Simulated collision damage reduction device

Abstract

To provide a simulated collision damage reduction device by which issuance of an alarm and automatic brake by collision damage reduction control are conveniently, safely and simulatively experienced.SOLUTION: A simulated collision damage reduction device 100 for a vehicle comprises: obstacle detection devices 12, 14 which detect an obstacle in front of a vehicle 60; and a control unit 10 which performs at least one of issuance of an alarm and automatic brake by collision damage reduction control when it is determined that there is a possibility that the vehicle collides with the obstacle detected by the obstacle detection device, wherein the control unit 10 is constituted to perform at least one of the issuance of the alarm and the automatic brake by simulated collision damage reduction control for simulating the issuance of the alarm and the automatic control by the collision damage reduction control when a switch 18 is operated by a driver in a situation set to allow the simulated collision damage reduction control by a service tool 58.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to a simulated collision damage reduction device for vehicles such as automobiles.

Background Art

[0002] For example, as described in Patent Document 1 below, a collision damage reduction device that executes collision damage reduction control is known. When an obstacle is detected in front of the host vehicle and it is determined that the host vehicle may collide with the obstacle, the collision damage reduction device issues an alarm and reduces the damage caused by the host vehicle colliding with the obstacle by automatic braking, or avoids the collision.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

[0004] 〔Problems to be Solved by the Invention〕 Even if a collision damage reduction device is mounted on a vehicle, if there is no possibility that the vehicle will collide with an obstacle during the running of the vehicle, the alarm issuance and automatic braking by the collision damage reduction control are not performed. Therefore, in order to experience the alarm issuance and automatic braking by the collision damage reduction control, it is necessary to move a dummy obstacle in front of the running vehicle, and the vehicle must be run on a large site to ensure safety. Therefore, it is difficult to simply and safely experience the alarm issuance and automatic braking.

[0005] The present invention provides a simulated collision damage reduction device that can simply and safely simulate the alarm issuance and automatic braking by the collision damage reduction control without requiring a dummy obstacle or a large site.

[0006] 〔Means for Solving the Problems and Effects of the Invention〕 According to the present invention, there is provided a simulated collision damage reduction device (100) for a vehicle, comprising an obstacle detection device (camera sensor 12, radar sensor 14) that detects an obstacle in front of the vehicle (60), and a control unit (driving support ECU 1010) that, when it is determined that there is a risk of the vehicle colliding with the obstacle detected by the obstacle detection device, performs at least one of issuing an alarm and automatic braking by collision damage reduction control.

[0007] When the switch (18) is operated by the driver (S30) in a situation where the simulated collision damage reduction control is set to be possible by the service tool (58), the control unit (driving support ECU 1010) Without determining whether there is a risk of the vehicle colliding with an obstacle, is configured to perform at least one of issuing an alarm and automatic braking by simulated collision damage reduction control that simulates at least one of issuing an alarm and automatic braking by collision damage reduction control respectively (S70).

[0008] According to the above configuration, the occupant can Without determining whether there is a risk of the vehicle colliding with an obstacle, experience the issuing of an alarm and automatic braking by simulated collision damage reduction control as a simulation of collision damage reduction control. Also, Since it is not determined whether there is a risk of the vehicle colliding with an obstacle, it is not necessary to move a dummy obstacle in front of the vehicle or drive the vehicle in a large site, Well, therefore and the occupant can experience the issuing of an alarm and automatic braking simply and safely.

[0009] In the above description, for the purpose of assisting the understanding of the present invention, the names and reference numerals used in the embodiments corresponding to the embodiments to be described later are attached in parentheses to the configuration of the invention. However, each component of the present invention is not limited to the components of the embodiments corresponding to the names and reference numerals attached in parentheses.

Brief Description of the Drawings

[0010]

Figure 1

Figure 2

Best Mode for Carrying Out the Invention

[0011] With reference to the attached drawings below, a simulated collision damage reduction device according to an embodiment of the present invention will be described in detail.

[0012] As shown in FIG. 1, a simulated collision damage reduction device 100 according to an embodiment is applied to a vehicle 60 and includes a driving support ECU 10. The vehicle 60 may be an autonomous vehicle and includes a drive ECU 20, a brake ECU 30, and a meter ECU 40. Collision damage reduction control is generally called PCS control (pre-crash safety control). Therefore, collision damage reduction control is referred to as PCS control, and simulated collision damage reduction control is referred to as simulated PCS control. Also, in order to distinguish the vehicle 60 from other vehicles such as a preceding vehicle, it is referred to as the host vehicle as necessary.

