Vehicle control device

Abstract

Provided is a vehicle control device that can change the setting of collision risk reduction control at an appropriate timing, reducing the likelihood that the behavior of the vehicle will differ from the user's intention. The vehicle control device executes collision risk reduction control for reducing the collision risk in a case where the collision risk of the vehicle colliding with an object is a threshold risk or more. The vehicle control device stores setting information that defines a user setting, which is the setting of the collision risk reduction control desired by the user, for each user of the vehicle, determines which user the driver is, and in a case where the setting of the collision risk reduction control differs from the user setting of the driver: in a case where a setting change condition, in which the vehicle is stopped and the collision risk reduction control is not executed, is satisfied, changes the setting of the collision risk reduction control to the user setting of the driver; and in a case where the setting change condition is not satisfied, does not change the setting of the collision risk reduction control to the user setting of the driver.

Description

Technical Field

[0001] The present invention relates to a vehicle control device configured to perform collision risk reduction control for reducing the risk of collision between a vehicle and an object. Background Technology

[0002] Conventional vehicle control devices are known to perform collision risk reduction control when the collision risk is above a threshold risk. For example, the vehicle control device described in Patent Document 1 (hereinafter referred to as the "conventional device") controls the brakes to avoid collision with an object when the collision risk is above a threshold risk. The conventional device controls the driving force in a manner that does not exceed a limited driving force when it determines that a collision with an object has been avoided.

[0003] Existing technical documents

[0004] Patent documents

[0005] Patent Document 1: Japanese Patent Application Publication No. 2012-061932 Summary of the Invention

[0006] Furthermore, there are known vehicle control devices that allow drivers to customize the settings of collision risk reduction control. For example, if a driver is annoyed by collision risk reduction control, they can set the system to disable its operation.

[0007] In situations where multiple users share a vehicle, it is desirable to customize the collision risk reduction control settings for each user. Identifying the driver of the vehicle takes time, and changing the collision risk reduction control settings to that user's settings also takes time. On the other hand, users often want the vehicle to start moving immediately after entering it.

[0008] As a countermeasure, one option is to change the collision risk reduction control settings after the vehicle starts moving. However, in this case, the collision risk reduction control settings might be changed at a time the user does not want. Furthermore, the collision risk reduction control settings envisioned by the user may differ from the actual settings, and in such cases, the vehicle's behavior may differ from the user's intentions.

[0009] This invention was made to address the aforementioned problems. Specifically, one of the objectives of this invention is to provide a vehicle control device that can change the settings of collision risk reduction control at appropriate times, thereby reducing the possibility that the vehicle's actions differ from the user's intentions.

[0010] The driving assistance device of the present invention (hereinafter referred to as "the device of the present invention") is configured to perform collision risk reduction control (steps 435 to 460, step 475) to reduce the collision risk when the collision risk of a collision between a vehicle and an object is above a predetermined threshold risk (step 425 "Yes").

[0011] The collision risk reduction control includes at least one of automatic braking control (step 475) that causes the vehicle to brake and driving force limiting control (steps 435 to 460) that controls the driving force in a manner that prevents the driving force generated in the vehicle from exceeding the limit driving force.

[0012] The vehicle control device is configured as follows:

[0013] Each user of the vehicle stores specified setting information (34a) for the user settings, which are the collision risk reduction control settings desired by the user.

[0014] Determine which user is the driver of the vehicle (step 305).

[0015] If the collision risk reduction control setting differs from the driver's user setting (step 315 "No"): if the setting change condition is met, such as the vehicle stopping (step 320 "Yes") and the collision risk reduction control not being executed (step 330 "Yes"), the collision risk reduction control setting is changed to the driver's user setting (step 335); if the setting change condition is not met (step 320 "No", step 330 "No"), the collision risk reduction control setting is not changed to the driver's user setting.

