vehicle and the other-vehicle will collide with elapse of time is determined based on the position of the other-vehicle with respect to the own-vehicle for every elapsed time, and the position of the own-vehicle for every elapsed time.
The drive assistance ECU 2 further includes a
collision mode determination unit. When determined that the own-vehicle and the other-vehicle will collide, the collision mode determination unit determines whether the own-vehicle will collide against the other-vehicle or the other-vehicle will collide against the own-vehicle. The determination can be carried out based on the position of the other-vehicle with respect to the own-vehicle for every elapsed time and the position of the own-vehicle for every elapsed time. For example, if estimated that the collision will occur at a front surface of the own-vehicle while moving forward, the own-vehicle will collide against the other-vehicle. If estimated that the collision will occur at the portion other than the front surface of the own- vehicle while moving forward, the other-vehicle will basically collide against the own-vehicle. Thus, the drive assistance ECU 2 includes a collision location estimating unit for estimating at which position of the own-vehicle the collision of the own-vehicle and the other-vehicle occurs (i.e., collision location of the own-vehicle at the time of collision) . For example, when the other-vehicle collides against the own-vehicle, the collision location estimating unit can estimate to which position of the own- vehicle other-vehicle collides against (i.e., colliding location of the own-vehicle) based on the position of the other-vehicle with respect to the own-vehicle for every elapsed time and the position of the own-vehicle for every elapsed time. The collision mode determination unit carries out the determination of the collision mode based on the estimation result.
The drive assistance ECU 2 includes a collision avoiding determination unit. When determined that the own- vehicle and the other-vehicle will collide, the collision avoiding determination unit determines whether or not the collision can be avoided by the control of a travelling state of the own-vehicle. The control of the travelling state of the own-vehicle is at least one of a control of a swinging state, a control of an acceleration state, and a control of a deceleration state in the own-vehicle. The control of the travelling state of the own-vehicle is roughly divided to a control (travelling state maintaining control) of maintaining the travelling state of the own- vehicle in a present state, and a control (travelling state changing control) of changing the travelling state of the own-vehicle with respect to the present state. The change in the travelling state of the own-vehicle is at last one of change in the swinging state, change in the acceleration state, and the change in the deceleration state in the own- vehicle.
The drive assistance ECU 2 also includes a collision avoiding controller. The collision avoiding controller controls the travelling state of the own-vehicle (carries out travelling state maintaining control or travelling state changing control) to control the travelling state of the own-vehicle to the travelling state that can avoid the collision when the collision of the own-vehicle and the other-vehicle cannot be avoided. In this case, the
collision avoiding controller transmits a target control value of the travelling state of the own-vehicle necessary for avoiding the collision to at least one of a turning ECU 3, a power source ECU 4, or a brake ECU 5. The turning ECU 3 is an electronic controller capable of controlling the turning angle of the turning wheel regardless of the presence or absence of the steering operation of the driver on the steering wheel. The power source ECU 4 is an electronic controller capable of carrying out an output control of the power source (engine such as engine,
rotating machine such as motor) regardless of the presence or absence of the accelerator operation of the driver. The brake ECU 5 is an electronic controller capable of
controlling the vehicle brake force regardless of the presence or absence of the brake operation of the driver. The target control value transmitted to the turning ECU 3 is, for example, current or new target turning direction and target turning angle of the turning wheel to a swinging state in which the collision can be avoided. The target control value transmitted to the power source ECU 4 is a current or new target output torque of the power source corresponding to the acceleration state or the deceleration state in which the collision can be avoided. The target control value transmitted to the brake ECU 5 is a current or new target vehicle brake force of the brake device corresponding to the deceleration state in which the collision can be avoided. When controlling the
acceleration/deceleration of the own-vehicle, the change gear ratio of the transmission may be changed to adjust the acceleration or the deceleration.
The drive assistance ECU 2 also includes a colliding mode controller. The colliding mode controller controls the traveling state of the own-vehicle so as to cause the other-vehicle to collide against a position where damage on the passenger in the cabin (vehicle compartment) of the own-vehicle can be alleviated when the collision of the other-vehicle with respect to the own-vehicle cannot be avoided. The position where the damage on the passenger can be alleviated is a high strength location of the vehicle body framework configuring the cabin.
For example, if the colliding location of the own- vehicle is estimated to be the side surface when the collision of the other-vehicle with respect to the own- vehicle cannot be avoided, the colliding mode controller controls the travelling state of the own-vehicle so as to cause the other-vehicle to collide against the high
strength location of the side surface in the vehicle body framework .
