JP7322559B2 - Evacuation assist device - Google Patents

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an evacuation assistance device that assists the evacuation of the own vehicle when the evacuation of the own vehicle is required.

Some automatic evacuation devices for automatically evacuating the own vehicle are configured as follows. The automatic evacuation device determines the consciousness level of the driver of the own vehicle. Then, when it is determined that the consciousness level is low, an alarm is given to the vehicle following the own vehicle, and the own vehicle is automatically evacuated to a safe place. As a document showing such a technique, there is the following Patent Document 1.

JP 2016-149122 A

According to the above-described automatic evacuation device, when the driver's consciousness level is lowered, the following vehicle is automatically evacuated after warning the following vehicle, thereby calling the attention of the driver of the following vehicle. You can evacuate your vehicle. However, with only such an alarm, the driver of the following vehicle cannot react immediately, and there is a possibility that the driving operation such as suspension of acceleration or deceleration may be delayed. As a result, the driver of the following vehicle may be forced to brake suddenly, or the following vehicle may block the evacuation route of the own vehicle. In other words, there is a risk that the following vehicle that needs to restrict the driving state will not be appropriately restricted.

In addition to when the consciousness level of the driver of the own vehicle is lowered, for example, when the driving power unit such as the engine or the motor of the own vehicle malfunctions, it is necessary to manually or automatically evacuate the own vehicle. Similar problems may arise in such cases.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and its main object is to make it easier to ensure the restriction of the running state of the following vehicle, which requires the restriction when the own vehicle needs to be evacuated.

The evacuation control device of the present invention has an evacuation necessity determining section, a vehicle speed obtaining section, a following determining section, a following monitoring section, and a restricting section. The evacuation necessity determining unit determines whether or not the vehicle needs to be evacuated. The own vehicle speed acquisition unit acquires the own vehicle speed, which is the traveling speed of the own vehicle.

The trailing monitoring unit monitors a trailing vehicle, which is another vehicle traveling behind the host vehicle in comparison between front ends of the vehicle body. The following determination unit determines whether or not the following vehicle is a restricted vehicle whose traveling state needs to be restricted when the evacuation is required for each of the following vehicles. When the evacuation is required, the restriction unit transmits, to the restriction vehicle, a restriction command for restricting the running state of the restriction vehicle based on the vehicle speed to the restriction vehicle through vehicle-to-vehicle communication. limit the running state of

According to the present invention, when evacuation is required, a restriction command is transmitted to a following vehicle whose driving condition needs to be restricted, and the driving condition of the vehicle is restricted. Therefore, it becomes easier to ensure the restriction of the running state of the restricted vehicle when evacuation is required.

Schematic diagram showing the own vehicle of the first embodiment and its surroundings Schematic diagram showing own vehicle and following vehicle Schematic diagram showing evacuation assist device Graph showing relationship between wiper output and correction factor Flowchart showing evacuation assist control Graph showing the relationship between the mechanical loss and the rotational speed of the motor in the second embodiment Graph showing relationship between road surface inclination angle and correction coefficient Graph showing the relationship between the temperature of the rotor magnet and the temperature coefficient in the third embodiment Graph showing the relationship between inter-vehicle distance and correction coefficient Schematic diagram showing the own vehicle of the fourth embodiment

Next, embodiments of the present invention will be described with reference to the drawings. However, the present invention is not limited to the embodiments, and can be modified as appropriate without departing from the gist of the invention.

[First Embodiment]
FIG. 1 is a schematic diagram showing a vehicle Cs and its surroundings in the first embodiment. Hereinafter, when comparing the front ends of the vehicle body, another vehicle running ahead of the own vehicle Cs will be referred to as "preceding vehicle Cf", and another vehicle running behind the own vehicle Cs will be referred to as "following vehicle Cr". . Further, hereinafter, the distance in the longitudinal direction between the own vehicle Cs and the following vehicle Cr is referred to as "inter-vehicle distance L". The longitudinal distance may be, for example, the longitudinal distance between the front ends of the vehicle body, the longitudinal distance between the centers of the vehicle body, or the longitudinal distance between the rear ends of the vehicle body. good too. Also, hereinafter, the lane in which the vehicle Cs is traveling will be referred to as the "vehicle driving lane".

