control device

Abstract

To provide a control device that is able to perform appropriate braking even if another vehicle collides with the own vehicle.SOLUTION: A control device 100 includes: a determination unit 110 that determines at least one of whether another vehicle has collided with the vehicle 10 or not and whether there is a high possibility that another vehicle may collide with the vehicle or not; and an execution unit 120 that executes a prevention process which is a process for preventing an occurrence of secondary damage associated with the collision when the determination unit 110 determines that another vehicle has collided with the vehicle 10 or that there is a high possibility that another vehicle may collide with the vehicle.SELECTED DRAWING: Figure 2

Description

[Technical Field]

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

[0002] Braking of a vehicle is realized by, for example, a hydraulic or electric friction brake, regeneration of a rotating electric machine, etc. A vehicle control device controls the operation of the friction brake, etc. based on, for example, the amount of operation of a brake pedal, etc., performed by the driver, thereby generating an appropriate braking force.

[0003] As an example of such control, Patent Document 1 below describes "one-pedal control" that adjusts the braking force according to the amount of release of the accelerator pedal. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Publication No. 2020-96448 Summary of the Invention [Problem to be solved by the invention]

[0005] The braking force adjustment by the control device is basically based on the vehicle's conditions, such as the amount of accelerator pedal operation and the vehicle's traveling speed. Therefore, when an unexpected external force is applied to the vehicle, such as when another vehicle is rear-ended, the braking force will be insufficient and appropriate braking will not be performed. As a result, the rear-ended vehicle may jump forward and collide with another vehicle ahead, which could result in secondary damage caused by the rear-end collision.

[0006] An object of the present disclosure is to provide a control device that can perform appropriate braking even when a vehicle is rear-ended by another vehicle. [Means for solving the problem]

[0007] The control device according to the present disclosure is a control device (100) for a vehicle (10), and includes a determination unit (110) that determines at least one of whether another vehicle has rear-ended the vehicle or whether the situation is such that there is a high possibility of another vehicle rear-ending the vehicle, and an execution unit (120) that executes a suppression process, which is a process of suppressing the occurrence of secondary damage due to the collision, when the determination unit determines that another vehicle has rear-ended the vehicle or when it determines that there is a high possibility of another vehicle rear-ending the vehicle. Furthermore, in addition to the above configuration, the vehicle is further provided with a function determination unit (130) that determines whether the determination unit is in a state where it can function normally, and if the function determination unit determines that the determination unit is in a state where it cannot function normally, the execution unit performs processing to increase the braking force or stop-holding force of the vehicle. Alternatively, in the above configuration, even if the judgment unit determines that there is a high possibility of another vehicle rear-ending the vehicle, if an abnormality has occurred in the brake lamp (21) provided on the vehicle, the execution unit will not execute the suppression process. Alternatively, in the above configuration, when the operation amount of the accelerator pedal (18) provided on the vehicle is greater than a predetermined operation amount threshold, the execution unit does not execute the suppression process. Alternatively, in the above configuration, when the absolute value of the vehicle speed is greater than a predetermined vehicle speed threshold, the execution unit does not execute the suppression process. Alternatively, in the above configuration, when the vehicle is traveling on a road with a downward slope and the slope of the road is smaller than a predetermined slope threshold, the execution unit does not execute the suppression process. Alternatively, in the above configuration, if the coefficient of friction between the road on which the vehicle is traveling and the wheels provided on the vehicle is smaller than a predetermined friction threshold, the execution unit does not execute the suppression process.

[0008] In a control device configured as described above, when a vehicle is rear-ended by another vehicle or when there is a high possibility of a rear-end collision, a suppression process is executed to suppress secondary damage caused by the rear-end collision. Examples of the "suppression process" include a process of increasing the braking force of a moving vehicle to suppress the amount of vehicle ejection after a collision, or conversely, a process of decreasing the braking force of a moving vehicle to maintain a safe distance from another vehicle approaching from behind. The suppression process may also include a process of increasing the stopping force of a stopped vehicle to suppress the amount of vehicle ejection after a collision. The suppression process enables appropriate braking before or after a rear-end collision. [Effects of the Invention]

[0009] According to the present disclosure, a control device is provided that can perform appropriate braking even when a vehicle is rear-ended by another vehicle. [Brief explanation of the drawings]

[0010] [Figure 1] FIG. 1 is a diagram schematically showing the configuration of a vehicle equipped with a control device according to a first embodiment. [Figure 2]FIG. 2 is a diagram schematically illustrating the configuration of the control device according to the first embodiment. [Figure 3] FIG. 3 is a diagram for explaining secondary damage caused by a rear-end collision. [Figure 4] FIG. 4 is a flowchart showing the flow of processing executed by the control device according to the first embodiment. [Figure 5] FIG. 5 is a flowchart showing the flow of processing executed by the control device according to the first embodiment. [Figure 6] FIG. 6 is a flowchart showing the flow of processing executed by the control device according to the first embodiment. [Figure 7] FIG. 7 is a flowchart showing the flow of processing executed by the control device according to the second embodiment. [Figure 8] FIG. 8 is a flowchart showing the flow of processing executed by the control device according to the third embodiment. [Figure 9] FIG. 9 is a flowchart showing the flow of processing executed by the control device according to the fourth embodiment. [Figure 10] FIG. 10 is a flowchart showing the flow of processing executed by the control device according to the fifth embodiment. [Figure 11] FIG. 11 is a flowchart showing the flow of processing executed by the control device according to the sixth embodiment. [Figure 12] FIG. 12 is a flowchart showing the flow of processing executed by the control device according to the seventh embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0011] Hereinafter, the present embodiment will be described with reference to the accompanying drawings. To facilitate understanding of the description, the same components in the drawings will be denoted by the same reference numerals as much as possible, and duplicated descriptions will be omitted.

[0012] A first embodiment will be described. A control device 100 according to this embodiment is configured as a device for overall control of the entire vehicle 10. Prior to describing the control device 100, the configuration of the vehicle 10 will first be described.

[0013] 1 shows a schematic configuration of a vehicle 10. The vehicle 10 is configured as an electric vehicle that runs using the driving force of a rotating electric machine 12. Alternatively, the vehicle 10 may be configured as a vehicle that runs using the driving force of an internal combustion engine, or as a hybrid vehicle that runs using the driving force of both an internal combustion engine and a rotating electric machine.

[0014] The vehicle 10 includes a rotating electric machine 12 , an inverter 14 , a storage battery 15 , a load 16 , an inverter 17 , and a friction brake 20 .