[0016] According to the device of the present invention, the setting of collision risk reduction control can be changed at an appropriate time, reducing the possibility that the vehicle's behavior differs from the user's intention. For example, since the vehicle's behavior will not change if collision risk reduction control is executed against the user's intention and the vehicle VA stops, the possibility that the vehicle's behavior differs from the user's intention can be reduced. Since the setting of collision risk reduction control is changed when collision risk reduction control is not executed, it is possible to prevent the execution of collision risk reduction control from abruptly ending against the user's intention. Attached Figure Description

[0017] Figure 1 This is a schematic system configuration diagram of a vehicle control device according to an embodiment of the present invention.

[0018] Figure 2 yes Figure 1The diagram shown illustrates the setting information stored in the setting information storage unit.

[0019] Figure 3 It is by Figure 1 The flowchart shown is of the setting change routine executed by the CPU of the ECU.

[0020] Figure 4 It is by Figure 1 The flowchart shown is of the collision risk reduction control routine executed by the CPU of the ECU. Detailed Implementation

[0021] The vehicle control device 10 (hereinafter referred to as "this device 10") according to the embodiments of the present invention is applied to a vehicle VA and has Figure 1 The components shown are as follows. In this specification, "ECU 20" is an electronic control device with a microcomputer as its main component. ECU 20 is also referred to as a control unit, controller, or computer. The microcomputer includes a CPU (processor), ROM, RAM, and interfaces (I / F), etc. The functions implemented by ECU 20 can also be implemented by multiple ECUs.

[0022] Camera 22 acquires forward image data by photographing the area in front of vehicle VA. Millimeter-wave radar 24 receives reflected waves from objects after millimeter waves transmitted towards the front of vehicle VA are reflected, acquiring radar data. The radar data is related to the position of the object relative to vehicle VA and the relative velocity of the object relative to vehicle VA.

[0023] The ECU 20 acquires forward image data from the camera 22 and radar data from the millimeter-wave radar 24. Based on the forward image data and radar data, the ECU 20 identifies objects in front of the vehicle VA.

[0024] The driver's seat camera 26 acquires driver's seat image data by capturing an area including the face of the driver seated in the vehicle VA. The ECU 20 acquires the driver's seat image data from the driver's seat camera 26.

[0025] Accelerator pedal opening sensor 28 measures the accelerator pedal opening (AP), which represents the amount of time the driver has depressed the accelerator pedal (accelerator control). The accelerator pedal opening (AP) is "0" when the driver has not operated the accelerator pedal. Acceleration sensor 30 measures the longitudinal acceleration (G) of the vehicle (VA). Vehicle speed sensor 32 measures the vehicle speed (Vs), which represents the speed of the vehicle (VA). ECU 20 acquires the measurements from these sensors 28 to 32.

[0026] Storage device 34 has a non-volatile storage area. A setting information storage unit 34a is set in this storage area. The setting information storage unit 34a stores setting information for at least one user utilizing the vehicle VA (see reference). Figure 2 Details of the settings information will be described later.

[0027] The electronic key communication interface (I / F) 36 is an interface for wireless communication with the electronic key carried by the user. The smartphone communication interface (I / F) 38 is an interface for wireless communication with the smartphone carried by the user.

[0028] The power transmission actuator 40 alters the driving force generated by the drive unit (e.g., internal combustion engine and / or electric motor) of the vehicle VA. The brake actuator 42 alters the braking force applied to the vehicle VA. The display device 44 is disposed in a position that the driver can visually recognize.

[0029] Collision Risk Reduction and Control

[0030] When the collision risk between vehicle VA and an object exceeds a threshold risk, ECU 20 executes collision risk mitigation control to reduce the collision risk. Collision risk mitigation control includes at least one of automatic braking control and drive force limiting control. Automatic braking control is control that causes vehicle VA to generate braking force. Drive force limiting control is control that controls the drive force generated in vehicle VA in a manner that ensures the drive force does not exceed the limit drive force Dlmt.

