The present invention relates to a vehicle control device that activates a safety device from image information of the external environment of a vehicle.
Background technology
[0002]
Conventionally, a vehicle brake control device is known for the purpose of avoiding collisions with moving objects such as vehicles, pedestrians, and bicycles at intersections and reducing damage. For example, Patent Literature 1 describes a system in which information input from infrastructure equipment or a location estimated to be dangerous by a navigation device is precharged to the brake, and a braking force is generated quickly in response to the driver's stepping on the brake pedal. A method is shown.
prior art documents
patent literature
[0003]
Patent Document 1: JP-A-2005-297945
SUMMARY OF THE INVENTION
Problems to be Solved by the Invention
[0004]
The method of Patent Document 1 shortens the reaction time from the driver's stepping on the brake pedal to the actuation of the actuator in a place that is presumed to be dangerous. However, since the timing of depressing the brake pedal is left to the driver, it may not function effectively depending on the driver's recognition and judgment.
[0005]
In recent years, the spread of automatic braking, which automatically recognizes, judges, and operates in vehicles, is progressing.
In the case of automatic braking, detection of moving objects may be delayed due to limitations in the sensor detection range at intersections and other locations that are presumed to be dangerous, and brake activation commands may also be delayed. However, if the TTC (time to collision) from the detection of a moving object to the actuation of the brakes is adapted so that the brakes are activated early, there is a problem of increasing the probability of erroneous braking in normal running.
[0006]
It is an object of the present invention to provide a vehicle control device that automatically brakes even against obstacles that appear outside the sensor detection range at intersections and other locations that are presumed to be dangerous.
Means to solve problems
[0007]
In order to solve the above-mentioned problems, the vehicle includes a determination unit that determines whether the vehicle is to turn right or left, and a command unit that sends commands to an actuator that drives the vehicle, and the determination unit determines whether the vehicle is to turn right or left. In this case, the command unit extends the collision margin time until the vehicle collides with the object compared to when the vehicle travels straight.
The invention's effect
[0008]
According to the present invention, even when an obstacle suddenly appears outside the angle of view, such as when turning at an intersection or when an oncoming vehicle is turning right, the brake can be applied immediately after detection. In addition, in situations other than the above, the occurrence of erroneous braking can be suppressed because TTC with a normal margin is adopted.
[0009]
Further features related to the present invention will become apparent from the description of the specification and the accompanying drawings. Further, problems, configurations, and effects other than those described above will be clarified by the following description of the embodiments.
Brief description of the drawing
[0010]
1 is a block diagram showing a schematic configuration of a vehicle control device according to a first embodiment of the present invention; FIG.
[Fig. 2A] A diagram showing an example of an area estimated to be dangerous around an intersection.
FIG. 2B is a diagram for explaining situations when the own vehicle turns right or turns left, which is the subject of the present invention;
3 is a flowchart for explaining control processing in the first embodiment of the present invention; FIG.
4 is a flowchart for explaining intersection right/left turn determination processing.
5 is a timing chart explaining the operation in the first embodiment of the present invention; FIG.
6 is a flowchart for explaining a method of setting an AEB operation margin time set value in the second embodiment of the present invention; FIG.
7 is a diagram showing the positions of the own vehicle and the target at times t+2 and t+7; FIG.
8 is a diagram showing targets existing within a detection range at each time; FIG.
9 is a table showing target detection results at time t+2. FIG.
10 is a table showing target detection results at time t+7. FIG.
MODE FOR CARRYING OUT THE INVENTION
[0011]

A first embodiment of the present invention will be described below with reference to FIGS. 1 to 5. FIG.
[0012]
FIG. 1 is a block diagram showing a schematic configuration of a vehicle control device according to this embodiment.
The vehicle control device 100 controls the brake 120 based on the external world information and the vehicle information, and cooperates with hardware such as an ECU mounted on the vehicle and a software program executed by the hardware. It is composed by work.
