JP2005238992A - Vehicle control device - Google Patents

Abstract

The present invention relates to a passenger, an obstacle, and a succeeding vehicle by appropriately controlling a deceleration increasing means provided on the vehicle on the basis of the impact impact of the obstacle and the impact impact of the following vehicle. Provided is a vehicle control device capable of minimizing the influence on the vehicle.
Obstacle detection means for detecting an obstacle in at least one of front and rear, side, and diagonal directions of the host vehicle, and obstacle determination means for determining the type of the detected obstacle, etc. A collision based on the own vehicle running state detecting means for detecting the running state of the own vehicle, the following vehicle running state detecting means for detecting the running state of the following vehicle, the obstacle determination information, and the running state of the own vehicle. Calculating the probability and impact impact, calculating the impact impact based on the running state and inter-vehicle distance of the host vehicle and the following vehicle, calculating the overall impact based on the impact impact and the impact impact, Based on the degree of influence, at least one of the traveling direction, deceleration, and braking ability of the host vehicle is forcibly changed.
[Selection] Figure 3

Description

  The present invention relates to a vehicle control device, and in particular, when an obstacle is detected during traveling, in addition, when there is a following vehicle approaching from behind, collision with the obstacle and rear-end collision of the following vehicle are performed. The present invention relates to a vehicle control apparatus that can avoid as much as possible and reduce the influence as much as possible even when a collision or a rear-end collision occurs.

As a control device of this type, conventionally, for example, as described in Patent Document 1 below, when there is an obstacle in the traveling direction of the vehicle, collision with the obstacle is prevented or damage at the time of collision In order to alleviate this, an obstacle in the traveling direction is detected and the speed of the vehicle is temporarily reduced or stopped.
Japanese Patent Laying-Open No. 2003-151092 (pages 1 to 8, FIGS. 1 to 3)

  However, the control device described in Patent Document 1 is mainly intended for avoiding a collision with an obstacle, and no special consideration is given to the rear-end collision of the following vehicle.

  In addition, when it is determined that the impact of collision with an obstacle is large, or after a collision with an obstacle, there is not much consideration for changing alarms and lights. Issues remain regarding prevention of secondary disasters.

  Furthermore, when it is determined that the impact impact level or the impact impact impact is large, the control of external devices such as hood airbags and other external airbags is not taken into consideration from the safety aspect around the vehicle. There is a possibility that the desire to minimize the influence on the obstacles at the time or the following vehicle at the time of rear-end collision may not be met.

  The present invention has been made in view of the problems of the prior art described above, and an object of the present invention is to reduce a vehicle deployed on the basis of the impact impact of an obstacle and the impact impact of a subsequent vehicle. An object of the present invention is to provide a vehicle control apparatus that can minimize the influence on passengers, obstacles, and subsequent vehicles by appropriately controlling speed increasing means and the like.

  In order to achieve the above object, a control device according to the present invention basically includes a vehicle capable of forcibly changing at least one of a traveling direction, deceleration, and braking ability. Is applied to the vehicle, detects the obstacle ahead of the host vehicle, calculates its impact impact level, calculates the impact impact of the following vehicle, and based on both the impact levels of the host vehicle It is characterized by forcibly changing at least one of the traveling direction, deceleration, and braking ability.

  In a more specific preferred mode, obstacle detection means for detecting an obstacle in at least one of the front, rear, side, and diagonal directions of the host vehicle, and an obstacle for determining the type of the detected obstacle, etc. Object determination means, own vehicle running state detection means for detecting the running state of the own vehicle, subsequent vehicle running state detection means for detecting the running state of the following vehicle, the obstacle judgment information and the running state of the own vehicle. A collision probability calculating means for calculating a collision probability, a collision influence degree calculating means for calculating a collision influence degree based on the traveling state of the host vehicle, the obstacle determination information, and the collision probability; A rear impact impact degree calculating means for calculating a rear impact impact degree based on the traveling state and inter-vehicle distance of the host vehicle and the following vehicle, and a total impact degree calculating a total impact degree based on the impact impact degree and the rear impact impact degree. Calculation means and previous Based on the overall impact, direction of travel, the deceleration of the vehicle, and comprises a, a vehicle driving operation changing means for forcibly changing at least one of the braking capability.

  In this case, preferably, the total impact calculation means preferably gives priority to the impact impact over the impact impact when the impact impact is greater than the impact impact and the difference is a predetermined value or more. The reflected overall influence is calculated, and the vehicle driving operation changing means increases the braking capacity of the vehicle based on the calculated magnitude of the overall influence and / or the deceleration of the vehicle. To be increased.

  That is, in a preferred aspect of the control device of the present invention, the vehicle status, for example, the vehicle speed and surrounding obstacles, and their distance and movement are detected, and the type of obstacle is determined from this information. On the other hand, it is determined whether or not the probability of collision with an obstacle is high, and the degree of influence when the obstacle collides with the vehicle is evaluated from these pieces of information.