[0013] Each ECU is an electronic control device (Electronic Control Unit) having a microcomputer as a main part, and is connected to be able to transmit and receive information to and from each other via a CAN (Controller Area Network) 52. The microcomputer of each ECU includes a CPU, a ROM, a RAM, a non-volatile memory, an interface, and the like. The CPU is configured to realize various functions by executing instructions (programs, routines) stored in the ROM. Some or all of these ECUs may be integrated into one ECU.

[0014] As will be described in detail later, the ROM of the driving support ECU 10 stores a simulated PSC control program corresponding to the flowchart shown in FIG. 2, and the CPU executes simulated PSC control according to the program. As will be described in detail later, the CPU determines whether or not a predetermined execution condition for the simulated PSC control is satisfied, and when it is determined that the predetermined execution condition is satisfied, issues an alarm and performs automatic braking by the simulated PSC control.

[0015] Note that the ROM of the driving support ECU 10 stores a PCS control program not shown in the figure, and the CPU executes well-known PCS control according to the program. That is, when an obstacle is detected in front of the host vehicle 60 and it is determined that there is a risk of collision, the CPU of the driving support ECU 10 issues an alarm by the alarm device 54, reduces the damage caused by the host vehicle colliding with the obstacle by automatic braking, or avoids the collision.

[0016] As shown in FIG. 1, a camera sensor 12, a radar sensor 14, a vehicle speed sensor 16, a switch 18, and an alarm device 54 are connected to the driving support ECU 10. Note that at least one of the camera sensor 12, the radar sensor 14, the vehicle speed sensor 16, the switch 18, and the alarm device 54 may be connected to the CAN 52.

[0017] The camera sensor 12 analyzes the image data obtained by shooting and recognizes targets such as the white line on the road, the preceding other vehicle, and the stopped other vehicle. Further, the camera sensor 12 supplies information about the recognized target to the driving support ECU 10 every predetermined time.

[0018] The radar sensor 14 emits radio waves in the millimeter wave band (hereinafter referred to as "millimeter waves"), and receives the millimeter waves (i.e., reflected waves) reflected by a three-dimensional object (e.g., another vehicle). Further, the radar sensor 14 is based on the phase difference between the transmitted millimeter wave and the received reflected wave, the attenuation level of the reflected wave, and the time from the transmission of the millimeter wave to the reception of the reflected wave, etc., and supplies information representing the distance between the host vehicle and the three-dimensional object, the relative speed between the host vehicle and the three-dimensional object, and the relative position (direction) of the three-dimensional object with respect to the host vehicle to the driving support ECU 10 every predetermined time.

[0019] The driving support ECU 10 synthesizes the target information supplied from the camera sensor 12 and the three-dimensional object information supplied from the radar sensor 14 to obtain highly accurate three-dimensional object information. Therefore, the camera sensor 12 and the radar sensor 14 function as an obstacle detection device for detecting obstacles in front of the vehicle 12. Note that LiDAR (Light Detection And Ranging) may be used instead of the radar sensor 14.

[0020] The vehicle speed sensor 16 detects the vehicle speed V by detecting the wheel speeds of the respective wheels of the vehicle 60, and supplies a signal indicating the vehicle speed V to the driving support ECU 10. The switch 18 is provided at a position operated by the driver, and is switched on when the driver wishes to issue an alarm and start automatic braking by simulated PSC control, as will be described later. Note that the switch 18 may be a switch for turning on a headlight (not shown in the figure) to high beam, and may be turned on by pulling a headlight switch lever (not shown in the figure) forward.

[0021] The drive ECU 20 is connected to an accelerator opening sensor 22 and a drive device 24 that generates the driving force of the vehicle 60. The accelerator opening sensor 22 detects the depression amount of the accelerator pedal (not shown) by the driver, that is, the accelerator opening Acc indicating the driver's driving operation amount, and supplies a signal indicating the accelerator opening Acc to the drive ECU 20. The drive ECU 20 normally controls the drive device so that the driving force generated by the drive device 22 changes according to the accelerator opening Acc, and when receiving a command signal from the driving support ECU 10, controls the drive device 22 based on the command signal. Note that the drive device 24 may be any known drive device in the art.