FIG. 2 is a schematic diagram showing the own vehicle Cs and the following vehicle Cr. The own vehicle Cs has a steering wheel 11, a motor 12 for traveling, an accelerator (not shown), a brake 13, etc., and also has a retreat assist device 20 for assisting the retreat of the own vehicle Cs. A steering wheel 11, an accelerator (not shown), a brake 13, etc. are operated by the driver Ds.

The following vehicle Cr has a steering wheel 51 , a driving power device 52 , an accelerator (not shown), a brake 53 , etc., and a control device 58 capable of controlling the power device 52 and the brake 53 . The power plant 52 may be, for example, an engine, a motor, or a hybrid of both. A steering wheel 51, an accelerator (not shown), a brake 53 and the like are operated by the driver Dr.

The evacuation assist device 20 of the own vehicle Cs and the control device 58 of the following vehicle Cr are configured to be able to communicate with each other through inter-vehicle communication. The vehicle-to-vehicle communication allows the evacuation assist device 20 of the own vehicle Cs to issue commands i1 and i2 to the control device 58 of the following vehicle Cr.

FIG. 3 is a schematic diagram showing the evacuation assist device 20 for the host vehicle Cs. The evacuation assist device 20 has an evacuation necessity determining section 21 , a following monitoring section 22 , a following determining section 23 , a vehicle speed acquiring section 24 , an alarm section 27 and a limiting section 28 .

The evacuation necessity determining unit 21 determines whether or not it is a predetermined evacuation required time when the host vehicle Cs needs to be evacuated. The time when evacuation is required includes the time when the motor 12 of the vehicle Cs is abnormal. Abnormality of the motor 12 can be determined by, for example, detecting that the output of the motor 12 is smaller than the output that should be, or that a predetermined abnormal situation such as a short circuit has occurred. At the time of such a motor abnormality, the host vehicle Cs is forced to coast, for example.

The following monitor 22 monitors the following vehicle Cr. The monitoring can be performed by, for example, a camera, a sensor, or the like. In the monitoring, for example, the relative position and relative speed of the following vehicle Cr with respect to the own vehicle Cs are monitored.

Next, the function of the subsequent determination unit 23 will be described with reference to FIG. 1 again. The following determination unit 23 determines whether or not each following vehicle Cr monitored by the following monitoring unit 22 corresponds to a predetermined restriction vehicle C1 and a predetermined warning vehicle C2. . The restricted vehicle C1 is the following vehicle Cr whose driving state needs to be restricted when the own vehicle Cs needs to be evacuated. The warning-requiring vehicle C2 is the following vehicle Cr to which a predetermined specific warning needs to be given when the own vehicle Cs needs to be evacuated.

Specifically, for each following vehicle Cr, the following determination unit 23 determines that the following vehicle Cr is a restricted vehicle C1 on condition that the following vehicle Cr is included in a predetermined first range R1. The following vehicle Cr included in the first range R1 is a following vehicle Cr that is recognized to be traveling in the retreating direction E rather than the own vehicle traveling lane, and whose distance L between the vehicle Cs and the own vehicle Cs is within a predetermined first threshold value. be.

For each following vehicle Cr, the following determination unit 23 determines that the following vehicle Cr is a warning required vehicle C2 on condition that the following vehicle Cr is included in the predetermined second range R2. The following vehicle Cr included in the second range R2 is a following vehicle Cr whose inter-vehicle distance L from the own vehicle Cs is equal to or greater than the first threshold and within the second threshold. Therefore, the second range R2 is wider than the first range R1, and the first range R1 is included in the second range R2. Therefore, the restricted vehicle C1 also corresponds to the warning required vehicle C2.

The retraction direction E referred to here is the direction in which the vehicle Cs should be retracted when it is necessary to retract from both sides of the vehicle Cs. For example, the retraction direction E can be set to the left if the vehicle Cs is of national specification for driving on the left side, and to the right if the vehicle Cs is of the national specification for driving on the right side. Further, for example, one of the left and right sides can be appropriately determined as the retreat direction E based on road information acquired by a camera, sensor, or the like.

