Vehicle control device

Abstract

To provide a vehicle control device capable of appropriately determining possibilities of collisions according to a surrounding situation when there is a risk of the collision with an oncoming vehicle, avoiding the collision or reducing damage in an event of the collision, and executing a collision avoidance operation that is unlikely to become over actuation.SOLUTION: A collision determination unit 6 further includes a collision avoidance operation determination unit 7 that determines a collision avoidance operation based on the relationship between an evasion space and a predicted collision position, and a driving assistance determination unit 8 executes driving assistance for collision avoidance based on the collision avoidance operation determined by the collision avoidance operation determination unit 7.SELECTED DRAWING: Figure 5

Description

[Technical Field]

[0001] The present invention relates to a vehicle control device for avoiding collisions with surrounding obstacles or reducing damage in the event of a collision in a moving body such as a vehicle. [Background technology]

[0002] Various technologies have been proposed for detecting objects (vehicles, motorcycles, bicycles, pedestrians, structures, etc.) around the vehicle using external recognition sensors such as on-board cameras and radar. Furthermore, collision avoidance control technologies have been developed that use these technologies to avoid collisions with detected objects or mitigate damage in the event of a collision.

[0003] An example of this collision avoidance control technology is Patent Document 1. Patent Document 1 discloses a collision prevention device that, when an oncoming vehicle drifts into the vehicle's lane while the vehicle is being overtaken, calculates the time it takes for the oncoming vehicle to complete overtaking and the time it takes for the vehicle to collide with the oncoming vehicle (predicted collision time), and issues an alarm or applies the brakes to prevent a collision if the predicted collision time is shorter than the overtaking completion time. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Laid-Open No. 2009-23399 Summary of the Invention [Problem to be solved by the invention]

[0005] The technology disclosed in Patent Document 1 can appropriately determine the possibility of a collision even when an oncoming vehicle is overtaking. However, in Patent Document 1, collision avoidance operation is performed based only on the length of the time when the oncoming vehicle has completed overtaking and the predicted collision time. Therefore, for example, if this situation can be detected from a distance and the conditions of the overtaking completion time and the predicted collision time are met, the collision avoidance operation is performed. However, it cannot respond to subsequent changes in the situation (for example, the oncoming vehicle completes overtaking earlier than predicted), and may determine that a collision will occur and perform collision avoidance operation even when the possibility of a collision is actually low. Such excessive operation not only causes discomfort to the occupants, but may also cause the vehicle to slow down or stop, resulting in a rear-end collision with a following vehicle.

[0006] The present invention has been made in consideration of the above-mentioned circumstances, and aims to provide a vehicle control device that can appropriately determine the possibility of a collision depending on the surrounding conditions when there is a risk of collision with an oncoming vehicle, avoid the collision or reduce damage in the event of a collision, and perform collision avoidance operations that are less likely to result in excessive operation. [Means for solving the problem]

[0007] A representative example of the invention disclosed in the present application is as follows: That is, a vehicle control device mounted on a vehicle includes a surrounding environment recognition unit that recognizes a driving environment around the host vehicle, an oncoming vehicle determination unit that determines an oncoming vehicle from among the vehicles recognized by the surrounding environment recognition unit, an available evacuation space detection unit that detects an available evacuation space to which the host vehicle or the oncoming vehicle can escape from the driving environment recognized by the surrounding environment recognition unit, a collision determination unit that determines a collision by estimating a predicted position of a collision with the oncoming vehicle based on estimated paths of the host vehicle and the oncoming vehicle, and a driving assistance determination unit that provides driving assistance for collision avoidance based on an output of the collision determination unit, wherein the collision determination unit further includes a collision avoidance operation determination unit that determines a collision avoidance operation based on a relationship between the available evacuation space and the predicted position of collision, and the driving assistance determination unit performs driving assistance for collision avoidance based on the collision avoidance operation determined by the collision avoidance operation determination unit. [Effects of the Invention]

[0008] According to one aspect of the present invention, collision avoidance operations can be performed according to the situation, so that excessive operation can be prevented and collision avoidance or damage reduction can be achieved even in situations where a collision is unavoidable.

[0009] Other problems, configurations and effects will become apparent from the following description of the embodiments. [Brief explanation of the drawings]

[0010] [Figure 1] 1 is a schematic configuration diagram of a vehicle control device according to an embodiment of the present invention; [Figure 2] 3 is a flowchart of the overall processing of the vehicle control device according to the embodiment of the present invention. [Figure 3] 10 is a flowchart of a collision determination process according to an embodiment of the present invention. [Figure 4] 4 is a flowchart of a driving support determination process according to an embodiment of the present invention. [Figure 5] FIG. 10 is a diagram for explaining a pattern of a collision avoidance operation. [Figure 6] 10A and 10B are diagrams for explaining collision avoidance operations, in which (a) shows a situation in which an evacuatable space is detected and it is determined that an oncoming vehicle can evacuate into the evacuatable space, and (b) shows a situation in which an evacuatable space is not detected. [Figure 7] 10A and 10B are diagrams for explaining collision avoidance operations, in which (a) shows a situation in which an available space for evacuation is detected and it is determined that it will be difficult for an oncoming vehicle to retreat into the available space, and (b) shows a situation in which the vehicle slows down from (a) and the predicted collision position moves toward the vehicle, making it possible for the oncoming vehicle to retreat into the available space. [Figure 8]These are diagrams for explaining collision avoidance operations, in which (a) shows a situation in which an escape space is detected and it is determined that it will be difficult for the oncoming vehicle to escape into the escape space, (b) shows a situation in which, despite the vehicle being slowed down from (a), the oncoming vehicle also slows down and it is still determined that it will be difficult for the oncoming vehicle to escape into the escape space, and (c) shows a situation in which the deceleration of the vehicle is further adjusted (updated) based on the acceleration / deceleration of the oncoming vehicle from (b), causing the predicted collision position to move toward the vehicle, and allowing the oncoming vehicle to escape into the escape space. DETAILED DESCRIPTION OF THE INVENTION

