JP2021088253A - Vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle control device capable of changing conditions for executing collision avoidance control in consideration of characteristics of a driver such as driving ability, cognitive ability and judgment ability. A vehicle control device determines whether a driver is a first user or a second user based on characteristic information representing the characteristics of a driver of a vehicle. The first user represents a driver who can be regarded as performing a driving operation with a normal reaction time according to the collision avoidance control, and the second user has a longer reaction time than the first user according to the collision avoidance control. Represents a driver who can be considered to perform a driving operation with. When the vehicle control device determines that the driver is the second user, the collision avoidance control is executed at an earlier timing than when the driver determines that the driver is the first user. Change to such conditions. [Selection diagram] Fig. 2

Description

The present invention relates to a vehicle control device.

One of the conventionally known vehicle control devices detects an object (three-dimensional object, white line, etc.) existing around the vehicle, and executes collision avoidance control for notifying the driver of information about the object (for example). , Patent Document 1).

JP-A-2007-148892

By the way, the driving ability of a driver differs from person to person. For example, people who are ill or elderly are considered to have poor driving and / or cognitive abilities. When the driver's driving ability and / or cognitive ability is low in this way, even if information about the object is notified to the driver, the driver immediately performs a driving operation to avoid a collision with the object. It's difficult.

The present invention has been made to solve the above problems. That is, one of the objects of the present invention is a vehicle control device capable of changing the conditions for executing collision avoidance control in consideration of the characteristics of the driver (for example, driving ability, cognitive ability, judgment ability, etc.). To provide.

The vehicle control device of the present invention
A sensor (50) that acquires vehicle peripheral information, which is information about the vehicle's peripheral conditions, and
Whether or not a predetermined execution condition is satisfied is determined based on the vehicle peripheral information, and when it is determined that the execution condition is satisfied, the vehicle is prevented from approaching an object existing in the vicinity of the vehicle. Control device (10) that executes collision avoidance control for
To be equipped.
The control device is configured to determine whether the driver is a first user or a second user based on characteristic information representing the characteristics of the driver of the vehicle (step 203). There is. Here, the first user represents a driver who can be regarded as performing a driving operation in a normal reaction time according to the collision avoidance control, and the second user represents the driver according to the collision avoidance control. Represents a driver who can be considered to perform a driving operation with a reaction time longer than that of the first user.
Further, when the control device determines that the driver is the second user (step 203: No), the control device determines that the driver is the first user according to the execution condition of the collision avoidance control. The condition is changed so that the collision avoidance control is executed at an earlier timing than in the case of the above (step 205).
It is configured as follows.

According to this configuration, when it is determined that the driver is the second user, the collision avoidance control is executed at an earlier timing than in the case of the first user. Even when the driver's driving ability and / or cognitive ability is low, the driver can recognize the existence of an object existing in the vicinity of the vehicle at an early timing. As a result, the driver can perform a driving operation to avoid the object with a margin.

In the above description, in order to help the understanding of the present invention, the names and / or symbols used in the embodiments are added in parentheses to the configurations of the invention corresponding to the embodiments described later. However, each component of the present invention is not limited to the embodiment defined by the above name and / or reference numeral.

It is a schematic block diagram of the vehicle control device which concerns on 1st Embodiment of this invention. It is a flowchart which showed the "threshold setting routine" which CPU of PCS / ECU executes. It is a flowchart which showed "collision avoidance control execution routine" which CPU of PCS / ECU executes. It is a flowchart which showed the "threshold setting routine" which the CPU of the PCS / ECU which concerns on 2nd Embodiment of this invention executes.

<First Embodiment>
As shown in FIG. 1, the vehicle control device includes a PCS (Pre-Crash Safety) ECU 10, an engine ECU 20, a brake ECU 30, and an SBW (Shift-by-Wire) ECU 40.

In the present specification, the "ECU" means an electric control unit. The ECU includes a microcomputer including a CPU, RAM, ROM, an interface (I / F), a non-volatile memory, and the like. For example, the PCS / ECU 10 includes a microcomputer including a CPU 10a, a RAM 10b, a ROM 10c, (I / F) 10d, a non-volatile memory 10e, and the like. The CPU realizes various functions described later by executing instructions stored in the ROM.

