JP2020201734A - Vehicle control device - Google Patents

Abstract

To avoid a collision even if such a person or a bicycle as running from behind a translating vehicle cannot be recognized on the cross-walk, etc.SOLUTION: A vehicle control device comprises: an obstacle information acquisition unit which acquires obstacle information around an own vehicle; an automatic brake control unit which automatically performs brake control in order to prevent a collision with an obstacle during travel on the basis of the obstacle information; and a determination unit which determines whether or not a translating vehicle being traveled on a lane adjacent to a travel lane where the own vehicle is being traveled, performs a collision avoiding operation. The obstacle information includes movement information of the translating vehicle. In a case where the determination unit determines that the translating vehicle performs the collision avoiding operation on the basis of the obstacle information, the automatic brake control unit starts the brake control.SELECTED DRAWING: Figure 5

Description

The present invention relates to a vehicle control device, and more particularly to braking control such as automatic braking.

In recent years, in automobiles, a system that recognizes an obstacle by using a stereo camera or the like and automatically applies braking has become widespread. In Patent Document 1, caution is paid to the driver when passing by a stopped vehicle, which is a blind spot. Techniques for facilitating and decelerating are disclosed.
Patent Document 2 discloses a technique for acquiring brake fluid pressure information of a preceding vehicle by V2V communication (Vehicle-to-Vehicle communication: vehicle-to-vehicle communication) and starting deceleration of the own vehicle with respect to follow-up traveling.

WO2017 / 199529 Japanese Unexamined Patent Publication No. 2005-319896

By the way, at an intersection where there are multiple lanes for turning left and right, if there is a translation vehicle that turns in the same way as the own vehicle when turning left or right, the translation vehicle creates a blind spot in the own vehicle.
When there is a bicycle or the like crossing this blind spot, automatic braking control may not be performed because the vehicle control system cannot recognize the obstacle.
Therefore, an object of the present invention is to make it possible to avoid danger even when the obstacle itself cannot be recognized in this way.

The vehicle control device according to the present invention automatically performs braking control in order to prevent collision with an obstacle during traveling based on the obstacle information acquisition unit that acquires obstacle information around the own vehicle and the obstacle information. The obstacle information includes an automatic braking control unit and a determination unit for determining whether or not a translation vehicle traveling in a lane adjacent to the traveling lane in which the own vehicle is traveling has performed a collision avoidance operation. The automatic braking control unit starts braking control when the determination unit determines that the translational vehicle has performed a collision avoidance operation based on the obstacle information, including vehicle motion information.
That is, when a collision avoidance operation of the translation vehicle, for example, a stop, is detected, the own vehicle also starts braking.

In the vehicle control device described above, the determination unit determines that when the translation vehicle decelerates at a deceleration of a predetermined value or more, when the translation vehicle steers a steering angle deviating from the normal running, the translation vehicle crosses the intersection. , A curve, or a pedestrian crossing, when at least one of the cases is satisfied, it is considered that the collision avoidance operation is performed.
The case where the translated vehicle decelerates at a deceleration of a predetermined value or more is a case where the vehicle suddenly stops.
The case where the translation vehicle steers the steering angle deviating from the normal running is the case where there is a possibility that the steering is not the steering required for the normal running at an intersection, a curve, or the like (for example, steering for avoiding a collision). ..
A place where a vehicle stops at an intersection, a curve, or a pedestrian crossing is a case where a translation vehicle recognizes a crossing person or the like and stops.

In the vehicle control device described above, it is conceivable that the automatic braking control unit further starts braking control on the condition that the determination unit determines that the steering is predicted.
Braking control is not performed in situations where steering is not predicted, for example, when the translation vehicle decelerates on a straight road.

In the vehicle control device described above, the automatic braking control unit is viewed from the road crossing direction when the determination unit determines that the translation vehicle has performed a collision avoidance operation around an intersection, a curve, or a pedestrian crossing. It is conceivable to set the position corresponding to the front end position of the translation vehicle as the stop target position, and perform control to reduce the speed within the range where the vehicle can stop before the stop target position.
That is, the stop position should not come out in front of the front end of the translation vehicle.

In the vehicle control device described above, it is conceivable that the automatic braking control unit sets the deceleration in the control for reducing the speed to be a deceleration equal to or higher than the deceleration of the translation vehicle.
Since the deceleration starts later than the translation vehicle, braking is performed with a larger deceleration (deceleration in which more rapid braking is performed).

According to the present invention, braking can be started even when there is an obstacle in the blind spot due to the translation vehicle, that is, when the own vehicle cannot recognize the obstacle, and by an appropriate stop. Collisions can be avoided.

It is a block diagram of the vehicle control device of embodiment of this invention. It is explanatory drawing of the functional structure of the driving support control part of embodiment. It is explanatory drawing of the scene which runs in parallel and turns left at an intersection. It is explanatory drawing of the scene which runs in parallel and approaches a curve. It is a flowchart of the process of the vehicle control device of embodiment.