[0031] In this embodiment, if the object's Time To Collision (TTC) is below the threshold time Tth, the ECU 20 determines that the collision risk is above the threshold risk and performs collision risk reduction control. TTC represents the time elapsed until the object collides with the vehicle VA. TTC is an abbreviation for "Time To Collision". The ECU 20 obtains the TTC by dividing the distance between the object and the vehicle VA by the object's relative velocity Vr.

[0032] Users can configure the following settings for collision risk reduction control.

[0033] (1) Execution license

[0034] (2) Motion sensitivity

[0035] (3) Controlled object

[0036] (4) Stopping distance

[0037] The execution permission is set to either "Permitted" or "Prohibited". When the execution permission is set to "Permitted", the execution of collision risk reduction controls is permitted. When the execution permission is set to "Prohibited", the execution of collision risk reduction controls is prohibited.

[0038] The timing of collision risk reduction control is determined based on the sensitivity of the action. The sensitivity is set to one of "high," "medium," or "low." When the sensitivity is set to "high," the ECU 20 sets the threshold time Tth to a first time T1. When the sensitivity is set to "medium," the ECU 20 sets the threshold time Tth to a second time T2, which is shorter than the first time T1. When the sensitivity is set to "low," the ECU 20 sets the threshold time Tth to a third time T3, which is shorter than the second time T2.

[0039] The category of an object to be subject to collision risk reduction control is defined by the control object. The control object is set to at least one of pedestrians, vehicles, and two-wheeled vehicles. The ECU 20 obtains the TTC of the object of the category defined by the control object and performs collision risk reduction control if the TTC is below the threshold time Tth.

[0040] The stopping distance is defined (set) as the distance at which the vehicle VA will stop under automatic braking control. The stopping distance is set to one of "long", "medium", or "short". In automatic braking control, the ECU 20 sets the braking force Btgt such that the vehicle VA stops at the distance defined by the stopping distance.

[0041] For example, such as Figure 2 As shown, User A sets the execution permission to "Permission", the action sensitivity to "High", the controlled objects to pedestrians and vehicles, and the stopping distance to "Long". User settings can also be input via touch operation on the display device 44, which is a touch panel type display. User A's settings are stored in the settings information storage unit 34a. Additionally, the ECU 20 stores the driver's seat image data captured by User A in association with User A's settings in the settings information storage unit 34a.

[0042] In the initialization routine, ECU 20 initializes the settings for collision risk reduction control. For example, ECU 20 sets the execution permission to "permitted," the action sensitivity to "medium," the controlled objects to pedestrians, vehicles, and two-wheeled vehicles, and the stopping distance to "medium." Additionally, the initialization routine is executed when the ignition key switch (not shown) on the vehicle's VA changes from the off position to the on position.

[0043] (A summary of the action)

[0044] If the collision risk reduction control setting differs from the user setting of the user (driver) driving the vehicle (VA), the ECU 20 needs to change the collision risk reduction control setting to the user setting. In this embodiment, the ECU 20 changes the collision risk reduction control setting to the driver's user setting when the conditions for setting change are met, such as the vehicle (VA) being stopped and the collision risk reduction control not being executed.

[0045] Even if collision risk mitigation control is executed while the vehicle's VA (Vehicle Activation Control) is stationary, the vehicle's behavior will not change. For example, if the collision risk mitigation setting is changed so that the actual permission for collision risk mitigation control is "permitted" while the user-intended permission is "prohibited," an inconsistency arises between the actual and the user-intended settings. Even if collision risk mitigation control is executed against the user's intention in such an inconsistency, the vehicle's behavior will not change as long as the VA is stationary. This reduces the likelihood of the driver experiencing disorientation.

[0046] Furthermore, since the settings for collision risk reduction control are changed even when collision risk reduction control is not being implemented, the execution of collision risk reduction control can be prevented from abruptly ending even if the settings for collision risk reduction control are changed and the actual permission for collision risk reduction control is "prohibited".

[0047] (Specific actions)

[0048] The CPU of ECU 20 executes at predetermined intervals. Figure 3 as well as Figure 4 The routine shown in the flowchart.

