JP2015140146A - Vehicle control device and vehicle control system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle control device which can improve the accuracy of collision determination, and a vehicle control system.SOLUTION: When acceleration acting on a vehicle 2 which is detected by an acceleration sensor 4 mounted to the vehicle 2 exceeds a preset acceleration threshold, and a moving degree of a face position of an occupant of the vehicle 2 is larger than a preset face position threshold, a vehicle control system 1 and a vehicle control device 8 determine that the vehicle 2 collides with an obstacle at the outside of the vehicle. Accordingly, in the case that the moving degree of the face position of the occupant is larger than the face position threshold in addition to the case that the acceleration acting on the vehicle 2 exceeds the acceleration threshold, the vehicle control system 1 and the vehicle control device 8 determine that the vehicle 2 collides with the obstacle at the outside of the vehicle, and exhibit an effect that the accuracy of collision determination can be improved.

Description

  The present invention relates to a vehicle control device and a vehicle control system.

  As a conventional vehicle control device and a vehicle control system, for example, Patent Document 1 specifies that the own vehicle has collided with another vehicle or the like when the acceleration signal exceeds a limit value, and There is disclosed a control device for a vehicle brake device that increases a braking force in a wheel brake when a collision is specified.

Japanese Patent Laid-Open No. 11-235969

  By the way, the control device of the vehicle brake device described in Patent Document 1 described above uses an acceleration signal as an input value for determining a collision. For example, an acceleration sensor detects noise to actually May be judged to have collided even though they have not collided. Accordingly, the control device for the vehicle brake device may, for example, perform driving support after the collision (for example, automatic braking for preventing secondary collision) even though the vehicle is not colliding. is there. For this reason, in such a control device for a vehicle brake device, further improvement in the accuracy of collision determination is desired.

  The present invention has been made in view of the above circumstances, and an object thereof is to provide a vehicle control device and a vehicle control system that can improve the accuracy of collision determination.

  In order to achieve the above object, a vehicle control apparatus according to the present invention has an acceleration applied to the vehicle detected by an acceleration sensor mounted on the vehicle that exceeds a preset acceleration threshold, and an occupant of the vehicle. When the degree of mobility of the face position is greater than a preset face position threshold, it is determined that the vehicle has collided with an obstacle outside the vehicle.

  The vehicle control device may execute automatic braking control for controlling the vehicle and automatically decelerating the vehicle when it is determined that the vehicle collides with an obstacle outside the vehicle.

  In the vehicle control device, when it is determined that the vehicle collides with an obstacle outside the vehicle, the vehicle is controlled, and automatic steering control is performed to prevent the vehicle from departing from the lane. can do.

  In the vehicle control device, the acceleration acting on the vehicle detected by the acceleration sensor exceeds the acceleration threshold, and the mobility of the face position of the occupant of the vehicle is greater than the face position threshold, and is estimated. When the direction of collision of an obstacle outside the vehicle against the vehicle and the direction of movement of the face position of the occupant of the vehicle face each other, it can be determined that the vehicle has collided with an obstacle outside the vehicle. .

  In the vehicle control device, the acceleration sensor detects acceleration acting on the vehicle along the front-rear direction of the vehicle and acceleration acting on the vehicle along a lateral direction orthogonal to the front-rear direction. The direction of the collision of an obstacle outside the vehicle with respect to the vehicle according to the acceleration acting on the vehicle along the longitudinal direction detected by the acceleration sensor and the acceleration acting on the vehicle along the lateral direction Can be estimated.

  The vehicle control device may estimate the direction of collision of an obstacle outside the vehicle with respect to the vehicle according to the direction of relative movement of the obstacle with respect to the vehicle.

  In the vehicle control device, the degree of movement of the face position of the occupant of the vehicle includes a movement distance of the face position of the occupant of the vehicle, and the face position threshold is set in advance with respect to the movement distance of the face position. A distance threshold to be included.

  In the vehicle control device, the degree of movement of the face position of the occupant of the vehicle includes a movement speed of the face position of the occupant of the vehicle, and the face position threshold is preset with respect to the movement speed of the face position. Speed thresholds to be included.

  In the vehicle control device, even when the acceleration acting on the vehicle detected by the acceleration sensor exceeds the acceleration threshold, the degree of mobility of the face position of the occupant of the vehicle is equal to or less than the face position threshold. In this case, it may not be determined that the vehicle has collided with an obstacle outside the vehicle.

  In order to achieve the above object, a vehicle control system according to the present invention includes an acceleration sensor that detects acceleration acting on a vehicle, a monitoring device that monitors a state of an occupant of the vehicle, and the acceleration sensor that detects the acceleration sensor. When the acceleration acting on the vehicle exceeds a preset acceleration threshold and the mobility of the occupant's face position monitored by the monitoring device is greater than the preset face position threshold, the vehicle And a vehicle control device that determines that the vehicle has collided with an obstacle outside the vehicle.