[0011] Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

[0012] Fig. 1 is a schematic diagram of a vehicle control device according to an embodiment of the present invention. The vehicle control device (hereinafter, sometimes referred to as a control device) 100a illustrated in Fig. 1 is a computer mounted on a vehicle (host vehicle) and controls the host vehicle, and by executing programs stored in a storage medium (not shown), functions as a surrounding environment recognition unit 1, a map information acquisition unit 2, an oncoming vehicle determination unit 3, an evacuation space detection unit 4, a host vehicle path estimation unit 5, a collision determination unit 6, a collision avoidance operation determination unit 7, a driving assistance determination unit 8, an information notification unit 9, an automatic brake determination unit 10, and a collision avoidance operation history information storage unit 11.

[0013] The control device 100a is connected to a braking device 113 of the host vehicle, an external environment recognition device 101, a sound generating device 111, and a display device 112, which are provided on the host vehicle. The control device 100a is also connected to a transmission path such as a CAN (not shown) or a dedicated line of the host vehicle, and vehicle information such as the vehicle speed, steering angle, and shift position of the host vehicle is input via these transmission paths.

[0014] The external environment recognition device 101 is a device that acquires information about the environment surrounding the vehicle, and is, for example, an on-board camera such as a monocular camera or a stereo camera that captures the environment surrounding the vehicle. Images acquired by the on-board camera are output to the control device 100a via a transmission path such as a dedicated line, either as analog data or after A / D conversion. In addition to on-board cameras, other devices that can be used include radar that measures the distance to an object using millimeter waves or laser light, and sonar that measures the distance to an object using ultrasonic waves. These devices, such as on-board cameras, may be configured to output information such as the distance to the detected object, its direction, speed, and type of object to the control device 100a via a transmission path such as a dedicated line.

[0015] The sound generating device 111 is composed of a speaker or the like, and functions as an information notification unit that outputs warnings, voice guidance, and the like to the driver (passenger).

[0016] The display device 112 is composed of a display of a navigation device or the like, a meter panel, warning lights, etc. The display device 112 functions as an information notification unit that notifies information such as an operation screen of the control device 100a and a warning screen that visually notifies the driver (passenger) that there is a risk of the vehicle colliding with an obstacle.

[0017] The braking device 113 is configured with an electric brake, a hydraulic brake, or the like that can control the braking force using an electric or hydraulic actuator or the like in response to an external braking command.

[0018] The map information acquisition unit 2 acquires map information about the area around the vehicle. The acquired map information includes shape data that resembles the actual road shape expressed using polygons, polylines, etc., traffic regulation information (speed limits, types of vehicles that are allowed to pass, etc.), lane divisions (main lane, passing lane, climbing lane, straight lane, left turn lane, right turn lane, etc.), the types and positions of lane markings, and the presence or absence of traffic lights, signs, etc. (if present, their position information).

[0019] The surrounding environment recognition unit 1 detects obstacles around the vehicle and free spaces in which the vehicle can travel, using image data and distance measurement information captured around the vehicle, input from the external environment recognition device 101, and map information acquired by the map information acquisition unit 2. Regarding obstacles, the unit detects their type, position, movement direction, movement speed, etc. Types of obstacles include vehicles, motorcycles, bicycles, pedestrians, guardrails, curbs, walls, fences, plants, fallen objects, etc. The type and position of obstacles can be detected using a method based on pattern matching, which is a known technology, but other technologies may also be used. Regarding free spaces, the unit detects area information in which the vehicle can travel, using information on lane markings, road edges, road surface information on which the vehicle can travel, obstacle information, etc.

[0020] The oncoming vehicle determination unit 3 extracts obstacles that are oncoming vehicles relative to the host vehicle from among the obstacles recognized by the surrounding environment recognition unit 1. The condition for extracting an oncoming vehicle is to extract a vehicle ahead of the host vehicle that is traveling in the direction of the host vehicle on the road on which the host vehicle is scheduled to travel (a vehicle whose relative speed is greater than the host vehicle speed). The oncoming vehicle determination unit 3 also estimates the future course of the oncoming vehicle from the position and speed information of the extracted oncoming vehicle.