<Vehicle control device configuration>
FIG. 1 is a block diagram showing a configuration outline of a vehicle control device 1 as an embodiment according to the present invention. In addition, in FIG. 1, only the configuration of the main part according to the present invention is mainly extracted and shown from the configuration of the vehicle control device 1.

The vehicle control device 1 includes an image pickup unit 2, an image processing unit 3, a memory 4, a driving support control unit 5, a display control unit 6, an engine control unit 7, a transmission control unit 8, and a brake control unit 9 provided in the own vehicle. It is configured to include a sensor / operator 10, a display unit 11, an engine-related actuator 12, a transmission-related actuator 13, a brake-related actuator 14, a steering control unit 15, a steering-related actuator 16, a bus 17, and a communication unit 20. ..

The image processing unit 3 is composed of, for example, a microcomputer equipped with a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and the like, and the image pickup unit 2 is the traveling direction of the own vehicle (in this example). Based on the captured image data obtained by imaging the front), a predetermined image process related to the recognition of the environment outside the vehicle is executed. Image processing by the image processing unit 3 is performed using a memory 4 such as a non-volatile memory.

The image pickup unit 2 is provided with two camera units. Each camera unit is configured to include a camera optical system and an image pickup device such as a CCD (Charge Coupled Device) or CMOS (Complementary Metal Oxide Semiconductor), and the camera optical system causes a subject image to appear on the image pickup surface of the image pickup device. An image is formed and an electric signal corresponding to the amount of received light is obtained in pixel units.

Each camera unit is installed so as to enable distance measurement by a so-called stereo imaging method. Then, the electric signal obtained by each camera unit is subjected to A / D conversion and a predetermined correction process, and is supplied to the image processing unit 3 as a digital image signal (captured image data) representing a brightness value according to a predetermined gradation in pixel units. Will be done.

The image processing unit 3 executes various image processing based on each captured image data obtained by stereo imaging, recognizes forward information such as three-dimensional object data and white line data in front of the own vehicle, and uses these recognition information and the like. Estimate the own vehicle travel path based on this. Further, the image processing unit 3 detects the preceding vehicle on the own vehicle's traveling path based on the recognized three-dimensional object data and the like.

Specifically, the image processing unit 3 performs, for example, the following processing as processing based on each captured image data captured in stereo. First, distance information is generated from the amount of deviation (parallax) of the corresponding positions for the captured image pair as each captured image data by the principle of triangulation. Then, a well-known grouping process is performed on the distance information, and the grouped distance information is compared with the three-dimensional road shape data, three-dimensional object data, etc. stored in advance, so that the white line data and along the road can be compared. The existing guard rails, side wall data such as curbs, three-dimensional object data such as vehicles, pause lines, traffic signals, railroad crossings, pedestrian crossings, lanes, etc. are extracted.
Further, depending on the viewing angle, arrangement, and the like of the imaging unit 2, the image processing unit 3 may extract a translation vehicle that translates with the own vehicle.

In this way, the image processing unit 3 can recognize the surrounding object based on the image captured by the image capturing unit 2 and also recognize its behavior. For example, it is also possible to recognize the speed, acceleration (positive / negative acceleration due to acceleration or deceleration) of the translation vehicle, change in the traveling direction, blinking of the blinker, and the like.

The image processing unit 3 calculates various information on the surrounding environment as described above for each frame of captured image data, for example, and sequentially stores (holds) the calculated information in the memory 4.

It is assumed that the imaging unit 2 includes a camera that images the rear and sides of the vehicle in addition to a camera that images the front. For example, by providing a camera facing the side of the vehicle, for example, the situation of a translational vehicle can be recognized more reliably.

The driving support control unit 5 is composed of, for example, a microcomputer equipped with a CPU, ROM, RAM, etc., and the result of image processing by the image processing unit 3 held in the memory 4 and the detection obtained by the sensor / controls 10. Various control processes for driving support (hereinafter referred to as "driving support control process") are executed based on information, operation input information, and the like, and further, communication information by the communication unit 20 and the like.

The driving support control unit 5 is connected to each control unit of the display control unit 6, the engine control unit 7, the transmission control unit 8, and the brake control unit 9, which are also composed of a microcomputer, via the bus 17. It is possible to perform data communication with each other with each control unit. The driving support control unit 5 gives an instruction to a necessary control unit among the above-mentioned control units to execute an operation related to the driving support.

As the driving support control executed by the driving support control unit 5, for example, lane keeping control, collision damage mitigation brake control (AEB: Autonomous Emergency Braking), cruise control with inter-vehicle distance control (ACC: Adaptive Cruise Control), etc. are assumed. However, in particular, the driving support control unit 5 of the present embodiment performs brake control according to the translation vehicle as one of the driving support control processes, as will be described later.