[0015] The rotating electric machine 12 operates by receiving a supply of electric power from a storage battery 15 (described below), and generates the driving force required for the vehicle 10 to travel. The rotating electric machine 12 is also called a "motor generator." The driving force generated by the rotating electric machine 12 is transmitted to the wheels 11 via a differential 13, causing the wheels 11 to rotate. When the vehicle 10 is braking, the rotating electric machine 12 generates regenerative electric power. The regenerative electric power is supplied to the storage battery 15 via an inverter 14 (described below), and is stored in the storage battery 15.

[0016] The inverter 14 is a power converter that converts DC power supplied from the storage battery 15 into three-phase AC power and supplies the power to the rotating electric machine 12. During braking, the inverter 14 can convert three-phase AC power (regenerative power) generated by the rotating electric machine 12 into DC power and supply the power to the storage battery 15 for charging. In this way, the inverter 14 is configured as a bidirectional power converter. The operation of the inverter 14 is controlled by the control device 100. This adjusts the magnitude of the driving force and braking force generated by the rotating electric machine 12. The inverter 14 is provided with a control device (inverter ECU) that communicates bidirectionally with the control device 100, but this is not shown in FIG. 1.

[0017] The storage battery 15 is, for example, a lithium-ion battery, and stores the power required for the operation of the rotating electrical machine 12. Charging and discharging of the storage battery 15 are controlled by the control device 100. The storage battery 15 is provided with a control device (battery ECU) that communicates bidirectionally with the control device 100, but is not shown in FIG.

[0018] The load 16 is a power consuming device mounted on the vehicle 10. Examples of the power consuming device include a vehicle air conditioner, a navigation system, and an audio device. The vehicle 10 is equipped with a plurality of such power consuming devices, but in FIG. 1, these plurality of power consuming devices are depicted as a single block (load 16).

[0019] The inverter 17 is a power converter that converts AC power supplied from the inverter 14 into DC power and supplies the converted power to the load 16. The provision of the inverter 17 makes it possible to supply both power from the storage battery 15 and regenerative power from the rotating electric machine 12 to the load 16. The operation of the inverter 17 is controlled by the control device 100, thereby adjusting the amount of power consumed by the load 16. The inverter 17 is provided with a control device (inverter ECU) that communicates bidirectionally with the control device 100, but this is not shown in FIG. 1.

[0020] The control device 100 may individually control the operation of the power consuming devices included in the load 16. In this way, the control device 100 may adjust the amount of power consumed by the load 16.

[0021] The friction brakes 20 are braking devices that suppress rotation of the wheels 11 by friction force. The friction brakes 20 are, for example, hydraulic disc brakes, but may also be drum brakes or electric brakes. The operation of the friction brakes 20 is controlled by the control device 100. In this embodiment, the friction brakes 20 are provided on each of the four wheels 11. Alternatively, the friction brakes 20 may be provided on only some of the wheels 11.

[0022] As described above, the vehicle 10 of this embodiment is provided with two braking devices, namely, the rotating electric machine 12 and the friction brake 20. As will be described later, the control device 100 controls one or both of the rotating electric machine 12 and the friction brake 20 to brake the vehicle 10. Braking performed by the rotating electric machine 12 is also referred to as "regenerative braking" below. Braking performed by the friction brake 20 is also referred to as "friction braking" below.

[0023] The following describes other components of the vehicle 10. The vehicle 10 is provided with an accelerator pedal 18, an alarm device 19, and brake lights 21.

[0024] The accelerator pedal 18 is a pedal that the driver operates with his or her foot to adjust the acceleration or deceleration of the vehicle 10. The control device 100 increases the operating torque of the rotating electric machine 12 as the accelerator pedal 18 is depressed more. Furthermore, when the accelerator pedal 18 is released, the control device 100 adjusts the operation of the friction brake 20 and the rotating electric machine 12 so that a braking force corresponding to the accelerator pedal 18 is generated.

[0025] In this embodiment, the vehicle 10 is not provided with a brake pedal. Therefore, the driver adjusts the acceleration and braking of the vehicle 10 by operating a single accelerator pedal 18. Alternatively, a separate brake pedal may be provided to adjust the braking force.

[0026] The alarm device 19 is a device for notifying the driver of an imminent risk of a rear-end collision, for example, when another vehicle is approaching from behind at high speed. The alarm device 19 is, for example, a buzzer that issues an alarm by sound. The operation of the alarm device 19 is controlled by the control device 100.

[0027] The brake lamps 21 are lamps for informing other vehicles that the vehicle 10 is being braked. The brake lamps 21 are provided on the rear side of the vehicle 10. The operation of the brake lamps 21 is controlled by the control device 100. When the friction brakes 20 are operating and when regenerative braking is being performed by the rotating electric machine 12, the control device 100 turns on the brake lamps 21. At other times, the control device 100 turns off the brake lamps 21.

[0028] Although not shown in Fig. 1, the vehicle 10 is provided with a plurality of sensors. As shown in Fig. 2, these sensors include a vehicle speed sensor 31, an acceleration sensor 32, a gradient sensor 33, a storage amount sensor 34, an operation amount sensor 35, and an other-vehicle sensor 36. Signals indicating physical quantities measured by each sensor are all input to the control device 100.

[0029] The vehicle speed sensor 31 is a sensor for measuring the traveling speed, i.e., the vehicle speed, of the vehicle 10. The vehicle speed sensor 31 measures the vehicle speed based on the number of rotations of the wheels 11 per unit time.

[0030] The acceleration sensor 32 is a sensor for measuring the acceleration of the vehicle 10. The acceleration sensor 32 can measure the acceleration along the front-rear direction of the vehicle 10. In addition, the acceleration sensor 32 may be capable of measuring acceleration in multiple directions, such as the acceleration along the left-right direction and the up-down direction of the vehicle 10.

[0031] The gradient sensor 33 is a sensor for measuring the gradient of the road on which the vehicle 10 is traveling. The gradient sensor 33 enables the control device 100 to determine whether the vehicle 10 is traveling on an upslope or a downslope, and also to determine the magnitude of the gradient.

[0032] The power storage amount sensor 34 is a sensor for measuring the amount of power stored in the storage battery 15, i.e., the amount of stored power. The measured amount of stored power may be input directly from the power storage amount sensor 34 to the control device 100, or may be input to the control device 100 via a battery ECU (not shown) provided in the storage battery 15. In this embodiment, the amount of stored power is measured as a numerical value (SOC) ranging from 0% to 100%.