[0013]
The vehicle control device 100 calculates the obstacle TTC based on the detection result of the obstacle sensor 110, and controls the brake 120, which is the actuator of the own vehicle 200, based on the calculated obstacle TTC. As shown in FIG. 1, the vehicle control device 100 has a determination section 101 and a command section 102 as internal functions. A determination unit 101 includes means for determining whether the vehicle is to turn right or left at a place that is presumed to be dangerous, and recognizes that there is an obstacle in front of the vehicle, and the vehicle collides with the obstacle. have means to determine the likelihood of
[0014]
The judging unit 101 uses any one or a combination of the following information for judging the location estimated to be dangerous and judging whether to turn right or left. That is, vehicle position information acquired by the map information acquisition unit 130 and the GPS 131, communication information with infrastructure facilities and surrounding objects acquired through the V2X information acquisition unit 140, or information acquired by the vehicle course information acquisition unit 150 Using information on the traveling route of the vehicle planned in advance, information on the operating status of the direction indicator acquired by the direction indicator operation information acquisition section 160, or steering wheel operation information acquired by the steering angle/yaw rate information acquisition section 170, etc. , the judgment of the place estimated to be dangerous, and the judgment of the right turn or the left turn. For example, if the vehicle is in an intersection, the direction indicator is operated, and the yaw rate is greater than or equal to a specified value, it is determined that the vehicle is turning left or right in an area that is presumed to be dangerous, and that there is a right or left turn within the intersection. be done.
[0015]
For recognizing obstacles and judging the possibility of a collision, information on the relative distance and relative speed between the obstacle detected by the obstacle sensor 110 and the vehicle, and information on the vehicle traveling path information acquisition unit 150 and steering angle/yaw rate information are used. An estimation result of the degree of overlap between the course of the vehicle and the obstacle calculated from the information acquired by the acquisition unit 170 is used.
[0016]
The judgment of the possibility of collision with an obstacle is based on the preset time to collision (TTC). That is, when the obstacle collision time allowance (obstacle TTC) calculated from the relative distance and relative speed between the vehicle and the obstacle falls below the preset value of the AEB operation allowance time, there is a possibility of collision. Yes. If the determination unit 101 determines that the vehicle will turn right or left, it resets the preset value of the AEB operation margin time to a value that is longer than when the vehicle is traveling straight ahead. Then, the determination unit 101 resets the gain of the brake pressure command value of the brake 120 to the command unit 102 so that a stronger braking force than when the vehicle is traveling straight ahead is applied. Then, when the own vehicle has finished turning right or left, the set values and gains are returned to those for when the vehicle travels straight.
[0017]
Then, when determining that the vehicle is turning right or left at an intersection, the determination unit 101 sets the set value of the AEB operation margin time, which is the collision margin time for operating the brake 120, to a longer value than when traveling straight ahead. control to change to The details of this control will be described later.
[0018]
The command unit 102 sends a command according to the determination result of the determination unit 101 to the actuator of the vehicle. Specifically, the brake 120 is instructed to operate timing and gain as brake command values. As for the operation timing, a command is output to the brake 120 so as to operate at the timing when it is determined that there is a possibility of collision as a result of the collision determination from the determination unit 101 .
[0019]
In addition, the determination unit 101 changes the setting value of the AEB operation margin time in the direction of increasing the gain of the brake pressure command value when it is determined that there is a right/left turn by the determination unit 101 . As a result, when it is determined that the vehicle will collide with an obstacle during a right turn or left turn, a strong braking force can be applied. Note that the command unit 102 may command control to turn on the stop lamp of the own vehicle or control to cause the engine to perform engine braking during braking. Further, an instruction may be given to control the steering to adjust the steering angle.
[0020]
The vehicle control device 100 includes a map information acquisition unit 130, a V2X information acquisition unit 140, a vehicle course information acquisition unit 150, a direction indicator operation information acquisition unit 160, a steering angle - The yaw rate information acquisition unit 170 and the obstacle sensor 110 are connected, and the brake 120 that operates according to the brake command output by the command unit 102 is connected.