When the driving support control unit 5 sets the target acceleration and the target stop position (target deceleration) according to the driving support control to be executed, the driving support control unit 5 determines the required torque for the engine control unit 7 and the brake control unit 9 based on these. The brake fluid pressure and the gear ratio with respect to the transmission control unit 8 are obtained and output.
When the driving support control unit 5 sets a target steering angle, the driving support control unit 5 instructs the steering control unit 15 of the steering amount of the target steering angle.
The driving support operation is realized by operating the engine control unit 7, the brake control unit 9, the transmission control unit 8, and the steering control unit 15 based on the required torque, brake fluid pressure, gear ratio, steering amount, and the like.

The sensor / operator 10 comprehensively represents various sensors and operators provided in the own vehicle. The sensors included in the sensors / controls 10 include a speed sensor 10a that detects the speed of the own vehicle (own vehicle speed), an engine rotation speed sensor 10b that detects the rotation speed of the engine, and an accelerator opening degree based on the amount of depression of the accelerator pedal. Accelerator opening sensor 10c to detect, steering angle sensor 10d to detect steering angle, yaw rate sensor 10e to detect yaw rate, G sensor 10f to detect acceleration, ON according to operation / non-operation of brake pedal There are a brake switch 10g that is turned off / off, a millimeter-wave radar 10h that can detect the surrounding conditions, a position detection unit 10i, and the like.

According to the millimeter-wave radar 10h, it is possible to measure the distance, speed, and angle of a distant object, so that it is possible to detect, for example, the speed, acceleration, and steering conditions of a translation vehicle such as turning left or right. ..

The position detection unit 10i is, for example, a receiver for the Global Navigation Satellite System (GNSS), and acquires the current position information.
For example, since the memory 4 stores map information including various road information such as pedestrian crossings and traffic signals and lane information, the driving support control unit 5 uses the map information and the current position information to obtain the current position on the map. It is also possible to identify the lane and recognize the state of the lane.

Although not shown, the sensor / throttle 10 is supplied to each cylinder of the engine as other sensors, for example, an intake air amount sensor that detects the amount of intake air to the engine, and an intake passage. Throttle opening sensor that detects the opening of the throttle valve that adjusts the amount of intake air, water temperature sensor that detects the cooling water temperature that indicates the engine temperature, outside temperature sensor that detects the temperature outside the vehicle, and the gradient of the own vehicle's driving path It also has a gradient sensor and the like.

In addition, as an operator, an ignition switch for instructing the start / stop of the engine, an operator for performing the above-mentioned operation related to driving support control, selection of an automatic shift mode / manual shift mode in an automatic transmission, and the like. There are a select lever for instructing shift up / down in the manual shift mode, a display changeover switch for switching display information on the MFD (Multi Function Display) provided on the display unit 11 described later, and the like.

The display unit 11 comprehensively represents various meters such as a speedometer and a tachometer provided in the meter panel installed in front of the driver, an MFD, and other display devices for presenting information to the driver. ing. Various information such as the total mileage of the own vehicle, the outside air temperature, the instantaneous fuel consumption, etc. can be displayed on the MFD at the same time or by switching.

The display control unit 6 controls the display operation by the display unit 11 based on the detection signal from the predetermined sensor in the sensor / controller 10 and the operation input information by the operator. For example, based on an instruction from the driving support control unit 5, it is possible to display a predetermined warning message on the display unit 11 (for example, a predetermined area of the MFD) as a part of the driving support.

The engine control unit 7 controls various actuators provided as the engine-related actuator 12 based on the detection signal from a predetermined sensor in the sensor / actuator 10 and the operation input information by the operator.
As the engine-related actuator 12, for example, various actuators related to engine drive such as a throttle actuator for driving a throttle valve and an injector for injecting fuel are provided.

For example, the engine control unit 7 controls the start / stop of the engine in response to the operation of the ignition switch described above. The engine control unit 7 also controls fuel injection timing, fuel injection pulse width, throttle opening, etc., based on detection signals from predetermined sensors such as the engine rotation speed sensor 10b and the accelerator opening sensor 10c.
Further, the engine control unit 7 obtains and obtains the target throttle opening degree from, for example, a map or the like based on the required torque calculated and output by the driving support control unit 5 based on the target acceleration and the gear ratio of the automatic transmission. The throttle actuator is controlled (engine output control) based on the throttle opening.

The transmission control unit 8 controls various actuators provided as the transmission-related actuator 13 based on a detection signal from a predetermined sensor in the sensor / operator 10 and operation input information by the operator.
As the transmission-related actuator 13, for example, an actuator for performing shift control of an automatic transmission is provided.

For example, when the automatic shift mode is selected by the select lever described above, the transmission control unit 8 outputs a shift signal to the actuator according to a predetermined shift pattern to perform shift control. Further, when the manual shift mode is set, the transmission control unit 8 outputs a shift signal according to the shift up / down instruction by the select lever to the actuator to perform shift control.
When the automatic transmission is a CVT (Continuously Variable Transmission), the shift control at the time of setting the automatic shift mode is controlled to continuously change the gear ratio.

