JP2021086515A - Vehicle control device - Google Patents

Abstract

To reduce a possibility of collision more reliably while suppressing unnecessary deceleration of a vehicle.SOLUTION: A vehicle control device 1 comprises: a first control unit 1D that performs a stop control which automatically decelerates and then stops a vehicle 10 when an abnormality of a driver of the vehicle 10 is detected; a second control unit 1E that automatically decelerates the vehicle 10 when it is determined that the vehicle 10 has a possibility of collision; and a setting unit 1B that sets an operation mode of deceleration control from a normal mode where the driver's abnormality is not detected to a special mode where the driver's abnormality is detected. In the normal mode, the second control unit 1E executes the deceleration control after the elapse of a predetermined time Ta or more after a collision alarm is output; and in the special mode, the second control unit executes the deceleration control before the elapse of the predetermined time Ta when it is expected that the collision cannot be avoided after the elapse of the predetermined time Ta.SELECTED DRAWING: Figure 2

Description

The present invention relates to a vehicle control device that automatically decelerates a vehicle.

Conventionally, a collision damage mitigation brake (AEBS; Advanced Emergency Braking System) that automatically decelerates a vehicle when the vehicle is likely to collide with another vehicle or an obstacle in front is known. Further, in recent years, the development of a driver abnormality response system (EDSS; Emergency Driving Stop System) that automatically decelerates and then stops the vehicle when an abnormality such as fainting of the driver is detected is also in progress (for example, Patent Document 1). reference).

Japanese Unexamined Patent Publication No. 2007-331652

Since there is a high possibility that the driver cannot operate the driver while the above-mentioned driver abnormality response system is operating, it is important to operate the collision damage mitigation brake more appropriately from the viewpoint of avoiding a vehicle collision. However, in general, collision damage mitigation brakes are based on the premise that there is no abnormality in the driver, and there is a risk of causing unnecessary deceleration of the vehicle due to malfunction, so the operating conditions are limited. There is. Therefore, there is a demand for a technique for more reliably avoiding a collision while suppressing unnecessary deceleration of the vehicle.

This case was devised in view of the above-mentioned problems, and one of the purposes is to more reliably reduce the possibility of collision while suppressing unnecessary deceleration of the vehicle.

This case was made to solve at least a part of the above problems, and can be realized as the following aspects or application examples.
The vehicle control device according to this application example can collide with the first control unit that automatically decelerates the vehicle and then stops the vehicle when an abnormality of the driver of the vehicle is detected. The abnormality detects the second control unit that automatically decelerates the vehicle when it is determined to have a property, and the operation mode of the deceleration control when the abnormality is detected. The second control unit includes a setting unit for setting the normal mode to the special mode when the mode is not set, and in the normal mode, the second control unit performs the deceleration control after a lapse of a predetermined time or more after outputting the collision alarm. The special mode is characterized in that the deceleration control is executed before the elapse of the predetermined time when it is expected that the collision cannot be avoided after the elapse of the predetermined time.

As a result, in the normal mode, an alarm for a predetermined time or longer is output before the deceleration control is performed. Therefore, if there is no abnormality in the driver and there is a high possibility that the collision can be avoided by the driver's driving operation, the driver reacts with an alarm and operates, resulting in a malfunction of the deceleration control (implementation of unnecessary deceleration control). Is reduced. On the other hand, in the special mode, when it is expected that the collision cannot be avoided by performing the deceleration control after the elapse of the predetermined time, the deceleration control is performed before the elapse of the predetermined time (earlier than in the normal mode). Therefore, even if the driver cannot operate the vehicle, the collision can be easily avoided.

According to this case, the possibility of collision can be reduced more reliably while suppressing unnecessary deceleration of the vehicle.