[0021]
The map information acquisition unit 130, the V2X information acquisition unit 140, the vehicle course information acquisition unit 150, the direction indicator operation information acquisition unit 160, and the steering angle/yaw rate information acquisition unit 170 are connected to the input side of the vehicle control device 100. Information about the external world around the vehicle and vehicle information about the own vehicle are input to the vehicle control device 100 . External information is also input from the obstacle sensor 110 .
Brake 120 is connected to the output side of vehicle control device 100 .
[0022]
The map information acquisition unit 130 acquires map information indicating the position of the vehicle from maps or the like stored on a medium or cloud and GPS signals received by the vehicle. Map information is mainly used to determine whether the vehicle is located within an intersection.
[0023]
The V2X information acquisition unit 140 acquires information indicating an intersection from road facilities such as infrastructure information 141 and information indicating an intersection from surrounding vehicles through road-to-vehicle communication and vehicle-to-vehicle communication. With this V2X information, it is possible to recognize that the own vehicle is located within the intersection. The vehicle travel route information acquisition unit 150 acquires information on the vehicle travel route along which the vehicle is scheduled to travel from a predetermined travel plan, route guidance, or the like. The own vehicle travel route information is used to determine whether or not the own vehicle is positioned within an intersection, and to determine whether to turn right or left.
[0024]
The direction indicator operation information acquisition unit 160 acquires information as to whether or not the direction indicator (blinker) of the vehicle is being operated. The fact that the direction indicator is being operated indicates that the driver has the intention of turning right or left, and it can be determined that there is a right or left turn.
[0025]
The steering angle/yaw rate information acquisition unit 170 acquires steering angle and yaw rate information based on detection signals from a steering angle sensor that detects the steering angle of the host vehicle and a vehicle speed sensor that detects the vehicle speed of the host vehicle. Information on the steering angle and yaw rate is used to determine whether the driver intends to turn right or left and whether the steering wheel has actually been operated to turn right or left.
[0026]
The obstacle sensor 110 has a function of detecting obstacles in front of the vehicle, and is composed of a stereo camera, monocular camera, Lidar, millimeter wave radar, or a combination thereof. The obstacle sensor 110 has a detectable angle of view θ and a limited detection range in the horizontal direction. Therefore, an obstacle may suddenly appear from outside the detection range when crossing the road from a short distance or while the vehicle is turning.
[0027]
The brake 120 is a brake that operates according to a brake command output by the command unit 102 . The brake 120 is a so-called collision damage reduction brake (AEB) that automatically performs brake control to avoid collision or reduce damage when it is determined that the possibility of collision is high. Brake 120 is an actuator that controls the vehicle.
[0028]
2A and 2B are diagrams for explaining the problem to be solved by the present invention, FIG. 2A is a diagram showing an example of an area estimated to be dangerous around an intersection, and FIG. 2B is a diagram showing a vehicle turning right at an intersection It is a figure which shows the situation at time typically. FIGS. 2A and 2B show an example of a case where vehicle 200 turns right at a crossroads intersection where roads 500 and 501 intersect, and pedestrian 300 crosses road 501 ahead of the right turn.
[0029]
As shown in FIG. 2A, there is an area D that is presumed to be dangerous at the intersection and its surroundings. In FIG. 2B, time elapses in the order of (1) to (3). In (1) of FIG. 2B, the own vehicle 200 is positioned before the intersection.
More about this source textSource text required for additional translation information
Send feedback
Side panels
History
Saved
Contribute
5,000 character limit. Use the arrows to translate more.It is a situation that the vehicle is about to enter the intersection from the left and turn right. At this time, the pedestrian 300 is within the range of the angle of view θ of the obstacle sensor 110 of the own vehicle 200, and is located within the detection range 400 detectable by the obstacle sensor 110. is detected as
[0030]
Next, (2) in FIG. 2B shows the situation where the vehicle 200 has entered the intersection. At this time, the pedestrian 300 is crossing and has moved to near the center of the road 501 . As a result, the pedestrian 300 is out of the range of the angle of view θ of the obstacle sensor 110 and outside the detection range 400 of the obstacle sensor 110, so that the obstacle sensor 110 cannot detect it. . Therefore, pedestrian 300 does not become an obstacle for automatic braking at this point.