[0033] The operation amount sensor 35 is a sensor for measuring the operation amount of the accelerator pedal 18, specifically, the depression amount.

[0034] The other vehicle sensor 36 is a sensor for detecting other vehicles traveling around the vehicle 10, particularly behind the vehicle 10. Such a sensor may be, for example, a radar or a LIDAR. Based on the signal from the other vehicle sensor 36, the control device 100 can obtain information such as the presence or absence of other vehicles traveling behind the vehicle 10, the inter-vehicle distance between the other vehicles and the vehicle 10, and the relative speed between the other vehicles and the vehicle 10.

[0035] Continuing to refer to FIG. 2, the configuration of the control device 100 will be described. The control device 100 is configured as a computer system having a CPU, ROM, and RAM, and is mounted on the vehicle 10 to be controlled. The control device 100 may be configured as a single device, or may be configured as multiple devices that perform bidirectional communication with each other. Furthermore, part of the control device 100 may be installed in a location different from the vehicle 10. In realizing the functions of the control device 100 described below, the specific configuration of the control device 100 is not particularly limited.

[0036] The control device 100 includes a determination unit 110, an execution unit 120, a function determination unit 130, a communication unit 140, and a friction coefficient calculation unit 150 as block elements representing its functions.

[0037] The determination unit 110 is a part that determines at least one of whether another vehicle has collided with the vehicle 10 from behind, or whether a situation exists in which there is a high possibility of a rear-end collision with another vehicle. The determination unit 110 determines that another vehicle has collided with the vehicle 10 from behind when the acceleration in the forward direction measured by the acceleration sensor 32 exceeds a predetermined acceleration threshold.

[0038] Furthermore, the determination unit 110 determines whether or not there is a high possibility of a rear-end collision with another vehicle based on information such as the inter-vehicle distance measured by the other vehicle sensor 36. For example, if the inter-vehicle distance between the vehicle 10 and another vehicle traveling behind is shorter than the calculated braking distance, it determines that there is a high possibility of a rear-end collision with another vehicle. It may also be determined that there is a high possibility of a rear-end collision with another vehicle if the inter-vehicle distance is shorter than a predetermined threshold or if the relative speed of the approaching vehicle is greater than a predetermined threshold.

[0039] The execution unit 120 is a part that executes the suppression process. The "suppression process" refers to a process that suppresses the occurrence of secondary damage caused by a rear-end collision with another vehicle. When the determination unit 110 determines that another vehicle has collided with the vehicle 10 from the rear, or when the determination unit 110 determines that a situation exists in which there is a high possibility of a rear-end collision with another vehicle, the execution unit 120 executes the suppression process.

[0040] As shown in the upper part of Fig. 3, when another vehicle 50 collides with the vehicle 10 from behind, the vehicle 10 is thrown forward. At this time, as shown in the lower part of Fig. 3, if there is a cliff in front of the vehicle 10, the vehicle 10 may fall off the cliff. Furthermore, if another vehicle is parked in front of the vehicle 10, the vehicle 10 may collide with the other vehicle from behind. The prevention process is executed to prevent secondary damage caused by such a rear-end collision.

[0041] In a case like the one shown in Fig. 3, a process of increasing the braking force may be executed as the suppression process. If a braking force greater than that generated when the suppression process is not executed is generated, it is possible to reduce the amount of vehicle 10 projecting after a rear-end collision and stop vehicle 10 in front of a cliff or the like.

[0042] If the vehicle 10 is stopped at the time of the rear-end collision shown in FIG. 3, the suppression process can be performed by increasing the stop-holding force. The "stop-holding force" refers to the force required to maintain the vehicle 10 in a stopped state. For example, if the friction brake 20 is a hydraulic disc brake, the force generated by the hydraulic pressure, specifically the force pressing the brake pads against the disc rotor, corresponds to the stop-holding force. If a larger stop-holding force is generated than when the suppression process is not performed, it is possible to suppress the vehicle 10 from jumping out after the rear-end collision and stop the vehicle 10 short of a cliff or the like.

[0043] The suppression process may be executed when it is determined that another vehicle has collided with the vehicle 10 from behind, i.e., after the collision has actually occurred. Alternatively, the suppression process may be executed in advance when it is determined that a situation exists in which there is a high possibility of a rear-end collision with another vehicle, i.e., before the collision actually occurs.

[0044] The suppression process may also be the opposite of the above, that is, a process of reducing the braking force or the stopping force. For example, when the vehicle 10 is traveling and there is no cliff or the like ahead, the suppression process may be a process of reducing the braking force compared to when the suppression process is not performed. In this case, the braking distance of the vehicle 10 is increased, making it possible to avoid a rear-end collision with another vehicle or to mitigate the impact of a rear-end collision.

[0045] Furthermore, in a situation where the vehicle 10 is stopped before a rear-end collision and another vehicle much heavier than the vehicle 10 is approaching, a process for reducing the stopping force may be executed as the suppression process compared to when the suppression process is not executed. In this case, the vehicle 10 will be thrown forward significantly due to the rear-end collision, but the extent of damage to the vehicle 10 can be kept small.

[0046] Returning to Fig. 2, the explanation will be continued. Function determination unit 130 is a part that determines whether determination unit 110 is in a state in which it can function normally. For example, if some of the sensors (such as vehicle speed sensor 31) used for determination by determination unit 110 are out of order, or if an abnormality occurs in the operation of determination unit 110 itself, function determination unit 130 determines that determination unit 110 is not in a state in which it can function normally. Function determination unit 130 periodically monitors signals from each sensor, monitors the operating state of determination unit 110 using a watchdog or the like, and makes the above determination based on the monitoring results.

[0047] The communication unit 140 is a part that performs wireless communication with the outside of the vehicle 10. In this embodiment, the communication unit 140 communicates with a server 40 that is installed in a location different from the vehicle 10. The server 40 is a server that realizes the functions of a so-called "urban OS." The communication unit 140 acquires information about the traveling position of the vehicle 10 and other vehicles traveling around the vehicle 10 from the server 40 via communication. The "information about other vehicles" includes the inter-vehicle distance and relative speed between the vehicle 10 and other vehicles traveling behind it.

[0048] The friction coefficient calculation unit 150 is a part that calculates the friction coefficient between the road on which the vehicle 10 is traveling and the wheels 11. The friction coefficient calculation unit 150 calculates the friction coefficient of the road surface on which the vehicle is traveling, for example, based on the slip ratio of the wheels 11. As a specific calculation method, various publicly known methods can be adopted, and therefore a detailed description thereof will be omitted.