It is a schematic diagram of the vehicle to which the vehicle control device which concerns on embodiment is applied. It is a block diagram of the vehicle of FIG. Both (a) and (b) are schematic diagrams illustrating deceleration control in the normal mode. Both (a) and (b) are schematic diagrams illustrating deceleration control in the special mode. Both (a) and (b) are schematic diagrams illustrating deceleration control in the special mode. It is a flowchart which illustrates the process performed in the setting part. It is a flowchart which illustrates the process performed in the determination part. It is a flowchart which exemplifies the process performed by the 1st control unit. It is a flowchart which exemplifies the process performed by the 2nd control unit.

A vehicle control device as an embodiment will be described with reference to the drawings. The embodiments shown below are merely examples, and there is no intention of excluding the application of various modifications and techniques not specified in the following embodiments. Each configuration of the present embodiment can be variously modified and implemented without departing from the gist thereof. In addition, it can be selected as needed, or can be combined as appropriate.

[1. Device configuration]
The vehicle control device 1 (hereinafter, also referred to as “control device 1”) according to the present embodiment is applied to the vehicle 10 shown in FIG. The vehicle 10 is equipped with both a so-called collision damage mitigation brake (AEBS) and a driver abnormality response system (EDSS). Here, the collision damage mitigation brake is a function that automatically decelerates the vehicle 10 when the vehicle 10 has a possibility of collision (hereinafter, abbreviated as "collision possibility"). Further, the driver abnormality response system is a function of automatically decelerating (braking) the vehicle 10 and then stopping the vehicle 10 when an abnormality such as fainting occurs in the driver of the vehicle 10. The control device 1 has both functions of these collision damage mitigation brakes and a driver abnormality response system.

Hereinafter, the control for automatically decelerating the vehicle 10 in the collision damage mitigation brake is also referred to as "deceleration control". Further, the control for automatically decelerating and then stopping the vehicle 10 in the driver abnormality response system is also referred to as "stop control". Although the bus is illustrated as the vehicle 10 in FIG. 1, the type of the vehicle 10 is not particularly limited.

The vehicle 10 is provided with an accelerator pedal 2 that the driver depresses to accelerate the vehicle 10 and an accelerator opening sensor 3 that detects the depressing amount (accelerator opening) AP of the accelerator pedal 2. The accelerator opening AP detected by the accelerator opening sensor 3 is transmitted to the control device 1.
Further, the vehicle 10 acquires the acquisition device 4 for acquiring various information about the objects around the vehicle 10 and the biological information (heart rate, pulse rate, blood pressure, pulse pressure, electrocardiogram pattern, etc.) of the driver of the vehicle 10. A biological sensor 5 is provided. These acquisition devices 4 and biosensors 5 also transmit the acquired information to the control device 1.

The acquisition device 4 is composed of, for example, a camera, a radar, a combination thereof, or the like. Here, as the acquisition device 4, the front sensor 4F whose detection range is the front of the vehicle 10, the side sensor 4S whose detection range is the side (left and right) of the vehicle 10, and the rear sensor 4S whose detection range is the rear of the vehicle 10. The sensor 4R is illustrated. These front sensor 4F, side sensor 4S, and rear sensor 4R acquire information within their respective detection ranges.

The information acquired by the acquisition device 4 is used for detecting an object around the vehicle 10 and estimating the distance D from the vehicle 10 to this object and the relative velocity V between the vehicle 10 and this object. ..
The biological information acquired by the biological sensor 5 is used to detect an abnormality in the driver. Here, a biosensor 5 built in the driver's seat 11 on which the driver sits is illustrated.

Further, the vehicle 10 is provided with a brake device 6 for decelerating the vehicle 10 and an alarm device 7 for outputting an alarm to the occupants (including the driver) of the vehicle 10. Specifically, the brake device 6 is a drum brake, a disc brake, or the like, and is provided on the wheel 12 of the vehicle 10. The alarm device 7 is composed of, for example, a speaker, a display device, an alarm light, or a combination thereof, and is provided in the vicinity of the driver's seat 11. Both the brake device 6 and the alarm device 7 are controlled by the control device 1.

