Collision damage mitigation device and collision damage mitigation method

Abstract

To provide a collision damage reduction device capable of avoiding or reducing damage due to collision with an obstacle that may occur at the time of departure of a vehicle.SOLUTION: A collision damage reduction device 500 of the present disclosure includes: a departure determination unit 201 which detects that a vehicle is in a departing state; a departing-state acceleration and velocity determination unit 202 which determines upper limits of an acceleration and a velocity of the vehicle when the vehicle is in the departing state; and a control unit 203 which controls the acceleration and the velocity of the vehicle on the basis of the upper limits determined by the departing-state acceleration and velocity determination unit 202. Even in a situation where an obstacle 108 is not detected, the departing-state acceleration and velocity determination unit 202 determines, as first upper limits, upper limits of the acceleration and the velocity that do not cause serious damage even if the vehicle contacts the assumed obstacle 108.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present application relates to a collision damage mitigation device and a collision damage mitigation method. [Background technology]

[0002] When a vehicle starts moving, the environment and obstacle detection conditions are different from those during normal driving, increasing the risk of colliding with unexpected obstacles (for example, stones under the floor, wheel chocks, or safety cones that have been forgotten to be removed from the front of the vehicle).

[0003] For example, a starting safety device described in Patent Document 1 is provided with a sensor under the floor of the vehicle, and prevents a collision by allowing the vehicle to start if it is confirmed that there are no people or animals under the floor.

[0004] Furthermore, the driving support device described in Patent Document 2 aims to reduce collision damage by starting the vehicle with a driving force smaller than the accelerator opening when an obstacle is detected in the vehicle's traveling direction. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Japanese Patent Application Laid-Open No. 2007-230319 [Patent Document 2] Japanese Patent Application Laid-Open No. 2014-91351 Summary of the Invention [Problem to be solved by the invention]

[0006] However, the starting safety device described in Patent Document 1 requires the installation of a separate dedicated sensor to sense the underfloor of the vehicle just when starting, which has the problem that the system and device can become complex and expensive.

[0007] Furthermore, the driving assistance device of Patent Document 2 must first detect obstacles in the vehicle's traveling direction. In particular, when the vehicle is stopped, such as before starting off, the obstacle sensor functions in the expectation that the vehicle is moving, and the recognition accuracy of the obstacle sensor decreases, which may result in failure to detect the obstacle.

[0008] Specific examples of "obstacle sensors that function only when the vehicle is moving" include the following: (1) In-vehicle or infrastructure-installed millimeter-wave radar sensor The ability to identify objects may be improved by detecting the Doppler velocity difference or change in relative distance from a moving vehicle. (2) In-vehicle or infrastructure-mounted cameras As the vehicle moves, differences arise between nearby objects and the background, which can improve object identification performance.

[0009] The present disclosure has been made to solve the above-mentioned problems, and aims to reduce collision damage when starting off for obstacles that were not detected when the vehicle was stopped, using a collision damage mitigation device and collision damage mitigation method that do not require additional sensors and do not impair the performance of existing obstacle sensors. [Means for solving the problem]

[0010] The collision damage mitigation device according to the present application is a start determination unit that detects that the vehicle is starting; a starting acceleration / speed determination unit that determines upper limits of acceleration and speed of the vehicle when the vehicle is starting; a control unit that controls the acceleration and speed of the vehicle based on the upper limit determined by the starting acceleration / speed determination unit; an obstacle contact detection unit that detects contact with an obstacle; Equipped with In the starting acceleration / speed determination unit, The aforementioned Even in a situation where no obstacle is detected, the upper limit of acceleration and speed that will not cause serious damage even if the vehicle comes into contact with a predicted obstacle is determined as the first upper limit. The starting acceleration / speed determining unit determines, when the obstacle contact detecting unit detects contact with the obstacle, an upper limit of acceleration and speed at which damage does not increase as a second upper limit that is equal to or less than the first upper limit. It is characterized by:

[0011] The collision damage mitigation method according to the present application comprises: a start determination step of detecting that the vehicle is starting; a starting acceleration / speed determination step of determining upper limits of acceleration and speed of the vehicle when the vehicle is starting; a control step of controlling the acceleration and speed of the vehicle based on the upper limit determined in the step of determining acceleration and speed during start; an obstacle contact detection step of detecting contact with an obstacle; Equipped with In the step of determining acceleration and speed during starting, The aforementioned Even in a situation where no obstacle is detected, the upper limit of acceleration and speed that will not cause serious damage even if the vehicle comes into contact with a predicted obstacle is determined as the first upper limit. In the step of determining acceleration and speed during starting, when contact with the obstacle is detected in the step of detecting contact with the obstacle, an upper limit of acceleration and speed at which damage does not increase is determined as a second upper limit that is equal to or less than the first upper limit. It is characterized by: [Effects of the Invention]

[0012] According to the collision damage mitigation device and collision damage mitigation method disclosed herein, a vehicle control method is used that does not require additional sensors and does not impair the performance of existing obstacle sensors, making it possible to reduce collision damage when starting off even if there is an obstacle that was not detected when the vehicle was stopped. [Brief explanation of the drawings]

[0013] [Figure 1] 1 is a schematic diagram showing a vehicle equipped with a collision damage reduction device according to a first embodiment and the situation around the vehicle. [Figure 2] 1 is a functional block diagram of a collision damage mitigation device according to a first embodiment. [Figure 3] 4 is a flowchart showing a loop during a stopped vehicle after power-on, among the operations of the collision damage mitigation device according to the first embodiment. [Figure 4] 4 is a flowchart showing a starting loop in the operation of the collision damage reduction device according to the first embodiment. [Figure 5] 4 is a flowchart showing a normal traveling loop in the operation of the collision damage reduction device according to the first embodiment. [Figure 6] 4 is a flowchart showing a stopped vehicle loop in the operation of the collision damage mitigation device according to the first embodiment. [Figure 7] 1 is a diagram illustrating an example of hardware of a collision damage mitigation device according to a first embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0014] Hereinafter, the configuration and operation of the collision damage mitigation device and collision damage mitigation method according to the present disclosure will be described in accordance with the best mode with reference to the drawings.

[0015] Embodiment 1 <Configuration of collision damage mitigation device> 1 is a schematic diagram showing a host vehicle 101 equipped with a collision damage mitigation device 500 according to the first embodiment and the situation around the host vehicle 101. In the first embodiment, the host vehicle 101 is a level 4 (driver absent) autonomous vehicle monitored by remote monitoring control.

[0016] The host vehicle 101 is equipped with a camera 105a (hereinafter sometimes referred to as a front camera sensor) that detects moving objects 107, such as pedestrians, and stationary obstacles 108 ahead of the host vehicle 101 during normal driving. The camera 105a captures images of the road surface within an imaging range ahead of the host vehicle 101. The camera 105a is a type of imaging sensor, and improves detection performance by detecting differences in changes between the obstacle 108 and the background behind the obstacle 108 while the host vehicle 101 is driving, or changes in optical properties such as reflection.

[0017] The host vehicle 101 is provided with a millimeter wave radar sensor 104a that detects moving objects 107 and stationary obstacles 108 ahead of the host vehicle 101 during normal driving. The millimeter wave radar sensor 104a is a type of distance measurement sensor, and improves detection performance by detecting changes in the relative speed or distance between the host vehicle 101 and the obstacle 108 while the host vehicle 101 is traveling.

[0018] A notification unit 106a is installed in the vehicle 101. The notification unit 106a notifies, for example, information about a moving object 107 detected by the vehicle 101 to a remote monitoring control (not shown).

[0019] There may be various obstacles 108 on the road surface that may impede the starting operation of the host vehicle 101. Specifically, the various obstacles 108 include, for example, a wheel chock 102 that was forgotten to be removed and a safety cone 103 that was forgotten to be removed, as shown in FIG.

[0020] 2 is a block diagram showing the configuration of the collision damage mitigation apparatus 500 according to Embodiment 1. The collision damage mitigation apparatus 500 includes a start determination unit 201, a starting acceleration / speed determination unit 202, a control unit 203, an obstacle contact detection unit 204, a gradient information storage unit 206, a moving object intrusion determination unit 208, and a notification unit 106.

[0021] The start determination unit 201 determines whether the host vehicle 101 is starting, that is, whether the host vehicle is in a period from a stopped state until it starts starting and reaches normal running (in this embodiment, this period is until it has traveled 10 meters since starting). The start acceleration / speed determination unit 202 determines upper limits of acceleration and speed during starting. The control unit 203 controls at least the acceleration and speed of the host vehicle 101.