The high strength location of the side surface in the vehicle body framework is the portion that connects the roof and the floor panel in the vehicle body framework in the up and down direction in a structure (so-called pillar) of the side surface of the vehicle in the vehicle body framework. The vehicle includes a plurality of pillars. For example, a passenger vehicle such as a sedan type includes an A pillar (front pillar), a B pillar (center pillar) , and a C pillar (rear pillar) , where the A pillar and the B pillar connect the roof and the floor panel in the up and down direction, for example. Furthermore, in a passenger vehicle such as a minivan a pillar connecting in the up and down direction may be arranged in greater amount In the illustration described above, the other-vehicle is collided against the pillar connecting the roof and the floor panel in the up and down direction to alleviate the damage on the passenger in the cabin of the own-vehicle. Among the pillars connecting the roof and the floor panel in the up and down direction, the B pillar arranged at a boundary portion of a front seat and a seat (back seat) behind the front seat is an important structure for protecting the passenger in the cabin at the time of
collision to the side surface. The importance is also apparent as a cart assumed as the front surface of the other-vehicle is collided against the front seat portion including the B pillar portion in a test vehicle in the collision test to the side surface. Thus, in the
illustration described above, the other-vehicle is collided against the B pillar (center pillar) regardless of the vehicle mode to further enhance the effect of alleviating the damage on the passenger in the cabin of the own-vehicle. Therefore, description will be hereinafter made assuming the B pillar (center pillar) is the high strength location of the vehicle body framework used in the control of the colliding mode controller. The front side than the B pillar (center pillar) is referred to as the front part of the own-vehicle, and the back side than the B pillar
(center pillar) is referred to as the back part of the own- vehicle .
Specifically, when the. colliding location of the own- vehicle is the high strength location of the vehicle body framework (e.g., when the colliding location of the own- vehicle is estimated to be the high strength location of the side surface in the vehicle body framework) , the
colliding mode controller performs the control (travelling state maintaining control) of maintaining the travelling state of the own-vehicle in the present state. The
colliding mode controller causes the other-vehicle to collide against the colliding location in such manner to alleviate the damage on the passenger in the cabin of the own-vehicle. The travelling state of the own-vehicle maintained in this case is at least the swinging state, the acceleration state, and the deceleration state in the own- vehicle . When the colliding location of the own-vehicle is not the high strength location of the vehicle body framework, the colliding mode controller changes the travelling state of the own-vehicle to change the colliding location of the own-vehicle to the high strength location of the vehicle body framework. The travelling state of the own-vehicle that is changed in this case is the swinging state or the acceleration state in the own-vehicle. The portion that is not the high strength location of the vehicle body
framework is the portion where the structure connecting the roof and the floor panel in the vehicle body framework in the up and down direction is not arranged. For example, such portion may be the side surface (side surface on the back side than the B pillar (center pillar) in the cabin) at the back part of the cabin. In the illustration, when the colliding location of the own-vehicle is estimated to be the side surface at the back part of the cabin, the colliding mode controller controls the travelling state of the own-vehicle by carrying out the brake control of the own-vehicle to collide the other-vehicle against the high strength location (B pillar) of the side surface in the vehicle body framework. When the colliding location of the own-vehicle is not the high strength location of the vehicle body framework, the colliding mode controller alleviates the damage on the passenger in the cabin of the own-vehicle in such manner.
The computation process in the vehicle control device will be hereinafter described based on the flowcharts of FIGS. 2 and 3. The travelling state changing control carried out by the colliding mode controller in the
illustration is only the brake control. In the
illustration, it is assumed that the brake control is not performed before the performance of the travelling state changing control.
The perimeter monitoring unit determines whether or not the other-vehicle exists at the perimeter of the own- vehicle based on the detection result of the object detection device 10 (step STl) .
If the other-vehicle does not exist at the perimeter of the own-vehicle, the computation process is once terminated.
If the other-vehicle exists at the perimeter of the own-vehicle, the other-vehicle information estimating unit estimates the other-vehicle information (step ST2). The estimated other-vehicle information is at least the position of the other-vehicle with respect to the own- vehicle, the movement speed of the other-vehicle, and the moving direction of the other-vehicle with respect to the own-vehicle described above.
If the other-vehicle exists at the perimeter of the own-vehicle, the own-vehicle information acquiring unit acquires the own-vehicle information (step ST3) and the own-vehicle behavior estimating unit estimates the own- vehicle behavior information (step ST4). The acquired own vehicle information is at least the vehicle speed of the own-vehicle, the anterior-posterior acceleration of the own-vehicle, the steering angle of the steering wheel of the own-vehicle, the yaw rate of the own-vehicle, and the position of the passenger of the own-vehicle described above. The estimated own-vehicle behavior information is at least the moving direction of the own-vehicle described above .
The. collision determination unit determines whether o not the other-vehicle and the own-vehicle will collide (step ST5). For example, the other-vehicle information estimating unit may estimate the position of the other- vehicle with respect to the own-vehicle for every elapsed time in step ST2, and transmit the estimation result to the collision determination unit. The own-vehicle behavior estimating unit may estimate the position of the own- vehicle for every elapsed time in step ST4, and transmit the estimation result to the collision determination unit. In this case, the collision determination unit determines whether or not the own-vehicle and the other-vehicle will collide based on the position of the other-vehicle with respect to the own-vehicle for every elapsed time and the position of the own-vehicle for every elapsed time. The position of the other-vehicle with respect to the own- vehicle for every elapsed time and the position of the own- vehicle for every elapsed time may be estimated by the collision determination unit. The collision location of the own-vehicle at the time of collision can be estimated from the position of the other-vehicle with respect to the own-vehicle for every elapsed time and the position of the own-vehicle for every elapsed time. Thus, the collision determination unit may determine the presence or absence of collision using the estimation result of the collision location estimating unit.
