Controller of vehicle

Abstract

To provide a controller of a vehicle which effectively decreases generation risk of secondary damage caused by cancellation of stop holding.SOLUTION: A controller of a vehicle comprises: an automatic brake control part 110 which executes automatic brake control that applies brake force to an own vehicle SV so that the own vehicle SV is automatically stopped; a stop holding control part 120 which executes stop holding control that applies brake force to the own vehicle SV being in a stop state by the automatic brake control part 110 so that the own vehicle SV is held to be the stop state; and a stop holding release control part 130 which ends, when the stop holding control is performed and when a stop holding release condition is satisfied, the stop holding control to release the stop holding state of the own vehicle SV. The controller of the vehicle includes: a driver situation acquisition part 100 that acquires a driver situation of the own vehicle SV. The stop holding release control part 130 changes the stop holding release condition according to the driver situation acquired by the driver situation acquisition part 100.SELECTED DRAWING: Figure 3

Description

Technical Field

[0001] The present disclosure relates to a control device for a vehicle.

Background Art

[0002] For example, Patent Document 1 discloses an apparatus that performs stop holding control for stopping a vehicle by an automatic brake and holding the stopped vehicle in a stopped state, and terminates the stop holding control and releases the stop holding state of the vehicle when a predetermined time has elapsed since the start of the stop holding control.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

[0004] When the stop holding control is uniformly terminated due to the elapse of a predetermined time since the start of the stop holding control, there is a risk of secondary damage occurring due to the release of the stop holding when the driver of the vehicle has not appropriately grasped the surrounding information.

[0005] The present disclosure has been made to solve the above problems. That is, one of the objects of the present disclosure is to effectively reduce the risk of secondary damage caused by the release of stop holding.

[0006] The vehicle control device of the present disclosure includes: an automatic brake means for performing automatic brake control to apply a braking force to the host vehicle and automatically stop the host vehicle when it is determined that a predetermined automatic stop condition is satisfied; a stop holding means for performing stop holding control to apply a braking force to the host vehicle so that the host vehicle stopped by the automatic brake means does not move forward or backward, thereby holding the host vehicle in a stopped state; When the stop holding control is being performed by the stop holding means, there is provided a stop holding release means for ending the stop holding control and releasing the stop holding state of the host vehicle when a predetermined stop holding release condition is satisfied, in a control device for a vehicle. There is provided a driver situation acquisition means for acquiring a driver situation which is a situation of a driver of the host vehicle. The stop holding release means changes the stop holding release condition according to the driver situation acquired by the driver situation acquisition means.

Brief Description of Drawings

[0007]

Figure 1

Figure 2

Figure 3

Embodiments for Carrying Out the Invention

[0008] Hereinafter, a control device for a vehicle according to the present embodiment will be described with reference to the drawings.

[0009] [Hardware Configuration] FIG. 1 is a schematic diagram showing a hardware configuration of a vehicle SV according to the present embodiment. Hereinafter, when it is necessary to distinguish the vehicle SV from other vehicles or the like, it may also be referred to as the host vehicle.

[0010] The vehicle SV has an ECU (Electronic Control Unit) 10. The ECU 10 includes a CPU (Central Processing Unit) 11, a ROM (Read Only Memory) 12, a RAM (Random Access Memory) 13, an interface device 14, and the like. The CPU 11 is a processor that executes various programs stored in the ROM 12. The ROM 12 is a non-volatile memory that stores data and the like necessary for the CPU 11 to execute various programs. The RAM 13 is a volatile memory that provides a working area for various programs to be developed when executed by the CPU 11. The interface device 14 is a communication device for communicating with an external device.

[0011] The ECU 10 is a central device that performs driving assistance such as collision avoidance control (Pre-Crash Safety Control: hereinafter, PCS control). Driving assistance is a concept that includes autonomous driving. The following devices are communicably connected to the ECU 10: an internal sensor device 20, an external sensor device 30, a drive device 40, a steering device 41, a brake device 50, a driver monitor device 60, an HMI (Human Machine Interface) 90, and the like.

[0012] The internal sensor device 20 is a set of sensors that acquires the state of the vehicle SV. The internal sensor device 20 includes a vehicle speed sensor 21, an accelerator sensor 22, a brake sensor 23, a steering angle sensor 24, a steering torque sensor 25, a yaw rate sensor 26, and the like.

[0013] The vehicle speed sensor 21 detects the traveling speed (vehicle speed V) of the vehicle SV. The accelerator sensor 22 detects the operation amount of an accelerator pedal (not shown) by the driver. The brake sensor 23 detects the operation amount of a brake pedal (not shown) by the driver. The steering angle sensor 24 detects the rotation angle (steering angle) of a steering wheel or a steering shaft (not shown). The steering torque sensor 25 detects the rotational torque (steering torque) of a steering wheel or a steering shaft (not shown). The yaw rate sensor 26 detects the yaw rate of the vehicle SV. The in-vehicle sensor device 20 transmits the state of the vehicle SV detected by each of the sensors 21 to 26 to the ECU 10 at a predetermined cycle.