[0049] A specific flow of processing executed for the suppression processing will be described below. The series of processing shown in Fig. 4 is repeatedly executed by the control device 100 every time a predetermined control period elapses.

[0050] In the first step S01 of the process, it is determined whether or not a determination condition is met. The "determination condition" is a condition that is set in advance as a condition necessary for starting the determination process by the determination unit 110. Specifically, in step S01, a series of processes shown in FIG. 5 is executed.

[0051] In step S11 of FIG. 5, it is determined whether the operation amount of the accelerator pedal 18 is equal to or less than a predetermined threshold value TH1. The threshold value TH1 corresponds to the "operation amount threshold" in this embodiment. If the operation amount is equal to or less than the threshold value TH1, the process proceeds to step S12. If the operation amount is greater than the threshold value TH1, the process proceeds to step S17, which will be described later.

[0052] In step S12, it is determined whether the absolute value of the vehicle speed is equal to or less than a predetermined threshold value TH2. The threshold value TH2 corresponds to the "vehicle speed threshold value" in this embodiment. If the absolute value of the vehicle speed is equal to or less than the threshold value TH2, the process proceeds to step S13. If the absolute value of the vehicle speed is greater than the threshold value TH2, the process proceeds to step S17.

[0053] In step S13, it is determined whether the road on which the vehicle 10 is traveling is a downward slope. If the road is a downward slope, the process proceeds to step S14. Otherwise, the process proceeds to step S17.

[0054] In step S14, it is determined whether the magnitude of the downward gradient of the road on which the vehicle 10 is traveling is equal to or greater than a predetermined threshold value TH3. The threshold value TH3 corresponds to the "gradient threshold" in this embodiment. If the magnitude of the downward gradient is equal to or greater than the threshold value TH3, that is, if the vehicle 10 is traveling on a road with a relatively steep downward gradient, the process proceeds to step S15. Otherwise, the process proceeds to step S17.

[0055] In step S15, it is determined whether the coefficient of friction between the road on which the vehicle 10 is traveling and the wheels 11 is equal to or greater than a predetermined threshold value TH4. The threshold value TH4 corresponds to the "friction threshold value" in this embodiment. If the coefficient of friction is equal to or greater than the threshold value TH4, the process proceeds to step S16. Otherwise, the process proceeds to step S17.

[0056] When the process proceeds to step S16, it is determined that the determination condition is met, whereas when the process proceeds to step S17, it is determined that the determination condition is not met.

[0057] In step S01 of Fig. 4, if the determination condition is not met, the series of processes shown in Fig. 4 is temporarily terminated without performing any further processes. If the determination condition is met, the process proceeds to step S02.

[0058] In step S02, the determination unit 110 performs a process of determining whether or not another vehicle has collided with the vehicle 10 from behind. As described above, the determination unit 110 determines that another vehicle has collided with the vehicle 10 from behind when the acceleration of the vehicle 10 in the forward direction exceeds an acceleration threshold. If it is determined that another vehicle has collided with the vehicle 10 from behind, the process proceeds to step S03. If not, the series of processes shown in FIG. 4 is temporarily terminated.

[0059] In step S03, the suppression process described above is started. In step S03, specifically, a series of processes shown in FIG. 6 are executed by the execution unit 120. In step S21 of FIG. 6, a process of changing the braking force command value is performed. The "braking force command value" is a target value for the braking force or stop-holding force generated by the friction brake 20 or the rotating electric machine 12. When the suppression process is executed, secondary damage is prevented by changing the braking force, etc., as described above. In step S21, the braking force command value is changed from the value of the normal sequence to the value when the suppression process is executed.

[0060] When the suppression process is being executed, the braking force command value may be set to a larger value than when the suppression process is not being executed, or may be set to a smaller value. As mentioned above, the value to be set as the braking / driving force command value varies depending on the vehicle 10 and the surrounding conditions.

[0061] In step S22 following step S21, it is determined whether regenerative braking is possible or not by the rotating electric machine 12. For example, if a malfunction is detected in the operation of the inverter 14 or the like, it is determined that regenerative braking is not possible.

[0062] If regenerative braking is possible, the process proceeds to step S23. In step S23, the operation of the inverter 14 is controlled (in other words, the rotating electric machine 12 is controlled as a result) to start regenerative braking so as to generate a braking force or a stop-holding force according to the braking force command value.

[0063] In step S24 following step S23, it is determined whether or not it is possible to charge the storage battery 15 with the regenerative power generated as a result of regenerative braking. This determination is made based on the amount of power stored in the storage battery 15. For example, when the storage battery 15 is close to being fully charged (for example, when the SOC value exceeds a predetermined upper limit), it is determined that charging is not possible. If it is determined that charging is possible, the process proceeds to step S25. In step S25, a process of charging the storage battery 15 with the regenerative power is performed.

[0064] If it is determined in step S24 that charging to the storage battery 15 is not possible, the process proceeds to step S27. In step S27, a process is performed to supply regenerative power to the load 16 and have it consumed. The control device 100 controls the operation of the inverters 14, 17 to supply regenerative power to the load 16. Furthermore, the control device 100 controls the operation of the load 16 as necessary to consume the supplied regenerative power. This makes it possible to use the regenerative power without waste, even when charging to the storage battery 15 is difficult. Note that a dedicated resistor for consuming the regenerative power may be provided, and the regenerative power may be supplied to this resistor in step S27.

[0065] If it is determined in step S22 that regenerative braking is not possible, the process proceeds to step S27. In step S27, the operation of the friction brake 20 is controlled to start friction braking so that a braking force or stop-holding force corresponding to the braking force command value is generated.

[0066] As described above, in the suppression process started in step S03 of Fig. 4, after the braking force command value is changed, either regenerative braking or friction braking is started so that a braking force or stop-holding force corresponding to the braking force command value is generated. This makes it possible to suppress the occurrence of secondary damage due to a rear-end collision by suppressing the vehicle 10 from jumping out when a rear-end collision occurs or by extending the braking distance of the vehicle 10.

[0067] After the suppression process is started in step S03, the process proceeds to step S04. In step S04, it is determined whether the current vehicle speed is equal to or lower than a predetermined lower limit speed. The "lower limit speed" here is a preset vehicle speed that is low enough to be considered as having completed braking. When the vehicle speed drops to or below the lower limit value, the series of processes shown in FIG. 4 ends. This causes the execution unit 120 to end the suppression process.