The control device 1 is an electronic control device that integrally controls various devices mounted on the vehicle 10, and is configured as, for example, an LSI device or an embedded electronic device in which a microprocessor, ROM, RAM, etc. are integrated, and is provided in the vehicle 10. It is connected to the communication line of the in-vehicle network. The control device 1 of the present embodiment implements stop control and deceleration control.

[2. Control configuration]
In general, the collision damage mitigation brake is based on the premise that the driver has no abnormality and there is a risk of malfunction, so that the operating situation is limited. However, the requirements for deceleration control differ depending on whether the driver has an abnormality or not.

Specifically, if no abnormality has occurred in the driver, even if the vehicle 10 is about to collide with some object, there is a high possibility that the collision can be avoided if the driver performs an appropriate driving operation. Therefore, when there is no abnormality in the driver, the malfunction of the deceleration control is suppressed (avoids the unnecessary deceleration control) and the vehicle 10 is useless due to the deceleration control, rather than the deceleration control is executed at an early stage. It is required to avoid such deceleration. For this purpose, it is effective to prompt the driver to perform an appropriate driving operation by issuing an alarm (hereinafter, also referred to as "collision alarm") notifying that there is a possibility of collision before performing deceleration control. ..

On the other hand, when an abnormality has occurred in the driver, it is unlikely that the driver can perform an appropriate driving operation, so the above collision warning is likely to be meaningless. Therefore, when there is an abnormality in the driver, it is required to avoid the collision of the vehicle 10 more reliably than to avoid the implementation of unnecessary deceleration control by the collision warning. For this purpose, it is effective to carry out deceleration control before it is too late.

Therefore, in order to more reliably avoid a collision while suppressing unnecessary deceleration of the vehicle 10, it is effective to refer to the presence or absence of an abnormality in the driver in determining whether or not deceleration control should be performed. Therefore, in the present embodiment, a special mode is provided as an operation mode for deceleration control, which is set when there is an abnormality in the driver. Then, this operation mode is referred to in the determination of whether or not to carry out the deceleration control. In order to distinguish it from the above-mentioned special mode in terms of wording, the normal deceleration control operation mode is referred to as "normal mode" for convenience.

In the stop control, the control device 1 controls the brake device 6 and the alarm device 7 based on the biological information acquired by the biological sensor 5. Further, in the deceleration control, the control device 1 controls the brake device 6 and the alarm device 7 based on various information acquired by the accelerator opening sensor 3, the acquisition device 4, and the biological sensor 5. As described above, in the control device 1, the biological information (presence or absence of driver abnormality) acquired by the biological sensor 5 is referred to not only in the stop control but also in the deceleration control. The brake device 6 is controlled by both stop control and deceleration control, but deceleration control has priority over stop control.

As shown in FIG. 2, the control device 1 has an abnormality detection unit 1A, a setting unit 1B, a determination unit 1C, a first control unit 1D, and a second control unit 1E as elements for performing stop control and deceleration control. It has. In the present embodiment, all of these elements are provided as functions of the computer program 8, and an example is shown in which the control device 1 executes the computer program 8 to perform stop control and deceleration control.
The computer program 8 may be provided so that it can be executed by the control device 1. For example, the computer program 8 is stored in a storage device such as an HDD (Hard Disk Drive) or SSD (Solid State Drive) in the control device 1. It may be recorded on a medium that can be read by the control device 1 or in an online storage on a network to which the control device 1 can be connected.

The abnormality detection unit 1A detects an abnormality in the driver based on the biological information acquired by the biological sensor 5. The method for detecting an abnormality of the driver is not particularly limited, and various known methods can be applied. For example, the abnormality detection unit 1A may detect an abnormality of the driver when the heart rate acquired by the biosensor 5 is equal to or less than a predetermined value. The abnormality detection unit 1A is a device other than the biosensor 5, for example, the driver's face information and posture information by the camera that photographs the driver, the operation switch operated by the occupant who notices the driver's abnormality, and the driver itself is abnormal. An abnormality of the driver may be detected based on the information acquired by the operation switch that is sometimes operated.