  The vehicle control device and the vehicle control system according to the present invention are configured so that, in addition to the acceleration acting on the vehicle detected by the acceleration sensor exceeding the acceleration threshold value, the degree of mobility of the occupant's face position is the face position threshold value. If it is larger, it is possible to improve the accuracy of the collision determination by determining that the vehicle has collided with an obstacle outside the vehicle.

FIG. 1 is a schematic configuration diagram illustrating a vehicle control system according to the embodiment. FIG. 2 is a schematic diagram for explaining an example of collision determination based on the moving direction of the face position by the vehicle control device according to the embodiment. FIG. 3 is a schematic diagram for explaining an example of collision determination based on the moving direction of the face position by the vehicle control device according to the embodiment. FIG. 4 is a schematic diagram for explaining an example of collision determination based on the moving direction of the face position by the vehicle control device according to the embodiment. FIG. 5 is a flowchart illustrating an example of a main control flow by the vehicle control device according to the embodiment. FIG. 6 is a flowchart illustrating an example of a collision determination processing flow by the vehicle control device according to the embodiment. FIG. 7 is a flowchart illustrating an example of a pre-collision processing flow by the vehicle control device according to the embodiment. FIG. 8 is a flowchart illustrating an example of a calculation process flow of a moving direction and the like by the vehicle control device according to the embodiment. FIG. 9 is a diagram illustrating an example of the movement distance of the driver's face position in the vehicle control system according to the embodiment. FIG. 10 is a diagram illustrating an example of the moving speed of the driver's face position in the vehicle control system according to the embodiment.

  Embodiments according to the present invention will be described below in detail with reference to the drawings. In addition, this invention is not limited by this embodiment. In addition, constituent elements in the following embodiments include those that can be easily replaced by those skilled in the art or those that are substantially the same.

[Embodiment]
FIG. 1 is a schematic configuration diagram illustrating a vehicle control system according to the embodiment. 2, 3, and 4 are schematic diagrams for explaining an example of collision determination based on the moving direction of the face position by the vehicle control device according to the embodiment. FIG. 5 is a flowchart illustrating an example of a main control flow by the vehicle control device according to the embodiment. FIG. 6 is a flowchart illustrating an example of a collision determination processing flow by the vehicle control device according to the embodiment. FIG. 7 is a flowchart illustrating an example of a pre-collision processing flow by the vehicle control device according to the embodiment. FIG. 8 is a flowchart illustrating an example of a calculation process flow of a moving direction and the like by the vehicle control device according to the embodiment. FIG. 9 is a diagram illustrating an example of the movement distance of the driver's face position in the vehicle control system according to the embodiment (horizontal axis = time axis, vertical axis = movement distance of the face position). FIG. 10 is a diagram for explaining an example of the moving speed of the driver's face position in the vehicle control system according to the embodiment (horizontal axis = time axis, vertical axis = moving speed of the face position). Note that the movement distance of the face position in FIG. 9 corresponds to an integrated value of the movement distance per unit control cycle.

  A vehicle control system 1 according to this embodiment shown in FIG. 1 is a system that is mounted on a vehicle 2 as a host vehicle and controls the vehicle 2. The vehicle control system 1 of the present embodiment typically performs various driving assistances such as automatic braking and automatic steering after the primary collision of the vehicle 2 in order to suppress multiple accidents. It is a post-collision driving support system that suppresses And when determining the collision of the vehicle 2, the vehicle control system 1 of this embodiment determines the collision using the information on the occupant behavior of the vehicle 2 in addition to the acceleration acting on the vehicle 2. Thus, the accuracy of collision determination is improved. The vehicle control system 1 of the present embodiment is realized by mounting the components shown in FIG.

  Specifically, as shown in FIG. 1, the vehicle control system 1 of this embodiment includes a wheel speed sensor 3, a G sensor 4 as an acceleration sensor, a driver state monitoring sensor 5 as a monitoring device, and a brake actuator. 6, an EPS actuator 7, and a vehicle control device 8.