[0022] The obstacle contact detection unit 204 detects contact with the obstacle 108. The gradient information storage unit 206 calculates the gradient of the position according to the torque applied to each tire output from the tire torque sensor 205, and stores the gradient information for the last 10 meters of the route traveled in a non-volatile memory.

[0023] The moving object intrusion determination unit 208 analyzes the image of the camera 105a while the vehicle is stopped, and continues to count objects that have entered an area within 1 m around the vehicle and objects that have left the area, and determines that a moving object 107 has intruded into the area around the vehicle if the number of objects that have entered is greater than the number of objects that have left just before the vehicle 101 starts to move.

[0024] The collision damage mitigation device 500 acquires information about the surroundings of the host vehicle 101 using various sensors mounted on the host vehicle 101. The various sensors include, for example, a tire torque sensor 205 that detects torque acting on each of the four tires, a pressure-sensitive switch 207 that is installed inside the front bumper of the vehicle and detects when an object comes into contact with the bumper, an acceleration / speed sensor 209 that detects the acceleration and speed of the host vehicle, a vehicle travel direction obstacle sensor (millimeter-wave radar sensor) 104, and a vehicle travel direction obstacle sensor (front camera sensor) 105, as shown in the functional block diagram of FIG. 2. Note that, although the front camera sensor serves as both the vehicle travel direction obstacle sensor and the intrusion sensor of the moving object intrusion determination unit 208, these may be provided as separate sensors.

[0025] <Operation of collision damage mitigation device> The operation of the collision damage mitigation apparatus 500 according to the first embodiment is shown in the flowcharts of Figures 3 to 6. The flow of operation of the collision damage mitigation apparatus 500 according to the first embodiment, that is, the collision damage mitigation method according to the first embodiment, will be described below with reference to the flowcharts of Figures 3 to 6.

[0026] <Loop operation while the vehicle is stopped after power is turned on> First, it is assumed that the vehicle 101 is stopped immediately after the power supply to the collision damage mitigation apparatus 500 is turned on. In this case, the operation starts from step SA01 in Fig. 3. That is, the vehicle stopped loop immediately after power supply is turned on starts from step SA01.

[0027] Next, in step SA02, the moving object intrusion determination unit 208 determines that there is a possibility of a moving object intrusion. This is because until the power is turned on, there is no means for determining whether the moving object 107 has intruded into or retreated from the vicinity of the host vehicle, and therefore, the possibility that the moving object 107 is present as an obstacle in a blind spot of the host vehicle 101 is taken into consideration.

[0028] In step SA03, it is determined whether the host vehicle 101 has started to move. If the host vehicle 101 has not started to move, the process returns to step SA01, and if the host vehicle 101 has started to move, the process proceeds to step SA04.

[0029] In step SA04, the loop for when the vehicle is stopped immediately after power-on is terminated, and the process proceeds to step SB01.

[0030] <Loop operation during launch> The operation of the starting loop of the collision damage mitigation device 500 shown in the flowchart of FIG. 4 will be described below. In step SB01, the moving object intrusion determination unit 208 determines whether a moving object 107 has intruded. At this time, the aforementioned "possibility of moving object intrusion" is also treated as "moving object intrusion has occurred." If it can be determined that a moving object 107 has not intruded, the possibility of a collision with an obstacle 108 is low, so the process proceeds to step SC01. If not, the process proceeds to step SB02.

[0031] In step SB02, the starting acceleration / speed determination unit 202 determines a first upper limit of acceleration and speed (hereinafter referred to as the first upper limit) and applies it to control. The first upper limit of acceleration and speed is set so that serious damage will not occur even if the host vehicle 101 comes into contact with a predicted obstacle 108. For example, if one of the predicted obstacles 108 is a wheel chock 102 that was left unremoved, the first upper limit of acceleration may be calculated from the upper limit of force that does not overcome the wheel chock 102 and the body weight of the host vehicle 101. Furthermore, the first upper limit of speed may be calculated from the upper limit of kinetic energy that does not damage the wheel chock 102 and the host vehicle 101 and the body weight of the host vehicle 101. However, the method for designing the first upper limit is not limited to the above. It may be calculated from the upper limit of acceleration that does not cause discomfort to passengers, or only either acceleration or speed may be set.