The brake control unit 9 controls various actuators provided as the brake-related actuator 14 based on the detection signal from a predetermined sensor in the sensor / actuator 10 and the operation input information by the operator.
As the brake-related actuator 14, various brake-related actuators such as a hydraulic pressure control actuator for controlling the output hydraulic pressure from the brake booster to the master cylinder and the hydraulic pressure in the brake fluid pipe are provided.

For example, the brake control unit 9 controls the hydraulic pressure control actuator to brake the own vehicle based on the hydraulic pressure instruction information output from the driving support control unit 5. Further, the brake control unit 9 calculates the wheel slip ratio from the detection information of a predetermined sensor (for example, the axle rotation speed sensor or the vehicle speed sensor 10a), and applies the hydraulic pressure by the hydraulic pressure control actuator according to the slip ratio. By reducing the pressure, so-called ABS (Antilock Brake System) control is realized.

For example, the steering control unit 15 obtains the required steering torque according to the target steering amount given by the driving support control unit 5, and controls the steering-related actuator 16 to realize the required automatic steering.

The communication unit 20 is a communication unit that performs so-called V2V communication (vehicle-to-vehicle communication) and network communication. The driving support control unit 5 can acquire information on another vehicle received by the communication unit 20. In addition, the communication unit 20 can also acquire various information such as surrounding environment information of the current location, road information, and the like by network communication such as the Internet.

FIG. 2 shows a functional configuration provided by, for example, software for the driving support control unit 5 to perform the processing of the present embodiment. The driving support control unit 5 includes an obstacle information acquisition unit 5a, an automatic braking control unit 5b, and a determination unit 5c.

The obstacle information acquisition unit 5a acquires obstacle information around the own vehicle. Specifically, the surrounding environment, obstacles, road conditions, etc. are acquired or interpreted from the information of the surrounding environment recognized by the image processing unit 3, the information acquired by the communication unit 20, the information detected by the millimeter wave radar 10h, and the like. To do. The obstacle information around the own vehicle includes the motion information of the translation vehicle.

The determination unit 5c performs a process of determining from the information acquired by the obstacle information acquisition unit 5a whether the translational vehicle traveling in the lane adjacent to the traveling lane in which the own vehicle is traveling has performed the collision avoidance operation.

The automatic braking control unit 5b shows a function of performing brake control such as the above-mentioned AEB, that is, a function of automatically performing braking control in order to prevent a collision with an obstacle during traveling based on obstacle information. In particular, the automatic braking control unit 5b performs a process of starting braking control when the determination unit 5c determines that the translational vehicle has performed a collision avoidance operation based on the obstacle information.

<Processing example>
The processing of the embodiment realized in the vehicle control device 1 having the above configuration will be described.
In the processing of the embodiment, when the translational vehicle stops while the own vehicle is turning (turning left or right or traveling on a curve), the own vehicle has a blind spot and there is some obstacle in the area visible to the translational vehicle. Judgment is made so that the own vehicle also stops. For the sake of explanation, obstacles refer to all things that may collide and include people.

A situation in which the processing of this example is performed will be described with reference to FIGS. 3 and 4.
FIG. 3 shows the situation at an intersection. The own vehicle 30 and the translation vehicle 31 are traveling in lanes 40 and 41 from the lower part of the drawing, enter an intersection, and both turn left. There is a pedestrian crossing 45 at the left turn destination of the own vehicle 30 and the translation vehicle 31.
At this time, consider the case where there is a person who is trying to cross the pedestrian crossing 45 or a person who rides a bicycle (hereinafter, referred to as "crossing person 32").

Since the driver of the translation vehicle 31 or the driving support system can recognize the pedestrian crossing 32 who is about to cross the pedestrian crossing 45, the vehicle stops in front of the pedestrian crossing 45 in order to wait for the pedestrian crossing 32 to cross.
However, the own vehicle 30 (the driver of the own vehicle or the driving support control unit 5) may not be able to recognize the crossing person 32 because the position of the crossing person 32 becomes a blind spot due to the translation vehicle 31. In particular, when the crossing person 32 is riding a bicycle, it is possible that the crossing person 32 suddenly appears in front of the own vehicle 30 from behind the stopped translation vehicle 31.

Therefore, assuming such a situation, when a collision avoidance operation of the translation vehicle 31, specifically deceleration, sudden steering, stop, etc., is detected during the left turn, the driving support control unit 5 of the own vehicle 30 controls braking. To avoid a collision with a crossing person or the like 32.

FIG. 4 shows a case where a pedestrian crossing 45 exists at the end of a curve of a road having two lanes on each side.
The own vehicle 30 and the translation vehicle 31 are traveling in lanes 42 and 43 from the lower part of the drawing, turning a curve, and approaching a pedestrian crossing 45. At the pedestrian crossing 45, 32 people such as crossers are about to cross.
In this case as well, from the own vehicle 30, the position of the crossing person 32 may become a blind spot due to the translational vehicle 31, and the crossing person 32 may not be recognized.
Therefore, even in such a case, when the collision avoidance operation of the translation vehicle 31 is detected, the driving support control unit 5 of the own vehicle 30 starts the braking control to avoid the collision with the crossing person or the like 32.