  In addition, for the following vehicle, the rear collision probability of the subsequent vehicle is calculated according to the traveling state of the subsequent vehicle, the rear impact impact degree is calculated, and the total impact degree is calculated based on the impact impact degree and the rear impact impact degree. Then, based on the total influence, the driving operation (traveling direction, deceleration, braking ability) of the vehicle is changed. For example, when the impact impact level is greater than the impact impact level and the difference is greater than or equal to a predetermined value (for example, when the obstacle is a living thing or an obstacle is large), the impact is the overall impact level. Using the influence degree (reflecting with priority), the driving operation is changed more rapidly than usual, so-called sudden steering or rapid deceleration.

  Further, when the impact impact degree is greater than the impact impact level, and the difference between the impact impact degree and the impact impact level is equal to or greater than a predetermined value (for example, an obstacle such as an insect is unavoidable in front, and When the succeeding vehicle is large or the distance between the following vehicles is short), the impact impact is used as the total impact (preferentially reflected), and the vehicle is decelerated in consideration of the fact that it is not impacted by the succeeding vehicle. In addition, when the impact impact level and the rear impact impact level are approximately the same, the overall impact level is set separately so that there is no contradiction between the collision avoidance to the obstacle and the rear collision avoidance countermeasure from the following vehicle.

  By doing so, it is possible to avoid collision, and in addition, even when a collision or rear-end collision occurs, the impact can be reduced by causing the vehicle to collide or rear-end to a lower vehicle speed or a vehicle part having a smaller impact.

  Even if a collision is obvious, if the overall impact level is not large, there is no impact on the vehicle even if the collision occurs, or if it is small, or the obstacle is not an important thing. In order to prioritize safety and comfort, avoid sudden changes in driving behavior. Thereby, both safety and convenience can be achieved. That is, this can be realized by changing the change adjustment degree (operation amount, etc.) of the driving operation according to the type of the obstacle, the influence on the obstacle, and the degree of influence at the time of rear-end collision.

  In a specific preferred embodiment of the control device according to the present invention, the vehicle is equipped with a wheel or friction body that does not come into contact during normal traveling, a pneumatic tire for normal traveling with adjustable air pressure, and an aerodynamic device as braking capacity increasing means. At least one of them is provided, and the vehicle operation changing means increases the braking capacity of the vehicle and / or increases the deceleration of the vehicle based on the calculated total influence level. Therefore, at least one of an operation of grounding the wheel or the friction body, an operation of changing the air pressure of the normal traveling pneumatic tire, and an operation of operating or changing the aerodynamic device is performed. .

  In another specific preferred aspect, a vehicle height adjusting device is provided as a deceleration increasing means in the vehicle, and the vehicle operation changing means is based on the calculated magnitude of the total influence, In order to increase the deceleration of the vehicle, the vehicle height adjustment device is controlled to adjust the vehicle height.

  In other words, by providing braking or turning assisting means not used in normal driving as braking capacity increasing means, or by reducing the air pressure of pneumatic tires, the amount of friction with the road surface increases and braking capacity is greatly increased. Can be made. As a result, rapid deceleration is possible, and the degree of influence during a collision can be minimized.

  In order to obtain greater vehicle deceleration / braking capability, air spoilers, air brakes, and so-called aerodynamic devices with wing shapes can be used to increase vehicle air resistance, vertical load on vehicles, and venturi effects. Can do.

  In addition, the vehicle deceleration and braking capacity can be increased by adjusting the vehicle height, thereby improving the maximum braking balance of the front and rear wheels, generating a large wheel ground pressure by increasing the venturi effect, and thus the braking capacity. Can be increased.

  In another preferred aspect, the vehicle is provided with an impact absorbing device that functions outside the vehicle, and the vehicle driving operation changing means preferentially reflects the impact impact level in the overall impact level, and When the impact impact degree is large, or when the impact impact degree is preferentially reflected in the overall impact degree and the impact impact degree is large, the impact absorbing device is operated and the operation is The amount is adjusted according to the type of the obstacle and the total influence.

  In other words, in the event of a collision or rear-end collision, a so-called external airbag with an impact absorbing airbag attached to the outside, or other obstacle cushioning device is operated. By adjusting according to the impact impact level or the impact impact of the following vehicle, the impact at the time of the impact or rear impact is reduced, and consequently the impact (damage) of the passenger, the obstacle, and the subsequent vehicle can be reduced. it can.

  In still another preferred aspect, the vehicle is provided with a travel area detecting means for identifying the travel area of the vehicle and an alarm device, and when the obstacle type determining means determines that the obstacle is a living thing, the language or sound quality of the alarm device is changed. , Switching according to the traveling area or the type of obstacle.

  This is especially in consideration of the case where the obstacle is a living thing, and emits an effective horn according to the type of the obstacle, or when the obstacle is a person and the traveling area can be specified. If you selectively use the language or idiom used in the area, the effect of the warning will increase, and the probability that the obstacle itself will move and avoid collision will increase.

  In another preferred aspect, the apparatus further comprises a collision detection means and an alarm device for detecting that an obstacle has collided with the vehicle. When a collision is detected by the collision detection means, the lighting device and / or the alarm device is provided. It is made to operate automatically.

  This is to reduce the secondary effects after an obstacle collides with the vehicle, so that a vehicle that has stopped colliding can be clearly recognized from a distance. Alarm devices are automatically controlled regardless of passenger operation. Thereby, the probability of encountering a secondary disaster can be reduced.