[0032] From step SB03, a start loop is started. In step SB04, it is determined whether an obstacle 108 has been detected in the direction of travel of the host vehicle by millimeter wave reflection. Even if the obstacle 108 has not been detected while the host vehicle is stopped, the host vehicle 101 is traveling at this time with the first upper limit as the upper limit acceleration or upper limit speed, and as described above, the accuracy of obstacle detection by millimeter wave reflection may have improved by traveling. If an obstacle 108 has been detected, the process proceeds to step SB06; if not, the process proceeds to step SB05.

[0033] Next, in step SB05, similar to the process in step SB04, it is determined whether or not the front camera sensor 105a has detected an obstacle 108 in the traveling direction of the host vehicle. If an obstacle 108 is detected, the process proceeds to step SB06, and if an obstacle 108 is not detected, the process proceeds to step SB07.

[0034] Next, in step SB06, since an obstacle 108 is detected in the traveling direction of the host vehicle, a third upper limit of acceleration and speed, which is equal to or less than the first upper limit, is determined and applied to control. In the first embodiment, the third upper limit of acceleration and speed are both set to 0. As a result, if there is an obstacle 108 in the traveling direction, the host vehicle 101 stops to avoid contact.

[0035] Next, in step SB07, the torque of each tire is read from tire torque sensor 205. In step SB08, it is determined whether only one of the tire torques read in step SB07 has an abnormally high or low value (abnormal torque). If the tire torque is an abnormally high value (abnormal torque), there is a possibility that the host vehicle 101 has run over an obstacle 108 such as wheel chock 102 and the tire is about to climb up. Also, if the tire torque is an abnormally low value (abnormal torque), there is a possibility that the host vehicle 101 has run over an obstacle 108 such as clothing and is spinning. Here, the determination of an abnormal value may be made by a method other than those described here. If there is an abnormal value (abnormal torque), the process proceeds to step SB14; otherwise, the process proceeds to step SB09.

[0036] Next, in step SB09, the current gradient information is calculated from the tire torque.

[0037] Next, in step SB10, past gradient information at the same location is acquired.

[0038] Next, in step SB11, the current gradient in step SB09 is compared with the previous gradient at the same position in step SB10. If a significant difference is found between the current gradient and the previous gradient, there is a possibility that the vehicle has come into contact with an obstacle 108, such as a stone, that has entered under the floor of the host vehicle 101 while it was stopped. If there is a difference in gradient, the process proceeds to step SB14; otherwise, the process proceeds to step SB12.

[0039] Next, in step SB12, the pressure sensitive switch 207 on the bumper is read.

[0040] Next, in step SB13, it is determined whether there has been a reaction in the bumper pressure sensitive switch 207. If there has been a reaction in the bumper pressure sensitive switch 207, there is a possibility that the host vehicle 101 has come into contact with an obstacle 108, such as a safety cone 103, that has been placed in the traveling direction of the host vehicle 101. If there has been a reaction in the bumper pressure sensitive switch 207, the process proceeds to step SB14; if there has been no reaction, the process proceeds to step SB15.

[0041] Next, in step SB14, since it is detected that the host vehicle 101 has come into contact with the obstacle 108, a second upper limit of acceleration and speed, which is equal to or less than the first upper limit, is determined and applied to control. In the first embodiment, the second upper limit of acceleration and speed are both set to 0. As a result, if the host vehicle 101 comes into contact with the obstacle 108, the host vehicle 101 stops, preventing further damage.

[0042] Next, in step SB15, it is determined whether the speed or acceleration of the host vehicle 101 has reached the second or third upper limit. That is, it is determined whether the presence of the obstacle 108 has been recognized and reflected in the control. If the second or third upper limit has been reached, the process proceeds to step SB16; otherwise, the process proceeds to step SB17.

[0043] Next, in step SB16, the remote monitoring control monitoring this vehicle is notified that the presence of the obstacle 108 has been recognized and that the presence of the obstacle 108 has been reflected in the control. In the first embodiment, the acceleration and speed of the second and third upper limits are both 0, so the vehicle 101 is stopped. Upon receiving the notification, the controller can rush to the scene to remove the obstacle 108 in question. Note that the notification does not have to be sent to the remote monitoring control, and may be sent to a passenger or the like.