[0021] The available retreat space detection unit 4 detects a space into which the host vehicle or an oncoming vehicle can retreat from its current position to avoid a collision, based on the driving environment recognized by the surrounding environment recognition unit 1. The available retreat space detection unit 4 detects an available retreat space into which the host vehicle or an oncoming vehicle can avoid a collision, using the dividing lines, road markings, three-dimensional objects (obstacles), road surface information, and the like recognized by the surrounding environment recognition unit 1. For example, when traveling on a road with two opposing lanes, if the host vehicle enters the oncoming lane, the lane in which the host vehicle should be traveling becomes an available retreat space for the host vehicle, and if an oncoming vehicle enters the host vehicle's lane, the lane in which the host vehicle should be traveling becomes an available retreat space for the oncoming vehicle. Furthermore, regardless of the presence or absence of dividing lines, if there is a space into which the host vehicle or an oncoming vehicle can travel, it can be determined to be an available retreat space using information on free space, etc. Furthermore, the available retreat space detection unit 4 detects an available retreat space taking into account the type and size (total width, total length) of the host vehicle or the oncoming vehicle. This enables more accurate detection of an available retreat space.

[0022] The host vehicle course estimation unit 5 estimates the future course of the host vehicle using vehicle information such as the host vehicle speed, steering angle, and shift position.

[0023] The collision determination unit 6 compares the estimated paths of the host vehicle and the oncoming vehicle to determine whether there is a possibility of a collision between the host vehicle and the oncoming vehicle, and if there is a possibility of a collision, calculates a predicted collision position. The collision determination unit 6 has a collision avoidance operation determination unit 7, which determines collision avoidance operations (warning timing, braking timing, deceleration setting, etc.) based on the relationship between the escape space detected by the escape space detection unit 4 and the predicted collision position.

[0024] The driving assistance determination unit 8 performs appropriate driving assistance for avoiding a collision with an oncoming vehicle based on the output of the collision determination unit 6. That is, the driving assistance determination unit 8 performs driving assistance for avoiding a collision with an oncoming vehicle based on the collision avoidance operation determined by the collision avoidance operation determination unit 7. The driving assistance determination unit 8 has an information notification unit 9, which determines whether or not it is time to notify or alert the occupants based on the content of the collision avoidance operation, and outputs an alert to the sound generation device 111 or the display device 112. That is, the information notification unit 9 notifies the occupants of information using audio or display based on the content of the collision avoidance operation. The driving assistance determination unit 8 also has an automatic braking determination unit 10, which determines whether or not it is time to activate the automatic brake based on the content of the collision avoidance operation, calculates a brake control amount, and outputs it to the braking device 113. That is, the automatic braking determination unit 10 starts braking at an appropriate timing and executes the collision avoidance operation at an appropriate deceleration based on the content of the collision avoidance operation.

[0025] The collision avoidance operation history information storage unit 11 stores history information when a collision avoidance operation is performed (in other words, when driving assistance is performed to avoid a collision with an oncoming vehicle based on the collision avoidance operation). The history information to be stored includes the time when the collision avoidance operation was performed, the vehicle speed, steering angle, shift position, estimated path of the vehicle, position of the oncoming vehicle, vehicle speed, estimated path of the oncoming vehicle, the escape space detected by the escape space detection unit 4, the predicted collision position calculated by the collision determination unit 6, the warning timing, braking timing, deceleration determined by the collision avoidance operation determination unit 7, etc., and it is desirable to store the history information as many times as the number of times the collision avoidance operation has been performed. If the history information can be stored in this way and read out when an accident occurs, it is useful for accident analysis, etc.

[0026] Next, the processing procedure of the control device 100a will be described using a flowchart.

[0027] 2 to 4 are flowcharts showing an example of the processing procedure of the control device 100a.

[0028] FIG. 2 is a flowchart showing the overall processing of the control device 100a.

[0029] In step S201 of FIG. 2, the control device 100a acquires the recognition result of the external environment from the external environment recognition device 101.

[0030] In step S202, vehicle information such as the vehicle speed, steering angle, and shift position of the vehicle is acquired.

[0031] In step S203, map information of the area around the vehicle is acquired.

[0032] In process S204, obstacles around the vehicle and free space in which the vehicle can travel are detected based on the external environment recognition result acquired in process S201 and the map information acquired in process S203.

[0033] In step S205, obstacles that are oncoming vehicles relative to the host vehicle are extracted from the obstacles detected in step S204, and the future course of the oncoming vehicles is estimated from the extracted information on the positions and speeds of the oncoming vehicles.

[0034] In process S206, a space into which the vehicle or an oncoming vehicle can retreat is detected based on the information on the obstacles and free space detected in process S204.

[0035] In step S207, the future course of the host vehicle is estimated based on the vehicle information acquired in step S202.

[0036] In process S208, the estimated paths of the host vehicle and the oncoming vehicle are compared to determine whether there is a possibility of a collision between the host vehicle and the oncoming vehicle, and if there is a possibility of a collision, the predicted collision position is calculated. In addition, collision avoidance operations (warning timing, braking timing, deceleration setting, etc.) are determined based on the relationship between the escape space detected in process S206 and the predicted collision position. Note that if a collision avoidance operation was determined in the previous processing cycle (i.e., when driving assistance is being performed to avoid a collision with an oncoming vehicle based on the collision avoidance operation), the collision avoidance operation is canceled if it is determined (by the collision determination unit 6) that there is no longer a possibility of a collision in the current processing cycle.