FIG. 5 shows a processing example of the driving support control unit 5.
This process is an example of the process of the driving support control unit 5 executed by the function of FIG. Consider processing by the function of the obstacle information acquisition unit 5a in steps S101, S102, and S104, by the function of the determination unit 5c in steps S103, S104, and S105, and by the function of the automatic braking control unit 5b in steps S106, S107, and S108. Can be done.
The driving support control unit 5 repeatedly executes the process of FIG. 5 during at least traveling of the own vehicle 30.

In step S101, the driving support control unit 5 acquires information on the surrounding environment. For example, the driving support control unit 5 confirms the existence of an intersection, a curve, a pedestrian crossing 45, etc. on the traveling path of the own vehicle based on the map information, the current position information, the information recognized from the image captured by the imaging unit 2, and the like.

In step S102, the driving support control unit 5 acquires information about the position of the own vehicle 30 and information about the position of the translation vehicle 31.
Specifically, the driving support control unit 5 confirms the existence of the translation vehicle 31, the distance to the intersection and the curve of the own vehicle 30 and the translation vehicle 31, and the front-rear relationship between the own vehicle 30 and the translation vehicle 31 with respect to the traveling direction.
These are recognized from, for example, map information and current position information, recognition results of captured images by the imaging unit 2, detection information of the millimeter wave radar 10h, and the like.

In step S103, the driving support control unit 5 determines whether or not a right or left turn occurs.
In this determination, first, the existence of an intersection or a curve at the destination of the own vehicle 30 is confirmed. That is, the driving support control unit 5 confirms whether or not the own vehicle 30 enters an intersection or a curve within a predetermined distance (or within a predetermined time) based on information such as the surrounding environment and the position of the own vehicle.
If this is not the case, that is, the situation is not such that the vehicle is about to enter an intersection or a curve, it is determined in step S103 that there is no right or left turn, and a return is made. That is, at that time, the braking control of this example is not started.

The "curve" for determining the existence may be considered to be, for example, a curve having a large curvature having a predetermined curvature or more. In the case of a gentle curve (close to a straight line), the translating vehicle 31 does not cause the crossing person 32 to become a blind spot, and even if the processing of this example is not performed, the crossing person 32 can be controlled by normal AEB control. This is because it is assumed that automatic braking control will be performed based on the recognition of. Therefore, it is conceivable that the curve confirmed in step S103 is a curve having a curvature or more that may cause the crossing person 32 to enter the blind spot due to the presence of the translation vehicle 31.

Further, in step S103, not only the determination of the intersection or the curve but also the presence or absence of the pedestrian crossing 45 may be confirmed.
The process of this example assumes a case where it is difficult to recognize the crossing person 32 at the corner, and when the pedestrian crossing 45 does not exist, the necessity of executing the process is small. Further, braking according to the movement of the translational vehicle 31 on a curve may impair the comfort of riding.
In that sense, it may be confirmed that there is an intersection where a crosser or the like 32 is within a predetermined distance of a right or left turn, or a curve where a pedestrian crossing 45 is within a predetermined distance of a turn.

It is also desirable to determine whether or not the own vehicle 30 and the translation vehicle 31 both turn right (or left) at the intersection.
For example, in the situation shown in FIG. 3, the danger of collision occurs when both the own vehicle 30 and the translation vehicle 31 turn in the same direction. If the own vehicle 30 goes straight, a collision with a crossing person or the like 32 does not occur. In that case, it is not necessary to activate the braking control of this example. Therefore, it is also determined whether or not both the translation vehicle 31 and the own vehicle 30 turn in the same direction.

Regarding the own vehicle 30, the driving support control unit 5 determines whether to turn right or left based on the route information acquired from the navigation system (not shown), the blinker operation information of the driver, the steering operation as a right / left turn, or the like.

Further, the driving support control unit 5 can recognize the right turn or the left turn of the translation vehicle 31 by V2V communication by the communication unit 20, and confirms the blinker blinking of the translation vehicle 31 that can be recognized from the image captured by the image pickup unit 2. You may. Of course, the start of the left / right turn of the translation vehicle 31 may be recognized by detecting the image or the millimeter wave radar 10h.

Further, since the processing of this example deals with the situation where a blind spot occurs, in step S103, even if it is confirmed that the own vehicle 30 is delayed from the translational vehicle 31 and enters an intersection or a curve. Good.
This is because it is assumed that no blind spot will occur when the own vehicle 30 enters an intersection or a curve before the translation vehicle 31 and turns left or right.

As described above, step S103 determines the possibility of existence of a crossing person or the like 32 or the like that becomes a blind spot due to the translation vehicle 31 when turning left or right, and various specific determination conditions can be considered. In other words, it suffices to determine whether or not there is a possibility that 32 such as crossers exist at the corner. If this determination is made appropriately, unnecessary braking of the own vehicle 30 according to the behavior of the translation vehicle 31 can be avoided.