If determined that collision will not occur, the other-vehicle is not the monitoring target and hence the computation process is once terminated.
If determined that collision will occur, the collision avoiding determination unit determines whether or not the collision can be avoided by changing the travelling state of the own-vehicle (step ST6) .
If the collision can be avoided, the collision
avoiding controller carries out the collision avoiding control by the change in the travelling state of the own- vehicle to avoid collision with the other-vehicle (step ST7) .
If the collision cannot be avoided, the drive
assistance ECU 2 carries out a control at the time of collision (collision time control) (step ST8). The
collision time control will be described based on the flowchart of FIG. 3.
When the collision cannot be avoided, the collision mode determination unit determines whether or not the collision is the collision to the side surface of the own- vehicle (step ST11) . For example, when estimated by the collision location estimating unit that the collision location of the own-vehicle at the time of collision is the side surface of the own-vehicle, the collision mode
determination unit makes a determination that the collision is the collision to the side surface of the own-vehicle. The collision location estimating unit estimates the collision location of the own-vehicle in the determination of step ST11. If, however, the collision location of the own-vehicle is already estimated in step ST5, the collision mode determination unit may use the estimation result of step ST5.
If determined that the collision is not the collision to the side surface of the own-vehicle, the computation process is once terminated.
If determined that the collision is the collision to the side surface of the own-vehicle, the collision mode determination unit determines whether or not the colliding location of the own-vehicle is the high strength location of the side surface in the vehicle body framework based on the estimation result of the collision location estimating unit (step ST12) .
If the colliding location, of the own-vehicle is the high strength location of the side surface in the vehicle body framework, the colliding mode controller performs a control (travelling state maintaining control) of
maintaining the travelling state of the own-vehicle in the current state (step ST13) . The colliding mode controller thus can collide the other-vehicle 110 against the high strength location (B pillar 101) of the side surface in the vehicle body framework of an own-vehicle 100 (FIG. 4).. The vehicle control device thus can receive the load of the other-vehicle at the high strength location, so that deformation of the cabin and advancement of the other- vehicle into the cabin can be suppressed and the damage on the passenger of the own-vehicle can be alleviated.
If the colliding location of the own-vehicle is not the high strength location of the side surface in the vehicle body framework, the colliding mode controller determines whether or not the colliding location of the own-vehicle can be changed to the high strength location of the side surface in the vehicle body framework by
performing the brake control (travelling state changing control) of the own-vehicle (step ST14). In this case, the collision location estimating unit estimates the colliding location of the own-vehicle of when the brake control is performed with a maximum vehicle brake force that can be output by the brake device of the own-vehicle as an upper limit. The colliding mode controller carries out the determination based on the estimation result.
If determined that the colliding location of the own- vehicle can be changed to the high strength location of the side surface in the vehicle body framework by performing the brake control of the own-vehicle, the colliding mode controller determines whether or not the colliding location of the own-vehicle of when the brake control (travelling state changing control) of the own-vehicle is not performed is on the back side than the cabin based on the first estimation result of the collision location estimating unit in step ST5 or step ST8 (step ST15) .
If the colliding location of the own-vehicle of when the brake control is not performed is on the back side than the cabin, the colliding mode controller proceeds to step ST13 and performs the travelling state maintaining control. The colliding mode controller thus can cause the other- vehicle 110 to collide against the back side than a cabin 102 of the own-vehicle 100 (FIG. 5) . That is, the vehicle control device can change the colliding location of the own-vehicle to the high strength location of the side surface in the vehicle body framework by performing the brake control (travelling state changing control) of the own-vehicle, but the possibility of alleviating the damage on the passenger of the own-vehicle is higher if collided against the back side than the cabin (i.e., area where the passenger is not present) than if collided against the high strength location, which is a part of the cabin. In this case, the brake control is not performed and the other- vehicle is collided against the back side than the cabin. The vehicle control device thus can alleviate' the damage on the passenger of the own-vehicle.
If the colliding location of the own-vehicle of when the brake control is not performed is not the back side than the cabin, the colliding mode controller sets the vehicle brake force of when the estimation result of the colliding location in step ST14 is obtained as the target vehicle brake force, and causes the brake ECU 5 to perform the brake control at the target vehicle brake force so as to collide the other-vehicle against the high strength location of the side surface in the vehicle body framework of the own-vehicle (step ST16) . Thus, the colliding mode controller can collide the other-vehicle 110 against the high strength location (B pillar 101) of the side surface in the vehicle body framework of the own-vehicle 100 (FIG. 4). The vehicle control device thus can alleviate the damage on the passenger of the own-vehicle.
