Vehicle control system

Abstract

To perform a driving support with higher accuracy in response to an actuation state of an emergency call.SOLUTION: A vehicle control system includes: an emergency call function of executing an emergency call to an emergency call center by a trigger operation of a passenger; and a driving support function of supporting at least one driving operation based on detection information of front detection means. In a case where the driving support function is in an operable state when the trigger operation of the emergency call function is executed, an operation mode of the driving support function is changed from a normal mode into an emergency mode. A condition to execute at least one control of the driving support function is set to be safer in the emergency mode compared with the normal mode.SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] The present invention relates to a control system for a vehicle equipped with an emergency call system. [Background technology]

[0002] Vehicle emergency reporting systems have been developed to support the operation of emergency vehicles when accidents occur. When an airbag is deployed or a large impact is applied to the rear of the vehicle, data including sensor information and vehicle position information is sent (automatic report) to an emergency reporting center using a mobile communication network, enabling a voice call with an operator, and allowing occupants to report accident information quickly and accurately even in situations where it is difficult for them to report. Patent Document 1 discloses a function that notifies people outside the vehicle that an emergency call has been made when a vehicle accident occurs.

[0003] In addition to the automatic reporting mentioned above, in the event of a sudden illness or being the victim of aggressive driving, a manual report can be made by operating the emergency call button (SOS button) installed in the vehicle cabin. An operator at the emergency call center will be called over mobile communications, a voice call will be made, and the driver can arrange to contact the local fire department, police, etc. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Patent Publication No. 2022-118485 Summary of the Invention [Problem to be solved by the invention]

[0005] However, when an emergency call is used, some abnormality occurs inside or outside the vehicle, so the driver has more tasks to judge the situation compared to normal times, and is more likely to make an erroneous decision, etc. In such a situation, the settings of the vehicle system, particularly the advanced driver assistance system (ADAS system), made before the use of the emergency call may not necessarily be optimal.

[0006] The present invention has been made in consideration of the above-mentioned circumstances, and has an object to provide driving assistance with higher accuracy in accordance with the operating conditions of emergency calls. [Means for solving the problem]

[0007] In order to solve the above problems, the present invention provides An emergency call function that executes an emergency call to an emergency call center by a trigger operation of an occupant; A driving assistance function that assists at least one driving operation based on detection information from a forward detection means, If the driving assistance function is in an operable state when the trigger operation of the emergency call function is executed, the operation mode of the driving assistance function is changed from a normal mode to an emergency mode, and the emergency mode is characterized in that the condition for executing at least one control of the driving assistance function is set to a higher level of safety than the normal mode. Effect of the Invention

[0008] According to the present invention, when an emergency call trigger operation is performed, the operating mode of the driving assistance function is changed from normal mode to emergency mode, and the conditions for executing control related to the driving assistance function are set to a high level of safety. Therefore, when a problem with vehicle driving, such as a collision with an obstacle or lane departure, is predicted under emergency call activation conditions, the driving assistance function can be activated early, and it is expected that the accuracy of problem avoidance by the driving assistance function will be improved. [Brief description of the drawings]

[0009] [Figure 1] 1 is a block diagram showing a vehicle control system according to an embodiment of the present invention; [Diagram 2] 4 is a flowchart showing a control according to the embodiment of the present invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0010] Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings. In FIG. 1, the vehicle control system includes an emergency call input unit 11 and an emergency call control unit 10 that constitute an emergency call system, as well as a forward detection means 21, an AEB control unit 20, and an LDP control unit 30 that constitute an advanced driver assistance system (ADAS system), and further includes an ACC control unit (not shown).

[0011] The AEB control unit 20 is configured to execute a collision warning function, an emergency brake assist function, and a collision damage mitigation brake function based on the detection information of the forward detection means 21, and the LDP control unit 30 is configured to execute a lane departure warning function and a lane departure prevention assist function based on the detection information of the forward detection means 21.

[0012] (Outline of AEB system) The forward detection means 21 is composed of a group of sensors for detecting the road ahead of the vehicle and obstacles on the road, such as a forward camera (monocular camera, stereo camera) that captures images in front of the vehicle, a forward radar (millimeter wave radar, infrared radar) that can detect the presence and distance of obstacles in front of the vehicle, or a LiDAR.