Based on these facts, examples of processing in step S103 include: -whether or not the vehicle is about to enter an intersection-whether or not the vehicle is about to enter a curve-whether or not the curvature is a curve equal to or greater than a predetermined value-curved Whether it is a curve with a pedestrian crossing 45 first ・ Whether it is an intersection with a pedestrian crossing 45 ahead ・ Whether the own vehicle 30 and the translation vehicle 31 turn in the same direction ・ Self At least one or a combination (and condition or or condition) of various conditions such as whether or not the vehicle 30 enters an intersection or a curve with a delay within a predetermined time with respect to the translation vehicle 31 can be considered.

As understood from the purpose of the processing, the "translation vehicle 31" to be determined is a vehicle traveling in the lane on the side in which the own vehicle turns. That is, the vehicle is traveling in the lane on the left side of the own vehicle 30 when turning left, and in the lane on the right side of the own vehicle 30 when turning right. As a matter of course, for example, when the own vehicle 30 turns left, it is not necessary to make the translation vehicle running in the right lane subject to the determination in step S103.

When the condition of turning left or right is satisfied in step S103, the driving support control unit 5 monitors steps S104 and S105.
In step S104, collision avoidance operations such as deceleration, stop operation, and sudden steering of the translation vehicle 31 are monitored.
In step S105, the completion of the right / left turn is confirmed.

That is, the driving support control unit 5 monitors the collision avoidance operation of the translation vehicle 31 in step S104 until the right / left turn is completed, and proceeds to step S106 when the collision avoidance operation is recognized.
Regarding the collision avoidance operation, the millimeter-wave radar 10h detects the negative acceleration (deceleration) of the translation vehicle 31 above a predetermined threshold value, the brake control by V2V communication and the recognition by the notification of the steering control, and the recognition from the image captured by the imaging unit 2. Monitor by such as.

Normally, deceleration occurs when turning left or right, so here it is desirable to detect from the viewpoint of deceleration for stopping, not slight deceleration for normal turning left or right. That is, the deceleration of the deceleration of a predetermined value or more, which is considered to be the deceleration when the translational vehicle 31 side recognizes the crossing person 32 and stops, is detected as the collision avoidance operation.

In addition, although collisions may be avoided by steering, steering with a rudder angle that deviates from normal driving (within a predetermined range according to the right or left turn or curve) compared to the originally required steering of right and left turns that occur at intersections and curves. The steering angle deviating from the steering angle of the above) may be set as the collision avoidance operation.
For example, when turning left or turning left, the steering angle exceeds the steering angle required for the run, or the steering angle or steering to the right, which is insufficient for the left turn or left curve, makes a right or left turn or normal driving according to the curve. The steering angle deviates.

Of course, when it is detected that the translation vehicle 31 has stopped in an intersection, a curve, or even a crossing person 32, the collision avoidance operation is performed.

If the right / left turn is completed without detecting the collision avoidance operation of the translation vehicle 31 as described above, the process of the driving support control unit 5 returns from step S105.
On the other hand, if the collision avoidance operation of the translation vehicle 31 is detected before the completion of the right / left turn, the driving support control unit 5 proceeds to step S106 and performs an operation of estimating the stop position of the translation vehicle 31.
That is, the stop position is calculated from the acceleration of the translation vehicle 31 during deceleration.

In step S107, the driving support control unit 5 determines the target stop position of the own vehicle 30 based on the stop position estimated for the translation vehicle 31. Then, by determining the target stop position, the deceleration from the present time until the target stop position is calculated.
Then, in step S108, the driving support control unit 5 starts braking control by the calculated deceleration. As a result, even if the crossing person 32 cannot be recognized from the own vehicle 30, the vehicle is stopped at the target stop position to avoid a collision.

Here, the target stop position may be, for example, a position shown as the target stop position TGP in FIGS. 3 and 4.
This is an example in which the stop target position TGP is set on the line TL1 which is the front end position of the translation vehicle 31 when viewed from the direction of the pedestrian crossing 45 (road crossing direction).

Assuming that the crossing person 32 travels in the road crossing direction, this line TL1 is a line parallel to the traveling direction of the crossing person 32. The line TL1 is a line that passes through the tip of the translation vehicle 31 that stops to avoid a collision. That is, if the line TL1 is not crossed, it can be considered that the own vehicle 30 can avoid a collision with a crossing person or the like 32. Therefore, the line TL1 is set as the target stop position TGP on the traveling path of the own vehicle 30, and the vehicle is stopped before the target stop position TGP.

After setting such a target stop position TGP, the deceleration can be calculated according to the distance from the current position to the target stop position TGP and the current speed.

Since this is to avoid a collision, the target stop position may be set closer to the front. For example, the target stop position may be determined on the line TL2 shown in FIG. The line TL2 is a line along the front end of the vehicle body of the translation vehicle 31 at the position of the stopped translation vehicle 31 (estimated stop position). If the vehicle stops on the line TL2, the own vehicle 30 will stop in a state of being almost completely hidden by the translation vehicle 31 when viewed from the crossing person 32, and the possibility of collision / contact with the crossing person 32 is further increased. Can be lowered.