Furthermore, for example, if the first estimation result of the collision location estimating unit in step ST5 or step ST8 is the front part of the cabin of the own- vehicle, there is a possibility the colliding location of the own-vehicle can be changed to the front side than the cabin by performing the brake control of the own-vehicle. If the first estimation result is the front side than the cabin of the own-vehicle, the colliding location of the own-vehicle remains on the front side than the cabin even if the brake control of the own-vehicle is performed if the collision cannot be avoided. Thus, if determined that the colliding location of the own-vehicle cannot be changed to the high strength location of the side surface in the vehicle body framework even if the brake control is carried out in step ST14, the colliding mode controller determines whether or not the colliding location of the own-vehicle by the performance of the brake control of the own-vehicle is on the front side than the cabin based on the estimation result of the collision location estimating unit in step ST14 (step ST17) . Here, if the first estimation result of the collision location estimating unit is the front part of the cabin of the own-vehicle and the collision cannot be avoided, the colliding location of the own-vehicle is changed to the front side than the cabin by performing the brake control of the own-vehicle.
If. the colliding location of the own-vehicle by the performance of the brake control is on the front side than the cabin, the colliding mode controller sets the vehicle brake force of when the estimation result of the colliding location in step ST14 is obtained as the target vehicle brake force, and the brake ECU 5 is caused to perform the brake control at the target vehicle brake force to collide the other-vehicle against the front side than the cabin
(step ST18). The colliding mode controller thus can collide the other-vehicle 110 against the front side than the cabin 102 of the own-vehicle 100 (FIG. 6) . That is, if the colliding location of the own-vehicle cannot be changed to the high strength location of the side, surface in the vehicle body framework even if the brake control
(travelling state changing control) of the own-vehicle is performed, the vehicle control device causes the other- vehicle to collide against the front side than the cabin
(i.e., area where the passenger is not present) to
alleviate the damage on the passenger of the own-vehicle.
Furthermore, if the first estimation result of the collision location estimating unit is the front part of the own-vehicle, the colliding location of the own-vehicle is not changed to the back part of the own-vehicle even if the brake control of the own-vehicle is performed. Moreover, if the first estimation result is the back side than the cabin in the own-vehicle, unless the colliding location of the own-vehicle can be changed to the high strength
location of the side surface in the vehicle body framework by the performance of the brake control of the own-vehicle, there is a possibility the colliding location of the own- vehicle will be changed to the back part of the cabin by the performance of the brake control. If the first
estimation result is the back part of the cabin in the own- vehicle, on the other hand, the possibility the colliding location of the own-vehicle can be changed to the high strength location of the side surface in the vehicle body framework by the brake control of the own-vehicle is high. Assuming change can be made to the high strength location by the brake control of the own-vehicle when the first estimation result is the back part of the cabin, positive determination is made in step ST14 before the determination of step ST17. Thus, in step ST17, when the colliding location of the own-vehicle of when the brake control is not performed is the back side than the cabin and the colliding location of the own-vehicle cannot be changed to the high strength location of the side surface in the vehicle body framework by the performance of the brake control of the own-vehicle, determination is made that the colliding location of the own-vehicle by the performance of the brake control is not on the front side than the cabin. Thus, if determination is made as not on the front side than the cabin, the colliding mode controller proceeds to step ST13 to perform the travelling state maintaining control, and does not perform the brake control (travelling state changing control) . Thus, the colliding mode
controller can cause the other-vehicle to collide against the back side than the cabin 102 of the own-vehicle 100 (FIG. 5) . That is, if the colliding location of the own- vehicle cannot be changed to the high strength location of the side surface in the vehicle body framework even if the brake control (travelling state changing control) of the own-vehicle is performed, the vehicle control device causes the other-vehicle to collide against the back side than the cabin to alleviate the damage on the passenger of the own- vehicle .
As described above, the vehicle control device of the present example causes the other-vehicle to collide against the high strength location of the side surface in the vehicle body framework of the own-vehicle by maintaining or changing the brake control mode of the own-vehicle even under situations where the collision of the other-vehicle with respect to the side surface of the own-vehicle cannot be avoided. Thus, the vehicle control device can alleviate the damage on the passenger of the own-vehicle. The vehicle control device also causes the other-vehicle to appropriately collide against the front side or the back side than the cabin of the own-vehicle even if the vehicle control device cannot cause the other-vehicle to collide with respect to the high strength location by changing the brake control mode of the own-vehicle. Thus, the vehicle control device can alleviate the damage on the passenger of the own-vehicle. Even if the vehicle control device can cause the other-vehicle to collide against the high