The own vehicle speed acquisition unit 24 shown in FIG. 3 acquires the own vehicle speed Vs, which is the traveling speed of the own vehicle Cs. The own vehicle speed Vs can be calculated, for example, by correcting the temporary running speed calculated from the rotation speed of the axle and the diameter of the tire based on the amount of slip calculated based on a gravity sensor or the like.

The alarm unit 27 issues a general alarm W to the surroundings of the own vehicle Cs by means of hazard lamps, horns, etc., when evacuation is required.

The restriction unit 28 restricts the running state of the restriction vehicle C1 by transmitting a predetermined restriction command i1 to the restriction vehicle C1 through vehicle-to-vehicle communication when the vehicle needs to be evacuated. The restriction command i1 restricts the running state of the restriction-requiring vehicle C1 based on the own vehicle speed Vs. Modes of the restriction command i1 include the following first mode, second mode, and third mode.

The first mode limits only the running output, which is the output of the power plant 52 of the vehicle C1 requiring restriction. This first mode may limit the running output to zero, or may limit the upper limit of the running output to a predetermined value greater than zero. The second mode is to operate the brake 53 of the restriction vehicle C1 in addition to restricting the travel output of the restriction vehicle C1.

The third mode is to limit the speed upper limit Vlimit of the limit-requiring vehicle C1. In the third mode, it is preferable to continuously decrease the upper speed limit Vlimit of the vehicle C1 requiring restriction from a speed equal to or higher than the current traveling speed of the vehicle C1 requiring restriction to a predetermined speed. This is because the speed of the restricted vehicle C1 can be continuously and smoothly reduced.

Further, as a form of the limit command i1, for example, in the first form, the upper limit value of the traveling output may be large or small. Further, for example, in the second mode, the operating strength of the brake 13 may be large or small. Further, for example, in the third mode, the value of the upper speed limit Vlimit may be large or small. Further, for example, in each of the first to third modes, the duration of the limit command i1 may be long or short.

The aspect of these limit commands i1 is changed based on the limit time situation, which is the situation when the limit command i1 is transmitted in a predetermined area including the host vehicle Cs and its surroundings. The restricted conditions include, for example, the condition of the deceleration torque applied to the own vehicle Cs, the condition of the inclination and curve of the road surface, the condition of unevenness of the road surface, the condition of visibility such as whether it is day or night, Conditions such as inter-vehicle distance L and conditions such as weather can be included.

Specifically, for example, the form of the limit command i1 can be changed based on the estimated value of the deceleration torque of the host vehicle Cs. For example, when the estimated value of the deceleration torque of the own vehicle Cs is small, it becomes easy to implement the first mode, and when the estimated value of the deceleration torque of the own vehicle Cs is large, it becomes easy to implement the second mode or the third mode. can be Further, for example, the larger the estimated value of the deceleration torque of the host vehicle Cs, the larger the operating strength of the brake 53 in the second mode. Further, for example, the larger the estimated value of the deceleration torque of the host vehicle Cs, the smaller the upper limit of the running output in the first mode and the upper limit of the speed Vlimit in the third mode.

More specifically, for example, the upper speed limit Vlimit of the restricted vehicle C1 in the third mode can be calculated from the following formula 1.
[Formula 1] V limit = Vs - (Tb x Kb x K)

According to this formula 1, the speed upper limit Vlimit of the restricted vehicle C1 is obtained by subtracting a predetermined value (Tb×Kb×K) from the own vehicle speed Vs. The predetermined value (Tb×Kb×K) is obtained by multiplying the basic deceleration torque Tb applied to the own vehicle Cs by the conversion coefficient Kb and the correction coefficient K.

The basic deceleration torque Tb can be estimated based on, for example, the return current of the motor 12, the mechanical loss Tlos of the host vehicle Cs, the temperature of the motor 12, the rotational speed of the motor 12, and the like. The return current is a current that flows in a predetermined closed circuit formed by inverter control based on the rotation of the motor 12, and causes the motor 12 to decelerate. The mechanical loss Tlos is the loss due to friction between the stationary part and the rotating part and the fan action of the rotating part.

Specifically, the basic deceleration torque Tb can be obtained, for example, from both the return current and the rotational speed of the motor 12 based on a map showing the relationship between the two values and the basic deceleration torque Tb.