[0068] In this way, after the judgment unit 110 determines that another vehicle has rear-ended the vehicle (step S02) and the execution unit 120 starts the suppression process (step S03), when the vehicle speed of the vehicle 10 drops below a predetermined lower limit speed, the execution unit 120 ends the suppression process.

[0069] If the vehicle speed is still greater than the lower limit speed in step S04, the process of step S03 is executed again, and the suppression process is continuously performed. Therefore, while the suppression process is being performed, the series of processes shown in Fig. 6 are repeatedly executed. At this time, the process of step S21 may not be executed except when the process is executed for the first time.

[0070] 6 is repeatedly executed, if the amount of stored electricity in the storage battery 15 approaches full charge, the determination result in step S24 may change during the process. That is, there may be a case where regenerative braking is performed for a while immediately after the suppression process starts, and frictional braking is performed midway through the process.

[0071] 5, if the operation amount of accelerator pedal 18 provided on vehicle 10 is greater than a predetermined threshold TH1 (operation amount threshold), it is determined that the determination condition is not met, and execution unit 120 does not execute the suppression process (step S11). This makes it possible to prevent a process that does not conform to the driver's intention from being executed even when accelerator pedal 18 is operated greatly based on the driver's intention.

[0072] Furthermore, when the absolute value of the vehicle speed is greater than a predetermined threshold value TH2 (vehicle speed threshold value), the execution unit 120 does not execute the suppression process (step S12). By limiting the execution of the suppression process to when the vehicle is traveling at low speeds, it is possible to prevent the occurrence of unexpected accidents, etc.

[0073] Furthermore, when the vehicle 10 is traveling on a road other than a downhill slope, or when the vehicle 10 is traveling on a road with a downhill slope smaller than a predetermined threshold TH3 (gradient threshold), the execution unit 120 does not execute the suppression process (step S14). By limiting the execution of the suppression process to when the vehicle 10 is traveling on a steep downhill slope, it is possible to prevent unexpected accidents and the like from occurring.

[0074] Furthermore, when the friction coefficient between the road and the wheels 11 is smaller than a predetermined threshold TH4 (friction threshold), the execution unit 120 also does not execute the suppression process (step S15). This can prevent a situation in which the suppression process is executed even when the braking force or stop-holding force cannot be generated as usual, and the behavior of the vehicle 10 becomes unpredictable.

[0075] It should be noted that some of the determinations in steps S11 to S15 in FIG. 5 may not be performed.

[0076] The second embodiment will be described below. Differences from the first embodiment will be mainly described below, and descriptions of commonalities with the first embodiment will be omitted as appropriate.

[0077] This embodiment differs from the first embodiment in the content of the processing executed by the control device 100. The series of processing shown in Fig. 7 is executed by the control device 100 according to this embodiment in place of the processing in Fig. 4.

[0078] In step S01, if it is determined that the determination condition is met, the process proceeds to step S31 in this embodiment. In step S31, the determination unit 110 performs a process of determining whether or not the situation is such that there is a high possibility of a rear-end collision with another vehicle. As described above, the determination unit 110 makes this determination based on information such as the inter-vehicle distance measured by the other vehicle sensor 36. If it is determined that the situation is such that there is a high possibility of a rear-end collision with another vehicle, the process proceeds to step S32.

[0079] In step S32, the control device 100 activates the alarm device 19. This notifies the driver of the imminent risk of a rear-end collision. In step S33 following step S32, a suppression process is executed. The content of the suppression process executed here is the same as that described in the first embodiment (FIG. 6). However, since the other vehicle has not yet collided with the other vehicle at this point, only a process for avoiding a rear-end collision may be executed in step S33.

[0080] In step S34 following step S33, the determination unit 110 determines whether or not another vehicle has rear-ended the vehicle 10. The process performed here is the same as the process performed in step S02 of FIG. 4. If another vehicle has not yet rear-ended the vehicle 10, the process from step S31 onwards is executed again. If another vehicle has rear-ended the vehicle 10, the process proceeds to step S03. The process performed from step S03 onwards is the same as that in the first embodiment (FIG. 4).

[0081] If it is determined in step S31 that the situation is not highly likely to result in a rear-end collision with another vehicle, the process proceeds to step S35. In step S35, a process is performed to restore the braking force command value. After that, the series of processes shown in FIG. 7 is terminated. As a result, the execution unit 120 suspends the suppression process. If the suppression process was started in the previous control cycle and the braking force command value was changed in step S21 of FIG. 6, the braking force command value is restored from the value at the time of execution of the suppression process to the value of the normal sequence.

[0082] As described above, in this embodiment, when the determination unit 110 determines that another vehicle has collided with the vehicle 10 from behind, and when the determination unit 110 determines that the situation is such that there is a high possibility of another vehicle colliding with the vehicle 10 from behind, the execution unit 120 executes the suppression process. By executing the suppression process from a point before the collision occurs, it is possible to avoid the collision itself or further reduce secondary damage when a collision occurs.

[0083] After the determination unit 110 determines that the situation is highly likely to result in a rear-end collision with another vehicle (step S31) and the execution unit 120 starts the suppression process (step S33), if the determination unit 110 determines that the situation is not highly likely to result in a rear-end collision with another vehicle (step S31), the execution unit 120 interrupts the suppression process (step S35). This prevents a situation in which unnecessary suppression process is continued unnecessarily.

[0084] A third embodiment will be described below. The following mainly describes the differences from the second embodiment (FIG. 7) described above, and the description of the commonalities with the second embodiment will be omitted as appropriate.

[0085] This embodiment differs from the second embodiment in the content of the processing executed by the control device 100. The series of processing shown in Fig. 8 is executed by the control device 100 according to this embodiment in place of the processing in Fig. 7.

[0086] In step S01, if it is determined that the determination condition is met, the process proceeds to step S41 in this embodiment. In step S41, it is determined whether a collision prediction has been notified to the vehicle 10 from the server 40 (i.e., city OS). The "collision prediction" is information notified to the vehicle 10 from the server 40 when the server 40 determines that there is a high possibility that another vehicle will collide with the vehicle 10 from the rear. When the determination unit 110 in this embodiment is notified of a collision prediction from the server 40, it determines that "the situation is such that there is a high possibility that another vehicle will collide with the vehicle 10 from the rear." Therefore, if a collision prediction has been notified, the process proceeds to step S32, and if not, the process proceeds to step S35. In either case, the subsequent processing is the same as that in the second embodiment (FIG. 7).