[0013] For example, when a monocular camera is used for the forward detection means 21 that constitutes the AEB system together with the AEB control unit 20, an AEB sensor (automatic emergency braking sensor) is configured in combination with a millimeter wave radar capable of measuring distance. When a stereo camera is used for the forward detection means 21, the AEB sensor can be configured by itself, and the radar can be omitted.

[0014] It is preferable that the forward camera constituting the AEB sensor is equipped with an image processing unit for detecting obstacles (vehicles, moving objects such as pedestrians and bicycles, and stationary objects) in front of the vehicle, but the image processing unit can also be implemented in the AEB control unit 20.

[0015] The AEB control unit 20 is a control device (ECU) that constitutes an automatic braking system (AEBS) together with a brake controller 22 (ESC control unit), a brake actuator, and the brake devices of each wheel, and is equipped with a ROM that stores control programs and setting data, a RAM that reads out the control programs and setting data and temporarily stores dynamic data and calculation processing results, a CPU that performs calculation processing, an input / output interface, and the like, and controls the brake actuator via the brake controller 22 based on the detection information of the AEB sensor.

[0016] That is, the AEB control unit 20 calculates a predicted time to collision (TTC) as a predicted time to reach the obstacle based on the distance to the obstacle ahead of the vehicle and the vehicle speed acquired through the in-vehicle network. This predicted time to collision (TTC) is the activation condition for a collision warning (emergency brake assist) and a collision damage mitigation brake.

[0017] For example, the AEB control unit 20 issues a collision warning when the collision prediction time (TTC) becomes less than a first threshold value TC1, and executes a brake assist to increase the braking force of the brake system in response to the driver's brake pedal depression force, thereby assisting the driver in shortening the braking distance when the driver operates the brake pedal in response to the collision warning. Furthermore, the AEB control unit 20 activates an automatic brake when the collision prediction time (TTC) becomes less than a second threshold value TC2 that is shorter than the first threshold value TC1.

[0018] (LDP System Overview) The LDP control unit 30 is a control device (ECU) that constitutes the LDP system together with the EPS (electric power steering) controller 32, and is equipped with a ROM that stores control programs and setting data, a RAM that reads out the control programs and setting data and temporarily stores dynamic data and calculation processing results, a CPU that performs calculation processing, and an input / output interface.

[0019] The LDP control unit 30 detects road dividing lines (roadway outer lines or lane boundary lines, white or yellow lines) and road structures (guard rails, median strips, etc.) from forward images captured at a predetermined time rate by the forward detection means 21 (forward camera), and based on these, recognizes the road (lane) on which the vehicle is traveling, and includes an image processing unit for detecting deviation (lateral deviation) of the vehicle's traveling position (course) relative to the road. Such an image processing unit may be implemented in the forward camera.

[0020] For example, the LDP control unit 30 identifies the lane defined by the left and right road dividing lines as an approximate curve (center line) of the center coordinate group of the left and right road dividing lines, detects the lateral deviation (y) of the vehicle's center coordinate (center of gravity) relative to the lane, calculates the lateral speed (y') based on the vehicle speed, estimates the yaw angle (γ), and calculates the departure prediction time (TTD) until the side edge of the vehicle reaches the road dividing line from the lateral deviation and the lateral speed. This departure prediction time (TTD) is the activation condition for the lane departure warning and lane departure suppression control (steering assist). In addition, the LDP control unit 30 judges the driver's intention to depart from the lane by referring to the steering angle and turn signal of the vehicle, and excludes the driver from the target of the warning if the driver is intentionally performing a steering operation.

[0021] For example, when the predicted time to departure (TTD) is less than a first threshold value TD1 while no turn signal is detected, the LDP control unit 30 issues a lane departure warning to prompt the driver to perform corrective steering. The lane departure warning is issued by a method of superimposing a vibration warning on the steering wheel via the EPS controller 32, or by a voice or display means via the warning output unit 14. Furthermore, when the driver's corrective steering is insufficient or no corrective steering is performed and the lateral deviation increases and the predicted time to departure (TTD) is less than a second threshold value TD2 that is shorter than the first threshold value TD1, a steering torque in the opposite direction to the lateral deviation is applied via the EPS controller 32, and steering assistance is performed.