The PCS / ECU 10 is connected to the engine ECU 20, the brake ECU 30, and the SBW / ECU 40 via the CAN (Controller Area Network) 90. These ECUs are configured to be able to transmit and receive information from each other via the CAN 90. Therefore, the detection value of the sensor connected to the specific ECU is also transmitted to other ECUs.

The engine ECU 20 is connected to an engine state amount sensor (not shown) including an accelerator pedal operation amount sensor 21 and an engine actuator 22. The accelerator pedal operation amount sensor 21 detects the operation amount of the accelerator pedal 25 (accelerator opening degree [%]) and generates a signal indicating the accelerator pedal operation amount AP.

The engine ECU 20 drives the engine actuator 22 based on the operating state amount (for example, engine rotation speed) detected by the accelerator pedal operation amount AP and other engine state amount sensors. As a result, the engine ECU 20 can change the torque generated by the engine 23 (engine generated torque). The engine generated torque is transmitted to the drive wheels via the transmission 24. Therefore, the engine ECU 20 can control the driving force of the vehicle by controlling the engine actuator 22. The vehicle may be provided with an electric motor as a vehicle drive source in place of or in addition to the engine 23.

The brake ECU 30 is connected to the brake pedal force sensor 31 and the hydraulic circuit 32. The brake pedal force sensor 31 generates a signal indicating the depression force (or depression pressure) Pf of the brake pedal 33 by the driver. The brake pedal force sensor 31 may be any other sensor as long as it shows the strength with which the driver is stepping on the brake pedal 33. For example, instead of the brake pedal force sensor 31, a master cylinder pressure sensor that detects the pressure of the master cylinder 34 may be used.

The hydraulic circuit 32 includes a reservoir (not shown), an oil pump, various valve devices, and the like, and functions as a brake actuator. The hydraulic circuit 32 is provided between the master cylinder 34 and the friction brake mechanism 35. The brake ECU 30 controls the hydraulic circuit 32 based on the pressure of the master cylinder 34 driven in response to the driver's depression of the brake pedal 33, and adjusts the hydraulic pressure supplied to the wheel cylinder (not shown) of the friction brake mechanism 35. As a result, the wheel cylinder generates a frictional braking force on the wheels. Therefore, the brake ECU 30 can control the braking force of the vehicle by controlling the hydraulic circuit 32.

The SBW / ECU 40 is connected to the shift lever sensor 41 and the SBW actuator 42. The shift lever sensor 41 detects the position of the shift lever. The SBW / ECU 40 receives the position of the shift lever from the shift lever sensor 41, and controls the SBW actuator 42 based on the shift lever position. The SBW actuator 42 controls the shift switching mechanism 43 in response to an instruction from the SBW / ECU 40 to switch the shift position of the transmission 24 to one of the plurality of shift positions.

In this example, the shift position is the parking position (P), which is a position where the driving force is not transmitted to the driving wheels and the vehicle is mechanically locked to the stop position, and the driving force is not transmitted to the driving wheels and the vehicle moves. The neutral position (N), which is not mechanically locked to the stop position, the forward position (D), which is the position where the driving force for moving the vehicle forward is transmitted to the drive wheels, and the driving force for moving the vehicle backward are transmitted to the drive wheels. At least the reverse position (R), which is the position to be The shift position may be changed by a mechanical method instead of the shift-by-wire method.

The PCS / ECU 10 is connected to the peripheral sensor 50. The surrounding sensor 50 is a sensor that detects the situation around the vehicle. The surrounding sensor 50 acquires information about a road around the vehicle (for example, a lane in which the vehicle is traveling) and information about a three-dimensional object existing on the road. The three-dimensional object represents, for example, a moving object such as an automobile, a pedestrian, and a bicycle, and a fixed object such as a guardrail and a fence. Hereinafter, these three-dimensional objects are referred to as "targets". The surrounding sensor 50 includes a radar sensor 51 and a camera sensor 52.

The radar sensor 51 radiates, for example, a radio wave in the millimeter wave band (hereinafter, referred to as “millimeter wave”) to the peripheral region of the vehicle, and the millimeter wave reflected by a target existing within the radiation range (that is, that is, the millimeter wave). (Reflected wave) is received. Then, the radar sensor 51 uses parameters indicating the presence / absence of the target and the relative relationship between the vehicle and the target (that is, the position of the target with respect to the vehicle, the distance between the vehicle and the target, and the relative speed of the target with respect to the vehicle. Etc.) and output. The information (including the above parameters) regarding the target acquired by the radar sensor 51 is referred to as "target information".