[0037] In process S209, appropriate driving assistance is implemented to avoid a collision with an oncoming vehicle based on the output of process S208. That is, driving assistance to avoid a collision with an oncoming vehicle is implemented based on the collision avoidance operation determined in process S208. Specifically, it is determined whether or not it is time to notify / warn the occupants based on the content of the collision avoidance operation, and an alarm is output. It is also determined whether or not it is time to activate the automatic brake based on the content of the collision avoidance operation, and the brake control amount is calculated and output.

[0038] In step S210, history information when a collision avoidance operation is performed (in other words, when driving assistance is performed to avoid a collision with an oncoming vehicle based on the collision avoidance operation) is stored, and the series of processes ends.

[0039] FIG. 3 is a flowchart showing the details of the collision determination process in step S208 of FIG.

[0040] 3, the estimated paths of the host vehicle and the oncoming vehicle are compared to determine whether there is a possibility of a collision between the host vehicle and the oncoming vehicle, and if there is a possibility of a collision, the predicted collision position is calculated. There are several ways to calculate the predicted collision position, including using the intersection of the velocity vector directions of the host vehicle and the oncoming vehicle as the predicted collision position, or using the center of the lane as the predicted collision position if both are traveling in the same lane.

[0041] In step S302, the time TTC (Time To Collision) until the host vehicle collides with an oncoming vehicle is calculated.

[0042] In step S303, the degree of overlap (estimated overlap amount) of the collision determination regions of the host vehicle and the oncoming vehicle when the collision time TTC becomes zero (the time when the host vehicle collides with the obstacle) is calculated.

[0043] In step S304, the collision avoidance operation (warning timing, braking timing, deceleration setting, etc.) is determined based on the relationship between the available escape space detected in step S206 and the predicted collision position calculated in step S301, and the series of processes ends.

[0044] FIG. 4 is a flowchart showing the details of the driving support determination process in step S209 of FIG.

[0045] In step S401 of FIG. 4, it is determined whether or not a collision avoidance operation has been determined. If it has been determined, the process proceeds to step S402, and if it has not been determined, the process proceeds to step S409.

[0046] In step S402, a warning start TTC at which a warning output is permitted is set based on the determined collision avoidance operation and information such as the relative speed with respect to the oncoming vehicle.

[0047] In step S403, an automatic braking start TTC at which automatic braking is permitted is set based on information such as the relative speed with respect to an oncoming vehicle.

[0048] In step S404, it is determined whether the collision time TTC is below the warning start TTC set in step S402, and if it is below the warning start TTC, the process proceeds to step S405, and if it is not below the warning start TTC, the series of processes is terminated.

[0049] In step S405, it is determined whether the collision time TTC has fallen below the automatic braking start TTC set in step S403, and if it has fallen below the automatic braking start TTC, the process proceeds to step S406, and if it has not fallen below the automatic braking start TTC, the process proceeds to step S408.

[0050] In process S406, a brake control amount required for the host vehicle to avoid collision with an oncoming vehicle is calculated, and in process S407, the calculated brake control amount is output to the braking device 113. Note that the brake control amount output to the braking device 113 is a target brake pressure or the like, and the control amount is calculated and output in accordance with the configuration of the braking device 113.

[0051] In step S408, an alarm is output from the sound generating device 111 and the display device 112 to notify the occupants that the vehicle is highly likely to collide with an obstacle, and the series of processes is then terminated.

[0052] In step S409, it is determined whether or not the brake control amount was output in the previous calculation cycle, and if it was output, the process proceeds to step S410, and if it was not output, the series of processes is terminated.

[0053] In process S410, since the collision avoidance operation has been released, a subtraction process is performed on the brake control amount calculated and output last time, and the calculated (subtracted) brake control amount is output to the braking device 113 in process S411, thereby completing the series of processes.

[0054] By executing the flow described above, collision avoidance operations can be performed according to the situation, and therefore excessive operation can be prevented while making it possible to avoid a collision or mitigate damage even in situations where a collision is unavoidable.

[0055] Next, with reference to FIG. 5, a description will be given of a pattern of collision avoidance operation determined by the collision avoidance operation determination unit 7 based on the relationship between the retractable space and the predicted collision position.

[0056] No. 1 in Figure 5 is a case where there is sufficient space to escape to the side of the predicted collision position, and in consideration of the possibility that an oncoming vehicle will make an emergency escape, a collision avoidance operation is determined in which braking is performed at a timing that allows the vehicle to decelerate to a predetermined speed (for example, 20 km / h). The warning timing in this case is a predetermined time (for example, 2 seconds) before the braking timing, and the deceleration during braking is set to the system's maximum deceleration. In this way, by not braking until the last possible moment in consideration of the possibility that an oncoming vehicle will make an emergency escape, the risk of being hit from behind by a following vehicle due to unnecessary braking (excessive braking) is prevented, and damage can be mitigated even in situations where a collision is unavoidable.