The setting unit 1B sets the operation mode of the deceleration control based on the detection result of the abnormality detection unit 1A. Specifically, when the abnormality detection unit 1A does not detect the driver's abnormality, the setting unit 1B sets the above operation mode to the normal mode (that is, keeps the normal deceleration control), and the abnormality detection unit 1A sets the operation mode to the normal mode. When an abnormality in the driver is detected, the above operation mode is set from the normal mode to the special mode. The setting unit 1B transmits the set operation mode information to the second control unit 1E at any time.

The determination unit 1C determines the presence or absence of a collision possibility based on the information acquired by the acquisition device 4, and transmits the determination result to the second control unit 1E at any time. Specifically, the determination unit 1C first identifies a candidate that can be a collision target (hereinafter, also referred to as a “target candidate”) from the objects existing around the vehicle 10, and then can collide with the specified target candidate. Determine the presence or absence of sex.

For example, the determination unit 1C identifies (determines) an object within a predetermined range from the vehicle 10 as a target candidate, and determines that there is a possibility of collision when the distance from the vehicle 10 to the target candidate is less than the predetermined distance. To do. The method for identifying the target candidate and the method for determining the presence or absence of the possibility of collision are not limited to those exemplified here, and various known methods can be applied.

The first control unit 1D executes stop control when an abnormality of the driver is detected by the abnormality detection unit 1A. When an abnormality in the driver is detected, the first control unit 1D of the present embodiment first controls the alarm device 7 to output an alarm (hereinafter, also referred to as "abnormality alarm") for notifying the abnormality of the driver. Then, after the elapse of the predetermined abnormality alarm time Te, the brake device 6 is controlled to decelerate the vehicle 10 (start the stop control), and finally stop the vehicle 10. In the stop control, the first control unit 1D controls the brake device 6 so that the deceleration of the vehicle 10 does not exceed a predetermined value from the viewpoint of safety.

The second control unit 1E executes deceleration control when the determination unit 1C determines that there is a possibility of collision. However, the second control unit 1E changes the timing of executing (starting) the deceleration control according to the operation mode set by the setting unit 1B and the predicted result of whether or not the collision can be avoided.

When it is determined that there is a possibility of collision, the second control unit 1E of the present embodiment first controls the alarm device 7 to output a collision alarm. In the normal mode, the second control unit 1E executes deceleration control after a predetermined time Ta or more has elapsed after outputting the collision alarm.
On the other hand, the second control unit 1E predicts whether the collision can be avoided in the special mode when the deceleration control is performed at the same timing as in the normal mode. Then, the second control unit 1E executes deceleration control at the same timing as in the normal mode when it is predicted that collision avoidance is possible, and advances the execution timing of deceleration control when it is predicted that collision avoidance is impossible. ..

In the special mode, since the driver's abnormality is detected, the abnormality alarm is output by the first control unit 1D even if the collision alarm is not output before the deceleration control is executed. Therefore, when it is predicted that collision avoidance is impossible in the special mode, the second control unit 1E diverts the abnormality warning by the first control unit 1D as a collision warning and implements deceleration control at an early stage to avoid the collision. Increase the possibility of. As described above, the deceleration control by the second control unit 1E is performed with priority over the stop control by the first control unit 1D.

First, the deceleration control in the normal mode will be described. As shown in FIG. 3, in the normal mode, the second control unit 1E controls the brake device 6 to decelerate the vehicle 10 (start the deceleration control) after outputting the collision warning for Ta or more for a predetermined time. Here, the predetermined time Ta is set shorter than the abnormality alarm time Te (Ta <Te).

The second control unit 1E of the present embodiment controls the strength of the brake device 6 in two stages in the deceleration control in the normal mode. Specifically, the second control unit 1E operates the brake device 6 weakly for a predetermined weak deceleration time Tb and then strongly operates it. Hereinafter, the weak braking by the braking device 6 during the weak deceleration time Tb is also referred to as "weak braking", and the strong braking after the weak deceleration time Tb is also referred to as "strong braking". The weak brake has a function of notifying the occupant that the vehicle 10 will suddenly decelerate due to the strong brake.