[0014] The external sensor device 30 is sensors that recognize target information regarding targets around the vehicle SV. The external sensor device 30 includes a radar sensor 31, a camera sensor 32, and the like. Here, examples of the target information include surrounding vehicles, white lines on the road, signs, and the like.

[0015] The radar sensor 31 detects targets existing around the vehicle SV. The radar sensor 31 includes a millimeter-wave radar and / or a lidar. The millimeter-wave radar emits radio waves in the millimeter-wave band and receives the millimeter waves reflected by targets existing within the radiation range. The millimeter-wave radar acquires the relative distance, relative speed, etc. between the vehicle SV and the target based on the phase difference between the transmitted millimeter waves and the received reflected waves, the attenuation level of the reflected waves, the time from transmitting the millimeter waves to receiving the reflected waves, and the like. The lidar sequentially scans pulsed laser light having a shorter wavelength than millimeter waves in a plurality of directions, and receives the reflected light reflected by the target, thereby acquiring the shape of the target detected in front of the vehicle SV, the relative distance, relative speed, etc. between the vehicle SV and the target.

[0016] The camera sensor 32 captures the surroundings of the vehicle SV and obtains target information around the vehicle SV by processing the captured image data. As the camera sensor 32, for example, a digital camera having an image sensor such as a CMOS or a CCD can be used. The target information is information representing the type of the target detected around the vehicle SV, the relative distance between the vehicle SV and the target, the relative speed, and the like. The type of the target may be recognized by machine learning such as pattern matching, for example.

[0017] The external sensor device 30 repeatedly transmits the acquired target information to the ECU 10 every time a predetermined time elapses. Note that the external sensor device 30 does not necessarily have to include both the radar sensor 31 and the camera sensor 32, and may include, for example, only the radar sensor 31 or only the camera sensor 32.

[0018] The drive device 40 generates a driving force transmitted to the drive wheels of the vehicle SV. Examples of the drive device 40 include an electric motor and an engine. The vehicle SV may be any of a hybrid vehicle, a plug-in hybrid vehicle, a fuel cell vehicle, an electric vehicle, and an engine vehicle. The steering device 41 applies a steering force to the wheels of the vehicle SV.

[0019] The brake device 50 is, for example, a disc type brake device and applies a braking force to the wheels of the vehicle SV. The brake device 50 includes a brake actuator 51, a brake mechanism 52, and the like. The brake actuator 51 is provided in a hydraulic circuit between a master cylinder (not shown) that pressurizes hydraulic oil by the stepping force of the brake pedal and the brake mechanism 52. The brake mechanism 52 includes a brake disk 53 fixed to the wheel and a brake caliper 54 fixed to the vehicle body. The brake actuator 51 adjusts the hydraulic pressure supplied to the wheel cylinder built in the brake caliper 54 in response to an instruction from the ECU 10 and operates the wheel cylinder by the hydraulic pressure. Thereby, the brake actuator 51 presses the brake pads against the brake disk 53 to generate a frictional braking force. Note that the brake device 50 may be a drum type brake device or the like.

[0020] The driver monitoring device 60 is a device that acquires the state of the driver of the vehicle SV, and includes, for example, a driver camera 61. The driver camera 61 mainly images the driver's face, and detects the orientation of the driver's face, the line-of-sight direction, the eye-opening state, etc. from the captured face image. The driver monitoring device 60 transmits the driver's state (hereinafter, driver state information) acquired based on the detection result of the driver camera 61 to the ECU 10 at a predetermined cycle. Note that the driver monitoring device 60 is not limited to only the driver camera 61, and may include other sensors capable of acquiring driver state information, such as a physiological measurement device that detects the driver's heart rate and pulse rate, a seating sensor that detects the driver's seating, etc.

[0021] The HMI 90 is an interface for inputting and outputting information between the ECU 10 and the driver, and includes an input device and an output device. Examples of the input device include a touch panel, a switch, a voice pickup microphone, etc. Examples of the output device include a display device 91, a speaker 92, etc. The display device 91 is, for example, a center display, a multi-information display, a head-up display, etc. The speaker 92 is, for example, a speaker of an audio system or a navigation system.

[0022] [Software Configuration] FIG. 2 is a schematic diagram showing the software configuration of the control device according to the present embodiment.