  According to the vehicle control device of the present invention, when a traveling vehicle encounters an obstacle, there is an increased possibility that this can be avoided even when the vehicle is about to collide with a subsequent vehicle. Even in the event of a collision or a rear-end collision, the influence can be reduced. In the present invention, for example, smooth traffic and occupant comfort, which are one of the reasons for autonomous driving, and safety of occupants, obstacles, and subsequent vehicles are taken into consideration. The effect to make it compatible is acquired. Specifically, if the vehicle and other safety can be secured by a minor collision that can be run as it is, priority should be given to traffic flow and collision or rear-end collision should be avoided as much as possible. In this case, the vehicle driving operation can be appropriately changed.

Embodiments of the present invention will be described below with reference to the drawings.
FIG. 1 shows a schematic configuration of a vehicle to which an embodiment of a control device according to the present invention is applied. In the illustrated vehicle 10, wheels for normal traveling (front and rear wheels) 1 and 2 are disposed before and after a vehicle body 10A, and a control unit 100 used for power control, traveling control, and the like is disposed in the vehicle body 10A. Has been. In addition, the vehicle 10 exists in the front (traveling direction) as a means for inputting information to the control unit 100, a photographing camera 25 that captures an image around the vehicle 10, a vehicle speed sensor 26 that detects the traveling speed of the host vehicle 10, and the like. An infrared sensor 27 for detecting the temperature of the obstacle, a front ultrasonic sensor 24 for detecting the presence and distance of the vehicle ahead and the obstacle, a rear ultrasonic sensor 42 for detecting the distance of the following vehicle, and the like are arranged (see FIG. 2).

  Further, the vehicle 10 includes brakes 3 and 5 that generate a braking force, a braking friction body 37 that is not grounded in normal traveling, a parachute operating device (actuator) 35 for deceleration at high speed, and an aerodynamic force that increases the braking force. A spoiler adjustment device 34 that increases vehicle load and vehicle stability, a tire pressure adjustment device 36 that reduces the pressure of gas in the tire to increase the contact area of the tire, and thus increases braking force, and an impact outside the vehicle. Absorbing external airbags 39 and 43, a brake lamp 33 for warning backward that the vehicle 10 is decelerated or stopped, a speaker 38 for a horn / alarm, and a GPS antenna for detecting the traveling position of the vehicle 10 20, etc. are deployed. However, it is not necessary to have all of them, and they may be combined singly or selectively, or other devices and sensors related to automatic driving may be combined. Moreover, you may apply these to a non-automatic driving vehicle.

  As shown in the functional block diagram of FIG. 2, the control unit 100 includes a travel control unit 4, a power control unit 219, a steering control unit 208, a braking force control unit 210, and the like. However, the power control unit 219, the steering control unit 208, the braking force control unit 210, and the like may be integrated with the travel control unit 4 or may be configured as a separate ECU (Electronic Control Unit).

  The travel control unit 4 receives signals from the GPS antenna 20, the front ultrasonic sensor 24, the rear ultrasonic sensor 42, the video camera 25, the vehicle speed sensor 26, the infrared sensor 27, and the like, and based on these signals, Operation control of the lamp 33, spoiler adjusting device 34, parachute operating device 35, tire air pressure adjusting device 36, braking friction body operating device 37, horn / alarm speaker 38, front external airbag 39, rear external airbag 43, etc. I do.

  It should be noted that as a means for detecting the situation before and after the vehicle, an obstacle may be detected by substituting at least one of a radio wave radar, a laser radar, a stereo camera, and an ultrasonic sensor. Further, a speaker in front of the vehicle may be provided behind the vehicle.

  As shown in the functional block diagram of FIG. 3, the traveling control unit 4 determines whether or not there is an obstacle around the vehicle 10 (front) based on a signal from the front ultrasonic sensor 24. On the basis of the obstacle presence / absence determination unit 304, the obstacle presence / absence information from the obstacle presence / absence determination unit 304, the image information captured by the video camera 25, and the signal (temperature information of the obstacle) from the infrared sensor 27. And obstacle type determination means 305 for determining the type of obstacle. The obstacle type determination unit 305 has a collision probability by using the type information stored in advance, information obtained by learning, and the determination results of the sensors and the obstacle presence / absence determination unit 304. The type of the object (obstacle) is determined.

  Further, the travel control unit 4 determines the obstacle type based on the obstacle type determination result in the obstacle type determination unit 305 and the signals (obstacle information, vehicle speed information) from the front ultrasonic sensor 24 and the vehicle speed sensor 26. Obstacle collision probability calculation means 306 for calculating the probability of collision with an object, collision probability calculated by the obstacle collision probability calculation means 306, vehicle speed information from the vehicle speed sensor 26, obstacle information from the front ultrasonic sensor 24 Based on the type determination result in the obstacle type determination unit 305, a collision impact degree calculation unit 310 that calculates the degree of influence when the vehicle collides with the obstacle, and a rear impact impact degree calculation unit 311 And a total influence degree calculating means 312 and a vehicle driving operation changing means 313.