[0087] As described above, the determination unit 110 of this embodiment determines whether or not there is a high possibility of a rear-end collision with another vehicle based on information (the above-mentioned rear-end collision prediction) obtained via communication from the external server 40. Even in this embodiment, the same effects as those described in the first and second embodiments can be achieved.

[0088] The fourth embodiment will be described below. Differences from the second embodiment (FIG. 7) will be mainly described below, and descriptions of commonalities with the second embodiment will be omitted as appropriate.

[0089] This embodiment also differs from the second embodiment in the content of the processing executed by the control device 100. The series of processing shown in Fig. 9 is executed by the control device 100 according to this embodiment in place of the processing in Fig. 7.

[0090] If it is determined in step S01 that the determination condition is met, the process proceeds to step S51 in this embodiment. In step S51, it is determined whether other vehicle information has been received from the server 40 (i.e., the city OS). "Other vehicle information" refers to information about other vehicles traveling around the vehicle 10, including the inter-vehicle distance and relative speed between the vehicle 10 and other vehicles traveling behind it. If other vehicle information has not been received from the server 40, the process proceeds to step S35, and thereafter, the same processing as in the second embodiment is performed. If other vehicle information has been received from the server 40, the process proceeds to step S52.

[0091] In step S52, the determination unit 110 determines whether or not the situation is such that there is a high possibility of a rear-end collision with the other vehicle, based on the inter-vehicle distance and relative speed between the other vehicle traveling behind the vehicle 10 and the other vehicle 10, which are information included in the other vehicle information. The determination method is the same as the determination method performed in step S31 in Fig. 7. If it is determined that there is a high possibility of a rear-end collision with the other vehicle, the process proceeds to step S32, and if not, the process proceeds to step S35. In either case, the subsequent processing is the same as that in the second embodiment (Fig. 7).

[0092] In this way, the determination unit 110 of this embodiment determines whether or not there is a high possibility of a rear-end collision with another vehicle based on information (the other vehicle information) obtained by communication from the external server 40. Even in this mode, the same effects as those described in the first to third embodiments can be achieved.

[0093] The fifth embodiment will be described below. The following mainly describes the differences from the first embodiment, and the description of the commonalities with the first embodiment will be omitted as appropriate.

[0094] This embodiment differs from the first embodiment in the content of the suppression processing executed by the control device 100. The series of processing shown in Fig. 10 is executed by the control device 100 according to this embodiment in place of the processing in Fig. 6 (i.e., the suppression processing).

[0095] When the suppression process is started in step S03 of Fig. 4, the process of Fig. 10 is executed in this embodiment. After the process of changing the braking force command value is executed in the first step S21, in this embodiment, the process proceeds to step S61. In step S61, the state of charge (SOC) of the storage battery 15 is acquired.

[0096] In step S62 following step S61, the execution unit 120 performs a process of determining an operation ratio. In this embodiment, the execution unit 120 performs the suppression process by controlling both the friction brake 20 and the rotating electric machine 12 provided on the vehicle 10. That is, in this embodiment, both friction braking and regenerative braking are performed in the suppression process. The above-mentioned "operation ratio" refers to the proportion of the braking force generated by the friction brake 20 and the braking force generated by regeneration of the rotating electric machine 12, respectively, among the braking force generated in the suppression process.

[0097] The execution unit 120 determines the respective operation rates based on the amount of stored power acquired in step S61. Specifically, the execution unit 120 determines the operation rates so that the amount of stored power in the storage battery 15 does not exceed a predetermined upper limit while storing regenerative power generated by regenerative braking in the storage battery 15. For example, when the amount of stored power is extremely low, the operation rate of the rotating electric machine 12 is set to 100% and the operation rate of the friction brake 20 is set to 0%. For example, the execution unit 120 may set the operation rate of the rotating electric machine 12 to be as high as possible within a range in which the amount of stored power in the storage battery 15 does not exceed the upper limit.

[0098] In step S63 following step S62, the friction brake 20 and the rotary electric machine 12 are each operated in accordance with the operation ratio determined in step S62, and the suppression process is started.

[0099] In step S64 following step S63, a process of charging the storage battery 15 with regenerative power is performed, similar to step S25 in FIG. 6, for example.

[0100] In this way, the execution unit 120 of this embodiment changes the respective operation rates of the friction brake 20 and the rotating electrical machine 12 based on the amount of electric power stored in the storage battery 15 provided in the vehicle 10. This makes it possible to appropriately execute the suppression process while effectively utilizing limited energy.

[0101] The suppression process described above may be applied not only to the first embodiment but also to the other embodiments described above.

[0102] The sixth embodiment will be described below. Differences from the first embodiment will be mainly described below, and descriptions of commonalities with the first embodiment will be omitted as appropriate.

[0103] This embodiment differs from the first embodiment in the content of the processing executed by the control device 100. The series of processing shown in Fig. 11 is executed by the control device 100 according to this embodiment in place of the processing in Fig. 4.

[0104] If it is determined in step S01 that the determination condition is met, the process proceeds to step S71 in this embodiment. In step S71, the function determination unit 130 executes a process of determining whether the determination unit 110 is in a state in which it can function normally. If it is determined that the determination unit 110 can function normally, the process proceeds to step S02. The processes executed thereafter are the same as those in the first embodiment (FIG. 4).

[0105] If it is determined that the determination unit 110 cannot function normally, in this embodiment, the process proceeds to step S03 without going through the determination of step S02. This forcibly starts the suppression process. The suppression process performed here is a process for stopping the vehicle 10 by increasing the braking force or the stop holding force of at least one of the regenerative braking and the friction braking. The process performed thereafter is the same as in the first embodiment.

[0106] In this way, when the function determination unit 130 determines that the determination unit 110 is in a state where it cannot function normally, the execution unit 120 of this embodiment performs processing to increase the braking force or stop-holding force of the vehicle 10. This prevents the vehicle 10 from continuing to run with its safety functions impaired. Such processing based on the determination result of the function determination unit 130 may be applied to other embodiments.

[0107] The seventh embodiment will be described below. The differences from the second embodiment (FIG. 7) will be mainly described below, and the description of the commonalities with the second embodiment will be omitted as appropriate.

[0108] After the driver is notified in step S32, the process proceeds to step S81 in this embodiment. In step S81, a process for determining whether the brake lamps 21 are normal is executed by, for example, the function determination unit 130. If the brake lamps 21 are normal, the process proceeds to step S33, and the same process as in the second embodiment (FIG. 7) is executed. If the brake lamps 21 are abnormal, the series of processes shown in FIG. 12 is terminated without executing the subsequent processes including the suppression process.