  The wheel speed sensor 3 is provided for each wheel of the vehicle 2 and detects the wheel speed that is the rotational speed of each wheel. Each wheel speed sensor 3 is electrically connected to the vehicle control device 8 and outputs the detected wheel speed signal of each wheel to the vehicle control device 8. The vehicle control device 8 can calculate the vehicle speed that is the traveling speed of the vehicle 2 based on the wheel speed of each wheel input from the wheel speed sensor 3. The G sensor 4 detects acceleration acting on the vehicle 2 (hereinafter sometimes referred to as “vehicle acceleration”). The G sensor 4 detects, for example, vehicle acceleration acting along the front-rear direction of the vehicle 2 and vehicle acceleration acting along the lateral direction orthogonal to the front-rear direction. Note that the G sensor 4 may be, for example, a combination of a sensor that detects vehicle acceleration acting along the front-rear direction and a sensor that detects vehicle acceleration acting along the lateral direction. The G sensor 4 is electrically connected to the vehicle control device 8 and outputs a detected acceleration signal to the vehicle control device 8. The vehicle control device 8 can determine the collision of the vehicle 2 based on the vehicle acceleration input from the G sensor 4. The driver state monitoring sensor 5 monitors the state of an occupant of the vehicle 2, here, the driver (driver) of the vehicle 2. The driver state monitoring sensor 5 of the present embodiment monitors the face position of an occupant (driver) as the driver state. The driver state monitoring sensor 5 of the present embodiment constitutes a driver monitor system (hereinafter sometimes referred to as “DMS”) including, for example, a camera that images the face of the driver as an occupant. The camera is provided at a position where the driver's face is within the angle of view. The camera is provided in, for example, an instrument panel, a dashboard, the vicinity of a steering column, or a ceiling portion in a vehicle compartment. The driver state monitoring sensor 5 can monitor the driver's face position, face orientation, eye opening, eye closing, and the like with the camera. The driver state monitoring sensor 5 is electrically connected to the vehicle control device 8 and outputs a monitoring result signal to the vehicle control device 8. The vehicle control device 8 can determine the collision of the vehicle 2 based on the driver monitoring result input from the driver state monitoring sensor 5.

  The brake actuator 6 constitutes a braking device mounted on the vehicle 2 and is an actuator for generating a braking force on the wheels of the vehicle 2. The brake actuator 6 is typically an actuator of an electronically controlled brake device (electronically controlled brake). For example, the brake actuator 6 is an actuator of a device that generates a braking force on the wheels of the vehicle 2 by a parking brake or an engine brake. Also good. The brake actuator 6 can decelerate the vehicle 2 by automatically generating a braking force under the control of the vehicle control device 8 without depending on the driving of the driver, for example.

  The EPS actuator 7 constitutes a steering device mounted on the vehicle 2 and is an actuator for automatically steering the steering wheel of the vehicle 2. The EPS actuator 7 is typically an actuator of a so-called electric power steering device that assists the steering force of the vehicle 2 with the power of an electric motor or the like.

  The vehicle control device 8 controls driving of each part of the vehicle 2 including the brake actuator 6, the EPS actuator 7 and the like, and includes an electronic circuit mainly composed of a well-known microcomputer including a CPU, a ROM, a RAM, and an interface. Consists of. In the vehicle control device 8, for example, various sensors and detectors such as the wheel speed sensor 3, the G sensor 4, and the driver state monitoring sensor 5 described above are electrically connected, and an electric signal corresponding to the detection result is input. The Further, the vehicle control device 8 is electrically connected to each part of the vehicle 2 such as the brake actuator 6 and the EPS actuator 7 and outputs a drive signal thereto. The vehicle control device 8 outputs a drive signal to each part of the vehicle 2 by executing a stored control program based on various input signals and various maps input from various sensors and detectors. Control the drive.

  As shown in FIG. 1, the vehicle control device 8 of the present embodiment is configured to include a brake ECU 81, an EPS ECU 82, and a collision determination ECU 83 in terms of functional concept. The brake ECU 81 controls the brake actuator 6 constituting the braking device mounted on the vehicle 2. The brake ECU 81 controls the operation of the brake actuator 6 by outputting a drive signal to the brake actuator 6. The EPS ECU 82 controls the EPS actuator 7 constituting the steering device mounted on the vehicle 2. The EPS ECU 82 controls the operation of the EPS actuator 7 by outputting a drive signal to the EPS actuator 7. The collision determination ECU 83 determines a collision of the vehicle 2. The brake ECU 81 also functions as a post-collision driving assistance ECU (first driving assistance control means) that performs automatic braking control after the vehicle 2 collides. Similarly, the EPS ECU 82 also functions as a post-collision driving support ECU (second driving support control means) that performs automatic steering control after the vehicle 2 collides. The brake ECU 81, EPS ECU 82, and collision determination ECU 83 can exchange information such as detection signals, drive signals, and control commands with each other. In the vehicle control device 8, the brake ECU 81 may also function as the collision determination ECU 83, or the EPS ECU 82 may also function as the collision determination ECU 83. Moreover, the vehicle control apparatus 8 may comprise the brake ECU 81, the EPS ECU 82, and the collision determination ECU 83 by one ECU.

  Then, the collision determination ECU 83 of the present embodiment detects the collision of the vehicle 2 based on the acceleration acting on the vehicle 2 detected by the G sensor 4 mounted on the vehicle 2 and the degree of mobility of the occupant's face position of the vehicle 2. By determining, the accuracy of collision determination is improved.