[0022] Incidentally, instead of using the departure prediction time (TTD) as the operating condition of the LDP control unit 30 as described above, a threshold value can be set for the lateral deviation of the vehicle's center coordinates (or the amount of departure = the distance from the vehicle to a section line, etc.) and used as the operating condition for the lane departure warning and lane departure suppression control (steering assist).

[0023] (Outline of the emergency reporting system) Next, an overview of the emergency call system will be described with reference to FIG. The emergency call input unit 11 constituting the emergency call system is a manual input means for a vehicle occupant to manually perform an emergency call trigger operation, and is typically installed as a call button on the ceiling of the vehicle compartment. This call button is preferably provided with a cover to prevent erroneous operation, and is configured so that it cannot be operated unless the cover is opened.

[0024] In addition to the above-mentioned report button, the emergency call input unit 11 may also include a button (HMI) set on the instrument panel or touch panel in front of the driver's seat, or may be equipped with voice input from a microphone (13) (which recognizes specific keywords and serves as a trigger input).

[0025] The emergency call control unit 10 is configured as a communication terminal capable of communication connection (data communication, voice call) with an emergency call center 41 via a mobile communication network 40. For example, when an emergency occurs while the vehicle is running, such as when an occupant suddenly falls ill or experiences aggressive driving, if the occupant performs a trigger operation via the emergency call input unit 11, the information is transferred to the emergency call center 41 in the jurisdiction based on the vehicle position information acquired from the GNSS sensor as the vehicle information 12, the operator's communication terminal is called, and the emergency is handled by voice call.

[0026] In addition to the manual reporting described above, when an airbag is deployed (airbag signal is received) due to an accident or when a G-sensor detects a large impact from the rear of the vehicle, these signals are used as trigger inputs to execute an automatic report. In this case, the airbag signal and sensor information are sent together with the location information as vehicle information 12, so that even if the occupant cannot make a voice call, an emergency vehicle or the like can be quickly and accurately dispatched through an operator.

[0027] (AEB / LDP operation mode change during emergency call) As already mentioned, when an emergency call like the one described above is made, it means that some kind of abnormality has occurred inside or outside the vehicle, and the driver has a greater task of judging the situation than under normal circumstances, making him or her more likely to make incorrect judgments or respond (in driving operations, etc.).

[0028] Therefore, the vehicle control system of the present invention is provided with a control map that specifies the operating conditions of the collision warning (emergency brake assist) and collision damage mitigation brake in the AEB control unit 20, and the operating conditions of the lane departure warning and lane departure prevention control (steering assist) in the LDP control unit 30, and includes a normal map (normal mode) that corresponds to when the emergency call is not activated, and a highly safe emergency map (emergency mode) that corresponds to when the emergency call is activated.

[0029] In the initial state of the vehicle, the AEB control unit 20 and the LDP control unit 30 start up in normal mode and a normal map is set for each, and when a trigger operation of the emergency call input unit 11 is executed, the operation mode of the AEB control unit 20 and the LDP control unit 30 is changed to emergency mode by a command from the emergency call control unit 10 and an emergency map is set for each.

[0030] In other words, the threshold value of the collision prediction time (TTC) (first threshold value TC1n), which is the activation condition for the collision warning (emergency brake assist) in the AEB control unit 20 in the normal mode (normal map), and the threshold value of the departure prediction time (TTD) (first threshold value TD1n and second threshold value TD2n), which is the activation condition for the lane departure warning and lane departure prevention control (steering assist) in the LDP control unit 30, are simultaneously changed to the threshold value (first threshold value TC1e) in the AEB control unit 20 in the emergency mode (emergency map) and the threshold value (first threshold value TD1e and second threshold value TD2e) in the LDP control unit 30, respectively.

[0031] Here, the threshold value (first threshold value TC1e) of the collision prediction time (TTC), which is the activation condition for the collision warning (emergency brake assist) in the AEB control unit 20 in the emergency mode (emergency map), is set to a value greater than the threshold value (first threshold value TC1n) in the AEB control unit 20 in the normal mode (normal map).

[0032] In addition, the thresholds (first threshold TD1e and second threshold TD2e) of the departure prediction time (TTD), which are the activation conditions for the lane departure warning and lane departure prevention control (steering assist) in the LDP control unit 30 in the emergency mode (emergency map), are set to values ​​greater than the thresholds (first threshold TD1n and second threshold TD2n) in the LDP control unit 30 in the normal mode (normal map).