[0022] The braking ECU 30 is connected to a pressure sensor 32 and a braking device 34 that generates the braking force of the vehicle 60. The pressure sensor 32 detects the master cylinder pressure Pm indicating the amount of the driver's braking operation, and supplies a signal indicating the master cylinder pressure Pm to the braking ECU 30. The braking ECU 30 calculates the target deceleration of the vehicle 60 based on the master cylinder pressure Pm detected by the pressure sensor 32, and controls the braking device 34 so that the deceleration of the vehicle becomes the target deceleration. Further, when the braking ECU 30 receives a braking command of PCS control or simulated PCS control from the driving support ECU 10, it performs automatic braking by controlling the braking device 34 so that the vehicle 60 decelerates at the required deceleration included in the braking command.

[0023] A display 42 is connected to the meter ECU 40. When a braking command of PCS control or simulated PSC control is output from the driving support ECU 10, the meter ECU 40 displays on the display 42 that an alarm and automatic braking by PCS control or simulated PSC control are being executed, respectively. The display 42 is, for example, a head-up display or a multi-information display on which meters and various types of information are displayed.

[0024] The warning device 54 is activated when the driving support ECU 10 determines that the vehicle 60 may collide with an obstacle, and issues a warning indicating that the vehicle may collide with an obstacle as a warning by PCS control. Further, the warning device 54 issues a warning indicating that the vehicle is rapidly decelerated by automatic braking as a warning by simulated PSC control. The warning device 54 may be any of a warning device that emits a visual warning such as a warning lamp, a warning device that emits an auditory warning such as a warning buzzer, and a warning device that emits a tactile warning such as vibration of the seat, or any combination thereof.

[0025] As shown in FIG. 1, a connector 56 is connected to the CAN 52, and the connector 56 can be connected by a cable to a service tool 58 provided at a vehicle dealership or the like. The service tool 58 can access various devices such as the driving support ECU 10 to perform vehicle maintenance and inspections, collect information, update programs, etc. In particular, in the embodiment, the service tool 58 accesses the driving support ECU 10 to set whether simulated PSC control is possible. For example, when the driver of the vehicle 60 desires simulated PSC control, the simulated PSC control is switched and set to be enabled.

[0026] <Simulated PSC control routine> Next, the simulated PSC control routine in the embodiment will be described with reference to the flowchart shown in FIG. 2. The simulated PSC control according to the flowchart shown in FIG. 2 is repeatedly executed by the CPU of the driving support ECU 10 at predetermined time intervals when the simulated PSC control is set to be enabled by the service tool 58 and an ignition switch (not shown in FIG. 1) is on. Note that at the start of the simulated PSC control, the flag F is initialized to 0.

[0027] First, in step S10, the CPU determines whether the flag F is 1, that is, whether an alarm is issued and automatic braking is executed by the simulated PSC control. When the CPU makes an affirmative determination, it advances the simulated PSC control to step S50, and when it makes a negative determination, it advances the simulated PSC control to step S20.

[0028] In step S20, the CPU determines whether the vehicle speed V is within a predetermined range that is equal to or higher than the minimum reference value Vmin and equal to or lower than the maximum reference value Vmax. When the CPU makes a negative determination, it terminates the simulated PSC control once, and when it makes an affirmative determination, it advances the simulated PSC control to step S30. The minimum reference value Vmin may be a constant of, for example, 5 km / h, and the maximum reference value Vmax may be a constant of, for example, 20 km / h.

[0029] In step S30, the CPU determines whether switch 18 is on, that is, whether the driver desires simulated PSC control. When the CPU makes a negative determination, it temporarily ends the simulated PSC control. When the CPU makes an affirmative determination, it sets flag F to 1 in step S40, and then advances the simulated PSC control to step S70.

[0030] In step S50, the CPU determines whether a predetermined time (positive constant), such as 5 seconds, has elapsed since the start of alarm generation and automatic braking by the simulated PSC control in step 70 described below. When the CPU makes an affirmative determination, it advances the simulated PSC control to step S80. When the CPU makes a negative determination, it advances the simulated PSC control to step S60.

[0031] In step S60, the CPU determines whether the driver desires to perform a braking operation and brake the vehicle by determining whether, for example, the master cylinder pressure Pm is equal to or greater than a reference value Pmc (positive constant) for braking operation determination. When the CPU makes an affirmative determination, it advances the simulated PSC control to step S80. When the CPU makes a negative determination, it advances the simulated PSC control to step S70.