  The impact impact calculation means 311 calculates the impact probability and impact impact Ib based on signals from the rear ultrasonic sensor 42 and the vehicle speed sensor 26 (separation distance information of the following vehicle and speed information of the host vehicle and the following vehicle). calculate. The total influence degree calculating means 312 calculates the total influence degree based on the collision influence degree and the rear impact influence degree. The vehicle driving operation changing means 313 operates the vehicle 10 based on the overall influence degree, the obstacle collision probability, the rear-end collision influence degree, and the vehicle speed information of the host vehicle 10 obtained as described above. It is determined whether to perform the operation and the driving operation (deceleration, braking force, etc.) of the vehicle 10 is changed. In addition, the combination of the information input into each said means and the information to be used is not restricted to the example mentioned above, It can select arbitrarily.

  Next, an example of travel control executed by the control unit 100 (the travel control unit 4) configured as described above will be described with reference to the flowcharts in FIG.

  FIG. 4 shows a travel control main routine. In this routine, after starting, the obstacle presence / absence determination is performed in step 401 (consisting of steps 411 and 412), and thereafter, the obstacle type determination is performed in step 402, and in step 403. An obstacle collision probability is calculated, a collision impact is calculated at step 404, a rear impact is calculated at step 405, a total impact is calculated at step 406, and a vehicle driving operation is changed at step 407.

  More specifically, the obstacle presence / absence determination executed in step 401 is performed by capturing a signal (obstacle information) from the front ultrasonic sensor 24 in step 411 and then in front of the vehicle (in the vicinity of the vehicle) from the captured information in step 412. In the case where it is determined in step 412 that an obstacle exists (is present), the process proceeds to step 402, and if there is no obstacle If it is determined, the process returns.

  The obstacle type determination executed in step 402 is stored in advance as image data captured from the video camera 25 and temperature information captured from the infrared sensor 27, as schematically shown in FIG. The type of obstacle ahead of the vehicle is determined based on the obstacle information storage memory data that is present (step 501). Here, the types of obstacles are, for example, people, animals (birds, cows, dogs, etc.), objects, and the like. Whether the object is an organism or not can be determined by referring to the information from the infrared sensor 27, and the size of the obstacle can also be determined from the distance between the image and the obstacle. The type of obstacle determined here is used in step 403 (obstruction collision probability calculation) and step 404 (collision influence degree calculation).

  As shown in FIG. 6, the obstacle collision probability calculation executed in step 403 takes in vehicle speed information in step 601 and calculates the distance between the host vehicle 10 and the obstacle in step 602. Next, in step 603, the probability that the host vehicle 10 will collide with the obstacle is calculated from the vehicle speed and the distance from the obstacle. The collision probability calculation process will be described in detail below. If the vehicle speed is V and the calculation distance to the obstacle is L, whether there is a collision probability (whether there is a collision), the distance to the remaining obstacle, the vehicle speed at that time, the brake, etc. It can be determined by calculating whether the vehicle can stop before colliding with an obstacle from the deceleration due to.

  In this example, whether the vehicle can avoid a collision with an obstacle is calculated by calculating the deceleration required to stop before the obstacle from the vehicle speed at that time and the distance to the obstacle. Will be described in detail. This is the processing content of step 603 in FIG.

When the speed of the traveling vehicle is V, the deceleration required to stop within the distance L, that is, the deceleration formula for avoiding the collision is
Necessary deceleration rate An = V ^ 2 / (2L) ------------------------- (1)
It becomes.

  Here, in FIG. 11, the normal deceleration As that can maintain the comfort of the occupant from a certain speed, that is, the stop distance when the vehicle is slowly decelerated is defined as a normal stop distance Lmem1 (801). Further, the stop distance when the vehicle is decelerated at the maximum current speed Ap that can be realized while maintaining the safety of the passenger is defined as the shortest stop distance Lmem4 (804). In other words, it means that the vehicle cannot stop at a distance shorter than this Lmem4. Further, the intermediate state is set to Lmem2 to 3 (802 to 803), and these decelerations are selected by switching control described later. These change according to the vehicle speed, and the stop distances Lmem1 to 4 increase as the travel speed V increases.

The relationship between the aforementioned decelerations Ap and As, the vehicle speed V, and the stop distance Lmem * is expressed as follows.
Realizable deceleration Ap = (V ^ 2) / (2 ・ Lmem4) ------------ (2-1)
Shortest stop distance Lmem4 = (V ^ 2) / (2 ・ Ap) --------------- (2-2)
Deceleration that can maintain comfort As = (V ^ 2) / (2 ・ Lmem1) ------- (2-3)
Comfortable maintenance stop distance Lmem1 = (V ^ 2) / (2 · As) ----- (2-4)

Further, in this example, the collision probability index representing the collision probability is defined as follows.
First collision probability index Cp = Necessary deceleration rate An / Realizable deceleration rate Ap
Second collision probability index Cps = Required deceleration An / Deceleration As that can maintain comfort

Here, when the collision probability Cp and the actual situation are summarized,
(A) Cps <1: No collision probability, no collision even in normal deceleration As.
(B) Cps ≧ 1 and Cp <1: There is a collision probability.
(C) Cp ≧ 1: Even if the vehicle decelerates at the maximum deceleration Ap, it collides.