[0057] No. 2 is the case when there is no space to escape to the side or around the predicted collision location. In this situation, it is impossible to avoid a collision with an oncoming vehicle, so a collision avoidance operation is determined that will allow the vehicle to stop at the predicted collision location. The warning timing in this case is a predetermined time before the braking timing (for example, 2 seconds before), and the deceleration during braking is set to the system's maximum deceleration or a smaller deceleration (for example, 0.6G). In this way, even if a collision is unavoidable and collision avoidance or deceleration of the oncoming vehicle is not possible in time, damage can be mitigated.

[0058] In other words, in case No. 2 where there is no space available for escape within a predetermined range from the predicted collision position, braking is initiated at a timing (first timing) when the vehicle can stop by the predicted collision position, and collision avoidance operation is performed at the system's maximum deceleration or a smaller deceleration (for example, 0.6 G) (first deceleration).On the other hand, in case No. 1 where there is space available for escape within a predetermined range from the predicted collision position and there is a possibility that the host vehicle or an oncoming vehicle can escape, braking is initiated at a timing (=second timing that is at least later than the first timing) when the host vehicle can decelerate to a predetermined speed (for example, 20 km / h) before collision, and collision avoidance operation is performed at the system's maximum deceleration (=second deceleration that is equal to or greater than the first deceleration).

[0059] No. 3 is a case where a possible space for evacuation exists around the predicted collision location, but evacuation is difficult. In this case, a collision avoidance operation is determined in which the host vehicle applies light braking early and moves the predicted collision location toward the possible space (toward the host vehicle). The warning timing in this case is a predetermined time before the braking timing (e.g., 2 seconds before), and the deceleration during braking is set to less than half the system's maximum deceleration (e.g., 0.3G). However, if an oncoming vehicle also applies light braking while the host vehicle is applying light braking, the predicted collision location will not move by an adequate amount. In such a case, the host vehicle's braking force is adjusted (updated) to increase the amount of movement of the predicted collision location. Furthermore, if the oncoming vehicle does not move away despite the movement of the predicted collision location, the collision avoidance operation is switched to No. 1. In this way, by performing collision avoidance operations according to the situation, excessive operation can be prevented, and it is possible to avoid a collision or mitigate damage even in situations where a collision is unavoidable.

[0060] In other words, in No. 3, where there is an available space for escape within a predetermined range from the predicted collision position, but the host vehicle or the oncoming vehicle cannot escape, weak braking is applied to start braking at a timing when the target movement amount of the predicted collision position can be achieved (= a third timing earlier than the second timing), and the collision avoidance operation is performed at a deceleration of less than half of the system's maximum deceleration (for example, 0.3 G) (= a third deceleration smaller than the second deceleration). Furthermore, if the host vehicle or the oncoming vehicle cannot escape by the timing (the second timing) when it can decelerate to a predetermined speed (for example, 20 km / h) before the collision, the collision avoidance operation is performed at the maximum deceleration of the system (the second deceleration) at a timing (the second timing) when it can decelerate to a predetermined speed (for example, 20 km / h) before the collision.

[0061] Furthermore, if braking is started at the third timing and a collision avoidance operation with the third deceleration is selected, the third deceleration is adjusted (updated) based on the acceleration / deceleration of the oncoming vehicle, and the collision avoidance operation is to move the predicted collision position toward the evacuable space (toward the vehicle itself).

[0062] It is desirable that the driving assistance determination unit 8 restricts the collision avoidance operation (the collision avoidance operation of No. 2 or No. 3 in FIG. 5 ) when predetermined conditions are met (for example, when the conditions that the turning radius of the host vehicle is equal to or greater than a predetermined value, the steering input is equal to or greater than a predetermined value, the accelerator pedal depression amount is equal to or greater than a predetermined value, and the brake pedal depression amount is equal to or greater than a predetermined value are satisfied), and when restricting the collision avoidance operation, it is desirable that the operation be limited to the collision avoidance operation of No. 1 in FIG. 5 (that is, a collision avoidance operation in which braking is initiated at a timing (the second timing) that allows deceleration to a predetermined speed (for example, 20 km / h) before a collision occurs, and at the maximum deceleration of the system (the second deceleration)). This predetermined condition is considered to be when there is intentional intervention by the driver, and therefore it is highly likely that the driver is performing an avoidance operation, but in a situation where a collision is unavoidable, damage can be mitigated by performing the braking of the collision avoidance operation of No. 1.

[0063] In addition, the predicted position of a collision with an oncoming vehicle may be calculated even when the vehicle is reversing. However, if braking is performed in this case, the damage may be greater. Therefore, it is desirable that the collision avoidance operation decision unit 7 perform a collision avoidance operation that does not perform braking (a collision avoidance operation that generates deceleration) but only issues an alarm (notifying the occupants of the possibility of a collision via the information notification unit 9).

[0064] Furthermore, with regard to the collision avoidance operation described in Fig. 5, it is desirable that the collision avoidance operation determination unit 7 change the braking start timing and deceleration settings based on the presence or absence of a following vehicle behind the vehicle, the type of vehicle, the distance to the following vehicle, weather conditions, the brightness of the surroundings, etc. Specifically, when a following vehicle is present, the following vehicle is larger than a standard vehicle, the distance to the following vehicle is close, weather conditions are poor (poor visibility), or the surroundings are dark, the braking timing of the collision avoidance operation No. 1 is delayed to reduce the risk of being hit from behind by the following vehicle. Also, in similar situations, the braking timing of the collision avoidance operation No. 2 is advanced and the deceleration is reduced to allow the following vehicle to notice the following vehicle earlier, thereby reducing the risk of being hit from behind by the following vehicle.