strength location changing the brake control mode of the own-vehicle, the vehicle control device causes the other- vehicle to collide against the back side than the cabin of the own-vehicle without changing the brake control mode if the other-vehicle can be collided against the back side than the cabin of the own-vehicle by maintaining the brake control mode in the present state. Thus, the vehicle control device can alleviate the damage on the passenger of the own-vehicle.
Although at least the driver is present at the front seat, often times, the passenger may not. be present in the back seat in the travelling cabin. If the passenger is only at the front seat, even if the other-vehicle can be collided against the high strength location by changing the • brake control mode of the own-vehicle, the damage on the passenger in the front seat can be alleviated by having the other-vehicle collide against the back side than the cabin rather than having the other-vehicle collide against the high strength location if the other-vehicle can be collided against the back side than the cabin of the own-vehicle by maintaining the brake control mode in the present state. If the passenger is preset in the front seat and the back seat, the damage on each passenger can be alleviated by having the other-vehicle collide against the high strength location even if the other-vehicle can be collided against the back side than the cabin of the own-vehicle by
maintaining the brake control mode of the own-vehicle in the present state. Thus, in the vehicle control device, it is desirably to carry out the control that takes into consideration the presence or absence of a passenger in the back seat.
Thus, the own-vehicle information acquiring unit of the vehicle control device also acquires the position of the passenger of the own-vehicle as the own-vehicle
information. The position of the passenger of the own- vehicle can be obtained, for example, based on a detection signal of a seating sensor 25 for each seat illustrated in FIG. 1. The seating sensor 25 is a load sensor, and the like, for example. In the illustration, the seating sensor 25 is arranged at least on a seat (back seat) arranged on the back side than the front seat.
FIG. 7 is a flowchart associated with a control that takes into consideration the presence or absence of a passenger in the back seat. The flowchart of FIG. 7 newly includes a determination (determination of step ST19) on the presence or absence of a passenger in the back seat after the negative determination of step ST15 in the flowchart of FIG. 3.
If determined that the colliding location of the own- vehicle of when the brake control is not performed is not the back side than the cabin in step ST15, the colliding location becomes the back part of the cabin. When such determination is made, the colliding mode controller determines the presence or absence of a passenger in the back seat (step ST19) .
If a passenger 200 is present in the back seat, the colliding mode controller proceeds to step ST16, and causes the other-vehicle 110 to collide against the high strength location (B pillar 101) of the side surface in the vehicle body framework of the own-vehicle 100 by the brake control of the own-vehicle 100 (FIG. 4). Thus, the vehicle control device can alleviate the damage on the passengers in the front seat and the back seat of the own-vehicle.
If the passenger is not present in the back seat, the colliding mode controller proceeds to step ST13 and
performs the travelling state maintaining control and does not perform the brake control (travelling state changing control). The colliding mode controller thus can cause the other-vehicle 110 to collide against the back part of the cabin 102 of the own-vehicle 100 where the passenger 200 is not present (FIG. 8). That is, if the colliding location of the own-vehicle is changed from the back part of the cabin to the high strength location of the side surface in the vehicle body framework by performing the brake control of the own-vehicle, the colliding mode controller causes the other-vehicle to collide against the back part of the cabin by carrying out the control of maintaining the travelling state of the own-vehicle in the present state if the passenger is not present at the back part of the cabin. Thus, in the cabin, the deformation of the front part is alleviated compared to when collided against the high strength location (B pillar) . The vehicle control device thus can further alleviate the damage on the passenger in the front seat present at the front part of the cabin.
In the illustration made above, the brake control is used to change the travelling state of the own-vehicle for changing the colliding location of the own-vehicle.
However, the acceleration control may be used to change the travelling state. For example, if the first estimation result is the back part of the cabin, the colliding
location of the own-vehicle may remain unchanged as the back part of the cabin even if the brake control of the own-vehicle is carried out. Thus, if determined that the colliding location of the own-vehicle by the performance of the brake control is not the front side than the cabin in step ST17, the colliding mode controller carries out a determination similar to step ST15. In this determination, if determined that the colliding location of the own- vehicle of when the brake control is not performed is not the back side than the cabin, the back part of the cabin becomes the colliding location of the own-vehicle by the performance of the brake control. Thus, if determined that the colliding location of the own-vehicle of when the brake control is not performed is not the back side than the cabin, the colliding mode controller may acceleration control the own-vehicle if an obstacle does not exist in front of the own-vehicle, and change the colliding location to the back side than the cabin to alleviate the damage on the passenger of the own-vehicle.
Since the effect of alleviating the damage on the passenger of the own-vehicle is weak, an automatic two- wheel vehicle is desirably excluded from the other-vehicle serving as a target in the vehicle control device.
Reference Signs List
1 perimeter monitoring ECU
2 drive assistance ECU
5 brake ECU object detection device
vehicle speed detection device
anterior-posterior acceleration sensor steering angle sensor
yaw rate sensor
seating sensor