  In step 603 of FIG. 6, the above (A) to (C) are evaluated. In the case of (A), it is determined that there is no collision probability, that is, the collision probability Rc is 0%. Since collision occurs even with simple means, the collision probability Rc is set to 100%. In the case of (B), the probability Rc is quantified in the range of 0% to 100% according to the value of Cp. The collision probability Rc obtained in this way is used in step 404 (collision impact calculation) and step 407 (vehicle driving operation change).

  In step 603, the collision probability Rc is compared with a predetermined threshold value or separately obtained by learning control or the like to determine whether or not there is a collision. Are also used in step 404 (collision impact calculation) and step 407 (vehicle driving operation change).

  FIG. 7 shows a detailed example of the collision influence degree calculation executed in step 404. Here, the vehicle speed information from the vehicle speed sensor 26 is taken in at step 700, and the distance to the obstacle is calculated based on the information from the front ultrasonic sensor 24 at step 701. In subsequent step 702, the obstacle type information determined in step 402 is fetched, and in step 703, the collision probability Rc calculated in step 403 is fetched. In step 704, based on the obstacle type and the collision probability Rc. The degree of influence If when it collides with an obstacle is calculated.

  The details will be described below with reference to FIG. The degree of influence If when the vehicle collides with an obstacle is the degree of influence on the obstacle and the degree of influence on the vehicle occupant and the vehicle itself. Therefore, the degree of influence at the time of collision should change depending on the type of obstacle and its size. In this example, the calculation of the impact impact level If is defined by the table (table or map) shown in FIG. 15, and the impact weight is searched for using each parameter. For example, the impact of a collision is considered to increase as the size of the obstacle increases, so the impact may be given according to the type and size of the obstacle, or it may be uniform or searched with other parameters. Also good. In addition, the collision influence value If in the figure is an example, and is not limited to this. In this example, the influences of obstacles, occupants, and vehicles are not separated. However, these may be separated, and the collision influence degree If is not defined by a table map, but is obtained by a mathematical formula or the like. Also good. The impact influence level If thus obtained is used in step 406 (total impact calculation).

  Next, FIG. 8 shows a detailed example of the impact impact calculation performed in step 405. Here, in step 705, the vehicle speed information from the vehicle speed sensor 26 and the information from the rear ultrasonic sensor 42 are taken in, and in step 706, the distance to the following vehicle is calculated based on the information from the rear ultrasonic sensor 42. In step 707, the relative speed with the following vehicle is calculated. In the subsequent step 709, the collision probability is calculated based on the distance to the succeeding vehicle and the relative speed, and in step 711, the degree of influence Ib when the vehicle collides is calculated.

  The details will be described below with reference to FIG. The degree of influence Ib in the case of a rear-end collision takes into consideration the degree of influence on the vehicle occupant and the vehicle itself or the degree of influence of the following vehicle. Therefore, the degree of influence at the time of rear-end collision should change depending on the relative speed of the following vehicle and the size of the following vehicle. In this example, the calculation of the impact level Ib is defined by the table (table or map) shown in FIG. 16, and the weight of the impact impact level is searched using each parameter. For example, the impact of a collision is considered to increase as the size of the following vehicle increases, so the degree of influence may be given according to the speed of the following vehicle and the size of the following vehicle, or it may be uniform or other parameters. You may search.

  Note that the impact impact value Ib in the figure is an example, and the present invention is not limited to this. Further, in this example, the influence degree of the occupant, the vehicle, and the following vehicle is not separated. However, this may be separated, and the rear-end collision influence degree Ib is not defined by the table map, and is obtained by a mathematical formula or the like. Also good. The impact impact degree determined in this way is used in step 406 (total impact calculation) and step 407 (vehicle driving operation change).

  Next, FIG. 9 shows a detailed example of the total influence calculation executed in step 406. Here, in step 712, in order to determine whether the impact of the collision with the obstacle or the rear-end collision of the following vehicle is larger, the impact impact level If and the rear impact impact level Ib are compared, and the impact level of impact If Is greater than the rear impact impact degree Ib, it is determined in step 713 whether or not the difference is equal to or greater than a predetermined value (Delta_I). If it is equal to or greater than the predetermined value (Delta_I), it means that the impact impact level If with the obstacle is sufficiently larger than the impact impact level Ib, so that the total impact level is taken in step 714 to deal with the collision with the obstacle. It is assumed that Is = If. This means that the collision impact level If is preferentially selected (reflected) as the total impact level Is, and is set to Is1 to distinguish it from other total impact levels (step 714).

  If the comparison result in step 712 is not established (NO), it is determined in step 716 whether the difference between the impact impact degree Ib and the impact impact degree If is greater than or equal to a predetermined value (Delta_I), and this is greater than or equal to a predetermined value (Delta_I). In this case, it means that the rear impact impact level Ib is sufficiently larger than the impact impact level If, so that the total impact level Is = Ib in order to cope with the rear impact in step 717. This means that the rear impact impact level Ib is preferentially selected (reflected) as the total impact level Is, and is set to Is2 to distinguish it from other total impact levels (step 717).