The conversion coefficient Kb is determined by vehicle information such as the vehicle class and tire diameter of the host vehicle Cs. The correction coefficient K is determined here by the wiper output of the host vehicle Cs.

4 is a graph showing the relationship between the wiper output and the correction coefficient K. FIG. A correction coefficient K is calculated from the wiper output based on a map storing the relationship of this graph. As shown in this graph, the larger the wiper output, the larger the correction coefficient K and the smaller the speed upper limit Vlimit in Equation (1). Therefore, the higher the rain is falling and the more slippery the road is expected to be, the smaller the upper speed limit Vlimit is.

As shown in FIG. 2, the control device 58 of the restricted vehicle C1 receives the restriction command i1 transmitted from the evacuation assist device 20 of the own vehicle Cs through the vehicle-to-vehicle communication. The control device 58 controls at least one of the power plant 52 and the brake 53 to limit the running state of the vehicle C1 requiring restriction.

Specifically, in the case of the first mode, the control device 58 limits the output of the power plant 52 . Further, in the case of the second mode, the control device 58 limits the output of the power plant 52 and actuates the brake 53 . Further, in the case of the third mode, the control device 58 controls the power plant 52 and the brake 53 so that the running speed of the vehicle C1 to which the control device belongs is equal to or lower than the speed upper limit Vlimit in the limit command i1.

As described above, the mode of limiting the traveling state of the vehicle C1 requiring restriction is determined by the evacuation assist device 20 of the own vehicle Cs by selecting the mode of the restriction command i1.

The warning unit 27 shown in FIG. 3 transmits a warning command i2 to the warning-requiring vehicle C2 in addition to issuing the general warning. Specifically, when the own vehicle Cs needs to be evacuated, the alarm unit 27 wirelessly sends a predetermined alarm command i2 to either the device of the alarm required vehicle C2 or the device possessed by the driver Dr of the alarm required vehicle C2. send. The warning command i2 causes any one of the above devices to issue a predetermined specific warning.

Any of the above devices may be, for example, the control device 58 of the warning vehicle C2 as shown in FIG. There may be. The device that receives the warning command i2 issues a predetermined specific warning.

Modes of the warning command i2 include, for example, a mode in which any one of the devices described above issues a specific warning by light, a mode in which a specific warning is issued by sound, a mode in which a specific command is issued by vibration, and the like. Further, the mode of the alarm command i2 includes, in the specific alarm, when the intensity of the light is strong or weak, when the sound volume is high or low, and when the amount of vibration is large or small.

The mode of these warning commands i2 is changed based on the situation at the time of warning, which is the situation when issuing the warning command i2 in a predetermined area including the own vehicle Cs and its surroundings. The state at the time of warning includes at least one of the presence or absence and mode of the restriction command i1 for the warning required vehicle C2. Further, the conditions at the time of the warning include, for example, the conditions of the deceleration torque applied to the own vehicle Cs, the conditions of the slope and curve of the road surface, the unevenness of the road surface, and whether it is daytime or nighttime. , the conditions such as the distance L between vehicles, the conditions such as the weather, and the like can be included.

FIG. 5 is a flowchart showing the evacuation assist control performed by the evacuation assist device 20. As shown in FIG. First, the evacuation necessity determining unit 21 determines whether or not the vehicle Cs needs to be evacuated (S101). If it is determined that the vehicle is not required to be evacuated (S101: NO), the evacuating assist control is terminated because there is no need to perform the evacuating assist. On the other hand, if it is determined that it is time to evacuate (S101: YES), the alarm unit 27 issues a general alarm (S102). This calls attention to each surrounding vehicle including the preceding vehicle Cf and the following vehicle Cr.

Next, the trailing monitoring unit 22 acquires information about the trailing vehicle Cr (S103), and the own vehicle speed acquiring unit 24 acquires the own vehicle speed Vs (S104).

Next, the following determinations and commands (S111 to S116) are performed for each following vehicle Cr. First, the following determination unit 23 determines whether or not the following vehicle Cr is the warning vehicle C2 (S111). If it is determined that the following vehicle Cr is not the warning vehicle C2 (S111: NO), the following S112 to S116 are skipped. On the other hand, when it is determined in S111 that the following vehicle Cr is the warning required vehicle C2 (S111: YES), it is determined whether or not the following vehicle Cr also corresponds to the restriction required vehicle C1 (S112).