Claims

1. A vehicle control device comprising:
a perimeter monitoring unit configured to detect an other-vehicle at a perimeter of an own-vehicle;
a collision determination unit configured to determine whether or not the other-vehicle and the own-vehicle will collide at the time the other-vehicle is detected;
a collision location estimating unit configured to estimate a colliding location of the own-vehicle at the time the other-vehicle collides against the own-vehicle; and
a colliding mode controller configured to control a travelling state of the own-vehicle to cause the other- vehicle to collide against a high strength location of a side surface in a vehicle body framework configuring a cabin, at the time the colliding location of the own- vehicle is estimated as a side surface when the collision of the other-vehicle with respect to the own-vehicle is not avoidable.
2. The vehicle control device according to claim 1, wherein the high strength location of the side surface in the vehicle body framework is a pillar connecting a roof and a floor panel in the . vehicle body framework in an up and down direction.
3. The vehicle control device according to claim 1 or 2, wherein at the time the colliding location of the own- vehicle is estimated as a side surface at a back part of the cabin, the colliding mode controller carries out a control of a travelling state of the own-vehicle by
performing a brake control of the own-vehicle.
4. The vehicle control device according to claim 1 or 2, wherein at the time the colliding location of the own- vehicle is estimated as the high strength location of the side surface in the vehicle body framework, the colliding mode controller carries out a control of a travelling state of the own-vehicle by performing a control of maintaining the travelling state of the own-vehicle in a present state.
5. The vehicle control device according to claim 1, 2, or 3, wherein at the time the colliding location of the own- vehicle is changed from the side surface at the back part of the cabin to the high strength location of the side surface in the vehicle body framework by performing the brake control of the own-vehicle when no passenger is in the back part of the cabin, the colliding mode controller carries out the control of maintaining the travelling state of the own-vehicle in the present state so as to collide the other-vehicle against the back part of the cabin.
PCT/JP2015/069975 2014-07-08 2015-07-06 Vehicle control device Ceased WO2016006705A2 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2014-140725 2014-07-08
JP2014140725A JP2016016743A (en) 2014-07-08 2014-07-08 Vehicle control device