[0044] Next, in step SB17, it is determined whether the start of the host vehicle 101 has been completed. In the first embodiment, the period from the start of the start until the host vehicle has traveled 10 m is defined as the start period, and the travel thereafter is defined as normal travel. In this case, the start period is considered to have been completed when the vehicle switches to normal travel. Also, if the host vehicle stops during the start period without reaching normal travel, this is also considered to have been completed. The travel distance during the start period can be calculated by time integration of the speed sensor. If the start period has not been completed, the process returns to step SB03, and if the start period has been completed, the process proceeds to step SB18.

[0045] In step SB18, the starting loop is ended and the process proceeds to step SC01.

[0046] <Normal driving loop operation> In step SC01 shown in the flowchart of FIG. 5, a normal running loop is started.

[0047] In step SC02, the first, second and third upper limits determined and applied in the starting loop are cancelled (cleared) and released from control.

[0048] Next, in step SC03, the torque of each tire is obtained from the tire torque sensor 205, and gradient information is calculated.

[0049] Next, in step SC04, the gradient information for the current position calculated in step SC03 is recorded in gradient information storage unit 206. The information recorded in gradient information storage unit 206 is referenced in step SB10 from the next time onwards.

[0050] Next, in step SC05, it is determined whether or not the host vehicle 101 has stopped. If the host vehicle 101 has not stopped, the process returns to step SC01, and if the host vehicle 101 has stopped, the process proceeds to step SC06.

[0051] In step SC06, the normal running loop is ended, and the process proceeds to step SD01.

[0052] A vehicle-stopping loop starts from step SD01 in the flowchart of Fig. 6. This vehicle-stopping loop is intended for, for example, waiting at a traffic light. Unlike the post-power-on vehicle-stopping loop that starts from step SA01, this vehicle-stopping loop allows the vehicle's surroundings to be continuously observed by on-board sensors such as front camera sensor 105a from the time the vehicle has stopped after normal driving until the present, making it possible to detect whether a moving object has entered the vehicle.

[0053] Next, in step SD02, the image of the front camera sensor 105a is read. Here, the image to be read is not limited to the current image, but may be an image from a past normal driving session.

[0054] Next, in step SD03, the camera image captured in step SD02 is analyzed by the moving object intrusion determination unit 208 to determine whether a moving object has intruded.

[0055] Next, in step SD04, if the host vehicle 101 starts to move, the process proceeds to step SD05, and if the host vehicle 101 does not start to move, the process returns to step SD01.

[0056] Next, in step SD05, the vehicle-stopped loop is ended, and the process proceeds to step SB01. Here, if it is determined in step SD03 that no moving object 107 has entered the vehicle, the process proceeds to the normal driving loop without going through the starting loop. This makes it possible to avoid the hassle of starting slowly at the first upper limit acceleration and speed every time the vehicle restarts at a traffic light or the like, even though it is known that there are no obstacles 108 around the vehicle.

[0057] <Advantages of First Embodiment> As described above, the collision damage mitigation device and collision damage mitigation method of embodiment 1 have the effect of providing a collision damage mitigation device and collision damage mitigation method that do not require additional sensors, but use various existing sensors installed in the vehicle, and that can significantly reduce damage caused by collision with an obstacle during a starting operation, even if there is an obstacle that was not detected when the vehicle was stopped.

[0058] A variation of the first embodiment. In the first embodiment, the first upper limit speed value v1 and the first upper limit acceleration value a1, which are the first upper limits, are determined based on the degree of damage that the host vehicle 101 is willing to tolerate when an obstacle 108 is assumed to exist around the host vehicle 101 and the host vehicle 101 collides with the obstacle 108. On the other hand, the second upper limit speed value v2 and the second upper limit acceleration value a2 are acceleration and speed that are equal to or less than the first upper limit and are set based on the detection result by the obstacle contact detection unit 204, and are set to 0 in the first embodiment. Furthermore, the third upper limit speed value v3 and the third upper limit acceleration value a3 are acceleration and speed that are equal to or less than the first upper limit and are set when the vehicle travel direction obstacle sensor detects an obstacle 108 in the host vehicle travel direction, and are set to 0 in the first embodiment.

