JP2024011668A - Simulated collision damage mitigation device - Google Patents

Abstract

To provide a simulated collision damage reduction device by which issuance of an alarm and automatic brake by collision damage reduction control are conveniently, safely and simulatively experienced.SOLUTION: A simulated collision damage reduction device 100 for a vehicle comprises: obstacle detection devices 12, 14 which detect an obstacle in front of a vehicle 60; and a control unit 10 which performs at least one of issuance of an alarm and automatic brake by collision damage reduction control when it is determined that there is a possibility that the vehicle collides with the obstacle detected by the obstacle detection device, wherein the control unit 10 is constituted to perform at least one of the issuance of the alarm and the automatic brake by simulated collision damage reduction control for simulating the issuance of the alarm and the automatic control by the collision damage reduction control when a switch 18 is operated by a driver in a situation set to allow the simulated collision damage reduction control by a service tool 58.SELECTED DRAWING: Figure 1

Description

The present invention relates to a simulated collision damage mitigation device for vehicles such as automobiles.

For example, as described in Patent Document 1 below, a collision damage reduction device that executes collision damage reduction control is known. When a collision damage mitigation system detects an obstacle in front of the vehicle and determines that there is a risk of the vehicle colliding with the obstacle, it issues a warning and automatically applies braking to prevent the vehicle from colliding with the obstacle. Reduce damage caused by collision or avoid collision.

Japanese Patent Application Publication No. 2015-003589

[Problem to be solved by the invention]
Even if a collision damage mitigation device is installed in a vehicle, unless there is a risk that the vehicle will collide with an obstacle while the vehicle is running, the collision damage mitigation control will not issue a warning and perform automatic braking. Therefore, in order to experience the issuance of a warning and automatic braking by collision damage mitigation control, it is necessary to move a dummy obstacle in front of the moving vehicle, and in order to ensure safety, the vehicle must be parked on a large site. It has to run. Therefore, it is difficult to easily and safely experience the issuing of a warning and automatic braking.

The present invention provides a simulated collision damage mitigation device that allows users to easily and safely experience the issuance of a warning and automatic braking by collision damage mitigation control in a simulated manner without requiring dummy obstacles or a large site.

[Means for solving the problem and effects of the invention]
According to the present invention, an obstacle detection device (camera sensor 12, radar sensor 14) that detects an obstacle in front of the vehicle (60) and a device that prevents the vehicle from colliding with an obstacle detected by the obstacle detection device are provided. If it is determined that there is, a simulated collision damage reduction device (100) for a vehicle is provided, which includes a control unit (driving support ECU 1010) that performs at least one of issuing a warning and automatic braking by collision damage reduction control.

When the switch (18) is operated by the driver (S30) in a situation where the service tool (58) is set to enable simulated collision damage reduction control, the control unit (driving support ECU 1010) performs collision damage reduction control. The system is configured to perform at least one of the issuance of a warning and the automatic braking by simulated collision damage reduction control that simulates the issuance of a warning by control and automatic braking (S70).

According to the above configuration, the occupant can experience the issuance of a warning and automatic braking by the simulated collision damage reduction control as a simulation of the collision damage reduction control. Further, since there is no need to move a dummy obstacle to the front of the vehicle or drive the vehicle in a large area, the occupant can easily and safely experience the issuing of a warning and automatic braking.

In the above description, in order to facilitate understanding of the present invention, the names and symbols used in the embodiments are added in parentheses to the structures of the invention corresponding to the embodiments to be described later. However, each component of the present invention is not limited to the component of the embodiment corresponding to the name and code added in parentheses.

1 is a schematic configuration diagram showing an embodiment of a simulated collision damage mitigation device according to the present invention. It is a flow chart which shows a simulated collision damage reduction control routine of an embodiment.

DESCRIPTION OF THE PREFERRED EMBODIMENTS A simulated collision damage mitigation device according to an embodiment of the present invention will be described in detail below with reference to the accompanying drawings.

As shown in FIG. 1, the simulated collision damage reduction device 100 according to the embodiment is applied to a vehicle 60 and includes a driving support ECU 10. The vehicle 60 may be an automatic driving vehicle and includes a drive ECU 20, a brake ECU 30, and a meter ECU 40. Collision damage reduction control is generally called PCS control (pre-crash safety control). Therefore, the collision damage mitigation control will be referred to as PCS control, and the simulated collision damage mitigation control will be referred to as simulated PCS control. Further, in order to distinguish the vehicle 60 from other vehicles such as a preceding vehicle, it will be referred to as the own vehicle as necessary.

Each ECU is an electronic control unit including a microcomputer as a main part, and is connected to each other via a CAN (Controller Area Network) 52 so that information can be transmitted and received. The microcomputer of each ECU includes a CPU, ROM, RAM, nonvolatile memory, interface, and the like. The CPU realizes various functions by executing instructions (programs, routines) stored in the ROM. Some or all of these ECUs may be integrated into one ECU.