Publications (2)

Publication Number Publication Date
WO2016006705A2 true WO2016006705A2 (en) 2016-01-14
WO2016006705A3 WO2016006705A3 (en) 2016-03-10

Family

ID=53724418

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2015/069975 Ceased WO2016006705A2 (en) 2014-07-08 2015-07-06 Vehicle control device

Country Status (2)

Country Link
JP (1) JP2016016743A (en)
WO (1) WO2016006705A2 (en)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2017218011A (en) * 2016-06-07 2017-12-14 日本電信電話株式会社 Vehicle attitude control device, method and program
JP2018052445A (en) * 2016-09-30 2018-04-05 株式会社Ｓｕｂａｒｕ Collison input reduction device of vehicle
JP2018135068A (en) * 2017-02-23 2018-08-30 パナソニックＩｐマネジメント株式会社 Information processing system, information processing method, and program
JP2018135069A (en) * 2017-02-23 2018-08-30 パナソニックＩｐマネジメント株式会社 Information processing system, information processing method, and program
JP6642889B2 (en) * 2018-02-02 2020-02-12 本田技研工業株式会社 Control device

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2007210563A (en) 2006-02-13 2007-08-23 Toyota Motor Corp Crew protection device

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19741631B4 (en) * 1997-09-20 2013-08-14 Volkswagen Ag Method and device for avoiding and / or minimizing conflict situations in road traffic
JP4937656B2 (en) * 2006-07-19 2012-05-23 富士重工業株式会社 Vehicle collision control device
JP4952127B2 (en) * 2006-08-08 2012-06-13 トヨタ自動車株式会社 Vehicle control device, vehicle control system, and vehicle control method
DE102011115875B4 (en) * 2011-10-12 2023-03-23 Volkswagen Aktiengesellschaft Method for a driver assistance system of a vehicle

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2007210563A (en) 2006-02-13 2007-08-23 Toyota Motor Corp Crew protection device

Also Published As

Publication number Publication date
WO2016006705A3 (en) 2016-03-10
JP2016016743A (en) 2016-02-01

Similar Documents

Publication Publication Date Title
US9308914B1 (en) Advanced driver assistance system for vehicle
US10259456B2 (en) Method for joining drive rank of vehicle
CN102666240B (en) Collision prevention device
CN103895643B (en) Parking assistance system and method
CN103477378B (en) Drive assistance device
US9626869B2 (en) Drive assisting apparatus
US20180170368A1 (en) Driving assistance apparatus and driving assistance method
CN107264527B (en) Control method and device for intelligent vehicle preventing other vehicles
US20180105172A1 (en) Advanced driver assistance system
JP5397231B2 (en) Risk avoidance support device
JP2017124743A (en) Confluence support device
EP3039663B1 (en) Driving assistance apparatus
WO2016006705A2 (en) Vehicle control device
WO2017014080A1 (en) Driving assistance system
EP2913234A1 (en) Automatic braking for driving in reverse
CN106663379A (en) Enhanced blind spot detection for vehicle with trailer
CN104118432A (en) Vehicle-use collision mitigation apparatus
CN110225853B (en) Avoidance of collisions with transverse traffic
CN111169462B (en) Safe distance calculation module and calculation method thereof
JP2015041222A (en) Collision mitigation device
US20240101154A1 (en) Method for planning an at least partly automated driving process by means of a driver assistance system
CN106945663A (en) Anti-collision method for turning vehicles
CN111204334A (en) Vehicle control system
CN112955356A (en) Parking assistance device and parking assistance method
CN110641460A (en) Vehicle control system

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 15742121

Country of ref document: EP

Kind code of ref document: A2

NENP Non-entry into the national phase in:

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 15742121

Country of ref document: EP

Kind code of ref document: A2