[0023] As shown in FIG. 2, the ECU 10 includes functional elements such as a driver situation determination unit 100, a PCS control unit 110, a stop hold control unit 120, and a stop hold release control unit 130. These functional elements 100 to 130 are realized by the CPU 11 of the ECU 10 reading the program stored in the ROM 12 into the RAM 13 and executing it. Note that all or part of the functional elements 100 to 130 can also be provided in another ECU separate from the ECU 10, or an information processing device of a facility (such as a management center) capable of communicating with the vehicle SV.

[0024] Based on the driver status information transmitted from the driver monitoring device 60, the driver status determination unit 100 determines whether the driver is in an abnormal state where the vehicle SV cannot be normally driven due to looking aside, dozing off, confusion (panic), etc. Based on the driver status information transmitted from the driver monitoring device 60, the driver status determination unit 100 acquires, for example, the driver's line of sight direction and eye opening state. When the state where the driver's line of sight direction deviates from a predetermined range including the front of the vehicle SV or the state where the driver's eyes are closed continues for a predetermined time, the driver status determination unit 100 determines that the driver is in an abnormal state. When the driver status determination unit 100 determines that the driver is in an abnormal state, it transmits a "driver abnormal signal" indicating that the driver is in an abnormal state to the stop hold release control unit 130 described later.

[0025] The PCS control unit 110 executes PCS control to avoid a collision between the host vehicle SV and a preceding object or reduce the damage caused by the collision. Based on the object information transmitted from the external sensor device 40, the PCS control unit 110 acquires the coordinate information of an object existing in front of the host vehicle SV. Further, the PCS control unit 110 calculates the turning radius of the host vehicle SV based on the detection results of the vehicle speed sensor 21, the steering angle sensor 24, and the yaw rate sensor 26, and calculates the trajectory of the host vehicle SV based on this turning radius. The PCS control unit 110 determines whether a moving object and a stationary object in front of the host vehicle SV are obstacles that may collide with the host vehicle SV. When the object is a moving object, the PCS control unit 110 calculates the trajectory of the moving object based on the coordinate information of the moving object, and determines the moving object as an obstacle when the trajectory of the moving object intersects with the trajectory of the host vehicle SV. Also, when the object is a stationary object, the PCS control unit 110 determines the stationary object as an obstacle when the trajectory of the host vehicle SV intersects with the current position of the stationary object.

[0026] When the PCS control unit 110 determines that an object is an obstacle, it calculates the time to collision (hereinafter referred to as TTC) until the host vehicle SV collides with the obstacle based on the distance L from the host vehicle SV to the obstacle and the relative speed Vr of the host vehicle SV with respect to the obstacle. TTC is an index value indicating the possibility of the host vehicle SV colliding with the obstacle. TTC can be obtained by dividing the distance L from the host vehicle SV to the obstacle by the relative speed Vr (TTC = L / Vr). When TTC is equal to or less than a predetermined determination threshold value, the PCS control unit 110 determines that the possibility of the host vehicle SV colliding with the obstacle is high. When the PCS control unit 110 determines that the possibility of collision is high, it executes an alarm by the speaker 92 and / or the display device 91 and also executes automatic brake control. The automatic brake control is control for decelerating the host vehicle SV so that the deceleration of the host vehicle SV matches a predetermined target deceleration by controlling the operation of the brake actuator 51. Thereby, the host vehicle SV can be forcibly decelerated without requiring the driver to operate the brake pedal.

[0027] When the host vehicle SV stops due to the automatic brake control by the PCS control unit 110, the stop holding control unit 120 controls the operation of the brake actuator 51 so that the host vehicle SV is held in a stopped state (so that the host vehicle SV does not move forward or backward). When the stop holding control unit 120 confirms that the vehicle SV has stopped due to the automatic brake control, it controls the operation of the brake actuator 51 to supply the hydraulic pressure set for stop holding to the wheel cylinder of the brake mechanism 52. Thereby, the stopped state of the host vehicle SV is maintained. Hereinafter, holding the stopped state of the host vehicle SV is referred to as stop holding, and the braking force control for holding the stopped state of the host vehicle SV is referred to as stop holding control.

[0028] The stop-hold release control unit 130 determines whether a preset release condition is satisfied. When the release condition is satisfied, the stop-hold release control unit 130 terminates the control of the brake actuator 51 for stop-hold by the stop-hold control unit 120. The release condition for stop-hold is satisfied, for example, when the duration T of the stop-hold control reaches a predetermined set time Tref1. The set time Tref1 is not particularly limited, but is, for example, several seconds. When the release condition for stop-hold is satisfied, the stop-hold release control unit 130 terminates the stop-hold control, thereby releasing the stop-hold of the host vehicle SV.