  If step 716 or step 713 is not established (NO), it means that the impact of collision and rear-end collision is almost the same (less than Delta_I). In this case, the total effect is distinguished from the above in step 718. The degree Is is set to Is3. These total influence levels Is (Is1, Is2, Is3) are used in step 407 (vehicle driving operation change).

  Next, a detailed example of the vehicle driving operation change executed in step 407 will be described with reference to FIG. Here, it is determined in step 719 whether or not there is a collision or rear-end collision probability (possibility). If it is determined that there is a collision or rear-end collision probability (possibility), the process proceeds to step 723, and the total influence level Is1 , Is2, and Is3, the target deceleration is obtained, and when it is determined that there is no collision or rear-end collision probability (possibility), the process returns to the original. As described above, the vehicle 10 is provided with a plurality of deceleration means (deceleration and braking capacity increasing means), some of which can generate a larger deceleration than the wheels used for normal travel.

  On the other hand, if the deceleration of the traveling vehicle increases, the possibility of a rear-end collision increases depending on the distance from the subsequent vehicle and the vehicle speed. Therefore, the magnitude of the total influence Is (Is1, Is2, Is3) calculated according to the necessity of sudden deceleration and the traveling state of the following vehicle, that is, the magnitude relationship between the collision influence degree If and the collision impact degree Ib described above. The deceleration is determined according to. FIGS. 17A, 17B, and 17C are examples in which the target deceleration is selected based on the total influence levels Is1, Is2, and Is3. When priority is given to the impact degree of impact, that is, when Is1 (collision impact degree If) is calculated (selected) as the overall impact degree Is, the deceleration corresponding to the impact degree of impact is obtained as shown in FIG. Is selected. Further, when priority is given to the impact impact, that is, when the overall impact Is2 (the impact impact impact Ib) is calculated (selected), as shown in FIG. Is selected.

  When the impact impact level If and the impact impact level Ib are not the same or not significantly different, that is, when the total impact level Is3 is calculated (selected), a target different from the above Is1 and Is2 as shown in FIG. Deceleration is selected.

  After obtaining the target deceleration in step 723, in step 724, based on the vehicle speed information from the vehicle speed sensor 26, a deceleration means for achieving the target deceleration is selected. The speed reduction means selected here is at least one of the brake 3, brake 5, parachute 35, spoiler 34, friction body 37, front external airbag 39, rear external airbag 43, and the like. In the following step 725, the selected deceleration means is operated to forcibly decelerate the vehicle 10. In other words, the driving operation change is performed to forcibly increase the deceleration and braking capacity of the vehicle 10 so that the deceleration of the vehicle 10 becomes the target deceleration. In this case, for example, when the total influence degree of Is2 and Is3 is used, the rear external airbag 43 is activated to reduce the influence on the following vehicle.

  The above is an example in which the deceleration or the shock absorber is made variable according to the total influence levels Is1, Is2, and Is3. However, there is a margin in the travel path width, and collision can be avoided or reduced by turning operation. In this case, the deceleration may be replaced with the degree of change in the traveling direction, or both may be combined. Further, when the impact impact on the following vehicle is large, the vehicle may be lifted temporarily.

  Here, when Is1 is used for the total influence, that is, when the influence of the collision with the obstacle is large, the traveling direction change degree of the vehicle, the deceleration, depending on the type of the obstacle and the collision influence degree, Force at least one of the braking capabilities to change. For example, if the type of obstacle is a small bird, it is considered that the degree of impact on the occupant / vehicle is small, so even if it is determined that the probability of collision is high, other states can be integrated. It is also possible to reduce the deceleration as a safer direction. On the other hand, if the obstacle is a large animal such as a cow, it is considered that the impact on the occupant / vehicle and the obstacle is large. Make a change.

  Further, when the obstacle is a person, the impact influence level Is1 is extremely high, so that the vehicle is decelerated at a realizable (maximum) deceleration Ap, for example. In this case, the highest priority is given to reducing the influence on the person who is an obstacle even when the vehicle is suddenly decelerated so as to impair the comfort of the vehicle occupant. Note that a part or all of the collision avoidance means may change the vehicle traveling direction.

  On the other hand, if the target deceleration cannot be achieved only by braking the wheels 1 and 2 that are used in normal driving, the vehicle 10 can be decelerated and grounded by grounding additional wheels or friction bodies 37 that are not used in normal driving. Increase braking capacity. As another deceleration / braking ability increasing means, a means for reducing the air pressure of the pneumatic tire (tire pressure adjusting device 36) increases the amount of contact with the road surface by reducing the pressure, thereby increasing the braking ability. Further, the width and friction characteristics of the friction body 37 to be grounded may be changed according to the vehicle speed or the type of obstacle.

  Further, as a means for increasing the deceleration / braking capability of the vehicle, a device utilizing aerodynamic action (such as the spoiler 34 described above) can be used. In the future, when the speed of the vehicle becomes difficult to operate by human operation, for example, about 300 to 500 km / h, in addition to deceleration using friction with the road surface, assistance with deceleration using an aerodynamic device It is effective to do. As shown in FIG. 13A, for example, when a spoiler 34 capable of adjusting the angle is attached to the vehicle and a large deceleration is required, the drag in the vehicle traveling direction is increased by increasing the angle θ. Let Further, in this state, the force that presses the vehicle to the ground side, so-called down force, can be increased, so that the friction coefficient of the wheel can be increased and the wheel braking ability can be improved. FIG. 12 shows the relationship between the vehicle speed V, the drag and down force, and the spoiler angle θ.