[0065] Next, specific operations will be described with reference to FIGS. 6(a) to 8(c).

[0066] 6(a) and 6(b) illustrate a situation in which an oncoming vehicle 601 is traveling in the same lane as the host vehicle 600 while the host vehicle 600 is traveling straight ahead.

[0067] FIG. 6(a) shows a situation in which a host vehicle 600 is traveling in the left lane, and an oncoming vehicle 601 is entering the host vehicle's lane along a path 603 to avoid a construction section. First, the collision determination unit 6 predicts that if the two vehicles continue traveling in this state, they will collide at a predicted collision position (CP) 602. Next, the possible evacuation space detection unit 4 detects the oncoming lane as a possible evacuation space, and if it determines that the oncoming vehicle 601 can evacuate to the oncoming lane (the possible evacuation space) along a path 604 based on the distance between the predicted collision position and an end point A of the possible evacuation space, it is determined that the collision avoidance operation No. 1 described in FIG. 5 will be performed. Here, the condition for selecting the collision avoidance operation No. 1 is whether or not the distance between the predicted collision position and end point A of the possible evacuation space is sufficient. This distance should be set to a distance that allows the oncoming vehicle 601 to change lanes with ease, as in the case of the path 604. This distance is desirably set based on the speed of the oncoming vehicle 601, the lane width, etc.

[0068] 6(b) shows a situation in which an oncoming vehicle 601 is entering the vehicle's lane on a trajectory 603 while the vehicle is traveling in the left lane to avoid a section under construction. First, the collision determination unit 6 predicts that if the two vehicles continue traveling in this state, they will collide at a predicted collision position (CP) 602. Next, if the escape space detection unit 4 does not detect an escape space around the predicted collision position (CP) 602, it is determined that the collision avoidance action No. 2 described in FIG. 5 will be taken.

[0069] 7(a) and (b), similar to FIGS. 6(a) and (b), a situation is assumed in which a host vehicle 700 is traveling straight and an oncoming vehicle 701 is traveling in the same lane as the host vehicle 700.

[0070] FIG. 7(a) shows a situation in which an oncoming vehicle 701 is entering the oncoming lane on a trajectory 703 while the vehicle 700 is traveling in the left lane to avoid a construction section. First, the collision determination unit 6 predicts that if the two vehicles continue traveling in this state, they will collide at a predicted collision position (CP) 702. Next, the escape space detection unit 4 detects the oncoming lane as an escape space, and if it determines that it is difficult for the oncoming vehicle 701 to escape into the oncoming lane (escape space) based on the distance between the predicted collision position and end point A of the escape space, it decides to take the collision avoidance operation No. 3 described in FIG. 5. Here, the condition for selecting the collision avoidance operation No. 3 applies when the distance between the predicted collision position and end point A of the escape space described in FIG. 6(a) is less than the set value, and similarly, this distance is desirably set based on the speed of the oncoming vehicle 701, the lane width, etc.

[0071] Next, when it is decided to take collision avoidance action No. 3 in Fig. 7(a), as shown in Fig. 7(b), the predicted collision position (CP) 702 is moved by a distance X toward the host vehicle, and the host vehicle is decelerated so as to satisfy the set value of the distance between the predicted collision position and endpoint A of the evacuatable space described in Fig. 6(a). In this way, if the distance between the predicted collision position and endpoint A of the evacuatable space in the state of Fig. 7(b) is equal to or greater than the set value of the distance between the predicted collision position and endpoint A of the evacuatable space described in Fig. 6(a), the oncoming vehicle 701 will be able to evacuate to the oncoming lane (evacuatable space) on trajectory 704.

[0072] 8(a) to (c) are assumed to be scenes similar to those in FIGS. 7(a) and 7(b).

[0073] FIG. 8(a) shows the same scene as FIG. 7(a), and it is decided to take the collision avoidance action No. 3 described in FIG. 5.

[0074] Next, even though the same processing as in FIG. 7(b) is attempted, as shown in FIG. 8(b), the oncoming vehicle 801 also decelerates, so the movement amount of the predicted collision position (CP) 802 is X1, and the trajectory 804 into which the oncoming vehicle 801 can escape is not permitted. In such a case, information on the acceleration and deceleration of the oncoming vehicle 801 is acquired, and the deceleration of the host vehicle is further adjusted (updated). As shown in FIG. 8(c), the predicted collision position (CP) 802 is moved by a distance X2 toward the host vehicle 800, and the host vehicle is decelerated so as to satisfy the set value of the distance between the predicted collision position and endpoint A of the escape space described in FIG. 6(a). In this way, if the distance between the predicted collision position and endpoint A of the escape space in the state shown in FIG. 8(c) is equal to or greater than the set value of the distance between the predicted collision position and endpoint A of the escape space described in FIG. 6(a), the oncoming vehicle 801 can escape to the oncoming lane (escape space) along trajectory 804.