As will be described in detail later, the ROM of the driving support ECU 10 stores a simulated PSC control program corresponding to the flowchart shown in FIG. 2, and the CPU executes the simulated PSC control according to the program. As will be explained in detail later, the CPU determines whether or not a predetermined execution condition for the simulated PSC control is met, and when it is determined that the predetermined execution condition is met, the CPU issues an alarm by the simulated PSC control. Executes launch and automatic braking.

Note that the ROM of the driving support ECU 10 stores a PCS control program (not shown), and the CPU executes well-known PCS control according to the program. That is, when the CPU of the driving support ECU 10 detects an obstacle in front of the own vehicle 60 and determines that there is a risk of collision, the CPU of the driving support ECU 10 issues an alarm using the alarm device 54 and automatically applies braking to prevent the own vehicle from colliding with the obstacle. To reduce damage caused by a collision or to avoid a collision.

As shown in FIG. 1, a camera sensor 12, a radar sensor 14, a vehicle speed sensor 16, a switch 18, and an alarm device 54 are connected to the driving support ECU 10. Note that at least one of the camera sensor 12, radar sensor 14, vehicle speed sensor 16, switch 18, and alarm device 54 may be connected to the CAN 52.

The camera sensor 12 analyzes the image data obtained by photographing and recognizes targets such as white lines on the road, other vehicles in front, and other stopped vehicles. Furthermore, the camera sensor 12 supplies information regarding the recognized target to the driving support ECU 10 at predetermined intervals.

The radar sensor 14 emits radio waves in the millimeter wave band (hereinafter referred to as "millimeter waves"), and receives millimeter waves (i.e., reflected waves) reflected by three-dimensional objects (for example, other vehicles). Furthermore, the radar sensor 14 distinguishes between the own vehicle and a three-dimensional object based on the phase difference between the transmitted millimeter wave and the received reflected wave, the attenuation level of the reflected wave, and the time from the transmission of the millimeter wave to the reception of the reflected wave. Information indicating the distance between the host vehicle and the three-dimensional object, the relative speed between the host vehicle and the three-dimensional object, the relative position (direction) of the three-dimensional object with respect to the host vehicle, etc. is supplied to the driving support ECU 10 at predetermined intervals.

The driving support ECU 10 combines target information supplied from the camera sensor 12 and solid object information supplied from the radar sensor 14 to obtain highly accurate solid object information. Therefore, the camera sensor 12 and the radar sensor 14 function as an obstacle detection device that detects obstacles in front of the vehicle 12. Note that instead of the radar sensor 14, LiDAR (Light Detection And Ranging) may be used.

Vehicle speed sensor 16 detects vehicle speed V by detecting the wheel speed of each wheel of vehicle 60, and supplies a signal indicating vehicle speed V to driving support ECU 10. The switch 18 is provided at a position operated by the driver, and is turned on when the driver desires to issue a warning and start automatic braking by simulated PSC control, as will be described later. Note that the switch 18 may be a switch for setting the headlights to high beam (not shown in the figure), and can be turned on by pulling the headlight switch lever (not shown in the figure) towards you. It's okay to be.

An accelerator opening sensor 22 and a drive device 24 that generates a driving force for the vehicle 60 are connected to the drive ECU 20 . The accelerator opening sensor 22 detects an accelerator opening Acc indicating the amount of depression of an accelerator pedal (not shown) by the driver, that is, the amount of drive operation by the driver, and supplies a signal indicating the accelerator opening Acc to the drive ECU 20. do. The drive ECU 20 normally controls the drive device so that the drive force generated by the drive device 22 changes according to the accelerator opening Acc, and upon receiving a command signal from the driving support ECU 10, drives the drive device based on the command signal. Control device 22. Note that the drive device 24 may be any drive device known in the art.

A pressure sensor 32 and a brake device 34 that generates a braking force for the vehicle 60 are connected to the brake ECU 30 . The pressure sensor 32 detects a master cylinder pressure Pm indicating the amount of braking operation by the driver, and supplies a signal indicating the master cylinder pressure Pm to the brake ECU 30. Braking ECU 30 calculates a target deceleration of vehicle 60 based on master cylinder pressure Pm detected by pressure sensor 32, and controls braking device 34 so that the deceleration of the vehicle becomes the target deceleration. When the braking ECU 30 receives a braking command for PCS control or simulated PCS control from the driving support ECU 10, the braking ECU 30 automatically controls the braking device 34 so that the vehicle 60 decelerates at the required deceleration included in the braking command. Perform braking.

A display 42 is connected to the meter ECU 40. When the braking command for PCS control or simulated PSC control is output from the driving support ECU 10, the meter ECU 40 displays a message on the display 42 to the effect that a warning is issued and automatic braking is being executed by the PCS control or simulated PSC control, respectively. indicate. The display 42 is, for example, a head-up display or a multi-information display on which meters and various information are displayed.