[0059] In a modification of the first embodiment, the second upper limit velocity value v2 and the second upper limit acceleration value a2, which are the second upper limits, are set to values ​​that are equal to or less than the first upper limit and are not 0. As an example, they are set to values ​​expressed by the following equations (1), (2), and (3). v2=v1×k2 (1) a2=a1×k2 (2) 0.05 <k2<0.1 (3) That is, the second upper limit speed value v2 and the second upper limit acceleration value a2 are set based on the first upper limit speed value v1 and the first upper limit acceleration value a1.

[0060] By setting an upper limit greater than 0 in this way, it is possible to prevent the host vehicle 101 from coming to a complete halt when it encounters an obstacle 108 that can be overcome, such as a pebble, or an obstacle (contact object) that does not impede travel, such as grass or a branch. This reduces the discomfort felt by the occupants due to sudden braking, and also makes it possible to continue starting at the first upper limit when the host vehicle can pass the obstacle 108 described above at an acceleration and speed equal to or less than the second upper limit.

[0061] In a modification of the first embodiment, the third upper limit velocity value v3 and the third upper limit acceleration value a3, which are the third upper limits, are set to values ​​that are equal to or less than the first upper limit and are not 0. As an example, they are set to values ​​expressed by the following equations (4), (5), and (6). v3=v1×k3 (4) a3=a1×k3 (5) 0.05 <k3<0.5 (6) That is, the third upper limit speed value v3 and the third upper limit acceleration value a3 are set as the third upper limit based on the first upper limit speed value v1 and the first upper limit acceleration value a1, which are the first upper limit.

[0062] By setting an upper limit greater than 0 in this way, it is possible to prevent the host vehicle 101 from coming to a complete halt when it encounters a minor flying object such as a fallen leaf, an obstacle 108 that it can avoid on its own, such as an animal, etc. This reduces the discomfort felt by the occupants due to sudden braking, and also makes it possible to continue starting at the first upper limit when the obstacle 108 described above moves out of the traveling direction on its own.

[0063] The second upper limit, that is, the second upper limit speed value v2 and the second upper limit acceleration value a2, may be set to values ​​set by equations (1) to (3), and the third upper limit speed value v3 and the third upper limit acceleration value a3 may be set to 0. The third upper limit, that is, the third upper limit speed value v3 and the third upper limit acceleration value a3, may be set to values ​​set by equations (4) to (6), and the second upper limit, that is, the second upper limit speed value v2 and the second upper limit acceleration value a2, may be set to 0.

[0064] As described above, according to the collision damage mitigation device and collision damage mitigation method relating to the modified example of embodiment 1, the second upper limit and the third upper limit can be easily set, thereby achieving the effect of obtaining a collision damage mitigation device and collision damage mitigation method that enables a comfortable starting operation while reducing damage caused by collisions with moving objects and obstacles during the starting operation.

[0065] In the configuration of the collision damage mitigation device 500 according to the first embodiment described above, the collision damage mitigation device 500 has been described as a functional block, but an example of the configuration as hardware that stores the collision damage mitigation device 500 is shown in Fig. 7. The hardware 800 is made up of a processor 801 and a storage device 802. Although not shown, the storage device 802 includes a volatile storage device such as a random access memory and a non-volatile auxiliary storage device such as a flash memory.

[0066] Furthermore, a hard disk auxiliary storage device may be provided instead of flash memory. Processor 801 executes a program input from storage device 802. In this case, the program is input from the auxiliary storage device to processor 801 via a volatile storage device. Processor 801 may output data such as calculation results to the volatile storage device of storage device 802, or may store data in the auxiliary storage device via the volatile storage device.

[0067] While the present disclosure describes various exemplary embodiments and examples, the various features, aspects, and functions described in one or more embodiments are not limited to application to a particular embodiment, but may be applied to the embodiments alone or in various combinations.