If it is determined that the following vehicle Cr is not the restricted vehicle C1 (S112: NO), the following S113 and S114 are skipped. On the other hand, when it is determined in S112 that the following vehicle Cr also corresponds to the restriction-requiring vehicle C1 (S112: YES), the restriction unit 28 determines the form of the restriction command i1 for the following vehicle Cr based on the restriction time situation. (S113). Next, the restriction unit 28 transmits a restriction command i1 in this mode to the restriction vehicle C1, thereby restricting the running state of the restriction vehicle C1 (S114).

Next, the warning unit 27 determines the mode of the warning command i2 for the following vehicle Cr based on the situation at the time of warning (S115). Next, a specific warning is given to the warning required vehicle C2 by transmitting the warning command i2 of that mode to the warning required vehicle C2 (S116).

Next, it is determined whether or not the vehicle speed Vs has become zero (S121). If it is determined that the vehicle speed Vs is not 0 (S121: NO), the process returns to S101 to continue the evacuation assist control. On the other hand, if it is determined in S121 that the vehicle speed Vs has become zero (S121: YES), the evacuation assist control is terminated.

According to this embodiment, the following effects are obtained. When the vehicle needs to be evacuated, a restriction command i1 is transmitted to the following vehicle Cr whose driving condition is to be restricted, and the restriction command i1 is transmitted to restrict the driving condition of the vehicle. Therefore, when the evacuation is required, it becomes easier to ensure the restriction of the running state of the restricted vehicle C1. Therefore, it becomes easier to prevent the restricted vehicle C1 from entering the evacuation route of the own vehicle Cs. Therefore, it becomes easier to secure an evacuation route for the own vehicle Cs, and it becomes easier to ensure the safety of the own vehicle Cs and the restricted vehicle C1.

Moreover, since the time when evacuation is required includes the time when the motor of the own vehicle Cs is abnormal, it becomes easy to ensure the safety of the own vehicle Cs and the restricted vehicle C1 when the motor is abnormal.

Further, according to the first mode for limiting the travel output of the restricted vehicle C1, the driver Dr of the restricted vehicle C1 accelerates the restricted vehicle C1 without noticing the evacuation behavior of the own vehicle Cs when the evacuation is required. Even when it is attempted to accelerate, the acceleration can be prevented or suppressed.

Further, according to the second mode of operating the brake 53 of the vehicle requiring restriction C1, it is possible to cope with the case where the limitation of the running state of the vehicle requiring restriction C1 is insufficient only with the above first mode. Further, according to the third mode of limiting the upper speed limit Vlimit of the vehicle C1 requiring restriction, the running state of the vehicle C1 requiring restriction can be restricted more accurately.

In addition, since the evacuation assist device 20 of the own vehicle Cs selects the mode of the restriction command i1, the own vehicle Cs determines the mode of restriction of the running state of the vehicle C1 requiring restriction. It is possible to select the mode of restriction more accurately than in the case of determining the mode of restriction of the state. In addition, since the mode of the restriction command i1 is changed based on the conditions at the time of restriction, it becomes easy to appropriately restrict the running state of the restriction-requiring vehicle C1 according to each condition.

Specifically, for example, by changing the upper speed limit Vlimit of the limited vehicle C1 based on the deceleration torque applied to the own vehicle Cs, the required limit is appropriately adjusted without excess or deficiency according to the magnitude of the deceleration torque. It becomes easier to control the upper speed limit Vlimit of the vehicle C1. Further, for example, if the upper speed limit Vlimit of the restricted vehicle C1 is changed based on the wiper output of the own vehicle Cs, the slipperiness of the road surface due to rain or the like is estimated based on the wiper output, and excess or deficiency is detected. It becomes easy to appropriately control the speed upper limit Vlimit of the vehicle C1 to be restricted.

In addition, since the following vehicle Cr is determined to be a restricted vehicle C1 on the condition that the following vehicle Cr is recognized to be traveling in the evacuation direction E rather than the own vehicle traveling lane, an unnecessarily large number of following vehicles Cr are required. It is possible to prevent a situation in which a traffic jam or the like is caused by determining that the vehicle is a restricted vehicle C1.