[0031]
Next, (3) in FIG. 2B shows a situation in which the own vehicle 200 makes a deep turn in the direction of the pedestrian 300 . At this time, pedestrian 300 enters detection range 400 of obstacle sensor 110 again. However, at this time, the vehicle 200 is approaching the pedestrian 300, and the distance between the vehicle 200 and the pedestrian 300 is short. there is a possibility.
[0032]
In this way, when the vehicle 200 turns when entering an intersection or site, etc., an obstacle to be automatically braked may suddenly appear within the detection range 400 of the obstacle sensor 110 and at a relatively short distance. In order to deal with such cases, the time from detecting an obstacle to applying the brakes should be shortened, or the brake command gain should be increased to obtain a strong braking force. It is conceivable to leave
[0033]
However, if the time between detecting an obstacle and applying the brakes is shortened and the brakes are applied early, there is a risk that the probability of erroneous braking will increase when driving in a straight line. Therefore, in general, in order to suppress the occurrence of erroneous braking due to erroneous detection of an obstacle sensor or the like, it is often the case that the time between obstacle detection and braking is given a margin. Also, the brake command gain is often set to a low value in accordance with the margin time.
[0034]
FIG. 3 is a flow chart showing the operation of the present invention.
S100 is an intersection right/left turn determination process. In the intersection right/left turn determination process, the vehicle enters an intersection while traveling, determines whether the vehicle is turning right or left, and declares whether the vehicle is turning right or left as a result of the determination. Details of the intersection right/left turn determination process in S100 will be described with reference to FIG.
[0035]
S110 is a branch based on the result of the intersection right/left turn determination process of S100. If the intersection right/left turn determination process of S100 determines that the vehicle is not turning right or left, the process returns to the intersection right/left turn determination process of S100. Further, when it is determined that the vehicle is turning right or left by the intersection right/left turn determination process of S100, the process proceeds to the process of changing the set value of the AEB operation margin time (AEB operation TTC) of S120.
[0036]
In the process of changing the set value of the AEB operation margin time in S120, the set value of the AEB operation margin time, which is the margin time until the brake control is automatically started to avoid collision or reduce damage, is changed to the normal time (straight driving). ) and change it to be longer. For example, the set value of the AEB operation margin time, which is normally set to 0.8 seconds, is changed to 1.0 seconds. As a result, the brake 120 that operates from 0.8 seconds to the obstacle TTC calculated from the relative distance and relative speed to the obstacle will be reduced to 1.0 seconds or less, and the brake will be braked about 0.2 seconds earlier. 120 will be activated. In addition, the brake 120 is immediately applied to an obstacle whose TTC is within 1.0 seconds when the obstacle is detected.
[0037]
In the brake pressure command value change process of S130, the gain of the brake pressure command value when operating the brake 120 as an automatic brake is increased to change it to a higher value than during normal driving (straight running). As a result, when an obstacle suddenly appears in an intersection, a stronger braking force can be applied than the normal automatic braking.
[0038]
　S140 is a branch based on the presence/absence of an obstacle. The determination of the presence or absence of an obstacle is the result of determination based on information from the obstacle sensor 110, such as relative distance, relative speed, and relative lateral position with respect to the object. If there is an obstacle within the detection range 400 of the obstacle sensor 110 (Yes at S140), the process proceeds to the collision determination process at S150. Further, when there is no obstacle in the detection range 400 of the obstacle sensor 110 (No in S140), the process proceeds to right/left turn end determination processing in S180.
[0039]
S150 is a collision determination process. The obstacle TTC is calculated based on the relative distance, relative velocity, and relative lateral position with respect to the object, which are information from the obstacle sensor 110 . This calculation result is sent to the collision determination process of S160.
[0040]
S160 is a collision determination process. In the collision determination process of S160, if the calculation result of S150 is within the set value of the AEB operation margin time after the change changed in S120, it is determined that there will be a collision (Yes in S160), and the AEB of S170 is determined. Move to operation processing.