[0075] As described above, the control device 100a of this embodiment includes a surrounding environment recognition unit 1 that recognizes the driving environment around the host vehicle; an oncoming vehicle judgment unit 3 that judges an oncoming vehicle from among the vehicles recognized by the surrounding environment recognition unit 1; an available evacuation space detection unit 4 that detects an available evacuation space to which the host vehicle or the oncoming vehicle can escape from the driving environment recognized by the surrounding environment recognition unit 1; a collision judgment unit 6 that estimates a predicted collision position with the oncoming vehicle based on estimated paths of the host vehicle and the oncoming vehicle and judges a collision; and a driving assistance judgment unit 8 that provides driving assistance for collision avoidance based on an output of the collision judgment unit 6. The collision judgment unit 6 further includes a collision avoidance operation determination unit 7 that determines a collision avoidance operation from the relationship between the available evacuation space and the predicted collision position, and the driving assistance judgment unit 8 performs driving assistance for collision avoidance based on the collision avoidance operation determined by the collision avoidance operation determination unit 7.

[0076] If there is no evacuable space within a predetermined range from the predicted collision position, the collision avoidance operation decision unit 7 performs a collision avoidance operation in which braking is initiated at a first timing (a timing at which the vehicle can stop by the predicted collision position) and a first deceleration (the maximum deceleration of the system or a deceleration smaller than that), and if there is an evacuable space within a predetermined range from the predicted collision position and there is a possibility that the vehicle or the oncoming vehicle can evacuate, the collision avoidance operation decision unit 7 performs a collision avoidance operation in which braking is initiated at a second timing that is at least later than the first timing (a timing at which the vehicle can decelerate by a predetermined speed before collision).

[0077] When the collision avoidance operation decision unit 7 determines that the collision avoidance operation will start braking at the second timing (the timing at which the vehicle can decelerate to a predetermined speed before the collision), the collision avoidance operation will be performed at a second deceleration (maximum deceleration of the system) that is equal to or greater than the first deceleration.

[0078] If the space where escape is possible exists within a predetermined range from the predicted collision position and the host vehicle or the oncoming vehicle cannot escape, the collision avoidance operation decision unit 7 performs collision avoidance operation by starting braking at a third timing earlier than the second timing (a timing at which the target movement amount of the predicted collision position can be achieved by performing weak braking) and at a third deceleration smaller than the second deceleration (deceleration that is half or less of the maximum deceleration of the system), and further, if the host vehicle or the oncoming vehicle cannot escape by the second timing, performing collision avoidance operation at the second timing (a timing at which the host vehicle can decelerate by a predetermined speed before collision) and at the second deceleration (the maximum deceleration of the system).

[0079] When the collision avoidance operation decision unit 7 selects a collision avoidance operation in which braking is started at the third timing and the third deceleration is performed, it updates the third deceleration based on the acceleration / deceleration of the oncoming vehicle, and performs a collision avoidance operation in which the predicted collision position is moved toward the vehicle (toward the escape space).

[0080] That is, the control device 100a of this embodiment detects a space where the vehicle or an oncoming vehicle can escape, and determines the timing to execute a collision avoidance operation (warning or braking) based on the relationship between that space and the predicted collision position. For example, if there is an escape space, emergency braking is delayed until the last possible moment, and if there is no escape space, braking is initiated early so that the vehicle can be stopped by the predicted collision position. Also, if there is an escape space but a collision cannot be avoided, weak braking is applied to move the predicted collision position and emergency braking is delayed until the last possible moment.

[0081] According to this embodiment, collision avoidance operations can be performed according to the situation, so that excessive operation can be prevented and collision avoidance or damage reduction can be achieved even in situations where a collision is unavoidable.

[0082] Although the present embodiment has been described using several patterns as examples, the present invention can also be applied to other patterns. Furthermore, the present invention can be embodied in various modes without departing from the spirit of the present invention.

[0083] Furthermore, the present invention is not limited to the above-described embodiments, but includes various modifications and equivalent configurations within the spirit of the appended claims. For example, the above-described embodiments have been described in detail to clearly explain the present invention, and the present invention is not necessarily limited to configurations including all of the described configurations. Furthermore, part of the configuration of one embodiment may be replaced with the configuration of another embodiment. Furthermore, the configuration of another embodiment may be added to the configuration of one embodiment. Furthermore, part of the configuration of each embodiment may be added, deleted, or replaced with other configurations.

[0084] Furthermore, the aforementioned configurations, functions, processing units, processing means, etc. may be realized in part or in whole in hardware, for example by designing them as integrated circuits, or may be realized in software by having a processor interpret and execute a program that realizes each function.

[0085] Information such as programs, tables, and files that realize each function can be stored in a storage device such as a memory, a hard disk, or an SSD (Solid State Drive), or in a recording medium such as an IC card, an SD card, or a DVD.

