Deboarding support device, deboarding support method, and non-transitory storage medium

Abstract

An apparatus includes a target information acquisition sensor configured to detect a target existing behind a host vehicle, and acquire information related to the detected target as target information, and an electronic control unit configured to calculate, during parking of the host vehicle, a prediction time, which is a time required until the target contacts or is closest to the host vehicle, based on the target information, and execute a getting-off support control that supports a passenger of the host vehicle to get off in a case where the prediction time is equal to or less than a predetermined time threshold, set the predetermined time threshold to a predetermined first time threshold in a case where a speed of the detected target is equal to or less than a predetermined first speed, and set the predetermined time threshold to a value smaller than the predetermined first time threshold in a case where the speed of the detected target is greater than the predetermined first speed.

Description

Technical Field

[0001] This invention relates to a disembarkation support device, a disembarkation support method, and a non-transient storage medium. Background Technology

[0002] An exit support device is known, capable of performing exit support control to assist the safe exit of occupants of a vehicle (typically a car). The exit support device is configured, for example, to perform exit support control upon detecting an obstruction that may hinder the safe exit of occupants (in other words, passing through the side of the vehicle) during parking, and upon detecting the occupant's intention to exit (typically, an operation to open a door by the occupant) (see Japanese Patent Application Publication No. 2007-138457). Hereinafter, the vehicle equipped with the exit support device will be referred to as "this vehicle". Summary of the Invention

[0003] The exit assistance device detects obstructing objects as follows. The exit assistance device includes an object information acquisition device (e.g., a radar sensor) capable of detecting objects present behind the vehicle and acquiring information related to the object as object information. Based on the object information obtained from the object information acquisition device, the exit assistance device calculates a prediction time (Time To Collision, hereinafter also referred to as "TTC"). This prediction time is the estimated time required until the object makes contact with or comes closest to the vehicle. Furthermore, if the TTC is below a preset time threshold TTCth, the exit assistance device determines that the object may obstruct the safe exit of the occupants and detects the object as an obstructing object.

[0004] TTCth is determined based on the stopping time of the object. The stopping time is the time from when the driver of the object perceives a hazard (e.g., the time when they detect an occupant alighting from the vehicle) to when braking begins (the brakes are applied) and the object comes to a stop. In other words, it is the sum of the travel time and the braking time. If the TTC of an object is greater than its stopping time, the object is less likely to obstruct the safe alighting of the occupant. Therefore, the stopping time can also be referred to as the critical value at which the object can avoid contact or closest approach to the vehicle. Therefore, the stopping time will also be referred to below as the "avoidable critical time." By determining TTCth based on the avoidable critical time (stopping time), unnecessary exit support controls are not implemented in situations where contact or closest approach to the vehicle can be avoided by braking the object.

[0005] The avoidable critical time varies depending on the type of object. Among typical vehicles that could be obstructions—cars, motorcycles, motorized bicycles, and bicycles—the bicycle has the longest avoidable critical time. The avoidable critical time does not differ as significantly between other vehicles. Therefore, TTCth is typically determined based on the maximum avoidable critical time of the bicycle.

[0006] According to this structure, when the target is a bicycle, disembarkation support control can be executed at an appropriate time. However, when the target is other vehicles (i.e., cars, motorcycles, and bicycles with engines), a value much larger than the avoidable critical time for these vehicles is set as TTCth. Therefore, even if the TTC of these vehicles is much larger than the avoidable critical time (in other words, if the driver perceives the danger and begins braking at that time, contact or closest approach to these vehicles can be sufficiently avoided), if the TTC is below TTCth, these vehicles will still be detected as obstructing the target, and disembarkation support control will be executed. Thus, in a configuration where TTCth is determined based on the avoidable critical time of a bicycle, for vehicles other than bicycles, the control is executed much earlier than the actual time when disembarkation support control is needed. Therefore, it is possible to generate the problem of executing unnecessary disembarkation support control.

[0007] Furthermore, if the TTCth is set to a value larger than the avoidable critical time for vehicles other than bicycles, unnecessary operation of the disembarkation support control may occur even for other reasons. As described above, the disembarkation support device calculates the TTC of the object. This calculation process ensures that it only applies to objects detected by the object information acquisition device that are likely to pass near the side of the vehicle in the future. Specifically, the disembarkation support device calculates the movement direction of each detected object based on the object information. The TTC of the object is calculated when the extension of the object's movement direction passes near the side of the vehicle.

[0008] In this context, the detection accuracy of distant objects is limited by the performance of current object information acquisition devices. Therefore, object information for distant objects is prone to errors, which in turn can lead to errors in the calculation of the object's direction of movement. Generally, vehicles other than bicycles travel at higher speeds than bicycles. Therefore, the detection of vehicles other than bicycles by the object information acquisition device needs to begin when these vehicles are located far behind the current vehicle. In this case, errors can easily occur in the calculation of the direction of movement of these vehicles. This results in situations where the extended line of the direction of movement passes near the side of the current vehicle, even though it is not actually a target of TTC calculation (i.e., it is unlikely to pass near the side of the current vehicle in the future), TTC is still calculated. In such cases, if TTCth is set to a relatively large value, it is very likely that TTC ≤ TTCth will easily be true. Therefore, the possibility of vehicles other than bicycles being falsely detected as obstructing objects increases, leading to unnecessary dismount support control.