[0068] Therefore, countless variations not illustrated are conceivable within the scope of the technology disclosed in the present specification, including, for example, cases where at least one component is modified, added, or omitted, and cases where at least one component is extracted and combined with components of another embodiment. [Explanation of symbols]

[0069] 101 Vehicle, 102 Wheel chock, 103 Safety cone, 104 Vehicle travel direction obstacle sensor (millimeter wave radar sensor), 104a Millimeter wave radar sensor, 105 Vehicle travel direction obstacle sensor (front camera sensor), 105a Front camera sensor, 106, 106a Notification unit, 107 Moving object, 108 Obstacle, 201 Start determination unit, 202 Start acceleration / speed determination unit, 203 Control unit, 204 Obstacle contact detection unit, 205 Tire torque sensor, 206 Gradient information storage unit, 207 Pressure sensitive switch, 208 Moving object intrusion determination unit, 209 Acceleration / speed sensor, 500 Collision damage mitigation device, 800 Hardware, 801 Processor, 802 Storage device

Claims

1. a start determination unit that detects that the vehicle is starting; a starting acceleration / speed determination unit that determines upper limits of acceleration and speed of the vehicle when the vehicle is starting; a control unit that controls the acceleration and speed of the vehicle based on the upper limit determined by the starting acceleration / speed determination unit; an obstacle contact detection unit that detects contact with an obstacle, The acceleration / speed determination unit during starting determines an upper limit of acceleration and speed that will not cause serious damage even if the vehicle comes into contact with a possible obstacle, even in a situation where the obstacle is not detected, as a first upper limit, and the acceleration / speed determination unit during starting determines an upper limit of acceleration and speed that will not cause serious damage when the obstacle contact detection unit detects contact with the obstacle, as a second upper limit that is equal to or less than the first upper limit.

2. 2. The collision damage mitigation device according to claim 1, wherein the obstacle contact detection unit detects contact with an obstacle under the vehicle floor based on abnormal torque of a vehicle tire.

3. Further provided is a gradient information storage unit that stores gradient information from the previous stop, 3. The collision damage mitigation device according to claim 2, wherein the obstacle contact detection unit detects contact with the obstacle when a difference occurs between the gradient information stored in the gradient information storage unit and the actual gradient information at the start of departure and during departure.

4. 2. The collision damage mitigation device according to claim 1, wherein the obstacle contact detection unit detects contact with an obstacle under the vehicle floor based on a torque difference between vehicle tires.

5. 2. The collision damage mitigation device according to claim 1, wherein the obstacle contact detection unit detects contact with the obstacle in the vehicle's traveling direction by a pressure sensitive switch provided on a bumper of the vehicle.

6. 2. The collision damage mitigation device according to claim 1, further comprising a vehicle travel direction obstacle sensor for improving detection performance for the obstacle in the vehicle travel direction while the vehicle is traveling.

7. 7. The collision damage mitigation device according to claim 6, wherein the acceleration / speed during start determination unit determines the upper limits of acceleration and speed as a third upper limit that is equal to or less than the first upper limit when the obstacle is detected by the vehicle travel direction obstacle sensor while the vehicle is starting.

8. 8. The collision damage mitigation device according to claim 7, wherein the vehicle travel direction obstacle sensor is a distance measurement sensor, and improves detection performance based on changes in the relative speed or distance to the obstacle.

9. 8. The collision damage mitigation device according to claim 7, wherein the vehicle travel direction obstacle sensor is an image sensor, and improves detection performance by detecting a difference in changes between the obstacle and the background of the obstacle, or by detecting changes in optical characteristics.

10. a moving object intrusion determination unit that determines that a moving object has intruded into a certain range around the vehicle when the moving object has intruded into the certain range around the vehicle while the vehicle is stopped and has not retreated before the vehicle starts moving, The collision damage mitigation device according to any one of claims 1 to 9, characterized in that the acceleration / speed determination unit during starting cancels the first upper limit of acceleration and speed when the moving object intrusion determination unit determines that the moving object has not intruded.

11. a start determination step of detecting that the vehicle is starting; a starting acceleration / speed determination step of determining upper limits of acceleration and speed of the vehicle when the vehicle is starting; a control step of controlling the acceleration and speed of the vehicle based on the upper limit determined in the step of determining acceleration and speed during start; an obstacle contact detection step of detecting contact with any obstacle, In the acceleration / speed determination step during starting, the upper limits of acceleration and speed that will not cause serious damage even if the vehicle comes into contact with a predicted obstacle, even in a situation where the obstacle is not detected, are determined as a first upper limit, and in the acceleration / speed determination step during starting, when contact with the obstacle is detected in the obstacle contact detection step, the upper limits of acceleration and speed that will not cause further damage are determined as a second upper limit that is equal to or less than the first upper limit.

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