[0049] <Setting Change Routine>

[0050] When the appropriate time arrives, the CPU will... Figure 3 The process begins at step 300, and steps 305 through 315 are executed.

[0051] Step 305: The CPU determines which user the driver is.

[0052] In detail, the CPU obtains driver's seat image data from the driver's seat camera 26. The CPU determines which user is the current driver by comparing the facial image of the driver's seat image data stored in the setting information storage unit 34a with the facial image of the obtained driver's seat image data.

[0053] Step 310: The CPU reads the driver's setting information determined in step 305 from the setting information storage unit 34a.

[0054] Step 315: The CPU determines whether the collision risk reduction control settings are the same as the user settings read from the settings information.

[0055] If the collision risk reduction control setting differs from the user setting, the CPU determines "No" in step 315 and proceeds to step 320. In step 320, the CPU determines whether the vehicle VA is stopped (in other words, whether the vehicle speed Vs is "0").

[0056] If the vehicle VA is not stopped, the setting change condition is not met. In this case, the CPU determines "No" in step 320 and proceeds to step 325. In step 325, the CPU generates a no-change report. Specifically, the CPU displays a no-change report screen on display device 44 to inform the driver that the change to the collision risk reduction control setting has not been completed. Afterward, the process proceeds to step 395, and the CPU temporarily terminates this routine.

[0057] If the vehicle VA is stationary, the CPU determines "yes" in step 320 and proceeds to step 330. In step 330, the CPU determines whether the execution flag Xexe is "0".

[0058] The execution flag Xexe is set to "1" when collision risk reduction control is performed, and set to "0" when collision risk reduction control is not performed. The execution flag Xexe is set to "0" in the initialization routine.

[0059] If the execution flag Xexe is "1", the setting change condition is not met. In this case, the CPU determines "No" in step 330 and reports no change in step 325.

[0060] When the execution flag Xexe is "0", the setting change condition is met. In this case, the CPU determines "yes" in step 330 and executes steps 335 and 340.

[0061] Step 335: The CPU changes the collision risk reduction control settings to user settings.

[0062] Step 340: The CPU generates a change completion report. Specifically, the CPU displays a change completion report screen on display device 44 to notify the driver that the change to the collision risk reduction control settings has been completed. Afterwards, processing proceeds to step 395, where the CPU temporarily terminates this routine.

[0063] If the collision risk reduction control setting is the same as the user setting when processing to step 315, the CPU determines "yes" in step 315 and processes to step 340.

[0064] Collision Risk Reduction Control Routine

[0065] When the appropriate time arrives, the CPU will... Figure 4 Processing begins at step 400 and proceeds to step 405. In step 405, the CPU determines whether the execution permission is set to "permission" in the collision risk reduction control settings.

[0066] If the execution permission is set to "permitted", the CPU determines "yes" in step 405 and executes steps 410 to 420.

[0067] Step 410: The CPU identifies objects based on the frontal image data and radar data.

[0068] Step 415: The CPU obtains the TTC of the object whose "control object setting is set to reduce collision risk control".

[0069] Step 420: The CPU determines whether the execution flag Xexe is "0".

[0070] If the execution flag Xexe is "0", the CPU determines "yes" in step 420 and proceeds to step 425. In step 425, the CPU determines whether TTC is below the threshold time Tth. Furthermore, the threshold time Tth is set to one of the first time T1 to the third time T3 based on the sensitivity of the collision risk reduction control settings.

[0071] If TTC is greater than the threshold time Tth, the CPU determines "No" in step 425 and proceeds to step 495. In step 495, the CPU temporarily terminates the current routine.

[0072] If the TTC is below the threshold time Tth, the CPU determines "yes" in step 425 and executes steps 430 and 435.

[0073] Step 430: The CPU sets the execution flag Xexe to "1".

[0074] Step 435: The CPU determines whether the accelerator opening degree AP is greater than "0".