The camera sensor 52 captures the scenery in front of the vehicle and acquires image data. Based on the image data, the camera sensor 52 recognizes the left and right lane markings of the road (the lane in which the vehicle is traveling), the shape of the road (for example, the curvature of the road), and the position between the vehicle and the road. Calculate the relationship (for example, the distance from the left lane marking or the right lane marking to the center position of the vehicle in the vehicle width direction). The information acquired by the camera sensor 52 is called "lane information". The camera sensor 52 may be configured to determine the presence or absence of a target and calculate the target information based on the image data.

The PCS / ECU 10 acquires information on the surrounding conditions of the vehicle including "target information" and "lane information" from the surrounding sensor 50 as "vehicle peripheral information".

The PCS / ECU 10 is further connected to various sensors (running state detection sensors) (not shown) that detect the running state (vehicle speed, yaw rate, etc.) of the vehicle. The PCS / ECU 10 acquires information representing the running state of the vehicle as running state information from these sensors.

Further, the PCS / ECU 10 is connected to the display 61 and the speaker 62. The display 61 is a multi-information display provided in front of the driver's seat. A head-up display may be adopted as the display 61. When the speaker 62 receives the utterance command from the PCS / ECU 10, the speaker 62 generates a voice corresponding to the utterance command.

The vehicle is equipped with a power supply device 100. The power supply unit 100 includes a battery (not shown) and an alternator (not shown) that generates electricity by rotating the engine 23. The power supply device 100 supplies electric power to an electric load in the vehicle via two power supply lines (first power supply line 101 and second power supply line 102).

The first power supply line 101 connects the power supply device 100 and the engine ECU 20 via the ignition switch 120. Hereinafter, the ignition switch 120 will be referred to as an "IG switch 120". The state of the IG switch 120 is changed according to the operation of the engine start button 110. Hereinafter, the engine start button 110 is simply referred to as a "start button 110". The start button 110 is a button operated when the driver instructs the start and stop of the engine 23. The start button 110 outputs a signal indicating the state (off state or on state) of the button to the PCS / ECU 10.

When the state of the start button 110 is changed from the off state to the on state, the state of the IG switch 120 is changed from the off state (disconnected state) to the on state (connected state). When the IG switch 120 is in the ON state, the electric power of the power supply device 100 is supplied to the engine ECU 20 via the first power supply line 101.

The second power supply line 102 directly connects the power supply device 100 and the ECUs 10, 30 and 40. That is, the power supply device 100 and the "ECUs 10, 30 and 40" are connected without going through the IG switch 120. Therefore, regardless of the state of the IG switch 120 (that is, regardless of whether the IG switch 120 is in the on state or the off state), the power of the power supply device 100 is supplied to the ECUs 10, 30 and 40. That is, the ECUs 10, 30 and 40 can operate regardless of the state of the IG switch 120.

With the above configuration, the PCS / ECU 10 can acquire the signal from the start button 110 regardless of the state of the IG switch 120. The brake ECU 30 can acquire a signal representing the depression force Pf from the brake pedal force sensor 31 and output the signal to the PCS / ECU 10 regardless of the state of the IG switch 120. Further, the SBW / ECU 40 can acquire a signal indicating the position of the shift lever from the shift lever sensor 41 and output the signal to the PCS / ECU 10 regardless of the state of the IG switch 120.

(Overview of collision avoidance control)
The PCS / ECU 10 is designed to execute well-known collision avoidance control. Collision avoidance control is control that prevents the vehicle from approaching an object existing around the vehicle. One such collision avoidance control is Pre-Crash Safety Control. Hereinafter, the control will be referred to as "PCS control".

The PCS / ECU 10 executes PCS control when it is determined that there is a three-dimensional object (target) that is likely to collide with the vehicle. Specifically, when the PCS / ECU 10 recognizes (detects) the target (f), the PCS / ECU 10 calculates the collision prediction time TTC (Time To Collision) for the target (f). Hereinafter, the collision prediction time TTC is simply referred to as “TTC”. TTC is calculated by dividing the distance to the target by the relative speed of the target with respect to the vehicle. When the TTC is equal to or less than the predetermined time threshold value Tth, the PCS / ECU 10 determines that the target (f) is an obstacle that is likely to collide with the vehicle, and executes the PCS control.