[0029] Here, if the release condition for stop-hold is satisfied, that is, if the duration T of the stop-hold control reaches the set time Tref1 and the stop-hold control is terminated uniformly, there is a risk of secondary damage when the driver of the host vehicle SV is in an abnormal state where the driver cannot appropriately grasp the surrounding information. When the stop-hold release control unit 130 receives a driver abnormality signal from the driver status determination unit 100, the stop-hold release control unit 130 makes it difficult for the release condition for stop-hold to be satisfied. Specifically, when the stop-hold release control unit 130 receives a driver abnormality signal from the driver status determination unit 100, the stop-hold release control unit 130 changes the release condition for stop-hold by making the set time Tref1 longer by a predetermined time. Hereinafter, the changed set time is referred to as the changed set time Tref2. As a result, when an abnormality occurs in the driver, the continuous execution time of the stop-hold control is extended, and the risk of secondary damage can be effectively reduced.

[0030] FIG. 3 is a flowchart for explaining the stop-hold control executed by the CPU 11 of the ECU 10 and the release process of the stop-hold control. The routine shown in FIG. 3 starts when the automatic brake control by the PCS control is executed.

[0031] In step S100, the ECU 10 determines whether the vehicle SV has stopped by the automatic brake control of the PCS control. If the vehicle SV has stopped (Yes), the ECU 10 proceeds to the process of step S110. On the other hand, if the vehicle SV has not stopped (No), the ECU 10 repeats the determination in step S100.

[0032] In step S110, the ECU 10 controls the operation of the brake actuator 51 and executes stop holding control to keep the vehicle SV in a stopped state. Next, in step S120, the ECU 10 determines whether the driver is in an abnormal state where the vehicle SV cannot be normally driven. If the driver is in an abnormal state (Yes), the ECU 10 proceeds to the process of step S130. On the other hand, if the driver is not in an abnormal state (No), the ECU 10 proceeds to the process of step S150.

[0033] In step S150, the ECU 10 determines whether the elapsed time T during which the stop holding control is being executed has reached the set time Tref1. If the elapsed time T has reached the set time Tref1 (Yes), the ECU 10 proceeds to the process of step S170. On the other hand, if the elapsed time T has not reached the set time Tref1 (No), the ECU 10 repeats the determination in step S150.

[0034] When proceeding from step S120 to the process of step S130, the ECU 10 sets the modified set time Tref2 by making the set time Tref1 longer by a predetermined time. Next, in step S140, the ECU 10 determines whether the elapsed time T during which the stop holding control is being executed has reached the modified set time Tref2. If the elapsed time T has reached the modified set time Tref2 (Yes), the ECU 10 proceeds to the process of step S170. On the other hand, if the elapsed time T has not reached the modified set time Tref2 (No), the ECU 10 repeats the determination in step S140.

[0035] In step S170, the ECU 10 releases the stop holding of the vehicle SV by ending the stop holding control, and then returns from this routine.

[0036] As described above, the vehicle control device according to the present embodiment has been explained. However, the present disclosure is not limited to the above embodiment, and various modifications are possible without departing from the object of the present disclosure. For example, in the above embodiment, the automatic brake control of the PCS control has been described as an example. However, the technology of the present disclosure can also be applied to the release of the stop holding control that operates when the vehicle SV stops by the automatic brake control other than the PCS control. Further, the technology of the present disclosure can also be applied to an automated vehicle that automatically performs part or all of the driving operations.

Claims

1. Automatic braking means for performing automatic braking control to apply braking force to the host vehicle to automatically stop the host vehicle when it is determined that a predetermined automatic stop condition is satisfied; Stop holding means for performing stop holding control to apply braking force to the host vehicle so that the host vehicle in a stopped state by the automatic braking means does not move forward or backward, thereby holding the host vehicle in a stopped state; In a vehicle control device including stop holding release means for ending the stop holding control and releasing the stop holding state of the host vehicle when a predetermined stop holding release condition is satisfied when the stop holding control is being performed by the stop holding means, Driver status acquisition means for acquiring a driver status which is a status of a driver of the host vehicle is provided, The stop holding release means changes the stop holding release condition according to the driver status acquired by the driver status acquisition means Vehicle control device.

2. The vehicle control device according to claim 1, When the stop holding release means acquires, by the driver status acquisition means, that the driver is in an abnormal state in which the host vehicle cannot be normally driven, the stop holding release means makes it more difficult for the stop holding release condition to be satisfied than when the abnormal state is not acquired. Vehicle control device.

3. The vehicle control device according to claim 2, The stop holding release condition is satisfied when the duration of the stop holding control reaches a predetermined time, When the stop holding release means acquires the abnormal state by the driver status acquisition means, the stop holding release means makes it more difficult for the stop holding release condition to be satisfied by making the predetermined time longer than when the abnormal state is not acquired. Vehicle control device.

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