Further, when evacuation is required, not only is the restriction command i1 sent to the restricted vehicle C1, but also the warning command i2 is sent to the warning required vehicle C2, so that safety can be more firmly ensured. Further, since the second range R2 in which the warning command i2 is issued is wider than the first range R1 in which the restriction command i1 is issued, there is no need to limit the driving state, but the specific warning level is required for the following vehicle Cr. , only specific alarms can be issued. Therefore, while avoiding the unnecessary restriction command i1, the warning command i2 can urge the driver Dr of the warning vehicle C2 to give necessary attention.

In addition, since the mode of the warning command i2 is changed based on at least one of the presence or absence and mode of the restriction command i1, it becomes easier to properly issue a specific warning without excess or deficiency according to the presence or absence and mode of the restriction command i1. . Specifically, for example, the specific warning is given excessively even though the limit command i1 is absent or small, and the driver Dr of the warning-requiring vehicle C2 feels uncomfortable, or the limit command i1 is present and large but is too small. , it is possible to prevent the driver Dr of the warning vehicle C2 from being caught off guard by the deceleration due to the restriction command i1.

[Second embodiment]
Next, a second embodiment will be described with reference to FIGS. 6 and 7. FIG. In the following embodiments, members that are the same as or correspond to those in the previous embodiments are denoted by the same reference numerals. This embodiment will be described based on the first embodiment, focusing on points that differ from this.

This embodiment also considers the mechanical loss Tlos of the vehicle Cs to calculate the upper speed limit Vlimit of the vehicle C1 requiring a limit. Specifically, the upper speed limit Vlimit of the restricted vehicle C1 is calculated by the following equation (2).
[Formula 2] Vlimit = Vs - (Tb + Tlos) x (Ks x K)

FIG. 6 is a graph showing the relationship between the mechanical loss Tlos of the host vehicle Cs and the rotational speed of the motor 12, and the like. The mechanical loss Tlos of the own vehicle Cs is calculated from the rotational speed of the motor 12 based on the map storing the relationship of this graph. As shown in this graph, the higher the rotational speed of the motor 12 is, the larger the mechanical loss Tlos of the own vehicle Cs is. Therefore, since the rotation speed of the motor 12 is high and the mechanical loss Tlos of the own vehicle Cs is large, the speed upper limit Vlimit of the limited vehicle C1 can be limited to a smaller value as the own vehicle Cs decelerates more rapidly. can.

Further, the correction coefficient K is a coefficient determined by the inclination angle θ of the road surface. FIG. 7 is a graph showing the relationship between the inclination angle θ of the road surface and the correction coefficient K when the inclination of the road surface on an upward slope is positive. As shown in this graph, the larger the slope angle θ of the uphill road surface, the larger the correction coefficient K, so that the upper speed limit Vlimit in Equation 2 becomes smaller. Therefore, the steeper the uphill inclination angle θ and the more rapidly the host vehicle Cs decelerates, the more the upper limit speed Vlimit of the limited vehicle C1 can be restricted to a smaller value.

According to the present embodiment, the upper speed limit Vlimit of the restricted vehicle C1 is calculated in consideration of the mechanical loss Tlos of the own vehicle Cs and the inclination angle θ of the road surface. Therefore, it becomes easier to control the speed upper limit Vlimit more appropriately.

[Third Embodiment]
Next, a third embodiment will be described with reference to FIGS. 8 and 9. FIG. This embodiment will be described based on the first embodiment, focusing on points that differ from this.

In this embodiment, a temperature coefficient Ktmp determined from the temperature of the rotor magnet of the motor 12 is considered to calculate the upper speed limit Vlimit of the vehicle C1 requiring restriction. Specifically, the speed upper limit Vlimit is calculated by the following Equation 3.
[Formula 3] Vlimit = Vs - (Tb x Ktmp x Kb x K)

The basic deceleration torque Tb in Equation 3 above is calculated from both the return current and the rotation speed of the motor 12 . The calculation uses a map showing the relationship between these two values and the basic deceleration torque Tb when the temperature of the rotor magnet is at a predetermined map set temperature (eg, 55° C.). Therefore, the more the temperature of the rotor magnet deviates from the map setting temperature, the more the basic deceleration torque Tb deviates from the actual deceleration torque. A coefficient for correcting it is the temperature coefficient Ktmp.