[0109] If another vehicle has rear-ended the vehicle in step S34, the process proceeds to step S82. In step S82, similar to step S81, a process for determining whether the brake lamps 21 are normal is executed by, for example, the function determination unit 130. If the brake lamps 21 are normal, the process proceeds to step S03, and the same process as in the second embodiment (FIG. 7) is executed. If the brake lamps 21 are abnormal, the series of processes shown in FIG. 12 is terminated without executing the subsequent processes including the suppression process.

[0110] If the suppression process is executed in a situation where an abnormality occurs in the brake lamp 21 and the braking force of the vehicle 10 is increased, the vehicle 10 will decelerate without sending a signal to other vehicles traveling behind it, which increases the possibility of the vehicle being rear-ended by another vehicle.

[0111] Therefore, in this embodiment, even if the determination unit 110 determines that there is a high possibility of a rear-end collision with another vehicle (step S31), the execution unit 120 does not execute the suppression process if an abnormality occurs in the brake lamp 21. This makes it possible to reduce the possibility of the above-mentioned rear-end collision.

[0112] The present embodiment has been described above with reference to specific examples. However, the present disclosure is not limited to these specific examples. Design modifications to these specific examples made by a person skilled in the art as appropriate are also included within the scope of the present disclosure as long as they comprise the features of the present disclosure. The elements of the above-described specific examples, as well as their arrangement, conditions, shape, etc., are not limited to those exemplified and can be modified as appropriate. The elements of the above-described specific examples can be combined in various ways as appropriate, as long as no technical contradictions arise.

[0113] The control device and control method described in the present disclosure may be implemented by one or more special-purpose computers configured by configuring a processor and memory programmed to perform one or more functions embodied in a computer program. The control device and control method described in the present disclosure may be implemented by a special-purpose computer configured by configuring a processor including one or more dedicated hardware logic circuits. The control device and control method described in the present disclosure may be implemented by one or more special-purpose computers configured by combining a processor and memory programmed to perform one or more functions with a processor including one or more hardware logic circuits. The computer program may be stored as instructions executed by a computer on a computer-readable non-transitory storage medium. The dedicated hardware logic circuit and the hardware logic circuit may be implemented by a digital circuit including multiple logic circuits or an analog circuit.

[0114] The features of the present invention are as follows. (1) A control device for a vehicle, a determination unit that determines whether the vehicle has been rear-ended by another vehicle or whether a situation exists in which there is a high possibility of the vehicle rear-ending another vehicle; A control device comprising: an execution unit that executes a suppression process, which is a process for suppressing the occurrence of secondary damage associated with a rear-end collision, when the determination unit determines that another vehicle has rear-ended the vehicle, or when the determination unit determines that a situation exists in which there is a high possibility of another vehicle rear-ending the vehicle. (2) The control device according to (1), wherein the determination unit determines that another vehicle has rear-ended the vehicle when the acceleration of the vehicle exceeds a predetermined acceleration threshold. (3) The control device described in (1), wherein the judgment unit judges whether or not there is a high possibility of a rear-end collision between another vehicle traveling behind the vehicle and the vehicle based on the inter-vehicle distance or relative speed between the vehicle and the other vehicle. (4) The control device according to (1), wherein the determination unit determines whether or not a situation exists in which there is a high possibility of a rear-end collision with another vehicle, based on information obtained from an external source via communication. (5) The control device according to any one of (1) to (4), wherein the execution unit executes, as the suppression process, a process of increasing a braking force or a stop-holding force of the vehicle. (6) The control device according to any one of (1) to (4), wherein the execution unit executes, as the suppression process, a process of reducing a braking force or a stop-holding force of the vehicle. (7) The control device according to (5) or (6), wherein the execution unit executes the suppression process by controlling the operation of a friction brake provided in the vehicle. (8) The control device according to (5) or (6), wherein the execution unit executes the suppression process by controlling a rotating electric machine provided in the vehicle. (9) The control device according to (8), wherein the execution unit causes regenerative power generated by the rotating electric machine to be charged into a storage battery provided in the vehicle. (10) The control device according to (8), wherein the execution unit causes a load provided on the vehicle to consume regenerative power generated by the rotating electric machine. (11) The execution unit: The suppression process is performed by controlling both a friction brake and a rotating electric machine provided on the vehicle. The control device according to (5) or (6), wherein the respective operation rates of the friction brake and the rotating electric machine are changed based on the amount of electric power stored in a storage battery provided in the vehicle. (12) The determination unit determines that there is a high possibility of a rear-end collision with another vehicle, After the execution unit starts the suppression process, When the determination unit determines that there is no high possibility of a rear-end collision with another vehicle, The control device according to any one of (1) to (11), wherein the execution unit interrupts the suppression process. (13) a function determining unit that determines whether the determining unit is in a state where it can function normally; When the function determination unit determines that the determination unit is in a state where it cannot function normally, The control device according to any one of (1) to (12), wherein the execution unit performs a process of increasing a braking force or a stop-holding force of the vehicle. (14) Even if the determination unit determines that there is a high possibility that another vehicle will rear-end the vehicle, The control device according to any one of (1) to (13), wherein the execution unit does not execute the suppression process when an abnormality occurs in a brake lamp provided in the vehicle. (15) The determination unit determines that another vehicle has rear-ended the vehicle, After the execution unit starts the suppression process, The control device according to any one of (1) to (14), wherein the execution unit terminates the suppression process when the vehicle speed of the vehicle decreases to a predetermined lower limit speed or less. (16) The control device according to any one of (1) to (15), wherein the execution unit does not execute the suppression process when an operation amount of an accelerator pedal provided in the vehicle is greater than a predetermined operation amount threshold. (17) The control device according to any one of (1) to (16), wherein the execution unit does not execute the suppression process when an absolute value of the vehicle speed of the vehicle is greater than a predetermined vehicle speed threshold value. (18) The control device according to any one of (1) to (17), wherein the execution unit does not execute the suppression process when the vehicle is traveling on a road with a downward slope and the slope of the road is smaller than a predetermined slope threshold. (19) A control device according to any one of (1) to (18), wherein the execution unit does not execute the suppression process when the friction coefficient between the road on which the vehicle is traveling and the wheels of the vehicle is smaller than a predetermined friction threshold. [Explanation of symbols]

[0115] 10: Vehicle 100: Control device 110: Judgment section 120: Executive Department

Claims

1. A control device (100) for a vehicle (10), comprising: a determination unit (110) that determines whether or not the vehicle has been rear-ended by another vehicle, or whether or not a situation exists in which there is a high possibility of the vehicle rear-ending another vehicle; an execution unit (120) that executes a suppression process, which is a process for suppressing the occurrence of secondary damage due to a rear-end collision, when the determination unit determines that another vehicle has rear-ended the vehicle or when the determination unit determines that a situation exists in which there is a high possibility of a rear-end collision with the vehicle; a function determination unit (130) that determines whether the determination unit is in a state in which it can function normally, A control device in which, when the function determination unit determines that the determination unit is in a state in which it cannot function normally, the execution unit performs processing to increase the braking force or stop-holding force of the vehicle.