[0086] In addition, the control lines and information lines shown are those that are considered necessary for the explanation, and do not necessarily show all the control lines and information lines that are necessary for implementation. In reality, it can be considered that almost all components are interconnected. [Explanation of symbols]

[0087] 1 Surrounding Environment Recognition Department 2. Map information acquisition section 3 Oncoming vehicle judgment unit 4. Evacuation space detection unit 5 Own vehicle route estimation section 6 Collision determination section 7 Collision avoidance operation determination section 8. Driving Assistance Judgment Department 9. Information and Notification Department 10 Automatic brake judgment unit 11 Collision avoidance operation history information storage unit 100a control device (vehicle control device) 101 External environment recognition device 111 Sound Generator 112 Display device 113 Braking device 600 Your vehicle 601 Oncoming vehicle

Claims

1. a surrounding environment recognition unit that recognizes the driving environment around the vehicle; an oncoming vehicle determination unit that determines an oncoming vehicle traveling in the same lane as the host vehicle from among the vehicles recognized by the surrounding environment recognition unit; an escape space detection unit that detects an escape space into which the host vehicle or the oncoming vehicle can escape from the traveling environment recognized by the surrounding environment recognition unit; a collision determination unit that determines a collision by estimating a predicted collision position with the oncoming vehicle based on estimated paths of the host vehicle and the oncoming vehicle; a driving assistance determination unit that performs driving assistance for collision avoidance based on an output of the collision determination unit, the collision determination unit further includes a collision avoidance operation determination unit that determines a collision avoidance operation based on a relationship between the retractable space and the predicted collision position, the driving assistance determination unit performs driving assistance for collision avoidance based on the collision avoidance operation determined by the collision avoidance operation determination unit; The collision avoidance operation determination unit If the escape space does not exist within a predetermined range from the predicted collision position, a collision avoidance operation is performed in which braking is initiated at a first timing at which the host vehicle can stop by the predicted collision position, and a first deceleration is performed that is a maximum deceleration or a deceleration smaller than that; if the escape space exists within a predetermined range from the predicted collision position and there is a possibility that the host vehicle or the oncoming vehicle can escape, a collision avoidance operation is performed in which braking is initiated at a second timing that is at least later than the first timing, and a second deceleration is performed that is a maximum deceleration; If the escape space exists within a predetermined range from the predicted collision position and the host vehicle or the oncoming vehicle cannot escape, a collision avoidance operation is performed by starting braking at a third timing earlier than the second timing and with a third deceleration that is smaller than the second deceleration, and further, if the host vehicle or the oncoming vehicle cannot escape by the second timing, a collision avoidance operation is performed at the second timing and with the second deceleration, A vehicle control device characterized in that, when a collision avoidance operation of starting braking at the third timing and the third deceleration is selected, the third deceleration is updated based on the acceleration / deceleration of the oncoming vehicle, and the predicted collision position is moved toward the vehicle.

2. The vehicle control device according to claim 1, characterized in that the escape space detection unit detects an escape space that the vehicle or the oncoming vehicle can avoid based on at least one of lane markings, road markings, three-dimensional objects, road surface information, and free space information in which the vehicle can travel, recognized by the surrounding environment recognition unit.

3. 2. The vehicle control device according to claim 1, wherein the escape space detection unit detects the escape space based on at least one of the type, size, overall width, and overall length of the host vehicle or the oncoming vehicle.

4. 2. The vehicle control device according to claim 1, wherein the driving assistance determination unit cancels the collision avoidance operation when the collision determination unit determines that there is no longer a risk of collision while performing driving assistance for collision avoidance based on the collision avoidance operation.

5. An information notification unit is further provided that notifies the occupant of information by voice or display, The vehicle control device according to claim 1, wherein the information notification unit notifies the occupant of information based on the content of the collision avoidance operation.

6. 2. The vehicle control device according to claim 1, wherein the driving assistance determination unit restricts a collision avoidance operation in which braking is initiated at the first or third timing when at least one of the following conditions is satisfied: a turning radius of the host vehicle is equal to or greater than a predetermined value; a steering input is equal to or greater than a predetermined value; an accelerator pedal depression amount is equal to or greater than a predetermined value; and a brake pedal depression amount is equal to or greater than a predetermined value; and when the collision avoidance operation is restricted, the driving assistance determination unit performs a collision avoidance operation in which braking is initiated at the second timing and with the second deceleration.

7. An information notification unit is further provided that notifies the occupant of information by voice or display, 2. The vehicle control device according to claim 1, wherein, when a predicted collision position with the oncoming vehicle is calculated while the host vehicle is reversing, the collision avoidance operation determination unit does not perform a collision avoidance operation that at least generates deceleration, and notifies the occupant of the possibility of a collision via the information notification unit.

8. 2. The vehicle control device according to claim 1, wherein the collision avoidance operation determination unit determines the timing of braking initiation and deceleration based on at least one of the presence or absence of a following vehicle, the type of vehicle, the distance to the following vehicle, weather conditions, and ambient brightness conditions.

9. a collision avoidance operation history information storage unit that stores history information when driving assistance for collision avoidance is performed based on the collision avoidance operation; 2. The vehicle control device according to claim 1, wherein the history information includes at least one of the time when the driving assistance was performed, the vehicle speed and steering angle of the vehicle, the position and vehicle speed of the oncoming vehicle, the evacuation space detected by the evacuation space detection unit, the predicted collision position calculated by the collision determination unit, the operation timing and deceleration determined by the collision avoidance operation determination unit.

Images