As described above, in the normal mode, the second control unit 1E executes deceleration control after outputting a collision warning of Ta or more for a predetermined time regardless of the predicted result of collision avoidance. Therefore, as shown in FIG. 3B, the second control unit 1E issues a collision warning for a predetermined time Ta or more in the normal mode even when it is expected that the collision cannot be avoided due to a sudden interruption, for example. After the output, the weak brake is operated for a weak deceleration time Tb, and then the strong brake is operated.

Next, the deceleration control of the special mode shown in FIGS. 4 and 5 will be described. In the special mode, the second control unit 1E determines the distance Do to the target candidate 20 having a possibility of collision (hereinafter, also referred to as “candidate distance Do”), the relative speed Vo between the target candidate 20 and the vehicle 10. The braking avoidance distance Dc of the vehicle 10 is estimated. The candidate distance Do and the relative velocity Vo are estimated based on, for example, the information acquired by the acquisition device 4. Further, the braking avoidance distance Dc is set to a margin (margin) at a distance estimated that the vehicle 10 stops after starting strong braking or moves until the relative speed Vo with the target candidate 20 becomes 0. The added distance is determined according to the traveling speed and characteristics of the vehicle 10 (performance of the braking device 6, the weight of the vehicle 10, etc.) and the relative speed Vo with the target candidate 20, and generally, the higher the relative speed Vo, the longer the distance. ..

Based on the estimated candidate distance Do, relative speed, and braking avoidance distance Dc, the second braking unit 1E avoids a collision when a collision warning is output for a predetermined time Ta or more and then deceleration control is performed, as in the normal mode. Calculate the critical point ta that can be achieved. The critical time point ta is calculated as a time point that goes back a predetermined time Ta or more from the time point tb (hereinafter, also referred to as "weak deceleration time point tb") that is expected to avoid a collision if deceleration control is performed. In this embodiment, since the deceleration control in the normal mode is performed in two stages of the weak brake and the strong brake, the weak deceleration time point tb corresponds to the start time point of the weak brake.

The weak deceleration time point tb is calculated as a time point when the weak deceleration time Tb is traced back from the time point tc (hereinafter, also referred to as "strong deceleration time point tc") in which a collision with the target candidate can be avoided by starting the strong braking. Further, the strong deceleration time point tc corresponds to the time point at which the candidate distance Do is estimated to be equal to or less than the braking avoidance distance Dc (Do ≦ Dc). Assuming that the distance Db estimated that the vehicle 10 moves during the weak deceleration time Tb is the "weak deceleration distance Db", the candidate distance Do is equal to or less than the sum of the braking avoidance distance Dc and the weak deceleration distance Db at the weak deceleration time point tb. It corresponds to the time point estimated to be (Do ≦ Dc + Db). Further, assuming that the distance Da estimated that the vehicle 10 moves during the predetermined time Ta is the "warning distance Da", the candidate distance Do is the braking avoidance distance Dc, the weak deceleration distance Db, and the warning distance Da at the critical time point ta. It corresponds to the time point estimated to be less than or equal to the total value (Do ≦ Dc + Db + Da).

As shown in FIG. 3A, the second control unit 1E can avoid the collision when the calculated critical time point ta is later than the current time to (the current time to does not pass the critical time point ta). Expect. In this case, the second control unit 1E executes deceleration control after a predetermined time Ta or more has elapsed after outputting the collision alarm as in the normal mode. Specifically, after outputting the collision warning, the second control unit 1E operates the weak brake at the weak deceleration time point tb, and then operates the strong brake at the strong deceleration time point tc.

On the other hand, as shown in FIGS. 4 and 5, when the calculated critical time point ta is before the current time to (the current time to is the critical time point ta or has passed the critical time point ta), the second control unit 1E , I expect that the collision cannot be avoided. In this case, the second control unit 1E executes deceleration control before the elapse of the predetermined time Ta after outputting the collision warning as shown below.