[0009] The present invention provides an abortion support device that can suppress unnecessary work of abortion support control.

[0010] The first technical solution of the present invention provides an exit support device comprising a landmark information acquisition sensor and an electronic control unit. The landmark information acquisition sensor is configured to detect a landmark located behind the vehicle and acquire information related to the detected landmark as landmark information. The electronic control unit is configured to, during the parking period of the vehicle, calculate a predicted time based on the landmark information, the predicted time being the estimated time required until the landmark comes into contact with or is closest to the vehicle. If the predicted time is below a predetermined time threshold, exit support control is performed to assist the occupants of the vehicle to exit. If the speed of the detected landmark is below a predetermined first speed, the predetermined time threshold is set to a predetermined first time threshold. If the speed of the detected landmark is greater than the predetermined first speed, the predetermined time threshold is set to a value smaller than the predetermined first time threshold.

[0011] In this invention, when the speed of the object detected by the object information acquisition device is less than or equal to a first speed, the time threshold (a time threshold for predicting the time used to determine whether to perform disembarkation support control) is set to the first time threshold; when the speed of the object is greater than the first speed, the time threshold is set to a value smaller than the first time threshold.

[0012] Generally speaking, the avoidable critical time (stopping time) of vehicles other than bicycles (typically cars, motorcycles, and motorized bicycles) is shorter than that of bicycles. Furthermore, the probability that an object is a bicycle is extremely low when its speed exceeds a predetermined speed threshold. Therefore, by setting the first speed to an appropriate value (e.g., the aforementioned speed threshold), the time threshold for cases where the object is a vehicle other than a bicycle can be set to a smaller value than the time threshold for cases where the object is a bicycle. According to this structure, compared to a configuration that uniformly determines the time threshold based on the avoidable critical time of a bicycle, the start time of disembarkation support control for cases where the object is a vehicle other than a bicycle can be delayed to an appropriate time. As a result, both unnecessary operation caused by the control starting too early and unnecessary operation caused by the performance of the object information acquisition device can be suppressed.

[0013] In the above method, the first speed is set based on the speed distribution of bicycles traveling on the road, and the first time threshold is set based on the avoidable critical time at a speed within a predetermined first speed range of the bicycle. The avoidable critical time can also be a critical value of the time at which the object can avoid contact with or be closest to the vehicle.

[0014] Based on this structure, the first speed and the first time threshold can be set to appropriate values. Furthermore, the range of the first speed can be, for example, the average speed range of a bicycle traveling on a road.

[0015] In the above-described manner, the electronic control unit may also be configured to set the time threshold to a predetermined second time threshold that is smaller than the first time threshold when the detected speed of the object exceeds a predetermined second speed that is greater than the first speed.

[0016] According to this structure, by setting the second speed and the second time threshold to appropriate values, it is possible to more effectively suppress unnecessary work of disembarkation support control when the target is a vehicle other than a bicycle.

[0017] In the above method, the second speed is set based on the speed distribution of the object other than the bicycle traveling on the road, and the second time threshold is set based on the avoidable critical time at the speed of the object other than the bicycle within a predetermined second speed range. The avoidable critical time can also be a critical value of the time at which the object can avoid contact with or be closest to the vehicle.

[0018] Based on this structure, the second speed and the second time threshold can be set to appropriate values. Furthermore, the second speed range can be, for example, the average speed range of vehicles other than bicycles traveling on the road.

[0019] In the above-described manner, the electronic control unit may also be configured to calculate the predicted time when it is determined that the occupant intends to get off the vehicle and the vehicle is parked, and to perform the disembarkation support control if the predicted time is below a predetermined time threshold.

[0020] In the above-described manner, the disembarkation support control can also be a control that causes the electronic control unit to generate (issue) an alarm.

[0021] In the above method, the exit support control can also be the electronic control unit controlling the degree to which the door opens.

[0022] In the above method, the exit support control can also be the control of the electronic control unit to lock the door.

[0023] In the above manner, the electronic control unit is configured to perform the disembarkation support control if the state of the predicted time being below the time threshold continues for a predetermined time.

[0024] The second technical solution of the present invention provides a method for assisting passengers to disembark, comprising: detecting an object present behind the vehicle; obtaining information related to the detected object as object information; calculating a predicted time based on the object information, the predicted time being the estimated time required until the object contacts or comes closest to the vehicle; setting a predetermined time threshold to a predetermined first time threshold when the speed of the detected object is below a predetermined first speed; setting the predetermined time threshold to a value smaller than the predetermined first time threshold when the speed of the detected object is greater than the predetermined first speed; and performing disembarkation support control to assist passengers to disembark from the vehicle when the predicted time is below the predetermined time threshold.

[0025] The third aspect of the present invention provides a non-transient storage medium that stores commands executable by one or more processors, the commands causing the one or more processors to perform the following functions: detecting an object present behind the vehicle; acquiring information related to the detected object as object information; calculating a predicted time based on the object information, the predicted time being the estimated time required until the object contacts or comes closest to the vehicle; setting a predetermined time threshold to a predetermined first time threshold if the speed of the detected object is below a predetermined first speed; setting the predetermined time threshold to a value smaller than the predetermined first time threshold if the speed of the detected object is greater than the predetermined first speed; and performing disembarkation support control to support the disembarkation of the vehicle's occupants if the predicted time is below the predetermined time threshold. Attached Figure Description

[0026] Hereinafter, the features, advantages, and technical and industrial significance of exemplary embodiments of the present invention will be described with reference to the accompanying drawings, wherein the same reference numerals denote the same elements, and wherein:

[0027] Figure 1 This is a schematic diagram of the disembarkation support device (this embodiment) according to an embodiment of the present invention.