[0032] In step S70, the CPU executes alarm generation and automatic braking by the simulated PSC control that simulates alarm generation and automatic braking by the PSC control respectively. That is, the CPU displays on the display 42 that alarm generation and automatic braking by the simulated PSC control are being executed, and activates the alarm device 54 to issue an alarm indicating that the vehicle is rapidly decelerated by automatic braking by the simulated PSC control. Further, the CPU controls the braking device 34 so that the vehicle 60 decelerates at a preset predetermined required deceleration by outputting a braking command of the simulated PCS control to the braking ECU 30, and automatically brakes the vehicle.

[0033] Note that the alarm and the automatic braking may not start simultaneously. Instead, the alarm may be issued first, and the automatic braking may start after a predetermined delay time. The alarm and the automatic braking may start when a predetermined waiting time has elapsed after the switch 18 is turned on. Also, either the display of the display 42 or the operation of the alarm device 54 may be omitted, and either the issuance of the alarm or the automatic braking may be omitted. Furthermore, at least one of a predetermined time, a predetermined required deceleration, and a predetermined waiting time may be variably set by the service tool 58.

[0034] In step S80, the CPU ends the alarm issuance and automatic braking by the simulated PSC control executed in step S70. That is, the CPU ends the display of the display 42, the operation of the alarm device 54, and the automatic braking of the vehicle by the braking device 34. Further, the CPU resets the flag F to 0.

[0035] As can be understood from the above description, according to the embodiment, the occupant Without determining whether there is a risk of the vehicle colliding with an obstacle, As a simulation of the alarm issuance and automatic braking by the PSC control, the occupant can experience the alarm issuance and automatic braking by the simulated PSC control. In this case, Since it is not determined whether there is a risk of the vehicle colliding with an obstacle, There is no need to move a dummy obstacle in front of the vehicle or drive the vehicle on a large site Well, therefore The occupant can simply and safely simulate the alarm issuance and automatic braking by the PSC control.

[0036] In particular, according to the embodiment, when the vehicle speed V is within a predetermined range equal to or higher than the minimum reference value Vmin and equal to or lower than the maximum reference value Vmax (S20), it is determined whether the switch 18 is on (S30). Therefore, it is possible to avoid the situation where the occupant cannot feel the deceleration due to the automatic braking when the vehicle speed is excessively low. Also, when the vehicle speed is excessively high, the automatic braking by the simulated PSC control is performed, and it is possible to reduce the risk that the occupant feels anxiety due to the deceleration by the automatic braking.

[0037] Further, according to the embodiment, since the determination in step S50 is made, it is possible to prevent the warning and the automatic braking by the simulated PSC control from continuing unnecessarily long, and the warning and the automatic braking can be automatically terminated without requiring the driver's termination operation.

[0038] Also, according to the embodiment, when the driver performs a braking operation (S60), the warning and the automatic braking are terminated (S80). Therefore, even if a predetermined time has not elapsed since the start of the warning and the automatic braking by the simulated PSC control, the driver can terminate the warning and the automatic braking by performing a braking operation.

[0039] In the above, the present invention has been described in detail with respect to specific embodiments, but it is obvious to those skilled in the art that the present invention is not limited to the above-described embodiments, and various other embodiments are possible within the scope of the present invention.

[0040] For example, in step S60, instead of determining whether the driver is performing a braking operation, it may be determined whether the driver has performed an end operation of switch 18, or further, it may be determined whether the driver is performing a braking operation or has performed an end operation of switch 18.

Explanation of Reference Numerals

[0041] 10... Driving support ECU, 12... Camera sensor, 14... Radar sensor, 16... Vehicle speed sensor, 18... Switch, 60... Vehicle, 54... Warning device, 100... Simulated PCS control device (simulated PCS control device)

Claims

【Claim 1】 An obstacle detection device that detects an obstacle in front of a vehicle, and a control unit that, when it is determined that the vehicle may collide with the obstacle detected by the obstacle detection device, performs at least one of issuing an alarm and automatic braking by collision damage reduction control. A simulated collision damage reduction device for a vehicle, comprising: The control unit, in a situation where simulated collision damage reduction control is set to be possible by a service tool, when a switch is operated by a driver, without determining whether the vehicle may collide with an obstacle, respectively, the collision damage reduction control A simulated collision damage reduction device configured to perform at least one of issuing an alarm and automatic braking by the simulated collision damage reduction control that simulates the alarm and automatic braking.

Images