First, as shown in FIG. 4A, a case where the calculated critical time point ta is before the current time to and the calculated weak deceleration time point tb is later than the current time to to be described will be described. In this case, the second control unit 1E operates the weak brake at the weak deceleration time tb regardless of the passage of the predetermined time Ta. Therefore, in this case, the deceleration control is performed before the lapse of a predetermined time Ta after the collision warning is output. After that, the same as in the normal mode, the second control unit 1E shifts the weak brake to the strong brake at the strong deceleration time ct.

Next, as shown in FIG. 4B, a case where the calculated weak deceleration time point tb is before the current time to and the calculated strong deceleration time point tc is later than the current time to to be described will be described. In this case, the second control unit 1E immediately activates the weak brake regardless of the passage of the predetermined time Ta, and shifts the weak brake to the strong brake at the subsequent strong deceleration time ct. Therefore, in this case, the weak brake of the deceleration control is activated almost at the same time as the collision warning is output, and then the strong brake is activated before the lapse of the weak deceleration time Tb.

Subsequently, as shown in FIG. 5, a case where the calculated strong deceleration time point tc is before the current time too will be described. In this case, the second control unit 1E refers to whether or not the stop control by the first control unit 1D is already being executed.
As shown in FIG. 5A, the second control unit 1E is already performing stop control when the calculated strong deceleration time point tc is before the current too (abnormal alarm time Te or more after the abnormal alarm is output). If (after the lapse), the strong brake is immediately activated regardless of the lapse of the predetermined time Ta and the weak deceleration time Tb. Therefore, in this case, the strong brake for deceleration control is activated almost at the same time as the collision warning is output. In this way, in the special mode, when the calculated strong deceleration time point tc is before the current point to and the stop control is already being executed, the second control unit 1E diverts the braking by the stop control as a weak brake. By advancing the start timing of strong braking, the possibility of collision avoidance is increased.

On the other hand, as shown in FIG. 5B, if the calculated strong deceleration time point tc is before the current time to and the stop control is not executed, the second control unit 1E does not care about the passage of the predetermined time Ta. Activate the weak brake. After that, the mode is the same as in the normal mode, and the second control unit 1E shifts the weak brake to the strong brake after the weak deceleration time Tb elapses.
In this way, in the special mode, the second control unit 1E shortens or omits the collision warning before the deceleration control, or shortens or omits the weak brake of the deceleration control, depending on the predicted result of collision avoidance. To do.

[3. flowchart]
6 to 9 are flowcharts illustrating the control procedure performed by the control device 1. Specifically, the flow of FIG. 6 shows the process executed by the setting unit 1B, and the flow of FIG. 7 shows the process executed by the determination unit 1C. Further, the flow of FIG. 8 shows the process executed by the first control unit 1D, and the flow of FIG. 9 shows the process executed by the second control unit 1E.

These flows start when the ignition of the vehicle 10 is turned on, and end when the ignition of the vehicle 10 is turned off and when the vehicle 10 is automatically stopped by the stop control. It is assumed that the information acquired by the acquisition device 4 and the biosensor 5 is transmitted to the control device 1 at any time during the execution of this flow. Further, it is assumed that information on the operation mode and the presence / absence of collision possibility is transmitted / received at any time between the elements 1A, 1B, 1C, and 1D in the control device 1.

As shown in FIG. 6, the setting unit 1B determines whether or not the driver abnormality is detected by the abnormality detection unit 1A (step S1). Then, when the driver abnormality is detected, the operation mode of the deceleration control is set to the special mode (step S2), and when the driver abnormality is not detected, the above operation mode is set to the normal mode. (Step S3), the flow is returned.

As shown in FIG. 7, the determination unit 1C determines whether or not any object has been detected by the acquisition device 4 (step A1). If no object is detected here, it is determined that there is no possibility of collision (step A4), and the flow is returned. On the other hand, if any object is detected, it is determined whether or not to specify this object as a target candidate (step A2). If the object is identified as the target candidate here, the presence or absence of a collision possibility with respect to the target candidate is determined (step A3), and the flow is returned. On the other hand, if the target candidate is not specified in step A2, it is determined that there is no possibility of collision (step A4), and the flow is returned.