[0028] Figure 2 This diagram shows the three-dimensional object detection range of the radar sensor provided in this embodiment, and it is a diagram used to explain the calculation method of TTC of the object detected by the radar sensor.

[0029] Figure 3 It is a graph that specifies the relationship between speed and stopping distance for four types of vehicles, and is used to illustrate how critical time can be avoided.

[0030] Figure 4 It is a mapping that defines the relationship between the velocity v of the object and the time threshold TTCth.

[0031] Figure 5 This is a flowchart illustrating the routine executed by the CPU of the off-vehicle support ECU of this implementation device. Detailed Implementation

[0032] (constitute)

[0033] Hereinafter, an unloading support device (hereinafter also referred to as "this embodiment device") according to an embodiment of the present invention will be described with reference to the accompanying drawings. Figure 1As shown, this embodiment includes: an exit support ECU 10, and connected to it a vehicle speed sensor 11, a radar sensor 12, a door opening / closing sensor 13, a side mirror indicator 20, an instrument panel 21, a buzzer 22, and a speaker 23. The exit support ECU 10 has a microcomputer as its main component. ECU is an abbreviation for Electronic Control Unit. The microcomputer includes a CPU, ROM, RAM, and an interface (I / F), etc. The CPU performs various functions by executing instructions (programs, routines) stored in the ROM. Hereinafter, the vehicle equipped with this embodiment will be referred to as "this vehicle".

[0034] The vehicle exit support ECU 10 is configured to acquire signals generated or output by the aforementioned sensors 11 to 13 at predetermined intervals, and control elements (devices) 20 to 23 based on the acquired signals. Hereinafter, the vehicle exit support ECU 10 will be referred to simply as "ECU 10".

[0035] The vehicle speed sensor 11 generates a signal corresponding to the vehicle's travel speed (hereinafter referred to as "vehicle speed"). The ECU 10 acquires the signal generated by the vehicle speed sensor 11 and calculates the vehicle speed based on the signal. When the vehicle speed is zero, the ECU 10 determines that the vehicle is in a stopped state (hereinafter also referred to as "the vehicle is parked").

[0036] The radar sensor 12 (object information acquisition device) has the function of acquiring information related to three-dimensional objects (objects) located behind (directly behind and to the rear side) of the vehicle. Three-dimensional objects are moving objects such as vehicles and pedestrians. Vehicles include automobiles, motorcycles, motorized bicycles, and bicycles.

[0037] like Figure 2 As shown, the radar sensor 12 includes a left radar sensor 12L located at the left corner of the rear bumper (not shown) of the vehicle V, and a right radar sensor 12R located at the right corner of the rear bumper of the vehicle V. The radar sensor 12 irradiates millimeter-wave radio waves around the vehicle. Specifically, the left radar sensor 12L irradiates radio waves in a range encompassing the left-side region RL located to the left rear of the vehicle, and the right radar sensor 12R irradiates radio waves in a range encompassing the right-side region RR located to the right rear of the vehicle. Both the left-side region RL and the right-side region RR have a shape that increases in length towards the outer and inner sides of the vehicle width as they move rearward from the vehicle V. Furthermore, in Figure 2 In the illustration, the ratios of regions RL and RR relative to the vehicle V are modified for ease of explanation.

[0038] When a three-dimensional object is within the illumination range of the radio waves, the radar sensor 12 receives the reflected waves from that object. Based on the timing of the radio wave illumination and reception, the radar sensor 12 calculates the presence or absence of the three-dimensional object, and the relative relationship between the vehicle and the object (distance from the vehicle to the object, the object's orientation relative to the vehicle, and the object's relative speed relative to the vehicle). In other words, the radar sensor 12 detects three-dimensional objects located behind the vehicle. Hereinafter, the three-dimensional objects detected by the radar sensor 12 (i.e., objects existing in area RL or RR) will be referred to as "objects". The radar sensor 12 outputs this information related to the object as object information to the ECU 10.

[0039] Furthermore, if the radar sensor 12 can illuminate radio waves within a range encompassing areas RL and RR, the number of radar sensors 12 is not limited to two; it can be one or more. In the case of a single radar sensor 12, the sensor 12 can, for example, be positioned approximately at the center of the rear bumper of the vehicle V.

[0040] Furthermore, the sensor for acquiring object information is not limited to radar sensor 12. For example, a lidar sensor, ultrasonic sensor, and / or camera sensor may be used instead of radar sensor 12, or in addition to radar sensor 12. Alternatively, a sensor used in blind spot monitoring control may be used instead of radar sensor 12. Blind spot monitoring control alerts the driver of the vehicle when a vehicle is detected approaching from behind (especially a vehicle in an area that is difficult to see with side mirrors).