In this example, the PCS control includes an alert control that alerts the driver. Specifically, the PCS / ECU 10 displays a warning mark on the display 61 and outputs an alarm sound to the speaker 62. The PCS control may include, in addition to or in addition to the alert control, a braking force control that applies a braking force to the wheels and a driving force suppression control that suppresses the driving force of the vehicle.

(Outline of operation)
Next, an outline of the operation of the vehicle control device according to the present embodiment will be described. The PCS / ECU 10 determines whether the driver is the first user or the second user based on the characteristic information representing the characteristics of the driver. The first user represents a driver who can be regarded as performing a driving operation in a normal reaction time according to the collision avoidance control (warning control of the PCS control), and the second user represents the driver according to the collision avoidance control. Represents a driver who can be considered to perform a driving operation with a reaction time longer than that of the first user.

In the present specification, the characteristic information is information related to various abilities (driving ability, cognitive ability, judgment ability, etc.) possessed by the driver. In this example, the characteristic information is the stepping force Pf when the driver starts the engine 23. The information on the stepping force Pf is information related to driving ability, cognitive ability, judgment ability, and the like as follows.

When the stepping force Pf is small, the driver's stepping force is weak, so that the driver is likely to be elderly or in poor physical condition. In this case, it is highly possible that the driver has reduced driving ability, cognitive ability, and the like. In this case, even if the driver is notified of the existence of the target by the warning control of the PCS control, it takes time to perform the driving operation in response to the notification. In consideration of this, when the stepping force Pf is small, the PCS / ECU 10 determines that the driver is the second user.

On the other hand, when the stepping force Pf is large, it is considered that the driver's legs are strong or the driver is healthy, so it is highly possible that the driver has not deteriorated in driving ability, cognitive ability, etc. .. Therefore, when the stepping force Pf is large, the PCS / ECU 10 determines that the driver is the first user.

When the driver is the second user, even if the driver is notified of the existence of the target by the warning control of the PCS control, the driver can immediately avoid the collision with the target. Is difficult to do. Therefore, when the PCS / ECU 10 determines that the driver is the second user, the PCS control is executed at an earlier timing than when the driver determines that the driver is the first user. Change to such conditions. Specifically, the PCS / ECU 10 sets the time threshold value Tth in the case of the second user to a value larger than the time threshold value Tth in the case of the first user. In this way, the PCS control is changed from the normal mode to a mode having a higher safety margin (that is, a mode having a long margin time until a collision).

According to this configuration, when the driver determines that the driver is the second user, the PCS / ECU 10 executes the PCS control at an earlier timing. Even if the driver has low driving ability and / or cognitive ability, the presence of the target is notified to the driver at an early timing. As a result, the driver can perform a driving operation to avoid a collision with the target with a margin.

<Specific operation>
The CPU 10a of the PCS / ECU 10 (hereinafter, simply referred to as “CPU”) executes the routine shown in FIG. 2 every time a predetermined time elapses.

The CPU receives a detection signal or an output signal from various sensors (21, 31 and 41) and the start button 110 and stores the detection signal or the output signal in the RAM every time a predetermined time elapses.

At a predetermined timing, the CPU starts the process from step 200 of FIG. 2 and proceeds to step 201 to determine whether or not the predetermined threshold setting condition is satisfied. The threshold setting condition is satisfied when all of the following conditions A1 to A3 are satisfied.
Condition A1: The position of the shift lever is the parking position (P).
Condition A2: The driver has depressed the brake pedal 33. For example, the CPU may determine that the condition A2 is satisfied when the brake switch (not shown) is in the ON state. In another example, the CPU may determine that the condition A2 is satisfied when the stepping force Pf is equal to or greater than a predetermined value Ps.
Condition A3: The driver operates the start button 110 while the condition A2 is satisfied to change the start button 110 from the off state to the on state.

If the threshold setting condition is not satisfied, the CPU determines "No" in step 201, proceeds directly to step 295, and temporarily ends this routine.

On the other hand, when the threshold setting condition is satisfied, the CPU determines "Yes" in step 201, proceeds to step 202, and acquires the value of the stepping force Pf at the time when the start button 110 is changed to the ON state. To do.