[0033] The first threshold value TD1n and the second threshold value TD2n may be the same value. In addition, when the activation condition of the lane departure warning and lane departure suppression control (steering assist) is set as a threshold value of the departure amount (distance from the vehicle to a section line, etc.), a value larger than the threshold value in the normal mode (normal map) is set in the emergency mode (emergency map).

[0034] Therefore, in emergency mode (emergency map), the collision warning (emergency brake assist) in the AEB control unit 20 is activated earlier than in normal mode (normal map), and the lane departure warning and lane departure prevention control (steering assist) in the LDP control unit 30 are activated earlier than in normal mode (normal map).

[0035] Therefore, in a situation where an emergency call is triggered, the driver can respond to the collision warning or lane departure warning with a relatively generous margin, and the delay in response due to an increase in the judgment task can be suppressed, and the possibility of avoiding the collision or lane departure can be increased. In a tense situation where an emergency call is triggered, it is advantageous to advance the timing of the warning or control and prioritize the improvement of overall safety.

[0036] Naturally, in normal mode (normal map), collision warnings, lane departure warnings, and lane departure mitigation control (steering assist) are not activated at times when the driver can avoid an accident by performing the normal braking or steering operations, so the driver is unlikely to feel bothered.

[0037] In addition, the threshold value (second threshold value TC2e) that is the activation condition for the collision mitigation brake (automatic brake) in the emergency mode (emergency map) is the same as the threshold value (second threshold value TC2n) in the normal mode (normal map), while the set deceleration De of the collision mitigation brake (automatic brake) is set to a value greater than the set deceleration Dn in the normal mode (normal map).

[0038] In other words, in the collision damage mitigation brake (automatic brake) by the AEB control unit 20, for example, the timing of full brake activation is not advanced even in emergency mode (emergency map), but by setting a deceleration profile that imparts greater deceleration earlier than in normal mode (normal map) in the initial stage immediately after activation (partial brake), it is expected that the effect of encouraging the driver to apply the brakes more strongly than usual.

[0039] Furthermore, when the collision prediction time (TTC) becomes less than the first threshold value TC1e even in the emergency mode (emergency map), the AEB control unit 20 issues a collision warning and executes brake assist to increase the braking force applied by the brake system in response to the driver's brake pedal force, but the amount of increase can also be set to a value greater than the amount of increase in the normal mode (normal map).

[0040] In addition, the lane departure prevention control (steering assist) in the LDP control unit 30 can be operated at an earlier timing than in the normal mode (normal map) to provide a smaller steering assist amount (steering assist torque) than in the normal mode (normal map).

[0041] In addition, since there are individual differences in driving functions such as reactions to warnings and their reflection in driving operations, and there are also individual differences in appropriate warning timing, the timing of collision warnings and lane departure warnings may be configured so that the driver can preset them. For example, if a relatively early timing or late timing can be selected in addition to the standard setting, in these three-stage control maps, a control map (emergency map) with an earlier timing (e.g., "early") may be automatically set in emergency mode compared to the preset control map (e.g., "standard"), or in addition to the three-stage control maps, a fourth control map with an earlier timing may be provided as an emergency map, and the fourth control map (emergency map) may be automatically set in emergency mode.

[0042] (AEB / LDP operation mode control flow in cooperation with the emergency call system) Next, an embodiment of the AEB / LDP operation mode control in cooperation with the above-mentioned emergency call system will be described with reference to the flowchart of FIG.

[0043] First, when a vehicle equipped with the control system according to the present invention is started, the ADAS system including the AEB system, the LDP system, and the emergency call system is turned on (operable). At this time, the AEB system and the LDP system are turned on in normal mode, and the normal map is applied to each system (AEB control unit 20, LDP control unit 30) as an operating condition (step 101).

[0044] If an emergency occurs while the vehicle is traveling, such as when an occupant suddenly falls ill or when the vehicle is subjected to aggressive driving, the emergency call input unit 11 in the vehicle cabin is triggered and an emergency call is activated (step 102; YES), the vehicle is connected to the emergency call center 41 via the mobile communication network 40, and the vehicle information 12 is transferred to the emergency call center 41 in the jurisdiction based on the vehicle position information obtained from the GNSS sensor, and the operator's communication terminal is called.