[0041] return Figure 1 Continuing the explanation, door opening / closing sensors 13 are located at each of the multiple doors (more specifically, side doors) of the vehicle. Door opening / closing sensors 13 detect the open / closed state of the doors. When a door is detected as open, the door opening / closing sensor 13 generates an open signal indicating that the door is open during the period of detection. When a door is detected as closed, the door opening / closing sensor 13 generates a closed signal indicating that the door is closed during the period of detection. The ECU 10 detects which of these door opening / closing sensors 13 generated, open or closed, and based on this detection result, determines whether the door corresponding to that door opening / closing sensor 13 is open or closed.

[0042] Side mirror indicators 20 are located at predetermined positions on the left and right side mirrors of the vehicle and can be independently illuminated or extinguished. The instrument panel 21 is located in front of the driver's seat (at a position visible to the driver). A buzzer 22 is built into the instrument panel 21. A speaker 23, a component of the navigation system (not shown), is located near the touchscreen display (not shown).

[0043] (Job details)

[0044] Next, the details of the operation of ECU 10 will be explained. In this embodiment, ECU 10 performs alarm control (described later) as a means of disembarkation support control. Alarm control is performed when alarm conditions are met. Alarm conditions are met when all of the following conditions 1 to 3 are met.

[0045] (Condition 1) This vehicle is in a stopped state.

[0046] (Condition 2) The obstruction marker is detected.

[0047] (Condition 3) The door of this vehicle is open.

[0048] First, let's explain condition 1. When the vehicle speed obtained from the vehicle speed sensor 11 is zero, the ECU 10 determines that condition 1 is met.

[0049] Next, condition 2 will be explained. An obstruction is an object that may hinder the safe disembarkation of the vehicle's occupants (in other words, passing to the side of the vehicle), typically a moving object approaching the vehicle from behind. The ECU 10 detects obstructions as follows: If the ECU 10 determines, based on object information obtained from the radar sensor 12, that an object is present in the left region RL or the right region RR, it calculates a predicted time (TTC), which is the estimated time until the object contacts or comes closest to the vehicle. If the TTC is below a predetermined time threshold TTCth, the ECU 10 detects the object as an obstruction, and condition 2 is deemed met.

[0050] Reference Figure 2 To provide a more detailed explanation. Figure 2 This indicates that another vehicle VT (in this example, a car) is approaching this vehicle V from behind. For example... Figure 2 As shown, when the vehicle V is stationary (i.e., when condition 1 is met), ECU10 sets up an xy coordinate system with the center of the left and right corners of the rear bumper of the vehicle V as the origin. The x-axis extends in the longitudinal direction of the vehicle V, and the y-axis extends in the width direction (left and right direction) of the vehicle V. That is, the y-axis can also be referred to as the axis passing through the left and right corners of the rear bumper.

[0051] In addition, when the vehicle V is stationary, the ECU 10 sets a cross-judgment line L for the vehicle V. The cross-judgment line L is a hypothetical line set for calculating TTC, and includes a left cross-judgment line LL and a right cross-judgment line LR. The left cross-judgment line LL extends from the left corner of the rear bumper in the -y-axis direction (outer direction of vehicle width), and the right cross-judgment line LR extends from the right corner of the rear bumper in the +y-axis direction (outer direction of vehicle width). The lengths of the left and right cross-judgment lines LL and LR are the same (for example, about 1.3 [m]). In this embodiment, the lengths of regions RL and RR in the y-axis direction from the left and right corners of the rear bumper are approximately equal. Furthermore, the lengths of the left and right cross-judgment lines LL and LR are preset through experiments or simulations to a length such that "if an object passes any position on these judgment lines LL and LR while the occupants of the vehicle V are getting off, the object may come into contact with the door or occupants of the vehicle V."

[0052] When the vehicle V is stationary, ECU10 calculates the target based on the target information (in...). Figure 2 In the example, the velocity vector A of another vehicle (VT) is set as the approaching part nP of the target. The approaching part nP is the portion of the front end of the target that is closest to the vehicle V in the y-axis direction. Furthermore, the velocity vector A can be obtained, for example, by differentiating the position (distance and orientation) of the target over time. That is, the velocity vector A represents the direction of movement of the target at the current time point.

[0053] When the extension of the object's velocity vector A intersects either the left or right intersection decision line LL or LR (in other words, the intersection point P of the extension line with the y-axis is located on the intersection decision line L), ECU10 calculates the estimated time until the object intersects the intersection decision line L (in other words, the estimated time until the object reaches the intersection point P of the extension of the object's velocity vector A and the intersection decision line L) as TTC. TTC is calculated using object information, for example, by dividing the distance from the approaching part nP to the aforementioned intersection point P by the velocity of the object at the current time.

[0054] If the TTC is below TTCth when the object is about to intersect the left-side intersection determination line LL, the ECU10 determines that the object may obstruct the occupant from safely exiting the vehicle through the left-side door and detects the object as an obstruction object relative to the left-side door.

[0055] On the other hand, if the TTC is below TTCth when the object will intersect the right-side crossing decision line LR in the future, the ECU10 determines that the object may obstruct the occupant from safely exiting the vehicle through the right-side door and detects the object as an obstruction object relative to the right-side door.

[0056] In these cases, ECU10 determines that condition 2 is met.