Next, the CPU proceeds to step 203 and determines whether or not the stepping force Pf is equal to or greater than a predetermined user determination threshold value Pth. The user determination threshold value Pth is a threshold value for determining whether the driver is the first user or the second user. When the stepping force Pf is equal to or greater than the user determination threshold value Pth, the CPU determines "Yes" in step 203, proceeds to step 204, and determines that the driver is the first user. Then, the CPU sets the time threshold value Tth of the TTC to the first value T1. After that, the CPU proceeds to step 295 and temporarily ends this routine.

On the other hand, when the stepping force Pf is not equal to or higher than the user determination threshold value Pth, the CPU determines "No" in step 203, proceeds to step 205, and determines that the driver is the second user. Then, the CPU sets the time threshold value Tth of the TTC to the second value T2. The second value T2 is a value larger than the first value T1. After that, the CPU proceeds to step 295 and temporarily ends this routine.

Further, the CPU executes the routine shown in FIG. 3 every time a predetermined time elapses in a situation where the start button 110 is in the ON state (that is, a situation in which the vehicle is traveling).

The CPU receives vehicle peripheral information from the surrounding sensor 50 and travel state information (vehicle speed, yaw rate, etc.) from the traveling state detection sensor every time a predetermined time elapses, and stores these information in the RAM. ing.

At a predetermined timing, the CPU starts the process from step 300 in FIG. 3 and proceeds to step 301 to determine whether or not one or more target objects exist in the peripheral area of the vehicle based on the vehicle peripheral information. To do. If there is no target in the area around the vehicle, the CPU determines "No" in step 301, proceeds directly to step 395, and temporarily ends this routine.

On the other hand, when one or more targets are present in the surrounding area of the vehicle, the CPU determines "Yes" in step 301 and proceeds to step 302 to proceed to the running state information and the vehicle peripheral information (target information). ), The TTC of each target is calculated. Here, the CPU selects the target having the smallest TTC among the calculated TTCs. The TTC of the selected target is referred to as "TTC min".

Next, in step 303, the CPU determines whether or not TTCmin is equal to or less than the time threshold value Tth. When the TTC min is equal to or less than the time threshold value Tth, the CPU determines "Yes" in step 303, proceeds to step 304, and executes PCS control. Specifically, the CPU displays a warning mark on the display 61 and outputs an alarm sound to the speaker 62.

If the TTC min is not equal to or less than the time threshold Tth in step 303, the CPU determines "No" in step 303, proceeds directly to step 395, and temporarily ends this routine. In this case, PCS control is not executed.

As described above, the vehicle control device sets the time threshold value Tth when the driver is the second user to a value larger than the time threshold value Tth when the driver is the first user. Therefore, when the vehicle control device determines that the driver is the second user, the vehicle control device executes the PCS control at an earlier timing. Therefore, the driver who is the second user is notified of the existence of the target at an early timing. As a result, the driver can perform a driving operation to avoid a collision with the target with a margin.

<Second Embodiment>
The driver's characteristic information is not limited to the above example. When the driver's cognitive ability and / or judgment ability deteriorates, it is considered that the driver frequently makes an erroneous operation. Therefore, the characteristic information of the driver may be the number of erroneous operations (hereinafter, referred to as "number of erroneous operations N"). In the second embodiment, the PCS / ECU 10 records the number of erroneous operations N in the non-volatile memory 10e. The PCS / ECU 10 determines that the driver is the second user after the number of erroneous operations N becomes larger than the predetermined number of times threshold value Nth.

The erroneous operation includes, for example, the following operations 1 to 7. The following operation is an example, and the erroneous operation may include another operation.
Operation 1: The driver operates the accelerator pedal 25 while the position of the shift lever is the parking position (P) or the neutral position (N).
Operation 2: The position of the shift lever was changed without the driver depressing the brake pedal 33.
Operation 3: The driver depresses the accelerator pedal 25 and the brake pedal 33 at the same time.
Operation 4: The driver suddenly depresses the accelerator pedal 25 greatly. For example, the accelerator pedal operating speed APV [% / s] when the driver depresses the accelerator pedal 25 is equal to or higher than a predetermined operating speed threshold value APVth. The accelerator pedal operation speed APV is the amount of change in the accelerator pedal operation amount AP per unit time.
Operation 5: The position of the shift lever is changed while the driver depresses the accelerator pedal 25.
Operation 6: The driver changed the position of the shift lever to the parking position (P) when the vehicle speed was higher than zero.
Operation 7: The driver changes the start button 110 to the off state when the position of the shift lever is a position other than the parking position (P).