  As another aerodynamic speed reduction means, it is also effective to open a part of the vehicle to make the air brake 1001 as shown in FIG. In this case, it can be realized by using a vehicle door outer panel, an engine hood panel, a trunk outer panel and the like as movable mechanisms. As another simple means, if a parachute type air brake device 1002 (the parachute operating device 35 described above) is provided at the rear of the vehicle, a large aerodynamic deceleration can be obtained at low cost.

  Depending on the speed of the vehicle, a simple wing and an aerodynamic rudder control device can be used, and even if no propulsion device is provided, it is possible to fly for a single time depending on the inertia of the vehicle. In this case, even if the vehicle cannot stop before the obstacle, the collision can be avoided by passing over the obstacle.

  Furthermore, by adjusting the vehicle height, the force that presses the vehicle against the ground, the so-called down force, may be increased, the vehicle stability during deceleration may be improved, or the capacity of the aerodynamic device may be improved. As shown in FIGS. 14A and 14B, a vehicle height adjusting device 1201 is attached to the vehicle suspension 1200, and when a large deceleration is required, the vehicle height is lowered to lower the vehicle height. Lower. In general, lowering the vehicle height can improve vehicle stability and the like, and can also generate a large downforce due to the venturi effect. Further, by lowering the vehicle height, the above-described aerodynamic device can utilize a larger ground effect, so that even if the size of the aerodynamic device is the same, the capacity can be improved. FIG. 14C shows the relationship between the vehicle height, the venturi effect, and the ground effect, and both effects increase as the vehicle height decreases.

  Further, when the vehicle 10 is provided with an impact absorbing device, for example, an external airbag 39, so-called bumper airbag or hood airbag, if the obstacle type information is used, according to the type of obstacle. The operating amount of the airbag can be adjusted. Thereby, even if an obstacle collides with a vehicle, the influence of an obstacle or a passenger | crew can be reduced. Further, when the impact impact of the following vehicle is large, the rear external airbag 43 can be operated to reduce the influence on the occupant, the vehicle, and the following vehicle. In this case, the operation amount, pressure, operation timing, and the like of the airbags 39 and 43 may be changed according to the impact impact.

  On the other hand, it is also possible to calculate and use the probability that the obstacle itself retreats before the obstacle collides. In this case, since it is necessary for the obstacle to be able to understand the alarm / warning, an optimum alarm is selected according to the type of the obstacle and is generated by the speaker 38. For example, when the obstacle is a person, it is effective to select a language according to the traveling area, or when the obstacle is an animal or the like, it is effective to switch the sound quality so that the species reacts sensitively. The travel area can be easily specified by the GPS antenna 20 or the like.

  Furthermore, in order to prevent a secondary accident that may occur after a collision, it is preferable to issue a warning to surrounding vehicles. In this case, a means for detecting an obstacle collision is used, and an alarm is automatically issued when a collision is detected. The alarm is, for example, a headlamp, a brake lamp 33, a direction indicator lamp or other light emitter, and a warning whistle. The horn may be one that can emit sound like the speaker 38.

  FIG. 18 is an example in which the deceleration capability is increased by combining the above-described examples, and an appropriate auxiliary deceleration means is selected according to the vehicle speed and the required deceleration. These deceleration means may be changed according to the driving condition of the vehicle, the surrounding environment (for example, rainy weather, etc.) and the like.

In the example described above, an obstacle existing in the front-rear direction (traveling direction) of the vehicle is detected and the impact degree of the obstacle is calculated, but in addition to that, it exists on the side of the vehicle. If an obstacle is detected on the side of the vehicle by detecting it using a video camera, infrared sensor, ultrasonic sensor, etc. In the same way as above, find the type of obstacle and the collision probability. If the collision probability is high, calculate the impact level and calculate the total impact level including the impact level of this side obstacle. It may be.

  By doing so, it is possible to make appropriate vehicle operation changes even when a vehicle running on the side of the vehicle approaches and collides or when the vehicle suddenly comes from the side at an intersection. The influence of the side collision can be reduced.