[0057] On the other hand, if the object will intersect with either the left or right intersection decision line LL or LR in the future, but the TTC exceeds TTCth, the ECU10 determines that the object (at the current time point) is unlikely to obstruct the safe disembarkation of the occupants and does not detect the object as an obstruction object.

[0058] In contrast, if the extension of the object's velocity vector A does not intersect either the left or right intersection decision lines LL or LR (in other words, the intersection point P of the extension line with the y-axis is not located on the intersection decision line L), TTC is not calculated. Therefore, ECU10 does not detect the object as an obstructing object.

[0059] In these cases, ECU10 determines that condition 2 is not met.

[0060] exist Figure 2 In the example, intersection point P is located on the right-side intersection decision line LR (i.e., other vehicle VT will intersect the right-side intersection decision line LR in the future). Therefore, ECU10 calculates TTC for other vehicle VT. ECU10 detects other vehicle VT as an obstruction to the right-side door if TTC is below TTCth, and does not detect other vehicle VT as an obstruction if TTC exceeds TTCth.

[0061] Next, we will explain condition 3. If the ECU10 determines that the door on the side of the obstruction is open based on the signal obtained from the door opening / closing sensor 13, then condition 3 is deemed to be true (in other words, the occupant intends to get out of the vehicle).

[0062] Next, the alarm control will be explained. When the alarm conditions are met, ECU10 performs the following processes 1 to 4 as alarm control.

[0063] (Process 1) The process of illuminating the side mirror indicator 20 on the side where the obstruction is detected.

[0064] (Process 2) The process of displaying a predetermined mark on the instrument panel 21 (e.g., a mark indicating which direction the obstruction is approaching from, the left rear or the right rear).

[0065] (Process 3) Process to make the buzzer 22 sound.

[0066] (Process 4) The process of causing the speaker 23 to emit a predetermined message (e.g., "Please be aware of approaching vehicles").

[0067] Furthermore, the processes performed as alarm control are not limited to those described above. For example, they may be configured to perform at least one of processes 1 to 4.

[0068] However, TTCth typically uses a single constant. This constant can be determined based on the avoidable critical time (stopping time) of the object. However, this determination method may result in unnecessary alarm controls being implemented for certain types of objects. (See reference...) Figure 3 Please provide a detailed explanation. Figure 3 It is a graph that defines the relationship between the speed and stopping distance of four typical objects that can become obstacles (cars, motorcycles, motorized bicycles, and bicycles). Figure 3 Data is sourced from the Traffic Accident Comprehensive Analysis Center, a public interest incorporated foundation. Solid lines 30 to 33 represent the movements of a bicycle, a motorized bicycle, a motorcycle, and a car, respectively. Stopping distance refers to the distance the object travels from the moment the driver perceives the danger (e.g., the moment they recognize the occupants getting out of the vehicle) to the moment the object comes to a complete stop. In other words, it is the sum of the travel distance and the braking distance.

[0069] The angle of inclination of the tangent at any velocity relative to the solid line (i.e., the velocity derivative of the stopping distance) represents the avoidable critical time for the object corresponding to that solid line. According to Figure 3 The graph shows that the avoidable critical time for a bicycle traveling at an average speed (e.g., 10–20 km / h) is longer than the avoidable critical time for any other vehicle at any speed. In other words, the stopping distance for a bicycle traveling at an average speed is longer than the stopping distance for any other vehicle at any speed. Therefore, TTCth is usually determined based on the avoidable critical time of the bicycle (i.e., the avoidable critical time with the maximum value).

[0070] However, according to this decision-making method, for vehicles other than bicycles, dismount support control begins at a rather early time. Therefore, it may lead to the problem of executing unnecessary dismount support control. Furthermore, due to the current performance of the radar sensor 12 (limited accuracy in detecting distant objects), errors are prone to occur in the calculation of the movement direction of objects located far behind the vehicle (i.e., vehicles other than bicycles). As a result, it is possible that objects that are not actually obstructions may be mistakenly detected as obstructions, leading to the execution of unnecessary dismount support control.

[0071] Therefore, in order to suppress unnecessary operation of disembarkation support control as described above, a TTCth value smaller than the "TTCth determined based on the avoidable critical time of the bicycle" is considered for vehicles other than bicycles. However, in this embodiment, the radar sensor 12 is not configured to distinguish the type of object. Here, the speed distribution of bicycles traveling on the road is known to be: 1% below 5 [km / h], 54% below 15 [km / h], 42% below 25 [km / h], and 3% above 25 [km / h]. That is, bicycles traveling at speeds below 25 [km / h] account for more than half (97%), and bicycles traveling at speeds above 25 [km / h] are very rare. This means that if the speed of an object exceeds 25 [km / h], the probability that the object is a bicycle is extremely low (in other words, the probability that the object is a vehicle other than a bicycle is extremely high).