If it is determined that there will be no collision (No in S160), the process returns to the obstacle presence/absence determination process in S140. However, since there are few cases where the obstacle suddenly disappears, it is possible to return to the collision judgment of S150 assuming that the obstacle exists. S170 is an AEB operation process. In the AEB operation process of S170, the brake 120 is operated as an automatic brake.
[0041]
The above is the basic flow of processing when an obstacle suddenly appears in the angle of view, which is the detection range 400 of the obstacle sensor 110, while the vehicle 200 is turning right or left at an intersection.
[0042]
If there is no obstacle during the right turn or left turn, the process proceeds to the right/left turn end determination branch processing of S180 in the branch due to the presence/absence of an obstacle determination of S140. The determination of whether or not the right/left turn is completed in S180 is determined based on map and GPS information, V2X information, or traveling route estimation information used in the intersection right/left turn determination process in S100. It is also possible to judge from the steering angle of
[0043]
If it is determined in the right/left turn end determination branch processing of S180 that the right/left turn is not completed, that is, if it is determined that the right/left turn is in progress, the process returns to the obstacle presence/absence determination branch of S140. On the other hand, if it is determined that the right/left turn is completed in the right/left turn end determination branching process of S180, the process of returning the brake pressure command value to the normal value of S190 and the set value of the AEB operation margin time of S200 to the normal value. The process shifts to the process of returning to the hour value and the process of resetting the intersection determination result in S210.
[0044]
Next, the details of the intersection right/left turn determination process in S100 will be described with reference to FIG.
[0045]
FIG. 4 is a flow diagram for explaining the intersection right/left turn determination process.
By any of the turn signal operation detection branch in S101, the intersection determination branch by map and GPS in S102, the intersection determination branch by infrastructure information in S103, and the intersection determination branch by traveling route estimation in S104, the vehicle is in the intersection. When it is detected that the vehicle is positioned, the process proceeds to the determination of whether or not the yaw rate is equal to or higher than the specified value in S105. Further, when it is determined that the vehicle is not positioned within the intersection in any of the determinations of S101, S102, S103, and S104, it is determined in S107 that there is no left or right turn within the intersection.
[0046]
The determination of whether the yaw rate in S105 is equal to or greater than the specified value is to determine that a turn has actually been made when it is determined that the vehicle is within the intersection. If the yaw rate is equal to or higher than the specified value, it is determined that the vehicle is turning, and that the vehicle is turning right or left at the intersection in S106. If the yaw rate is smaller than the predetermined value, it is determined that the vehicle is not turning, and it is determined that there is no left or right turn at the intersection in S106. Even if the vehicle is actually turning, if the turning speed is low, the degree of danger is low.
[0047]
Next, FIG. 5 shows a timing chart of each process in the first embodiment.
　Fig. 5 is a timing chart of each process corresponding to an image of vehicle behavior and obstacles over time. Time passes from left to right in FIG. 5, and the positional relationship between the vehicle behavior and the obstacle changes as shown in (1) to (4) in FIG.
[0048]
First, when the vehicle 200 approaches the intersection, as shown in (1), there is a sufficient distance between the vehicle 200 and the obstacle 300, and the obstacle 300 is at the angle of view of the obstacle sensor 110. and is located within the detection range 400 of the obstacle sensor 110, the sensor detection result is "detected". Then, since the vehicle 200 is in the intersection but has not yet turned, the result of the in-intersection right/left turn determination is "no right/left turn".
[0049]
The obstacle TTC of the vehicle 200 and the obstacle 300 gradually decreases as the two approach.
Further, when the vehicle 200 and the obstacle 300 approach each other, the obstacle 300 moves out of the detection range 400 of the obstacle sensor 110 as shown in (2), and the sensor detection result becomes "not detected". As a result, the value of the obstacle TTC also disappears.
[0050]
Subsequently, when the own vehicle 200 starts turning in the intersection, the result of the determination of the right/left turn within the intersection becomes "right/left turn". As a result, the set value of the AEB operation margin time is reset to a value longer than that during normal driving (straight running), and the brake pressure command value is also reset to a value higher than during normal driving.