  Specifically, the collision determination ECU 83 determines whether the acceleration acting on the vehicle 2 detected by the G sensor 4 exceeds a preset acceleration threshold and is monitored by the driver state monitoring sensor 5 as an occupant of the vehicle 2. When the degree of mobility of the driver's face position is larger than a preset face position threshold, the vehicle 2 collides with an obstacle outside the vehicle, that is, an object outside the vehicle 2 collides with the vehicle 2 Is determined. Obstacles outside the vehicle include various three-dimensional objects such as other vehicles around the vehicle 2, utility poles, guard rails, wall surfaces, installation objects, and the like. On the other hand, even if the vehicle acceleration exceeds the acceleration threshold value, the collision determination ECU 83 indicates that the vehicle 2 has collided with an obstacle outside the vehicle if the degree of mobility of the driver's face position is less than or equal to the face position threshold value. For example, it is determined that the collision of the vehicle 2 has been erroneously determined.

  Here, the collision determination ECU 83 is described as using the movement distance and the movement speed of the face position before and after the collision as parameters representing the degree of movement of the driver's face position, but either one may be used. The collision determination ECU 83 uses, as the face position threshold, a distance threshold that is preset for the movement distance of the face position and a speed threshold that is preset for the movement speed of the face position. That is, here, the degree of mobility of the occupant's face position of the vehicle 2 includes the movement distance of the occupant's face position of the vehicle 2 and the moving speed of the occupant's face position of the vehicle 2, and the face position threshold is the A distance threshold set in advance for the moving distance and a speed threshold set in advance for the moving speed of the face position are included. The collision determination ECU 83 of the present embodiment assumes that the vehicle 2 has collided with an obstacle outside the vehicle when both the collision determination condition regarding the movement distance of the face position and the collision determination condition regarding the movement speed of the face position are satisfied. judge. That is, the collision determination ECU 83 determines that the vehicle 2 has collided with an obstacle outside the vehicle when the vehicle acceleration exceeds the acceleration threshold, the moving distance of the face position is larger than the distance threshold, and the moving speed of the face position is larger than the speed threshold. To do. On the other hand, even when the vehicle acceleration exceeds the acceleration threshold, the collision determination ECU 83 determines that the movement distance of the face position is less than the distance threshold or the movement speed of the face position is less than the speed threshold. The vehicle 2 is not determined to have collided with an obstacle outside the vehicle. The acceleration threshold value, the distance threshold value (face position threshold value), and the speed threshold value (face position threshold value) are set in advance as values that can accurately determine the collision of the vehicle 2 in accordance with, for example, an actual vehicle evaluation. Is remembered.

  When the G sensor 4 detects accelerations in a plurality of directions as described above, the collision determination ECU 83 is based on the condition that one of the accelerations in each direction exceeds a preset acceleration threshold value. A collision determination may be performed.

  Furthermore, the collision determination ECU 83 of the present embodiment further improves the determination accuracy of the collision of the vehicle 2 based on the direction of movement of the face position of the occupant of the vehicle 2. Specifically, the collision determination ECU 83 determines that the vehicle acceleration detected by the G sensor 4 mounted on the vehicle 2 exceeds the acceleration threshold, and the degree of movement of the face position (the movement distance of the face position, the movement speed of the face position). The direction of the collision of an obstacle outside the vehicle with respect to the vehicle 2 that is larger than the face position threshold (distance threshold, speed threshold) and the estimated collision direction (hereinafter sometimes simply referred to as “collision direction”) and the occupant of the vehicle 2 When the movement direction of the face position (hereinafter, simply referred to as “movement direction of the face position”) is opposed, it is determined that the vehicle 2 has collided with an obstacle outside the vehicle. The collision direction of an obstacle or the like with respect to the vehicle 2 corresponds to the direction of impact generated when the obstacle or the like collides with the vehicle 2. For example, the collision determination ECU 83 according to the present embodiment determines from which direction the vehicle 2 has collided according to the vehicle acceleration in the front-rear direction and the vehicle acceleration in the lateral direction detected by the G sensor 4, that is, The direction of the collision of the obstacle with respect to the vehicle 2 can be estimated. The collision determination ECU 83 determines the vehicle acceleration generated in the vehicle 2 by combining the vehicle acceleration in the front-rear direction detected by the G sensor 4 and the vehicle acceleration in the lateral direction, and the vehicle 2 according to the determined vehicle acceleration. Estimate the direction of collision of obstacles outside the vehicle against Then, the collision determination ECU 83 determines that the vehicle 2 is actually out of the vehicle if the direction in which the face actually moves is opposite to the direction of the collision of the obstacle outside the vehicle with respect to the vehicle 2 estimated from the vehicle acceleration. It can be determined that the vehicle has collided with another obstacle.

  An example of collision determination based on the moving direction of the face position will be described with reference to the schematic diagrams of FIGS. 2, 3, and 4. 2, 3, and 4, the left side is the steering 10 of the vehicle 2, the angle of view 11 of the camera constituting the driver state monitoring sensor 5, the face position 12 of the driver before the collision, and after the collision. The geometric positional relationship with the driver's face position 13 is schematically illustrated in plan view. In this example, a case where a camera is set near the steering column is illustrated. 2, 3, and 4, the middle stage is a view when the driver's face position 12 before the collision imaged by the camera is displayed on the monitor, and the right stage is after the collision imaged by the camera. The appearance when the driver's face position 13 is displayed on the monitor is schematically shown.