[0072] Based on the above, in this embodiment, the ECU10 is configured to change TTCth according to the speed of the object. (Refer to...) Figure 4 Please provide a detailed explanation. Figure 4 It is a mapping that defines the relationship between the object's velocity v and TTCth, and is pre-stored in the ROM of ECU10. For example... Figure 4 As shown, TTCth is maintained as the first time threshold TTCth1 when the object's velocity v is less than or equal to the first velocity v1 (v≦v1). When the object's velocity v is greater than the second velocity v2 (>v1) (v2<v), it is maintained as the second time threshold TTCth2 (<TTCth1). When the object's velocity v is greater than the first velocity v1 but less than or equal to the second velocity v2 (v1<v≦v2), it decreases linearly from TTCth1 to TTCth2. When calculating the object's velocity, ECU10 refers to... Figure 4 The value corresponding to the speed of the target shown in the mapping is set as TTCth. In addition, ECU10 calculates the speed of the target based on the vehicle speed obtained from vehicle speed sensor 11 and the relative speed of the target contained in the target information.

[0073] Here, the first speed v1 is set to a value such that "the probability that the object is a bicycle is extremely low when the object is traveling at a speed satisfying v1 < v". In other words, the first speed v1 is set to a value such that "the proportion of bicycles traveling on the road at speeds greater than v1 is extremely small". In this embodiment, the first speed v1 is set to a value such that the proportion of bicycles traveling on the road at speeds greater than v1 is 3%, that is, 25 [km / h]. In addition, TTCth1 is based on the avoidable critical time (i.e., when the bicycle is traveling at an average speed (e.g., 10-20 [km / h])). Figure 3The average speed of the bicycle is set by the angle of inclination of the tangent to the solid line at 30°. The average speed of the bicycle described above corresponds to an example of the "first speed range". The first speed range can also be referred to as the range of speeds at which the bicycle is most likely to travel. In addition, TTCth1 can also be set based on the avoidable critical time in other speed ranges of the bicycle.

[0074] On the other hand, TTCth2 is based on the avoidable critical time (i.e., in) when vehicles other than bicycles are traveling at an average speed (e.g., 30–60 km / h) Figure 3 The slope angle of the tangent to the solid line 31 to 33 is set based on the average speed of vehicles other than bicycles. Furthermore, the average speed of vehicles other than bicycles mentioned above corresponds to an example of a "second speed range." The second speed range can also be referred to as the range of speeds at which vehicles other than bicycles are most likely to travel. Additionally, the second speed v2 is introduced to suppress the instability of dismount support control operations due to abrupt changes in TTCth. That is, in a configuration where TTCth is set to TTCth1 when v≦v1 and TTCth2 when v1<v, the TTCth changes abruptly due to the change in v around v1, causing repeated stopping and starting of dismount support control, thus making the dismount support control operations unstable. Therefore, the second speed v2 is introduced so that TTCth gradually changes (decreases) when v1<v≦v2. Therefore, the second speed v2 can be set to any value larger than the first speed v1. For example, the second speed v2 can be set to any value selected from the average speed of vehicles other than bicycles (e.g., 30 to 60 [km / h]).

[0075] according to Figure 4The ECU 10 sets the TTCth when the target speed v is greater than the first speed v1 to a value smaller than the TTCth (=TTCth1) when the target speed v is less than the first speed v1. In particular, when the target speed v is greater than the second speed v2, the TTCth is set to TTCth2. When v1 < v, the probability that the target is a vehicle other than a bicycle is extremely high. Therefore, in this embodiment, the ECU 10 is configured to change the TTCth according to the target speed. However, it can also be said that the TTCth is changed according to the type of target ("bicycle" and "vehicle other than bicycle"). According to this configuration, when the probability that the target is a vehicle other than a bicycle is extremely high, the TTCth is changed to a value smaller than when the probability that the target is a vehicle other than a bicycle is extremely low. Therefore, compared to setting the TTCth based on the avoidable critical time of a bicycle regardless of the type of target, the start time of disembarkation support control can be delayed to an appropriate time when the target is a vehicle other than a bicycle. As a result, both unnecessary operation caused by the control starting too early and unnecessary operation caused by the performance of the radar sensor 12 can be suppressed.

[0076] (Specific tasks)

[0077] Next, the specific operation of ECU10 will be explained. The CPU of ECU10 is configured to repeatedly execute [the following text is missing] at predetermined intervals during the period when ECU10 is powered (described later). Figure 5 The routine is illustrated in the flowchart.

[0078] When the predetermined time arrives, the CPU from Figure 5 The process begins at step 500 and proceeds to step 510, where the CPU determines whether the vehicle is stationary (condition 1) based on the vehicle speed obtained from the vehicle speed sensor 11. If the vehicle is in motion, the CPU determines "no" in step 510 (i.e., condition 1 is not met (alarm condition is not met),) and proceeds to step 595, temporarily ending the routine. On the other hand, if the vehicle is stationary, the CPU determines "yes" in step 510 (i.e., condition 1 is met), and proceeds to step 520.

[0079] In step 520, the CPU determines whether an object has been detected based on the object information obtained from the radar sensor 12. If no object has been detected, the CPU determines "no" in step 520 and proceeds to step 595, temporarily ending the routine. On the other hand, if an object has been detected, the CPU determines "yes" in step 520 and proceeds to step 530.

[0080] In step 530, the CPU calculates the velocity vector A of the detected object based on the object information and determines which of the left and right intersection determination lines LL and LR the extension line of velocity vector A intersects with. If they do not intersect, the CPU determines "no" in step 530 and proceeds to step 595, temporarily ending the current routine. On the other hand, if they intersect, the CPU determines "yes" in step 530 and proceeds to step 540.

[0081] In step 540, the CPU performs a TTC calculation on the detected object and proceeds to step 550.