[0051]
Subsequently, when the own vehicle 200 turns and starts facing the obstacle 300, the obstacle 300 appears within the angle of view (within the detection range 400) as shown in (3). As a result, the detection result becomes "detected", and the obstacle TTC is also recalculated.
[0052]
Further, when the obstacle TTC matches the set value of the AEB operation margin time, the AEB operation command is changed from OFF to ON, and the brake 120 is operated at time t1. Note that if the processing for changing the set value of the AEB operation margin time is not performed when turning left or right in the present embodiment, the timing of starting the operation of the brake 120 is normal AEB operation, as indicated by the two-dot chain line in FIG. It is delayed until time t2 at which the float time set value and the obstacle TTC match.
[0053]
According to the present embodiment, the AEB, which was conventionally operated at time t2, can be operated at time t1, which is earlier by t hours, and a stronger braking force than the automatic braking at normal times is applied. can be made
[0054]
According to this embodiment, when turning right or left at an intersection, for example, the set value of the AEB operation margin time is changed to be longer than normal, and the gain of the brake pressure command value is also set to a value higher than normal. Since the setting is made in advance, even when an obstacle 300 such as a pedestrian or a bicycle suddenly appears from outside the detection range 400 of the obstacle sensor 110 to within the detection range 400, the brake 120 is immediately operated and a stronger braking force is applied. It is possible to do so, and the possibility of collision avoidance can be increased.
[0055]
In the above-described embodiment, as shown by the dashed line in FIG. 5, an example in which the calculation of the obstacle TTC is stopped in a section in which the sensor detection result is not detected has been described. Calculation of the obstacle TTC may be continued even in the section of , and the method of applying the brake may be reflected.
[0056]

Next, a second embodiment of the present invention will be described below using FIGS. 6 to 10. FIG. In addition, the detailed description is abbreviate|omitted by attaching|subjecting the same code|symbol to the component similar to 1st Embodiment.
[0057]
What is characteristic of this embodiment is the method of setting the set value of the AEB operation margin time. From multiple obstacles, select the obstacle with the highest collision risk, that is, the obstacle with the shortest obstacle TTC, and
More about this source textSource text required for additional translation information
Send feedback
Side panels
History
Saved
Contribute
5,000 character limit. Use the arrows to translate more.The set value of the AEB operation margin time for collision avoidance is set based on the obstacle TTC of the obstacle. As a result, the set value of the AEB operation margin time can be set to a more accurate value that is neither too long nor too short. Therefore, for example, when an obstacle to be automatically braked suddenly appears in the detection range 400 of the vehicle while the vehicle is turning left or right and becomes the obstacle with the highest collision risk, the brake 120 is applied at an appropriate timing. It can be activated and the possibility of collision avoidance can be increasedThe set value of the AEB operation margin time for collision avoidance is set based on the obstacle TTC of the obstacle. As a result, the set value of the AEB operation margin time can be set to a more accurate value that is neither too long nor too short. Therefore, for example, when an obstacle to be automatically braked suddenly appears in the detection range 400 of the vehicle while the vehicle is turning left or right and becomes the obstacle with the highest collision risk, the brake 120 is applied at an appropriate timing. It can be activated and the possibility of collision avoidance can be increased.
[0058]
The determination unit 101 sets the set value of the AEB operation margin time by performing the following processes (1) to (4). (1) All obstacles detected by the obstacle sensor 110 of the own vehicle 200 are set as targets, and the detection result of each target is recorded. (2) Calculate the obstacle TTC of each target using the detection results recorded in (1) above. Obstacle TTC is also estimated for targets outside the detection range 400 of the obstacle sensor 110 . (3) In response to the determination result that the vehicle will turn right or left, the target with the highest collision risk, that is, the target with the shortest obstacle TTC, is selected from the targets existing in the traveling direction of the vehicle. (4) Set the set value of the AEB operation margin time based on the target obstacle TTC selected in (3) above. The set value of the AEB operation margin time is changed to a longer value than when the vehicle is traveling straight.