  FIG. 2 illustrates the case where an obstacle or the like collides with the vehicle 2 from the front. In this case, the collision determination ECU 83 determines the collision direction of the obstacle or the like with respect to the vehicle 2 according to the acceleration acting on the vehicle 2. Can be estimated to be the direction from the front of the vehicle 2 toward the rear (see arrow A1). When an obstacle or the like actually collides with the vehicle 2 in this collision direction, the driver's face position is relative to the camera so that the image captured by the camera is relatively large due to the reaction of the collision. In the direction of approaching, that is, the direction from the rear to the front of the vehicle 2 (see arrow A2).

  FIG. 3 illustrates a case where an obstacle or the like collides with the vehicle 2 from the left front. In this case, the collision determination ECU 83 causes the obstacle or the like to collide with the vehicle 2 according to the acceleration acting on the vehicle 2. It can be estimated that the direction is the direction from the left front of the vehicle 2 to the right rear (see arrow B1). When an obstacle or the like actually collides with the vehicle 2 in this collision direction, the driver's face position moves to the right while the image captured by the camera becomes relatively large due to the reaction of the collision. The vehicle 2 moves in the direction from the right rear to the left front (see arrow B2).

  FIG. 4 exemplifies a case where an obstacle or the like collides with the vehicle 2 from the left side. In this case, the collision determination ECU 83 causes the obstacle or the like to collide with the vehicle 2 according to the acceleration acting on the vehicle 2. It can be estimated that the direction is the direction from the left side of the vehicle 2 to the right side (see arrow C1). When an obstacle or the like actually collides with the vehicle 2 in this collision direction, the face position of the driver moves to the right side without changing the size of the image captured by the camera due to the reaction of the collision. In the direction in which the vehicle 2 moves from the right side to the left side (see arrow C2).

  That is, the collision direction (arrows A1, B1, C1) estimated according to the acceleration acting on the vehicle 2 and the movement direction of the face position of the driver of the vehicle 2 (arrows A2, B2, C2) are opposite to each other. The case corresponds to the case where the collision direction and the movement direction of the face position face each other. In such a case, the collision determination ECU 83 determines that the vehicle 2 has actually collided with an obstacle outside the vehicle.

  The brake ECU 81 controls the brake actuator 6 of the vehicle 2 and automatically decelerates the vehicle 2 when the collision determination ECU 83 determines that the vehicle 2 has collided with an obstacle outside the vehicle. Execute. In this case, for example, when the collision determination ECU 83 determines that the vehicle 2 has collided with an obstacle outside the vehicle, the brake ECU 81 automatically decelerates the vehicle 2 by controlling the brake actuator 6 of the vehicle 2 regardless of other information. Let Thereby, for example, when a primary collision occurs in the vehicle 2, the vehicle control system 1 can reduce the kinetic energy of the vehicle 2 to avoid further collision after the primary collision, and can safely guide the occupant. .

  The EPS ECU 82 controls the EPS actuator 7 of the vehicle 2 to prevent the vehicle 2 from deviating outside the lane when the collision determination ECU 83 determines that the vehicle 2 has collided with an obstacle outside the vehicle. Automatic steering control (for example, so-called LKA (Lane Keeping Assist) control) is executed. In this case, the EPS ECU 82 controls the EPS actuator 7 and the like so that the vehicle 2 does not deviate from the lane of the traveling path of the vehicle 2 detected through, for example, an object detection sensor. Thereby, for example, when a primary collision occurs in the vehicle 2, the vehicle control system 1 can support traveling along the lane of the vehicle 2 to avoid further collision after the primary collision. Can be guided safely.

  Next, an example of the main control flow in the vehicle control system 1 will be described with reference to the flowchart of FIG. Note that these control routines are repeatedly executed at a control cycle of several ms to several tens of ms (the same applies hereinafter).

  First, the collision determination ECU 83 of the vehicle control device 8 determines whether or not the vehicle acceleration that is the sensor value of the G sensor 4 is larger than a preset acceleration threshold value (step ST1). When the G sensor 4 detects accelerations in a plurality of directions, the collision determination ECU 83 determines whether any of the vehicle accelerations along each direction is larger than the acceleration threshold value. When the collision determination ECU 83 determines that the vehicle acceleration is equal to or less than the acceleration threshold value (step ST1: No), the collision determination ECU 83 ends the current control cycle and shifts to the next control cycle.