As shown in FIG. 8, the first control unit 1D determines whether or not the driver abnormality is detected by the abnormality detection unit 1A (step C1). If no driver error is detected, the flow is returned. On the other hand, when an abnormality of the driver is detected, an abnormality alarm is output by controlling the alarm device 7 (step C2).

After that, the determination in step C1 is repeated until the abnormality alarm time Te elapses (progresses from step C3 to the YES route), and the alarm in step C2 is continued as long as an abnormality in the driver is detected. Then, the stop control is started after the abnormality alarm time Te elapses (step C4). If the driver's abnormality is no longer detected before the abnormality alarm time Te elapses, the stop control is stopped.
In step C4, the vehicle 10 is decelerated by the operation of the brake device 6 by the stop control. After that, when the vehicle 10 stops (when the route is YES from step C5), the operation of the brake device 6 is released (step C6), and the stop control ends.

As shown in FIG. 9, the second control unit 1E confirms whether or not it is determined that there is a possibility of collision (step B1), and if it is determined that there is no possibility of collision, returns the flow. To do.
On the other hand, when it is determined that there is a possibility of collision, the alarm device 7 is controlled to output a collision alarm, and the above-mentioned time points ta, tb, and tc are calculated (step B2). Next, it is determined whether or not the operation mode of the deceleration control is the special mode (step B3), and if it is the special mode, the critical time point ta calculated in step B2 is before the current time to (the critical time point ta has been reached). It is determined whether or not (step B4).

If the calculated critical point ta is later than the current to (the critical point ta has not been reached) (progressed from step B4 to the NO route), a collision occurs even if deceleration control is performed at the same timing as in the normal mode. Since it is expected that it can be avoided, deceleration control is performed in the same manner as in the normal mode. Specifically, after a predetermined time Ta elapses after the collision warning is output in step B2 (after proceeding to the YES route from step B9), the weak brake is activated (step B11), and then the weak deceleration time Tb. After the elapse of (step B12 to the YES route), the strong brake is activated (step B8), and this flow is returned.

On the other hand, if the critical point ta in step B4 is before the current to (progressed from step B4 to the YES route), it is expected that collision avoidance will not be possible even if deceleration control is performed at the same timing as in the normal mode. , Deceleration control is implemented earlier than in normal mode. In this case, it is first determined whether or not the calculated weak deceleration time point tb is before the current time to (the weak deceleration time point tb has already been reached) (step B5).

If the calculated weak deceleration time point tb is later than the current time to (the weak deceleration time point tb has not been reached) (progressed from step B5 to the NO route), the weak deceleration time point tb thereafter (step B10 to YES route). (After proceeding to), the weak brake is activated (step B11). After that, it is the same as the normal mode, and this flow is returned through step B12 and step B8 in order.

If the weak deceleration time point tb is before the current time to in step B5 (progressing to the YES route from step B5), the calculated strong deceleration time point tc is before the current time too (the strong deceleration time point tc has already been reached). Whether or not it is determined (step B6). Here, if the strong deceleration time point tc is later than the current time to (the strong deceleration time point tc has not been reached) (progressed from step B6 to the NO route), the weak brake is immediately activated (step B13), and then. At the strong deceleration point ct (after proceeding from step B14 to the YES route), the strong brake is activated (step B8), and this flow is returned.

On the other hand, if the strong deceleration time point tc is before the current too in step B6 (progressing from step B6 to the YES route), it is referred to whether or not the stop control by the first control unit 1D is being executed (step B7). ), If the stop control is already being implemented, the strong brake is immediately activated (step B8), and this flow is returned. If the stop control is not performed in step B7, the weak brake is immediately activated (step B11), and after the weak deceleration time Tb elapses (after proceeding to the YES route from step B12), the strong brake is applied. Is activated (step B8) to return this flow.