Each time any of operations 1 to 7 is performed, the PCS / ECU 10 increments the number of erroneous operations N recorded in the non-volatile memory 10e (N ← N + 1), and the incremented number of erroneous operations N is non-volatile. Record in the sex memory 10e.

The number of erroneous operations N may be reset after a certain period of time has elapsed. In this case, after the number of erroneous operations N becomes larger than the predetermined number of times threshold value Nth during a certain period, the PCS / ECU 10 determines that the driver is the second user.

<Specific operation>
The CPU 10a of the PCS / ECU 10 (hereinafter, simply referred to as “CPU”) executes the routine of FIG. 4 in place of or in addition to the routine shown in FIG.

At a predetermined timing, the CPU starts processing from step 400 in FIG. 4 and proceeds to step 401 to acquire the number of erroneous operations N from the non-volatile memory 10e.

Next, the CPU proceeds to step 402 and determines whether or not the number of erroneous operations N is equal to or less than the predetermined number of times threshold value Nth. When the number of erroneous operations N is equal to or less than the number threshold value Nth, the CPU determines "Yes" in step 402, proceeds to step 403, and determines that the driver is the first user. Then, the CPU sets the time threshold value Tth of the TTC to the first value T1. After that, the CPU proceeds to step 495 and temporarily ends this routine.

On the other hand, if the number of erroneous operations N is not equal to or less than the number threshold value Nth, the CPU determines "No" in step 402, proceeds to step 404, and determines that the driver is the second user. Then, the CPU sets the time threshold value Tth of the TTC to the second value T2. The CPU may display on the display 61 that the driver has been determined to be the second user. After that, the CPU proceeds to step 495 and temporarily ends this routine.

According to this configuration, the vehicle control device can change the execution condition of the PCS control by detecting a decrease in the driver's cognitive ability and / or judgment ability based on the number of erroneous operations N.

In the second embodiment, the PCS / ECU 10 may be connected to a communication device (not shown). In this configuration, when the CPU determines in step 404 that the driver is the second user, the CPU transmits information to that effect to a communication terminal outside the vehicle (for example, a communication terminal owned by the driver's family). You may. According to this configuration, the driver's family can grasp that the driver's cognitive ability has deteriorated.

The present invention is not limited to the above embodiment, and various modifications can be adopted within the scope of the present invention.

(Modification example 1)
The execution conditions for PCS control are not limited to the above examples. Another condition may be added as the execution condition of the PCS control. For example, the CPU may be configured to determine "Yes" in step 303 when any of the following conditions B1 and B2 is satisfied.
Condition B1: TTCmin is equal to or less than the time threshold Tth.
Condition B2: The accelerator pedal operating speed APV [% / s] is equal to or higher than the predetermined operating speed threshold value APVth.

The CPU sets the operation speed threshold APVth to the first value V1 when the driver is the first user, and sets the operation speed threshold APVth to the second value V2 when the driver is the second user. You may. For example, the second value V2 is smaller than the first value V1.

When the driver is the first user, the execution condition of the PCS control includes only the condition B1, and when the driver is the second user, the execution condition of the PCS control includes both the condition B1 and the condition B2. You may try to drive. This makes it easier for the PCS control to be executed when the driver is the second user than in the case of the first user.

(Modification 2)
The driver's characteristic information may be managed as follows. For example, the PCS / ECU 10 associates the driver's identification information with the user information (information indicating whether the driver is the first user or the second user) and stores it in the non-volatile memory 10e in advance. You may leave it. The identification information is, for example, face information, fingerprint information, and the like. According to this configuration, the driver whose driving ability or the like has deteriorated can be recorded in advance in the vehicle control device as the second user, and the PCS control can be executed at an early timing when the driver is the second user. ..

For example, the vehicle is equipped with a driver monitor (camera) at a position facing the driver's seat. The PCS / ECU 10 acquires the driver's face information (image information) from the driver monitor, and determines whether the driver is the first user or the second user.

According to another example, the vehicle comprises a fingerprint authentication unit that the driver touches with a finger. The PCS / ECU 10 acquires the fingerprint information of the driver from the fingerprint authentication unit, and determines whether the driver is the first user or the second user.

According to yet another example, the driver can communicate user information (information indicating whether the driver is the first user or the second user) of a communication device (for example, a key having a communication function). ) May be worn while riding in the vehicle. In this case, the PCS / ECU 10 acquires user information from the key via a communication device (not shown), and determines whether the driver is the first user or the second user.