  When the collision determination ECU 83 determines that the vehicle acceleration is greater than the acceleration threshold (step ST1: Yes), that is, when the sensor value is estimated to have a high possibility of a collision, the collision determination using information from the DMS. It is determined whether (collision determination using DMS) is ON (step ST2). The collision determination process using the DMS will be described in detail with reference to the flowchart of FIG. When the collision determination ECU 83 determines that the collision determination using DMS is OFF (step ST2: No), the collision determination ECU 83 does not determine that the vehicle 2 has collided with an obstacle outside the vehicle, and ends the current control cycle. Then, the next control cycle is started.

  When the collision determination ECU 83 determines that the collision determination using the DMS is ON (step ST2: Yes), the collision determination ECU 83 determines that the vehicle 2 has collided with an obstacle outside the vehicle, and operates the driving support control after the collision. Used for triggering. Here, the brake ECU 81 and the EPS ECU 82 start automatic braking control and automatic steering control as driving support control after the collision (step ST3), end the current control cycle, and shift to the next control cycle.

  Next, an example of a collision determination processing flow using DMS will be described with reference to the flowchart of FIG.

  First, the collision determination ECU 83 calculates the driver face position before the collision (a state in which the vehicle acceleration is equal to or less than the acceleration threshold) (step ST201). For example, the collision determination ECU 83 executes pre-collision processing in a state where the vehicle acceleration is equal to or less than the acceleration threshold, and stores the driver face position before the collision in a storage unit or the like. The pre-collision process will be described in detail with reference to the flowchart of FIG.

  Next, the collision determination ECU 83 calculates the moving distance, moving speed, and moving direction of the face position from the driver face position after the vehicle acceleration exceeds the acceleration threshold (step ST202). The movement direction calculation process will be described in detail with reference to the flowchart of FIG.

  Next, the collision determination ECU 83 determines whether or not the moving distance of the face position calculated in step ST202 is larger than the distance threshold (step ST203).

  When the collision determination ECU 83 determines that the moving distance of the face position is greater than the distance threshold (step ST203: Yes), the collision determination ECU 83 determines whether or not the moving speed of the face position calculated in step ST202 is greater than the speed threshold (step ST204). ).

  When the collision determination ECU 83 determines that the moving speed of the face position is larger than the speed threshold (step ST204: Yes), the collision determination ECU 83 determines whether the moving direction of the face position calculated in step ST202 is opposite to the collision direction (step ST204). ST205).

  When the collision determination ECU 83 determines that the moving direction of the face position is opposite to the collision direction (step ST205: Yes), the collision determination using the DMS is turned on (step ST206), and the current control cycle is terminated. Transition to the control cycle.

  When the collision determination ECU 83 determines in step ST203 that the moving distance of the face position is equal to or smaller than the distance threshold (step ST203: No), the collision determination ECU 83 determines in step ST204 that the moving speed is equal to or lower than the speed threshold (step ST204). : No), when it is determined in step ST205 that the moving direction does not face the collision direction (step ST205: No), the collision determination using DMS is turned off (step ST207), and the current control cycle is terminated. Shift to the control cycle.

  Next, an example of the pre-collision processing flow by the vehicle control device 8 will be described with reference to the flowchart of FIG.

  First, the collision determination ECU 83 determines, based on an image captured by the camera of the driver state monitoring sensor 5, a distance serving as a reference for monitoring, here, a distance between the steering of the vehicle 2 and the headrest (hereinafter referred to as "steer-headrest distance"). Is calculated (step ST301).

  Next, the collision determination ECU 83 uses the steer-headrest distance calculated in step ST301 as a reference, and the size, height, and width of the driver's face before the collision in the image captured by the camera of the driver state monitoring sensor 5 A position or the like is detected (step ST302).

  Next, the collision determination ECU 83 uses the steer-headrest distance calculated in step ST301 as a reference, and the distance between the steering wheel before the collision and the driver's face in the image captured by the camera of the driver state monitoring sensor 5 (hereinafter, referred to as the driver's face). “Steer-face distance” may be calculated) (step ST303), the current control cycle is terminated, and the process proceeds to the next control cycle.

  Next, an example of a calculation process flow for the moving direction and the like by the vehicle control device 8 will be described with reference to the flowchart of FIG. This calculation process flow for the moving direction and the like is executed after the vehicle acceleration exceeds the acceleration threshold.

  First, the collision determination ECU 83 determines the driver's acceleration after the vehicle acceleration exceeds the acceleration threshold in the image captured by the driver state monitoring sensor 5 with reference to the steer-headrest distance calculated in step ST301 described above. The face size, height, lateral position, etc. are detected (step ST401).

  Next, the collision determination ECU 83 determines the steering after the vehicle acceleration exceeds the acceleration threshold in the image captured by the camera of the driver state monitoring sensor 5 with reference to the steer-headrest distance calculated in step ST301. -The face distance is calculated (step ST402).

  Next, the collision determination ECU 83 determines the driver's face size, height, lateral position, and steer-face distance before the collision (the vehicle acceleration is below the acceleration threshold) and the vehicle acceleration exceeds the acceleration threshold. The difference with the back is calculated, the moving distance, moving speed, moving direction, and the like of the face position are calculated from the driver face position after the vehicle acceleration exceeds the acceleration threshold (step ST403), and the current control cycle is terminated. Transition to the next control cycle.