FIG. 8 is a graph showing the relationship between the temperature of the rotor magnet and the temperature coefficient Ktmp. As shown in this graph, the temperature coefficient Ktmp increases as the temperature of the rotor magnet decreases, and the speed upper limit Vlimit in Equation 3 decreases. Therefore, since the temperature of the rotor magnet is low and the magnetic force is large, the speed upper limit Vlimit of the limit-requiring vehicle C1 can be limited to a smaller value as the host vehicle Cs decelerates more rapidly.

Further, the correction coefficient K is a coefficient determined by the inter-vehicle distance L between the own vehicle Cs and the restricted vehicle C1. FIG. 9 is a graph showing the relationship between the inter-vehicle distance L and the correction coefficient K, and the like. As shown in this graph, the smaller the vehicle-to-vehicle distance L, the larger the correction coefficient K, and the lower the speed upper limit Vlimit in Equation (3). Therefore, the smaller the vehicle-to-vehicle distance L, the smaller the upper limit speed Vlimit of the vehicle C1 requiring restriction can be limited to.

According to this embodiment, the upper speed limit Vlimit of the restricted vehicle C1 is calculated in consideration of the temperature of the rotor magnet and the inter-vehicle distance L. Therefore, it becomes easier to control the speed upper limit Vlimit more appropriately.

Specifically, the upper speed limit Vlimit is changed based on the inter-vehicle distance L between the own vehicle Cs and the restricted vehicle C1. Limiting the upper speed limit Vlimit of C1 can be avoided. Therefore, it is possible to suppress the occurrence of traffic congestion or the like.

[Fourth Embodiment]
Next, a fourth embodiment will be described with reference to FIG. This embodiment will be described based on the first embodiment, focusing on points that differ from this.

FIG. 10 is a schematic diagram showing the host vehicle Cs of this embodiment. The time when evacuation is required includes not only when the motor of the vehicle Cs is abnormal, but also when the driver Ds of the vehicle Cs is in an abnormal state. The own vehicle Cs has an automatic retraction device 18 that automatically retracts the own vehicle Cs to a predetermined retraction position by controlling the steering wheel 11, the motor 12, the brake 13, etc. when the driver is in trouble.

According to this embodiment, even when the driver has an abnormality, the restriction command i1 and the warning command i2 are transmitted to the following vehicle Cr. Therefore, it becomes easy to ensure the safety of the own vehicle Cs and the following vehicle Cr not only when the motor is abnormal but also when the driver is abnormal.

[Other embodiments]
Each embodiment shown above can be changed as follows, for example. For example, instead of the motor 12 for running, the host vehicle Cs may have an engine or a hybrid power unit for running consisting of both an engine and a motor.

Further, for example, the first range R1 may be widened so that the following vehicle Cr recognized as traveling in the own vehicle's lane may be determined as the restricted vehicle C1. Further, for example, all or part of the restricted vehicle C1 may not be determined as the warning required vehicle C2. Further, for example, the form of the restriction command i1 and the warning command i2 may be always the same regardless of the restriction time situation or the warning time situation. Further, for example, the restriction mode of the driving state of the vehicle C1 requiring restriction may be determined by the vehicle C1 requiring restriction instead of the own vehicle Cs.

Alternatively, for example, only the limit command i1 may be issued and the warning command i2 may not be issued. Further, for example, when the vehicle Cs needs to be evacuated, the warning unit 27 may wirelessly send a predetermined display command to a bulletin board installed on the road to display an alarm on the bulletin board.

Further, for example, in the fourth embodiment, the time when evacuation is required may not include the time when the motor of the vehicle Cs is abnormal, but only when the driver is abnormal. Further, for example, in the fourth embodiment, the automatic evacuation device 18 may automatically evacuate the own vehicle Cs not only when the driver is in trouble but also when the motor is in trouble.