[0075] If the accelerator opening AP is greater than "0", the CPU determines "yes" in step 435 and executes steps 440 and 445.

[0076] Step 440: The CPU obtains the operating drive force Dap corresponding to the accelerator opening AP.

[0077] In addition, the larger the accelerator opening AP, the greater the operating driving force Dap.

[0078] Step 445: The CPU determines whether the operation driving force Dap is below the limiting driving force Dlmt.

[0079] If the operating driving force Dap is below the limiting driving force Dlmt, the CPU determines "yes" in step 445 and executes steps 450 and 455.

[0080] Step 450: The CPU sets the target driving force Dtgt to the operating driving force Dap.

[0081] Step 455: The CPU controls the power transmission actuator 40 in a manner that makes the driving force generated by the drive device the target driving force Dtgt.

[0082] Then, the process proceeds to step 495.

[0083] If the operating driving force Dap is greater than the limiting driving force Dlmt, the CPU determines "No" in step 445 and proceeds to step 460. In step 460, the CPU sets the target driving force Dtgt to the limiting driving force Dlmt. Then, the process proceeds to step 455.

[0084] If the execution flag Xexe is "1" when proceeding to step 420, the CPU determines "No" in step 420 and proceeds to step 465. In step 465, the CPU determines whether a predetermined time has elapsed since the vehicle VA stopped.

[0085] If the vehicle VA has not stopped, or if a predetermined time has not elapsed since the vehicle VA stopped, the CPU determines "No" in step 465 and proceeds to step 470. In step 470, the CPU determines whether there is a possibility of collision with the controlled object. Specifically, the CPU determines that there is no possibility of collision if the controlled object's direction of movement relative to the vehicle VA no longer intersects with the vehicle VA.

[0086] If a collision is possible, the CPU determines "yes" in step 470 and proceeds to step 435. If the accelerator pedal opening AP is "0" (i.e., the driver is not operating the accelerator pedal), the CPU determines "no" in step 435 and proceeds to step 475. In step 475, the CPU sets the target braking force Btgt such that the vehicle speed Vs becomes "0" when the vehicle VA has traveled the "stop distance specified by the collision risk reduction control setting". Then, in step 455, the CPU controls the brake actuator 42 in a manner that makes the braking force generated by the braking device the target braking force Btgt. Then, the process proceeds to step 495.

[0087] If a predetermined time has elapsed since the vehicle VA stopped when proceeding to step 465, the CPU determines "yes" in step 465 and proceeds to step 480. In step 480, the CPU sets the execution flag Xexe to "0". Then, the process proceeds to step 495.

[0088] If there is no possibility of collision with the controlled object when proceeding to step 470, the CPU determines "no" in step 470 and proceeds to step 480.

[0089] If the execution permission is set to "disabled" when processing to step 405, the CPU determines "no" in step 405 and proceeds to step 480.

[0090] As described above, according to this embodiment, when the collision risk reduction control setting differs from the user setting, the ECU 20 determines whether the setting change condition of "vehicle VA stops and collision risk reduction control is not executed" is met. If the setting change condition is met, the ECU 20 changes the collision risk reduction control setting to the user setting. This reduces the possibility that the vehicle VA's actions differ from the user's intentions.

[0091] (Modified example)

[0092] In the above embodiment, the driver's identity is determined based on driver's seat image data, but the determination of the driver is not limited to this. The ECU 20 wirelessly communicates with the user's "electronic key, which is set with a key identifier as a unique identifier" via the electronic key communication interface 36, and obtains the key identifier from the electronic key. The ECU 20 determines the driver's identity based on the key identifier.

[0093] Similarly, ECU 20 wirelessly communicates with a smartphone (which has a unique identifier) ​​carried by the user via smartphone communication interface 38, and obtains the smartphone identifier from the smartphone. ECU 20 determines which user the driver is based on the smartphone identifier.