  In the vehicle control system 1 configured as described above, in the state where the vehicle acceleration exceeds the acceleration threshold, for example, as illustrated in FIGS. 9 and 10, the moving speed of the driver's face position is greater than the speed threshold. When the movement distance of the face position becomes larger than the distance threshold at time t1 and it is determined that the movement direction of the face position is opposite to the collision direction estimated from the vehicle acceleration, the vehicle 2 It is determined that it has collided with another obstacle. On the other hand, even when the vehicle acceleration exceeds the acceleration threshold, the vehicle control system 1 is configured such that the moving distance of the face position is less than or equal to the distance threshold, the moving speed of the face position is less than or equal to the speed threshold, or When the moving direction of the face position does not face the collision direction, it is not determined that the vehicle 2 has collided with an obstacle outside the vehicle. As a result, the vehicle control system 1 can improve the accuracy of collision determination. That is, if the vehicle control system 1 determines the collision of the vehicle 2 using only the sensor value of the G sensor 4, for example, the G sensor 4 detects a noise so that it actually collides with an obstacle outside the vehicle. In spite of the absence, there is a risk of determining that there has been a collision. On the other hand, the vehicle control system 1 performs the collision determination based on the mobility of the face position of the occupant (driver) in addition to the sensor value of the G sensor 4 as described above. Can be improved.

  In particular, in such a vehicle control system 1, for example, the acceleration threshold value is relatively lower than the collision determination threshold value used for the airbag deployment determination in the collision determination threshold value used for the start determination of the post-collision driving support system. Tend to be set. For this reason, in such a vehicle control system 1, the sensor value alone of the G sensor 4 tends to detect noise, but by performing a collision determination based on the degree of mobility of the face position as described above, The accuracy of collision determination can be improved, and as a result, for example, it is possible to suppress the start of driving assistance after a collision even though the vehicle actually does not collide with an obstacle outside the vehicle.

  Furthermore, in addition to the sensor value of the G sensor 4 and the degree of mobility of the occupant (driver) face position, the vehicle control system 1 of the present embodiment further includes the occupant (driver) face of the vehicle 2. By determining the collision of the vehicle 2 based on the direction of movement of the position, the collision of the vehicle 2 can be more reliably determined, and the determination accuracy of the collision of the vehicle 2 can be further improved.

  According to the vehicle control device 8 described above, the acceleration acting on the vehicle 2 detected by the G sensor 4 mounted on the vehicle exceeds a preset acceleration threshold and the face position of the occupant of the vehicle 2 is detected. When the degree of mobility is larger than a preset face position threshold, it is determined that the vehicle 2 has collided with an obstacle outside the vehicle.

  According to the vehicle control system 1 described above, the G sensor 4 that detects acceleration acting on the vehicle 2, the driver state monitoring sensor 5 that monitors the occupant state of the vehicle 2, and the vehicle detected by the G sensor 4. 2 when the acceleration acting on the vehicle 2 exceeds a preset acceleration threshold and the degree of mobility of the face position of the occupant of the vehicle 2 monitored by the driver state monitoring sensor 5 is greater than the preset face position threshold. And a vehicle control device 8 that determines that the vehicle 2 collides with an obstacle outside the vehicle.

  Therefore, the vehicle control system 1 and the vehicle control device 8 are configured such that, in addition to the acceleration acting on the vehicle 2 detected by the G sensor 4 exceeding the acceleration threshold value, the degree of mobility of the occupant's face position is the face position threshold value. When it is larger, it is possible to improve the accuracy of collision determination by determining that the vehicle 2 has collided with an obstacle outside the vehicle.

  The vehicle control device and the vehicle control system according to the above-described embodiment of the present invention are not limited to the above-described embodiment, and various modifications can be made within the scope described in the claims.

  In the above description, the collision determination ECU 83 of the vehicle control device 8 satisfies both the collision determination condition related to the movement distance of the face position of the occupant (driver) of the vehicle 2 and the collision determination condition related to the movement speed of the face position. In this case, the vehicle 2 has been described as determining that the vehicle 2 has collided with an obstacle outside the vehicle. The collision determination ECU 83 determines that the vehicle 2 has collided with an obstacle outside the vehicle when either the collision determination condition regarding the movement distance of the face position or the collision determination condition regarding the movement speed of the face position is satisfied. You may do it. That is, the collision determination ECU 83 determines that the vehicle 2 is an obstacle outside the vehicle when the vehicle acceleration exceeds the acceleration threshold and the moving distance of the face position is larger than the distance threshold or when the moving speed of the face position is larger than the speed threshold. You may make it determine with having collided. Further, the collision determination ECU 83 may perform the collision determination without considering the moving direction of the face position.