However, the closer the target stop position is to the front, the shorter the distance to stop, and the more sudden braking is applied. Considering the ride comfort of the occupants and the risk of a rear-end collision of the following vehicle due to sudden braking, it is considered that it is not desirable to perform too sudden braking control. Therefore, like the target stop position TGP described above, it is desirable to set a target that can avoid the risk of collision with a crossing person or the like 32 while gaining a certain distance to the stop.

As described above, in step S107, the deceleration is calculated according to the determination of the target stop position, but in order to stop at the target stop position TGP, a deceleration higher than the deceleration of the translation vehicle 31 is calculated. Can be considered. This is to stop the translation vehicle 31 so that it does not move forward after the translation vehicle 31 starts decelerating.
However, depending on the difference in position between the own vehicle 30 and the translation vehicle 31 and the target stop position, the distance to the stop may be relatively long, and the deceleration is not necessarily higher than the deceleration of the translation vehicle 31. In some cases, it can be stopped before the translation vehicle 31.

Note that FIG. 5 shows braking control according to the collision avoidance operation of the translation vehicle 31, and after the own vehicle 30 is stopped by the control, the vehicle may be started by the driver's operation (or automatic control) according to the situation. That is natural.
Further, even if the translational vehicle 31 does not stop at an intersection or a curve, if the own vehicle finds a dangerous obstacle (pedestrian, bicycle), the AEB by the driving support control unit 5 is not performed in FIG. It is assumed that braking control is performed by control.

<Effect of embodiment>
The following effects can be obtained in the above embodiments.
The vehicle control device 1 of the embodiment automatically brakes the obstacle information acquisition unit 5a that acquires obstacle information around the own vehicle 30 to prevent collision with an obstacle during traveling based on the obstacle information. It includes an automatic braking control unit 5b for controlling, and a determination unit 5c for determining whether or not a translational vehicle 31 traveling in a lane adjacent to the traveling lane in which the own vehicle 30 is traveling has performed a collision avoidance operation. The obstacle information includes the motion information of the translation vehicle 31. Then, when the determination unit 5c determines that the translational vehicle 31 has performed the collision avoidance operation based on the obstacle information, the automatic braking control unit 5b starts the braking control (see FIG. 5).

By doing so, even if there is an obstacle at the position where the translational vehicle 31 is in the blind spot, braking is started, and a collision or the like can be avoided by an appropriate stop.
In other words, in the conventional automatic braking system, braking is performed only when there is an object that is recognized as an obstacle when viewed from the own vehicle 30, but even if the obstacle cannot be recognized, danger can be avoided and safety can be improved. Improve more. Specifically, even if a bicycle or the like crossing from behind the translational vehicle 31 pops out (even if the bicycle or the like is not recognized), the own vehicle has already started braking, so collision avoidance can be avoided. it can.

In the embodiment, the determination unit 5c determines that when the translation vehicle 31 decelerates at a deceleration of a predetermined value or more, when the translation vehicle 31 steers a steering angle deviating from the normal running, the translation vehicle 31 is at an intersection, a curve, or When at least one of the stops at the pedestrian crossing is satisfied, it is judged that the collision avoidance operation has been performed.
In these cases, it is highly possible that the translation vehicle 31 recognizes the possibility of a collision and performs the necessary avoidance operation. Therefore, the translation vehicle 31 is self-reliant in response to such an operation. It is appropriate to apply braking to the vehicle 30 as well.

In other words, in these cases, the fact that the own vehicle 30 also starts braking means that the control does not blindly match the translation vehicle 31 and does not impair the driving comfort.
For example, in a system that alerts the driver or decelerates when there is a stopped vehicle that makes an obstacle a blind spot, in most cases deceleration is performed in a situation where popping out or the like does not actually occur. On the other hand, in the case of the embodiment, since braking is actually detected by detecting danger (there is a high possibility of danger), braking control is not activated frequently when unnecessary, and unnecessary braking is avoided and safety is achieved. It is possible to make it less likely to give a sense of discomfort to the occupants while maintaining the above.

In the embodiment, the automatic braking control unit 5b further starts the braking control on the condition that the determination unit 5c determines that the steering is predicted.
The situation in which steering is predicted is a situation in which the existence of an intersection or a curve is recognized. Alternatively, it may include a translation vehicle or a case where the amount of the own vehicle is a blinker.
In such a case, braking control is meaningful in order to avoid a collision with a person or a bicycle that becomes a blind spot of a translation vehicle. Therefore, by adding to the condition for starting the braking control that the situation is such that the steering is predicted, the braking control is performed at an appropriate timing.
For example, on a straight road, a crossing person or the like does not become a blind spot of the translation vehicle, so braking based on the behavior of the translation vehicle is unnecessary control. Further, braking control according to the deceleration of the translation vehicle on a straight road or the like is unpleasant for the occupants. For this reason, adding the condition that steering is predicted can have the effect of maintaining a comfortable riding environment without involuntarily activating braking.