[0059]
FIG. 6 is a flow chart explaining in detail the method of setting the AEB operation margin time setting value in this embodiment.
[0060]
First, in S201, the detection results of all targets detected by the obstacle sensor 110 of the own vehicle 200 are recorded. The information recorded as the detection results includes the relative speed, relative distance, lateral position, attributes (car, motorcycle, bicycle, pedestrian, etc.) of the detected object to the own vehicle, and information on the time to update the detection result. These pieces of information are recorded at regular intervals.
[0061]
In S202, the detection results of each target are analyzed. Here the obstacle TTC for all targets is calculated. The obstacle TTC is calculated for each detection result, and the expected time (estimated passage time) for the target to pass through is calculated. Based on the scheduled time, it is determined whether or not the target has passed, and for targets that have already passed, the target information and the detection results thereof are deleted from the record.
[0062]
In S203, when it is determined that there is a right/left turn, the obstacle TTC that is estimated to have the highest possibility of collision is determined as the shortest obstacle TTC in the traveling direction of the own vehicle. A selection is made. Here, the target estimated to have the shortest obstacle TTC is selected from among all the targets based on the analysis result of the detection result and the traveling direction (right turn or left turn) of the own vehicle.
[0063]
Then, in S204, the set value of the AEB operation margin time is determined. Here, processing is performed to set the time obtained by adding a margin to the target obstacle TTC selected in S203 as the set value of the AEB operation margin time. As a result, the set value of the AEB operation margin time is changed to a longer value than when the vehicle is traveling straight.
[0064]
Next, a specific example of when the vehicle turns right at an intersection will be described below using FIGS. 7 to 10. FIG.
7A and 7B are diagrams showing changes in the positions of the vehicle and the target when the vehicle makes a right turn at an intersection from time t. FIG. 7(1) shows the situation at time t+2, and FIG. 2) shows the situation at t+7. FIG. 8 is a diagram showing targets existing within the detection range for each time in the situation shown in FIG.
[0065]
At time t, there are a total of eight targets #1 to #8 as obstacles in and around the intersection. The arrows attached to the targets in FIGS. 7(1) and 7(2) indicate the moving direction of the target, and the length of the arrow indicates the moving speed.
[0066]
At time t+2, which is two cycles after time t, vehicle 200 is positioned in front of an intersection and target # is within detection range 400 of vehicle 200, as shown in FIG. 7(1). 3 to #5 are located. On the other hand, at time t+7, which is seven cycles after time t, the vehicle 200 has just started to turn right in the intersection, and the detection range 400 of the vehicle has Targets #6 and #7 are located.
[0067]
Even a target that moves out of the detection range 400 as the vehicle advances is positioned within the detection range 400 at a certain time. Grasp and record relative distance, relative speed, attributes (information on cars, bicycles, people, etc.).
[0068]
FIG. 9 is a table showing recording and analysis results up to time t+2, and FIG. 10 is a table showing recording and analysis results up to time t+7.
[0069]
In this embodiment, as shown in FIGS. 9 and 10, the relative velocity and lateral position with respect to the target, which are necessary for calculating the obstacle TTC, are recorded. Targets #1 and #2 were positioned within detection range 400 at time t and time t+1 as shown in FIG. 8, but moved outside detection range 400 at time t+3.
[0070]
For obstacles that have moved outside the detection range 400, such as targets #1 and #2, the obstacle TTC at the current time is calculated based on the relative distance and relative velocity at the time immediately before the detection range 400. is calculated and recorded as the estimated TTC. For each target, the estimated passing time is calculated when the vehicle passes by while maintaining the vehicle speed, and the one whose estimated passing time exceeds the target is excluded from the recording target, thereby reducing the processing load of the vehicle control device 100. - 特許庁
[0071]
While the information of the target located within the detection range 400 is updated to the latest information, the relative distance of the target that has moved out of the detection range 400 is calculated from the information immediately before leaving the detection range 400 and the vehicle speed. , continue to estimate the obstacle TTC (estimated TTC).