1 is a schematic configuration diagram of a vehicle to which an embodiment of a control device according to the present invention is applied. The block diagram which shows the internal structure of the control unit which comprises the principal part of a control apparatus. The functional block diagram which shows the structure of the traveling control part of a control unit. The flowchart which shows an example of a traveling control main routine. The figure which is provided for description of an example of obstacle type determination processing. The flowchart which shows the example of an obstacle collision probability calculation process. The flowchart which shows the example of an obstacle collision influence degree calculation process. The flowchart which shows an example of a collision impact calculation process. The flowchart which shows the example of a total influence calculation process. The flowchart which shows the vehicle driving operation change process example. The figure which shows the relationship between a vehicle stop distance and deceleration. The figure which shows the relationship between the drag | drug, down force, vehicle speed, and angle (theta) of a spoiler. (A) is a figure which shows the example of a variable spoiler, (B) is a figure which shows the example of an air brake. (A) is a figure which shows the example of a vehicle height adjustment apparatus, (B) is a figure used for description of a vehicle height change, (C) is a figure which shows the relationship between a venturi effect and a ground effect, a vehicle height, and a vehicle speed. The table | surface which shows the example of a search map of the collision influence degree If. The table | surface which shows the example of a search map of the collision impact degree Ib. (A) is a table showing a target deceleration search table example 1, (B) is a table showing a target deceleration search table example 2, and (C) is a table showing a target deceleration search table example 3. The table | surface which shows the example of a search map of an auxiliary deceleration means.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Front wheel 2 ... Rear wheel 3 ... Front brake 4 ... Travel control part 5 ... Rear brake 10 ... Vehicle 20 ... GPS antenna 24 ... Front ultrasonic sensor 25 ... Video camera 26 ... Vehicle speed sensor 27 ... Infrared sensor 33 ... Brake lamp 34 ... Spoiler adjustment device 35 ... Parachute actuator 36 ... Tire pressure adjustment device 37 ... Wheel Or friction body 38 ... speaker 39 ... front external airbag 41 ... brake actuator 42 ... rear ultrasonic sensor 43 ... rear external airbag 100 ... control unit 304 ... obstacle Presence / absence determination means 305 ... obstacle type determination means 306 ... obstacle collision probability calculation means 310 ... impact influence degree calculation means 311 ... impact impact Calculating means 312 ... Overall influence calculation unit 313 ... vehicle driving operation changing means 1001 ... airbrake 1002 ... parachute-type air brake 1201 ... vehicle height adjustment device

Claims (8)

A control device for a vehicle configured to forcibly change at least one of a traveling direction, a deceleration, and a braking ability,
Detect obstacles ahead of the host vehicle and calculate the impact level of the collision, calculate the impact level of the following vehicle, and based on both of these effects, the direction of travel, deceleration, And the control apparatus characterized by forcibly changing at least one of braking ability. A control device for a vehicle configured to forcibly change at least one of a traveling direction, a deceleration, and a braking ability,
Obstacle detection means for detecting an obstacle in at least one of the front, rear, side, and oblique directions of the host vehicle, obstacle determination means for determining the type of the detected obstacle, etc. A collision probability is calculated based on the own vehicle running state detecting means for detecting the running state, the subsequent vehicle running state detecting means for detecting the running state of the following vehicle, the obstacle determination information, and the running state of the own vehicle. Collision probability calculation means; collision state calculation means for calculating a collision influence degree based on the traveling state of the host vehicle, the obstacle determination information, and the collision probability; and traveling states of the host vehicle and the following vehicle A rear impact impact calculating means for calculating a rear impact impact degree based on the vehicle-to-vehicle distance, a total impact degree calculating means for calculating a total impact degree based on the impact impact degree and the rear impact impact degree, and the total impact degree. Based on own vehicle Travel direction, deceleration, and the control device, characterized in that it comprises a vehicle driving operation changing means for forcibly changing at least one, the one of the braking capability.   When the impact impact degree is greater than the impact impact degree, and the difference is equal to or greater than a predetermined value, the overall impact degree calculation means reflects the impact impact degree more preferentially than the impact impact degree. The vehicle driving operation changing means increases the braking capacity of the vehicle and / or increases the deceleration of the vehicle based on the calculated magnitude of the total influence. The control device according to claim 2.   The vehicle is provided with at least one of a wheel or a friction body that does not come into contact during normal driving, a pneumatic tire for normal driving that can adjust air pressure, and an aerodynamic device as a braking capacity increasing means, and the vehicle driving operation The changing means is an operation for grounding the wheel or the friction body to increase the braking capacity of the vehicle and / or increase the deceleration of the vehicle based on the calculated magnitude of the total influence. The control device according to claim 3, wherein at least one of an operation for changing an air pressure of the normal traveling pneumatic tire and an operation for operating or changing the aerodynamic device is executed.   The vehicle is provided with a vehicle height adjusting device as deceleration increasing means, and the vehicle driving operation changing means increases the deceleration of the vehicle based on the calculated magnitude of the total influence. Therefore, the vehicle height adjustment device is controlled to adjust the vehicle height.   The vehicle is provided with an impact absorbing device that functions outside the vehicle, and the vehicle driving operation changing means preferentially reflects the impact impact level in the overall impact level, and the impact impact level is large. Or, when the impact impact level is preferentially reflected in the overall impact level and the impact impact level is large, the impact absorbing device is operated, and the operation amount is set to the type of the obstacle and The control device according to claim 2, wherein the control device is adjusted according to the total influence degree.   The vehicle is provided with a travel area detecting means for identifying the travel area of the vehicle and an alarm device. When the obstacle type determining means determines that the obstacle is a living thing, the language or sound quality of the alarm device is set to the travel area or the obstacle. The control device according to any one of claims 2 to 6, wherein switching is performed according to a type. A collision detection means and an alarm device for detecting that an obstacle has collided with the vehicle are provided, and when a collision is detected by the collision detection means, the lighting device and / or the alarm device is automatically operated. The control device according to any one of claims 1 to 7.

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