  In the above description, the collision determination ECU 83 of the vehicle control device 8 has been described as performing the collision determination based on the driver's face position as an occupant. However, the present invention is not limited to this, and other occupants such as the passenger seat, for example, The collision determination may be performed based on the position of the face of the occupant sitting on the seat or the occupant sitting on the rear seat. In this case, a monitoring device that monitors the state of the passenger sitting in the passenger seat and the passenger sitting in the rear seat is used.

  In the above description, the collision determination ECU 83 of the vehicle control device 8 estimates the direction of collision of an obstacle or the like with respect to the vehicle 2 according to the longitudinal vehicle acceleration detected by the G sensor 4 and the lateral vehicle acceleration. However, the present invention is not limited to this. The collision determination ECU 83 may estimate the direction of the collision with respect to the vehicle according to the direction of relative movement of an obstacle or the like with respect to the vehicle 2. In this case, for example, the collision determination ECU 83 determines the direction of relative movement of the obstacle or the like with respect to the vehicle 2 (such as the obstacle with respect to the vehicle 2) based on the detection result of the surrounding monitoring sensor that monitors an object around the vehicle 2. (Direction of approach) may be detected, and the direction of relative movement may be the direction of collision of an obstacle outside the vehicle with respect to the vehicle 2.

  In the above description, the vehicle control device 8 has been described as executing both automatic braking control and automatic steering control when it is determined that the vehicle 2 has collided with an obstacle outside the vehicle. Either one may be performed, and other driving support control may be executed.

DESCRIPTION OF SYMBOLS 1 Vehicle control system 2 Vehicle 3 Wheel speed sensor 4 G sensor (acceleration sensor)
5 Driver status monitoring sensor (monitoring device)
6 Brake Actuator 7 EPS Actuator 8 Vehicle Control Device 10 Steering 11 Angle of View 12, 13 Face Position 81 Brake ECU
82 EPSECU
83 Collision judgment ECU

Claims (10)

When the acceleration acting on the vehicle detected by the acceleration sensor mounted on the vehicle exceeds a preset acceleration threshold and the mobility of the face position of the occupant of the vehicle is greater than the preset face position threshold And determining that the vehicle has collided with an obstacle outside the vehicle,
Vehicle control device. When it is determined that the vehicle has collided with an obstacle outside the vehicle, the vehicle is controlled, and automatic braking control for automatically decelerating the vehicle is executed.
The vehicle control device according to claim 1. When it is determined that the vehicle has collided with an obstacle outside the vehicle, the vehicle is controlled, and automatic steering control is performed to prevent the vehicle from departing from the lane.
The vehicle control device according to claim 1 or 2. The acceleration detected by the acceleration sensor that acts on the vehicle exceeds the acceleration threshold, the degree of mobility of the face position of an occupant of the vehicle is greater than the face position threshold, and is an obstacle outside the vehicle with respect to the estimated vehicle. If the direction of the collision and the direction of movement of the face position of the occupant of the vehicle face each other, it is determined that the vehicle has collided with an obstacle outside the vehicle.
The vehicle control device according to any one of claims 1 to 3. The acceleration sensor detects acceleration acting on the vehicle along a longitudinal direction of the vehicle and acceleration acting on the vehicle along a lateral direction perpendicular to the longitudinal direction;
According to the acceleration acting on the vehicle along the front-rear direction detected by the acceleration sensor and the acceleration acting on the vehicle along the lateral direction, the direction of collision of an obstacle outside the vehicle with respect to the vehicle is determined. presume,
The vehicle control device according to claim 4. Estimating a direction of collision of an obstacle outside the vehicle with respect to the vehicle according to a direction of relative movement of the obstacle with respect to the vehicle;
The vehicle control device according to claim 4. The degree of mobility of the occupant's face position of the vehicle includes a movement distance of the occupant's face position of the vehicle,
The face position threshold includes a distance threshold set in advance with respect to a moving distance of the face position.
The vehicle control device according to any one of claims 1 to 6. The degree of mobility of the occupant's face position of the vehicle includes the moving speed of the occupant's face position of the vehicle,
The face position threshold includes a speed threshold set in advance with respect to the moving speed of the face position.
The vehicle control device according to any one of claims 1 to 7. Even if the acceleration acting on the vehicle detected by the acceleration sensor exceeds the acceleration threshold, if the mobility of the face position of the occupant of the vehicle is not more than the face position threshold, the vehicle is outside the vehicle. It is not judged that it collided with an obstacle.
The vehicle control device according to any one of claims 1 to 7. An acceleration sensor for detecting acceleration acting on the vehicle;
A monitoring device for monitoring the state of an occupant of the vehicle;
A face position threshold in which the acceleration acting on the vehicle detected by the acceleration sensor exceeds a preset acceleration threshold and the mobility of the face position of the occupant of the vehicle monitored by the monitoring device is set in advance. A vehicle control device that determines that the vehicle has collided with an obstacle outside the vehicle when larger,
Vehicle control system.

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