(Modification example 3)
The collision avoidance control is not limited to the above example, and may be another well-known control described later. For example, the collision avoidance control may be any one of rear vehicle notification control (BSM: Blind Spot Monitor), lane departure prevention control (LDA: Lane Departure Alert), and driving force suppression control.

The BSM is a control for notifying the driver of another vehicle traveling diagonally behind the vehicle, which is another vehicle traveling in a lane adjacent to the lane in which the vehicle (own vehicle) is traveling. The vehicle control device calculates the TTC on the assumption that the own vehicle is traveling in the adjacent lane. When the TTC is equal to or less than the predetermined time threshold value Td, the vehicle control device displays a mark indicating the existence of another vehicle on the display 61 and outputs an alarm sound to the speaker 62. As a result, it is possible to prevent the own vehicle from approaching another vehicle traveling in the adjacent lane. In this example, the vehicle control device sets the time threshold Td to "Td1" when it determines that the driver is the first user, and sets the time threshold Td when it determines that the driver is the second user. Set to "Td2". "Td2" is a value larger than "Td1".

LDA is a control that warns the driver when the vehicle attempts to deviate from the lane. The vehicle control device calculates the distance Ld between the vehicle and the left lane marking or the right lane marking based on the vehicle surrounding information (lane information). When the distance Ld is equal to or less than the predetermined distance threshold Lth, the vehicle control device causes the speaker 62 to output an alarm sound. This makes it possible to prevent the vehicle from approaching the curb around the lane or another vehicle traveling in the adjacent lane. In this example, the vehicle control device sets the distance threshold Lth to "L1" when it determines that the driver is the first user, and sets the distance threshold Lth when it determines that the driver is the second user. Set to "L2". "L2" is a value larger than "L1".

The driving force suppression control is a control that suppresses the driving force of the vehicle to avoid approaching an object existing around the vehicle. The vehicle control device stores, for example, two SG characteristic maps in advance. The SG characteristic map is a map that defines a target acceleration (G) with respect to an operation amount (stroke S) of the accelerator pedal 25. In this example, the vehicle control device uses the first SG characteristic map when it is determined that the driver is the first user, and the second SG characteristic when it is determined that the driver is the second user. Use a map. Here, with respect to the second SG characteristic map, the amount of change in the target acceleration (G) (the amount of increase in G) may be slower than that in the first SG characteristic map. Further, with respect to the second SG characteristic map, the position of the operation amount (stroke S) at which the target acceleration (G) starts to increase significantly may be set to a position larger than that of the first SG characteristic map. That is, when it is determined that the driver is the second user, the amount of increase in the driving force with respect to the operating amount of the accelerator pedal 25 is smaller than that of the first user. Therefore, when using the second SG characteristic map, the vehicle accelerates gently even if the driver depresses the accelerator pedal 25.

In addition, the vehicle control device may prohibit creep driving when it determines that the driver is the second user. In this case, even if the driver releases his / her foot from the brake pedal 33, the vehicle does not move unless the accelerator pedal 25 is stepped on. Therefore, it is possible to avoid approaching an object existing around the vehicle. Further, since the driver depresses either the brake pedal 33 or the accelerator pedal 25, it is possible to prevent a mistake in depressing the pedal.

10 ... PCS / ECU, 20 ... engine ECU, 30 ... brake ECU, 40 ... SBW / ECU.

Claims (1)

A sensor that acquires vehicle peripheral information, which is information about the vehicle's peripheral conditions,
Whether or not a predetermined execution condition is satisfied is determined based on the vehicle peripheral information, and when it is determined that the execution condition is satisfied, the vehicle is prevented from approaching an object existing in the vicinity of the vehicle. A control device that executes collision avoidance control for
With
The control device is configured to determine whether the driver is a first user or a second user based on characteristic information representing the characteristics of the driver of the vehicle. The first user represents a driver who can be regarded as performing a driving operation in a normal reaction time according to the collision avoidance control, and the second user is a driver from the first user according to the collision avoidance control. Represents a driver who can be considered to perform a driving operation with a long reaction time.
Further, when the control device determines that the driver is the second user, the execution condition of the collision avoidance control is faster than when the driver determines that the driver is the first user. A vehicle control device configured to change to a condition in which the collision avoidance control is executed at the timing.

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