20... Evacuation assist device, 21... Evacuation necessity determination unit, 22... Follower monitoring unit, 23... Follower determination unit, 24... Vehicle speed acquisition unit, 28... Restriction unit, C1... Restricted vehicle, Cr... Following vehicle, Cs: own vehicle, Vs: own vehicle speed, i1: limit command.

Claims (12)

an evacuation necessity determination unit (21) that determines whether or not it is time to evacuate the host vehicle (Cs);
an own vehicle speed acquisition unit (24) for acquiring an own vehicle speed (Vs), which is the running speed of the own vehicle;
a following monitoring unit (22) that monitors a following vehicle (Cr) that is another vehicle running behind the own vehicle in comparison between front ends of the vehicle body;
a following determination unit (23) for determining, for each following vehicle, whether or not the following vehicle is a restricted vehicle (C1) whose driving state needs to be restricted when the evacuation is required;
When the evacuation is required, a restriction command (i1) for restricting the running state of the restricted vehicle based on the speed of the vehicle is transmitted to the restricted vehicle through inter-vehicle communication, and the restricted vehicle travels. a limiter (28) for limiting the state;
has
The mode of restriction of the running state of the restricted vehicle is determined by the own vehicle by selecting the mode of the restriction command by the own vehicle,
The aspect of the limit command is changed based on a limit time situation, which is a situation when the limit command is transmitted in a predetermined area including the vehicle and its surroundings,
The own vehicle has a motor (12) as a driving power device,
The mode of the limit command is the deceleration torque applied to the vehicle calculated based on at least one of the return current of the motor, the mechanical loss (Tlos) of the vehicle, and the temperature of the motor. Evacuation assist devices that are modified based on estimates . 2. The evacuation assist device according to claim 1, wherein said evacuation-required time includes a power abnormality in which a state of a power unit (12) for running said own vehicle is recognized as abnormal. 3. The evacuation assist device according to claim 1, wherein said restriction command restricts the output of a power plant (52) for running said restricted vehicle. The evacuation assist device according to any one of claims 1 to 3, wherein the restriction command is to operate a brake (53) of the restricted vehicle. 5. The evacuation assist device according to any one of claims 1 to 4, wherein said limit command limits the upper speed limit (Vlimit) of said restricted vehicle. 6. The evacuation assist device according to claim 5, wherein said restriction command continuously reduces the upper speed limit of said restricted vehicle from a speed equal to or higher than the current running speed of said restricted vehicle to a predetermined speed. 7. The evacuation assist according to any one of claims 1 to 6 , wherein the mode of the restriction command is changed based on an inter-vehicle distance (L) that is a distance in the longitudinal direction between the own vehicle and the restricted vehicle. Device. The lane in which the vehicle is traveling is defined as the vehicle driving lane, and the direction in which the vehicle should be evacuated when the evacuation is required is defined as an evacuation direction (E), out of both sides of the vehicle,
The following determination unit determines, for each of the following vehicles, that the following vehicle is the restricted vehicle on condition that the following vehicle is recognized to be traveling in the retreat direction rather than the own vehicle traveling lane. Item 8. The evacuation assist device according to any one of items 1 to 7 . The following determination unit determines, for each following vehicle, whether or not the following vehicle is an alarm-requiring vehicle (C2) to which a predetermined specific alarm needs to be transmitted when the evacuation is required;
When the evacuation is required, the specific warning is given by at least one of light, sound and vibration to either a device possessed by the warning vehicle or a device possessed by the driver (Dr) of the warning vehicle. The evacuation assistance device according to any one of claims 1 to 8 , further comprising an alarm unit (27) for transmitting an alarm command (i2) to be performed by radio and to perform the specific alarm. 10. The evacuation assist device according to claim 9 , wherein the range (R2) for issuing the warning command is wider than the range (R1) for issuing the limit command. 11. The evacuation assist device according to claim 9 or 10 , wherein the form of said warning command is changed based on at least one of the presence or absence and form of said limit command for said warning vehicle to which said warning command is sent. The evacuation required time includes a driver abnormality time when the driver (Ds) of the own vehicle is recognized as abnormal,
The own vehicle has an automatic evacuation device (18) for automatically evacuating the own vehicle to a predetermined evacuation position when the driver has an abnormality.
The evacuation assist device according to any one of claims 1 to 11 .

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