2. A control device (100) for a vehicle (10), a determination unit (110) that determines whether or not the vehicle has been rear-ended by another vehicle, or whether or not a situation exists in which there is a high possibility of the vehicle rear-ending another vehicle; an execution unit (120) that executes a suppression process, which is a process for suppressing the occurrence of secondary damage due to a rear-end collision, when the determination unit determines that another vehicle has collided with the vehicle from behind, or when the determination unit determines that a situation exists in which there is a high possibility of a rear-end collision with the vehicle from behind, Even if the determination unit determines that there is a high possibility of another vehicle rear-ending the vehicle, if an abnormality has occurred in a brake lamp (21) provided on the vehicle, the execution unit does not execute the suppression process.

3. A control device (100) for a vehicle (10), a determination unit (110) that determines whether or not the vehicle has been rear-ended by another vehicle, or whether or not a situation exists in which there is a high possibility of the vehicle rear-ending another vehicle; an execution unit (120) that executes a suppression process, which is a process for suppressing the occurrence of secondary damage due to a rear-end collision, when the determination unit determines that another vehicle has collided with the vehicle from behind, or when the determination unit determines that a situation exists in which there is a high possibility of a rear-end collision with the vehicle from behind, When an operation amount of an accelerator pedal (18) provided on the vehicle is greater than a predetermined operation amount threshold, the execution unit does not execute the suppression process.

4. A control device (100) for a vehicle (10), comprising: a determination unit (110) that determines whether or not the vehicle has been rear-ended by another vehicle, or whether or not a situation exists in which there is a high possibility of the vehicle rear-ending another vehicle; an execution unit (120) that executes a suppression process, which is a process for suppressing the occurrence of secondary damage due to a rear-end collision, when the determination unit determines that another vehicle has collided with the vehicle from behind, or when the determination unit determines that a situation exists in which there is a high possibility of a rear-end collision with the vehicle from behind, When the absolute value of the vehicle speed is greater than a predetermined vehicle speed threshold, the execution unit does not execute the suppression process.

5. A control device (100) for a vehicle (10), comprising: a determination unit (110) that determines whether or not the vehicle has been rear-ended by another vehicle, or whether or not a situation exists in which there is a high possibility of the vehicle rear-ending another vehicle; an execution unit (120) that executes a suppression process, which is a process for suppressing the occurrence of secondary damage due to a rear-end collision, when the determination unit determines that another vehicle has collided with the vehicle from behind, or when the determination unit determines that a situation exists in which there is a high possibility of a rear-end collision with the vehicle from behind, When the vehicle is traveling on a road with a downward slope and the slope of the road is smaller than a predetermined slope threshold, the execution unit does not execute the suppression process.

6. A control device (100) for a vehicle (10), comprising: a determination unit (110) that determines whether or not the vehicle has been rear-ended by another vehicle, or whether or not a situation exists in which there is a high possibility of the vehicle rear-ending another vehicle; an execution unit (120) that executes a suppression process, which is a process for suppressing the occurrence of secondary damage due to a rear-end collision, when the determination unit determines that another vehicle has collided with the vehicle from behind, or when the determination unit determines that a situation exists in which there is a high possibility of a rear-end collision with the vehicle from behind, A control device, wherein the execution unit does not execute the suppression process when a friction coefficient between a road on which the vehicle is traveling and a wheel provided on the vehicle is smaller than a predetermined friction threshold.

7. The control device according to claim 1 , wherein the determination unit determines that the vehicle has been rear-ended by another vehicle when the acceleration of the vehicle exceeds a predetermined acceleration threshold value.

8. The control device according to any one of claims 1 to 6, wherein the determination unit determines whether or not a situation exists in which there is a high possibility of a rear-end collision between another vehicle traveling behind the vehicle and the vehicle, based on a vehicle-to-vehicle distance or a relative speed between the vehicle and the other vehicle.

9. The control device according to claim 1 , wherein the determining unit determines whether or not a situation exists in which there is a high possibility of a rear-end collision with another vehicle, based on information obtained from an external source via communication.

10. The control device according to claim 1 , wherein the execution unit executes, as the suppression process, a process of increasing a braking force or a stop-holding force of the vehicle.

11. The control device according to claim 1 , wherein the execution unit executes, as the suppression process, a process of reducing a braking force or a stop-holding force of the vehicle.

12. The control device according to claim 10, wherein the execution unit executes the suppression process by controlling an operation of a friction brake (20) provided on the vehicle.

13. The control device according to claim 10, wherein the execution unit executes the suppression process by controlling a rotating electric machine (12) provided in the vehicle.

14. The control device according to claim 13 , wherein the execution unit causes a storage battery provided in the vehicle to be charged with regenerative electric power generated by the rotating electric machine.

15. The control device according to claim 13 , wherein the execution unit causes a load provided on the vehicle to consume regenerative electric power generated by the rotating electric machine.

16. The execution unit: The suppression process is performed by controlling both a friction brake and a rotating electric machine provided on the vehicle. The control device according to claim 10, wherein the respective operation rates of the friction brake and the rotating electrical machine are changed based on the amount of electric power stored in a storage battery provided in the vehicle.

17. 7. A control device according to claim 1, wherein, after the determination unit determines that a situation in which there is a high possibility of a rear-end collision with another vehicle and the execution unit starts the suppression processing, if the determination unit determines that a situation in which there is no high possibility of a rear-end collision with another vehicle is not, the execution unit interrupts the suppression processing.

18. 7. The control device according to claim 1, wherein after the determination unit determines that another vehicle has rear-ended the vehicle and the execution unit starts the suppression process, when the vehicle speed of the vehicle drops to or below a predetermined lower limit speed, the execution unit terminates the suppression process.

Images