[0072]
After time t+7, the right turn will start. When changing the set value of the AEB operation margin time by judging right or left turn, confirm that the turning direction of the vehicle (right turn or left turn) matches the target position (right or left relative to the vehicle). , select the shortest TTC among the obstacle TTC and the estimated TTC.
[0073]
Then, set a marginal time for the selected shortest TTC. For example, in the example shown in FIG. 10, the shortest TTC is the estimated TTC of target #3, which is 0.8 seconds. .0 seconds.
[0074]
As a result, the setting value of the AEB operation margin time after the change can be set to an appropriate value, and the brake 120 can be operated with higher accuracy. Therefore, for example, even when the target #3 bicycle leaves the detection range 400 at time t+4 and reappears within the detection range 400 at time t+8, the target #3 bicycle is set appropriately. The brake 120 can be operated with the set value of the AEB operation margin time.
[0075]
Although the embodiments of the present invention have been described in detail above, the present invention is not limited to the above-described embodiments, and various designs can be made without departing from the spirit of the invention described in the claims. Changes can be made. For example, the above-described embodiments have been described in detail in order to explain the present invention in an easy-to-understand manner, and are not necessarily limited to those having all the described configurations. Also, part of the configuration of one embodiment can be replaced with the configuration of another embodiment, and the configuration of another embodiment can be added to the configuration of one embodiment. Furthermore, it is possible to add, delete, or replace part of the configuration of each embodiment with another configuration.
Code explanation
[0076]
DESCRIPTION OF SYMBOLS 100... Vehicle control apparatus, 101... Judgment part, 102... Command part, 110... Obstacle sensor, 120... Brake, 130... Map information acquisition part, 131... GPS, 140... V2X information acquisition part, 150... Vehicle course Information acquisition unit 160 Turn indicator operation information acquisition unit 170 Rudder angle/yaw rate information acquisition unit 200 Vehicle 300 Pedestrian 400 Detection range.

WE CLAIMS

[Claim 1]
A vehicle control device that calculates a collision margin time based on the detection result of an obstacle sensor and controls a vehicle actuator based on the calculated collision margin time,
A judgment unit that judges whether the vehicle is turning right or left,
and a command unit that sends a command to the actuator according to the determination result of the determination unit,
A vehicle control device characterized in that, when the determination unit determines that the vehicle is turning right or left, the collision margin time is extended to a longer value than when the vehicle is traveling straight ahead.
[Claim 2]
The determination unit determines whether the vehicle should turn right or left based on any one or a combination of a direction indicator of the vehicle, a traveling direction of the vehicle, a position of the vehicle, and communication between the vehicle and surrounding objects. 2. The vehicle control device according to claim 1, wherein the determination is made.
[Claim 3]
The vehicle control device according to claim 1, wherein, when determining that the right turn or left turn of the vehicle has been completed, the determination unit cancels the extension of the collision margin time and restores the value for a straight line.
[Claim 4]
The vehicle control device according to claim 1, wherein the determination unit determines whether the vehicle should turn right or left based on the steering angle and yaw rate of the vehicle.
[Claim 5]
　The actuator is a brake,
The vehicle control device according to any one of claims 1 to 4, wherein the command unit changes a gain of a brake pressure command value of the brake when changing the collision margin time. .
[Claim 6]
When the obstacle sensor detects a plurality of obstacles, the determination unit calculates a collision margin time for each of the plurality of obstacles and selects the shortest collision margin time from among the plurality of collision margin times. 2. The vehicle control system according to claim 1, wherein the selected collision margin time is extended and changed to a longer value than when the vehicle is traveling straight ahead.
[Claim 7]
The determination unit estimates a collision margin time with an obstacle that has moved out of a detection range of the obstacle sensor, and selects the shortest collision margin time from the estimated collision margin time and the plurality of collision margin times. 7. The vehicle control system according to claim 6, wherein the selected collision margin time is extended to a longer value than when traveling straight ahead.