In the embodiment, the automatic braking control unit 5b is placed at the front end position of the translation vehicle 31 when viewed from the road crossing direction when the determination unit 5c determines that the translation vehicle 31 has performed a collision avoidance operation around an intersection or a pedestrian crossing. The corresponding position is set as the stop target position. That is, it is a position on the line TL1 of FIGS. 3 and 4. Then, the automatic braking control unit 5b controls to reduce the speed within the range where the vehicle can be stopped before the stop target position. That is, the stop position is prevented from coming out in front of the vehicle front end of the translation vehicle 31.
As a result, the own vehicle 30 stops in a state of being hidden behind the translation vehicle 31. Therefore, even if there is a momentum of 32 such as a crosser, a collision can be avoided.
Here, for example, if the line TL2 on the extension line from the front end of the vehicle body of the translation vehicle 31 is set as the stop target, sudden braking control is likely to be required, but the line TL1 at the front end position of the translation vehicle is set as a line parallel to the transverse direction. By setting the stop target position, there is a margin for the braking operation for the own vehicle. Therefore, the control can be made so that the occupant does not feel the sudden braking indiscriminately, and the comfort is not impaired.

In the embodiment, an example is described in which the deceleration during braking is a deceleration equal to or greater than the deceleration of the translation vehicle. This is because the start of deceleration is after recognizing the collision avoidance operation of the translation vehicle 31 and the timing is later than that of the translation vehicle 31, so it is better to stop the braking suddenly than the translation vehicle 31. This is because it can be done. That is, by braking at a deceleration larger than that of the translation vehicle 31, the own vehicle can easily stop in a state of being hidden behind the translation vehicle.

The configuration of the embodiment and the processing example are examples. Various modifications can be considered regardless of the configuration example of FIGS. 1 and 2 and the processing example of FIG.
In particular, as described above, in the processing example of FIG. 5, it is assumed that various conditions are combined and selected for the determination of the right / left turn status in step S103 and the determination of the collision avoidance operation of the translation vehicle 31 in step S104.
Further, the processing of FIG. 5 is assumed to be performed at an intersection and a curve, but for example, it is not executed at a curve but is handled by another processing, for example, and the processing of FIG. 5 is executed only when entering an intersection. It is also possible (or conversely, to execute only when entering a curve).

1 Vehicle control device, 2 Imaging unit, 3 Image processing unit, 4 Memory, 5 Driving support control unit, 5a Obstacle information acquisition unit, 5b Automatic braking control unit, 5c Judgment unit, 6 Display control unit, 7 Engine control unit, 8 Transmission control unit, 9 Brake control unit, 10 Sensors / actuators, 10a Vehicle speed sensor, 10b Engine rotation speed sensor, 10c Accelerator opening sensor, 10d Steering angle sensor, 10e Yaw rate sensor, 10f G sensor, 10g Brake switch, 10h mm wave radar, 10i position detection unit, 11 display unit, 12 engine-related actuator, 13 transmission-related actuator, 14 brake-related actuator, 15 steering control unit, 16 steering-related actuator, 17 bus, 20 communication unit, 30 own vehicle, 31 translation vehicles, 32 crossers, etc., 40, 41, 42, 43 lanes, 45 crosswalks

Claims (5)

The obstacle information acquisition department that acquires obstacle information around the own vehicle,
An automatic braking control unit that automatically performs braking control to prevent a collision with an obstacle while driving based on the obstacle information.
A judgment unit that determines whether or not a translational vehicle traveling in a lane adjacent to the traveling lane in which the own vehicle is traveling has performed a collision avoidance operation.
With
The obstacle information includes the motion information of the translation vehicle.
A vehicle control device that starts braking control when the determination unit determines that the translational vehicle has performed a collision avoidance operation based on the obstacle information. The judgment unit
When the translation vehicle decelerates at a deceleration of a predetermined value or more,
When the translation vehicle steers a steering angle that deviates from normal driving,
If the translation vehicle stops at an intersection, curve, or pedestrian crossing
The vehicle control device according to claim 1, wherein it is determined that the collision avoidance operation is performed when at least one of them is satisfied. The vehicle control device according to claim 1 or 2, wherein the automatic braking control unit further starts braking control on the condition that the determination unit determines that the steering is predicted. The automatic braking control unit corresponds to the front end position of the translation vehicle when viewed from the road crossing direction when the determination unit determines that the translation vehicle has performed a collision avoidance operation around an intersection, a curve, or a pedestrian crossing. The vehicle control device according to any one of claims 1 to 3, wherein the position is set as a stop target position, and control is performed to reduce the speed within a range in which the vehicle stops before the stop target position. The vehicle control device according to claim 4, wherein the automatic braking control unit sets the deceleration in the control for reducing the speed to be a deceleration equal to or higher than the deceleration of the translational vehicle.

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