[4. Action and effect]
In the normal mode when no driver abnormality is detected, deceleration control is performed after a predetermined time Ta or more has elapsed after the collision alarm is output. Therefore, if there is no abnormality in the driver and there is a high possibility that the collision can be avoided by the driving operation of the driver, it is possible to notify the driver that there is a possibility of collision before the deceleration control is performed. As a result, it is possible to encourage the driver to perform an appropriate driving operation, and thus it is possible to reduce malfunction of deceleration control (implementation of unnecessary deceleration control). Therefore, it is possible to suppress unnecessary deceleration of the vehicle 10 due to deceleration control.

On the other hand, in the special mode set when an abnormality of the driver is detected, when it is expected that the collision cannot be avoided even if the deceleration control is performed at the same timing as the normal mode, the timing is earlier than the normal mode. The deceleration control is performed at (before the lapse of a predetermined time Ta after the collision warning is output). Therefore, when an abnormality of the driver is detected, the possibility of collision of the vehicle 10 can be more reliably reduced by the deceleration control even if the driver is in an inoperable state of driving.

If it is expected that the collision can be avoided even if the deceleration control is performed at the same timing as the normal mode in the special mode, the deceleration control is performed at the same timing as the normal mode. Therefore, even if an abnormality in the driver is detected, if a collision is not imminent, a collision warning is output for a predetermined time Ta or more before the deceleration control is executed, so that the occupant is informed that there is a possibility of a collision. Can be notified. Therefore, sudden deceleration control can be suppressed while avoiding a collision of the vehicle 10.

[5. Modification example]
The configuration and control contents of the control device 1 described above are examples. The determination of the presence or absence of a collision possibility may be performed by an element other than the determination unit 1C, and in this case, the determination unit 1C can be omitted. Further, an element other than the second control unit 1E may perform the prediction of whether or not the collision can be avoided. The second control unit 1E does not have to change the strength of the brake device 6 in multiple steps in the deceleration control.

The deceleration control may be configured to be stopped or terminated when a predetermined condition is satisfied. For example, a release switch that can be operated by the driver may be provided in the interior of the vehicle 10, and the deceleration control may be stopped or terminated when the release switch is operated. Similarly, the stop control may be configured so as to be able to be released in response to an operation on the release switch provided in the interior of the vehicle 10.
The specific contents of the abnormality warning and the collision warning are not particularly limited. The contents of the abnormality alarm and the collision alarm may be different from each other. The abnormality alarm may be output to the outside of the vehicle 10 in addition to the occupants of the vehicle 10.

1 Control device (vehicle control device)
1A Abnormality detection unit 1B Setting unit 1C Judgment unit 1D 1st control unit 1E 2nd control unit 2 Accelerator pedal 3 Accelerator opening sensor 4 Acquisition device 4F Front sensor 4S Side sensor 4R Rear sensor 5 Biosensor 6 Brake device 7 Alarm device 8 Computer program 10 Vehicle 11 Driver's seat 12 Wheels 20 Target candidate D Distance to object Da Warning distance Db Weak deceleration distance Dc Braking avoidance distance Do Distance to target candidate Ta Predetermined time ta Critical time point Tb Weak deceleration time tb Weak deceleration time point tc Strong deceleration time point Te Abnormal alarm time V Relative velocity with the object Vo Relative velocity with the target candidate

Claims (1)

A first control unit that performs stop control that automatically decelerates and then stops the vehicle when an abnormality in the driver of the vehicle is detected.
A second control unit that performs deceleration control that automatically decelerates the vehicle when it is determined that the vehicle may collide.
A setting unit for setting the operation mode of the deceleration control from the normal mode when the abnormality is not detected to the special mode when the abnormality is detected is provided.
In the normal mode, the second control unit executes the deceleration control after a lapse of a predetermined time or more after outputting the collision alarm, and in the special mode, the collision cannot be avoided after the predetermined time elapses. A vehicle control device, characterized in that the deceleration control is performed before the elapse of the predetermined time, when expected.

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