[0045] In parallel with the above, it is confirmed whether the AEB system (including ESC) and the LDP system are in the off state (disabled state), and if the AEB system (including ESC) and the LDP system are both in the on state (operable state) (step 103; NO), the operation mode of the AEB system and the LDP system is set to the emergency mode (step 105).

[0046] On the other hand, if any of the AEB system, ESC, or LDP system is in the off state (step 103; YES), the AEB system (including the ESC) and / or the LDP system is set to the on state (operable state) (step 104), and the operation mode of the AEB system and the LDP system is set to the emergency mode (step 105).

[0047] The AEB system and LDP system are equipped with deactivation switches, but when these systems are deactivated, their respective functions cannot be used, so they are forcibly turned on when an emergency call is activated.

[0048] In addition, since the AEB system operates based on ESC (Electric Stability Control), when the AEB system is turned on, the ESC including the traction control is also turned on. The ESC is equipped with a deactivation switch in case the vehicle gets stuck on rough or icy roads, and if the ESC is left deactivated, the AEB system will not operate, so the ESC must also be turned on.

[0049] Other functions that make up the ADAS system, such as ACC (adaptive cruise control), are convenience functions rather than safety functions, so their on / off state does not change even when an emergency call is activated; if they were off when the emergency call was activated, they will remain off.

[0050] Although several embodiments of the present invention have been described above, it should be noted that the present invention is not limited to the above-described embodiments, and various modifications and variations are possible within the scope of the present invention based on the technical concept of the present invention. [Explanation of symbols]

[0051] 10 Emergency call control section 11 Emergency call input section 12 Vehicle Information 13 Speaker / Microphone 14 Alarm output section 20 AEB control unit 21 Forward detection means 22 Brake controller 30 LDP Control Section 32 EPS Controller 40 Mobile communication network 41 Emergency Call Center

Claims

1. An emergency call function that executes an emergency call to an emergency call center by a trigger operation of an occupant; A driving assistance function that assists at least one driving operation based on detection information from a forward detection means, A vehicle control system configured to change an operation mode of the driving assistance function from a normal mode to an emergency mode if the driving assistance function is in an operable state when the trigger operation of the emergency call function is executed, wherein the emergency mode is a setting in which the conditions for executing at least one control of the driving assistance function are set to a higher degree of safety than the normal mode.

2. An emergency call function that executes an emergency call to an emergency call center by a trigger operation of an occupant; A driving assistance function that assists at least one driving operation based on detection information from a forward detection means, A vehicle control system, characterized in that, when the trigger operation of the emergency call function is executed, if the driving assistance function is in a deactivated state, the driving assistance function is made operable.

3. 3. The vehicle control system according to claim 2, further comprising: a control unit for controlling a vehicle in a state where the driving assistance function is in a deactivated state when the trigger operation of the emergency call function is executed; a control unit for controlling a vehicle in a state where the driving assistance function is in an activated state and an operation mode of the driving assistance function is in an emergency mode; and a control unit for controlling a vehicle in a state where the driving assistance function is in an activated state and an operation mode of the driving assistance function is in an emergency mode, wherein a condition for executing at least one control of the driving assistance function is set to a safer state than that of the normal mode.

4. the driving assistance function includes a collision warning function that issues a collision warning when a predicted time for a collision with an obstacle calculated based on detection information from the forward detection means and a vehicle speed becomes less than a first threshold, and a collision damage mitigation brake function that activates an automatic brake when the predicted time for a collision becomes less than a second threshold that is shorter than the first threshold, 4. The vehicle control system according to claim 1, wherein the first threshold or the second threshold in the emergency mode is greater than that in the normal mode.

5. The driving assistance function includes a lane departure warning function that issues an alarm when it is determined that there is a possibility of deviation from the lane, and a lane departure prevention assistance function that executes steering assistance in a direction opposite to the deviation direction when it is determined that there is a possibility of deviation from the lane, 4. The vehicle control system according to claim 1, wherein the timing for determining the possibility of departure is earlier in the emergency mode than in the normal mode.

6. 5. The vehicle control system according to claim 4, wherein the set deceleration rate of the automatic brake in the emergency mode is greater than that in the normal mode.

Images