[0094] In the above embodiments, both driving force limiting control (steps 435 to 460) and automatic braking control (step 475) are performed as collision risk reduction control, but at least one of driving force limiting control and automatic braking control may be performed as collision risk reduction control.

[0095] In the above implementation, the ECU20 may not issue a change completion report after a predetermined time has elapsed since the change completion report was first issued.

[0096] If the collision risk reduction control setting differs from the user setting, the ECU 20 determines whether the user setting is a setting that makes the execution conditions for implementing the collision risk reduction control less likely to be met compared to the collision risk reduction control setting. If the user setting makes the execution conditions less likely to be met compared to the collision risk reduction control setting, then even if the vehicle VA has not stopped (i.e., even if the vehicle speed Vs is not "0"), as long as the collision risk reduction control is not executed, the ECU 20 determines that the setting change condition has been met and changes the collision risk reduction control setting to the user setting.

[0097] If the user-defined settings make the execution conditions more difficult to meet compared to the settings for collision risk mitigation control, the likelihood of the execution conditions being met immediately after the collision risk mitigation control settings are changed to the user-defined settings is low. Therefore, the likelihood of the collision risk mitigation control being executed against the user's intention immediately after the settings are changed to the user-defined settings is low, and thus the likelihood of the vehicle's (VA) actions differing from the user's intention is low. Therefore, in such cases, it is also possible that the setting change conditions are met even if the vehicle (VA) does not stop, as long as the collision risk mitigation control is not executed.

[0098] In addition, the following situations make it difficult for the execution conditions to be met compared to the user settings for collision risk reduction control.

[0099] The user-defined execution permission is "prohibited," while the collision risk reduction control setting is "permitted."

[0100] The user-defined motion sensitivity is lower than the motion sensitivity of the collision risk reduction control.

[0101] The number of user-defined control objects is smaller than the number of control objects in the collision risk reduction control, and all user-defined control objects are included in the control objects of the collision risk reduction control.

[0102] Moreover, this device 10 only needs to have at least one of the camera 22 and the millimeter-wave radar 24.

[0103] This device 10 can be applied to vehicles such as engine vehicles, hybrid vehicles, plug-in hybrid vehicles, fuel cell vehicles, and electric vehicles, and can also be applied to autonomous vehicles.

[0104] [Explanation of reference numerals in the attached figures]

[0105] 10…Vehicle control unit, 22…Camera, 24…Millimeter-wave radar, 26…Driver's seat camera, 34a…Setting information storage unit, 40…Power transmission actuator, 42…Brake actuator.

Claims

1. A vehicle control device configured to perform collision risk reduction control to reduce the collision risk when the collision risk between the vehicle and an object is above a predetermined threshold risk. The collision risk reduction control includes at least one of: automatic braking control that causes the vehicle to generate braking force, and driving force limit control that controls the driving force generated in the vehicle in a manner that prevents the driving force from exceeding a limited driving force. The vehicle control device is configured as follows: Each user of the vehicle stores specified user settings, which are the user's desired collision risk reduction control settings. Determine which user is the driver of the vehicle. If the setting of the collision risk reduction control differs from the driver's user setting: if the setting change condition of the vehicle stopping and the collision risk reduction control not being executed is met, the setting of the collision risk reduction control is changed to the driver's user setting; if the setting change condition is not met, the setting of the collision risk reduction control is not changed to the driver's user setting.

2. The vehicle control device according to claim 1, wherein, The user settings include options to allow or disable the execution of the collision risk reduction control.

3. The vehicle control device according to claim 1, wherein, The user settings include at least one of the settings for increasing or decreasing the threshold risk and the settings for the category of the object to which the collision risk reduction control is executed.

4. The vehicle control device according to claim 1, wherein, The vehicle control device is configured as follows: If the collision risk reduction control settings differ from the driver's user settings, the system should report to the driver that the collision risk reduction control settings have not been changed. If the collision risk reduction control settings are the same as the driver's user settings, the system will report to the driver that the change to the collision risk reduction control settings has been completed.

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