[0082] In step 550, the CPU calculates the detected velocity v of the target, referring to... Figure 4 The value corresponding to the mapped readout speed v shown is set as TTCth. That is, the CPU sets TTCth according to the speed v of the target. Then, the CPU proceeds to step 560.

[0083] In step 560, the CPU determines whether TTC ≤ TTCth is true for the detected object (condition 2). If TTC > TTCth, the CPU determines "no" in step 560 (i.e., condition 2 is not true (alarm condition is not true)), proceeds to step 595, and temporarily terminates the routine. On the other hand, if TTC ≤ TTCth, the CPU determines "yes" in step 560 (i.e., condition 2 is true (the object is an obstructing object)), proceeds to step 570.

[0084] In step 570, the CPU determines whether the door (the door on the side where the obstruction is detected) is open based on the signal obtained from the door opening / closing sensor 13. If the door is closed, the CPU determines "no" in step 570 (i.e., condition 3 is not met (alarm condition not met)) and proceeds to step 595, temporarily ending the current routine. On the other hand, if the door is open, the CPU determines "yes" in step 570 (i.e., condition 3 is met (alarm condition met)) and proceeds to step 580 to execute alarm control (processes 1 to 4). Afterward, the CPU proceeds to step 595, temporarily ending the current routine.

[0085] Power supply to ECU10 continues even after the ignition switch is turned off until a predetermined condition is met. This condition may be configured to occur at the time the door is locked, or at the time a predetermined parking time has elapsed since the vehicle came to a stop. This configuration reduces the likelihood of alarm control not being executed in situations requiring it, allowing for more appropriate alarm control execution.

[0086] The above describes the disembarkation support device of this embodiment. However, the present invention is not limited to the above embodiment. Various modifications can be made as long as they do not depart from the purpose of the present invention.

[0087] For example, the mapping that specifies the relationship between the velocity v of an object and TTCth is not limited to... Figure 4 The structure is as follows. If the mapping TTCth is set to a value that is smaller when the object's velocity v is greater than the first velocity v1 than when the object's velocity v is less than the first velocity v1, then a threshold such as the second velocity v2 may not be set.

[0088] Furthermore, while alarm control is implemented as disembarkation support control in the above embodiments, the types of disembarkation support control are not limited to this. For example, the disembarkation support device may also implement door opening restriction control (limiting the degree of door opening) or door locking control (locking the door) as disembarkation support control. Alternatively, it may implement door opening restriction control or door locking control in addition to alarm control as disembarkation support control.

[0089] Furthermore, in the above embodiment, condition 2 is established at the time point when the object's TTC is ≤ TTCth, but the conditions for establishing condition 2 are not limited to this. For example, it can also be configured to establish condition 2 when the object's TTC is below TTCth for a predetermined duration. In addition, condition 3 can also be configured to establish at the time point when the door on the side preventing the object from being detected changes from a closed state to an open state. Alternatively, condition 3 can also be configured to establish when it is detected, based on image data captured by a camera installed inside the vehicle (a camera capable of capturing images of the occupants inside the vehicle), that an occupant is operating the door operating part (typically the inner door lever).

[0090] Furthermore, in the above embodiment, although the alarm condition is the fulfillment of all conditions 1 to 3, the conditions for the alarm to be fulfilled are not limited to this. For example, the alarm condition may also be configured to not include condition 3, and to be fulfilled only when conditions 1 and 2 are met. In other words, the alarm control may also be configured to execute regardless of whether the occupant intends to get off the vehicle.

[0091] Alternatively, alarm control can be executed in two stages. Specifically, alarm control includes two types of control: normal alarm control and mild alarm control (which provides a milder level of support compared to normal alarm control). Mild alarm control, for example, executes the control described in process 1 above. Normal alarm control, for example, executes at least one of processes 2 to 4 above, in addition to process 1. Mild alarm control is executed when conditions 1 and 2 are met (i.e., although an obstacle is detected while the car is parked, the door is closed). Normal alarm control is executed when, in addition to conditions 1 and 2, condition 3 is also met (i.e., an obstacle is detected while the car is parked and the door is open).

[0092] When the door is closed, the disembarkation support device cannot determine whether an occupant intends to disembark through that door. In other words, it considers both the possibility that an occupant intends to disembark but the door is not currently open, and the possibility that the door remains closed because the occupant does not intend to disembark. Therefore, when the door is closed, the disembarkation support device can balance "notifying occupants who intend to disembark of the presence of the obstruction in advance" and "causing occupant agitation by performing normal alarm control on occupants who do not intend to disembark" by implementing mild alarm control.

[0093] Furthermore, if all conditions 1 to 3 are met, the aforementioned door opening restriction control or door locking control can be executed instead of the normal alarm control as a disembarkation support control. Alternatively, in addition to the normal alarm control, door opening restriction control or door locking control can be executed as a disembarkation support control.

Claims

1. A disembarkation support device, characterized in that, Including object information acquisition sensors and electronic control units, The sensor for acquiring the object information is configured as follows: Detect objects located behind this vehicle. Information related to the detected object is obtained as object information. The electronic control unit is configured as follows: During the parking period of the vehicle, a predicted time is calculated based on the object information. This predicted time is the estimated time required until the object comes into contact with or gets closest to the vehicle. If the predicted time is below a predetermined time threshold, disembarkation support control is performed to assist the occupants of the vehicle in disembarking. If the detected speed of the target is below a predetermined first speed, the predetermined time threshold is set to the predetermined first time threshold, whereby the predetermined first speed is set based on the speed distribution of bicycles traveling on the road. If the detected velocity of the target is greater than the predetermined first velocity, the predetermined time threshold is set to a value smaller than the predetermined first time threshold. If the detected speed of the object exceeds a predetermined second speed which is greater than the predetermined first speed, the predetermined time threshold is set to a predetermined second time threshold which is smaller than the predetermined first time threshold. The predetermined second speed is set based on the speed distribution of the object other than bicycles traveling on the road.

2. The disembarkation support device as described in claim 1, characterized in that, The predetermined first time threshold is set based on the avoidable critical time of the bicycle at a speed within a predetermined first speed range. The avoidable critical time is a critical value that can prevent the object from contacting or coming closest to the vehicle.

3. The disembarkation support device as described in claim 1, characterized in that, The predetermined second time threshold is set based on the avoidable critical time at which the object other than the bicycle is at a speed within a predetermined second speed range. The avoidable critical time is a critical value at which the object can be prevented from contacting or coming closest to the vehicle.

4. The disembarkation support device as described in claim 1, characterized in that, The electronic control unit is configured as follows: If it is determined that the occupant intends to get off the vehicle and during the period when the vehicle is parked, the predicted time is calculated, and if the predicted time is below the predetermined time threshold, the disembarkation support control is executed.

5. The disembarkation support device as described in claim 1, characterized in that, The disembarkation support control is the control by which the electronic control unit issues an alarm.

6. The disembarkation support device as described in claim 1, characterized in that, The exit support control is the electronic control unit's control over limiting the degree to which the door opens.

7. The disembarkation support device as described in claim 1, characterized in that, The exit support control is the electronic control unit's control of locking the door.

8. The disembarkation support device as described in claim 1, characterized in that, The electronic control unit is configured to perform the disembarkation support control if the state of the predicted time being below the predetermined time threshold continues for a predetermined time.

9. A method for providing support after disembarking, characterized in that, include: Detect objects located behind this vehicle; Information related to the detected object is obtained as object information; During the parking period of the vehicle, i) Based on the object information, calculate the predicted time, which is the estimated time required until the object comes into contact with or comes closest to the vehicle. ii) If the detected speed of the object is below a predetermined first speed, a predetermined time threshold is set to the predetermined first time threshold, wherein the predetermined first speed is set based on the speed distribution of bicycles traveling on the road. iii) If the detected velocity of the target is greater than the predetermined first velocity, the predetermined time threshold is set to a value smaller than the predetermined first time threshold. iv) If the predicted time is below the predetermined time threshold, perform disembarkation support control to assist the occupants of the vehicle to disembark. v) If the detected speed of the object exceeds a predetermined second speed which is greater than the predetermined first speed, the predetermined time threshold is set to a predetermined second time threshold which is smaller than the predetermined first time threshold, the predetermined second speed being set based on the speed distribution of the object other than bicycles traveling on the road.

10. A non-transitory storage medium storing commands executable by one or more processors, the commands causing the one or more processors to perform functions including: Detect objects located behind this vehicle. Information related to the detected object is obtained as object information. During the parking period of the vehicle, i) Based on the object information, calculate the predicted time, which is the estimated time required until the object comes into contact with or comes closest to the vehicle. ii) If the detected speed of the object is below a predetermined first speed, a predetermined time threshold is set to the predetermined first time threshold, wherein the predetermined first speed is set based on the speed distribution of bicycles traveling on the road. iii) If the detected velocity of the target is greater than the predetermined first velocity, the predetermined time threshold is set to a value smaller than the predetermined first time threshold. iv) If the predicted time is below the predetermined time threshold, perform disembarkation support control to assist the occupants of the vehicle to disembark. v) If the detected speed of the object exceeds a predetermined second speed which is greater than the predetermined first speed, the predetermined time threshold is set to a predetermined second time threshold which is smaller than the predetermined first time threshold, the predetermined second speed being set based on the speed distribution of the object other than bicycles traveling on the road.

11. A computer program product comprising a computer program executable by one or more processors, the computer program causing the one or more processors to perform functions including: Detect objects located behind this vehicle. Information related to the detected object is obtained as object information. During the parking period of the vehicle, i) Based on the object information, calculate the predicted time, which is the estimated time required until the object comes into contact with or comes closest to the vehicle. ii) If the detected speed of the object is below a predetermined first speed, a predetermined time threshold is set to the predetermined first time threshold, wherein the predetermined first speed is set based on the speed distribution of bicycles traveling on the road. iii) If the detected velocity of the target is greater than the predetermined first velocity, the predetermined time threshold is set to a value smaller than the predetermined first time threshold. iv) If the predicted time is below the predetermined time threshold, perform disembarkation support control to assist the occupants of the vehicle to disembark. v) If the detected speed of the object exceeds a predetermined second speed which is greater than the predetermined first speed, the predetermined time threshold is set to a predetermined second time threshold which is smaller than the predetermined first time threshold, the predetermined second speed being set based on the speed distribution of the object other than bicycles traveling on the road.

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