The warning device 54 is activated when the driving support ECU 10 determines that there is a risk that the vehicle 60 will collide with an obstacle, and issues a warning that there is a risk that the vehicle will collide with the obstacle as a warning by PCS control. I do. Further, the warning device 54 issues a warning that the vehicle will be suddenly decelerated by automatic braking as a warning under the simulated PSC control. The alarm device 54 may be any of an alarm device that emits a visual alarm such as an alarm lamp, an alarm device that emits an audible alarm such as an alarm buzzer, and an alarm device that emits a tactile alarm such as a vibration of a seat. It may be any combination of the following.

As shown in FIG. 1, a connector 56 is connected to the CAN 52, and the connector 56 can be connected to a service tool 58 provided at a vehicle dealership or the like using a cable. There is. The service tool 58 accesses various devices such as the driving support ECU 10 to perform vehicle maintenance and inspection, collects information, updates programs, and the like. In particular, in the embodiment, the service tool 58 accesses the driving support ECU 10 and sets whether or not the simulated PSC control is possible. For example, if the driver of the vehicle 60 desires simulated PSC control, the simulated PSC control is switched to enable.

<Simulated PSC control routine>
Next, a simulated PSC control routine in the embodiment will be described with reference to the flowchart shown in FIG. The simulated PSC control according to the flowchart shown in FIG. 2 is performed repeatedly at predetermined intervals when the simulated PSC control is enabled by the service tool 58 and the ignition switch (not shown in FIG. 1) is turned on. It is executed by the CPU of the support ECU 10. Note that the flag F is initialized to 0 at the start of the simulated PSC control.

First, in step S10, the CPU determines whether flag F is 1, that is, whether or not warning issuance and automatic braking by simulated PSC control are being executed. When the CPU makes an affirmative determination, it advances the simulated PSC control to step S50, and when it makes a negative determination, it advances the simulated PSC control to step S20.

In step S20, the CPU determines whether the vehicle speed V is within a predetermined range of greater than or equal to the minimum reference value Vmin and less than or equal to the maximum reference value Vmax. When the CPU makes a negative determination, it once ends the simulated PSC control, and when it makes an affirmative determination, it advances the simulated PSC control to step S30. The minimum reference value Vmin may be a constant of 5 km/h, for example, and the maximum reference value Vmax may be a constant of 20 km/h, for example.

In step S30, the CPU determines whether the switch 18 is on, that is, whether the driver desires simulated PSC control. When the CPU makes a negative determination, it once ends the simulated PSC control, and when it makes an affirmative determination, it sets the flag F to 1 in step S40, and then advances the simulated PSC control to step S70.

In step S50, the CPU determines whether a predetermined time (a positive constant) such as 5 seconds has elapsed since the issuing of a warning and automatic braking by the simulated PSC control in step 70, which will be described later. judge. When the CPU makes an affirmative determination, it advances the simulated PSC control to step S80, and when it makes a negative determination, it advances the simulated PSC control to step S60.

In step S60, the CPU determines whether the driver performs a braking operation and desires to brake the vehicle, for example by determining whether the master cylinder pressure Pm is equal to or higher than a reference value Pmc (positive constant) for determining a braking operation. Determine whether or not there is. When the CPU makes a positive determination, it advances the simulated PSC control to step S80, and when it makes a negative determination, it advances the simulated PSC control to step S70.

In step S70, the CPU executes warning issuing and automatic braking by simulated PSC control, which simulate issuing of a warning and automatic braking by PSC control, respectively. That is, the CPU displays on the display 42 that a warning is issued and that automatic braking is being executed under the simulated PSC control, and activates the alarm device 54, so that the vehicle is suddenly decelerated by automatic braking under the simulated PSC control. issue a warning to that effect. Furthermore, the CPU outputs a braking command for simulated PCS control to the braking ECU 30, thereby controlling the braking device 34 so that the vehicle 60 decelerates at a predetermined required deceleration, thereby automatically braking the vehicle. .

Note that the warning issuance and the automatic braking are not started at the same time, but the warning may be issued first, and then the automatic braking is started after a predetermined delay time. It may also be started when a predetermined standby time has elapsed. Further, one of the display on the display 42 and the operation of the alarm device 54 may be omitted, and one of the issuing of the alarm and the automatic braking may be omitted. Furthermore, at least one of the predetermined time, the predetermined required deceleration, and the predetermined waiting time may be variably set by the service tool 58.

In step S80, the CPU ends the issuing of a warning and the automatic braking by the simulated PSC control executed in step S70. That is, the CPU ends the display on the display 42, the activation of the alarm device 54, and the automatic braking of the vehicle by the brake device 34. Furthermore, the CPU resets the flag F to 0.

As can be seen from the above description, according to the embodiment, the occupant can experience the issuance of a warning and automatic braking by the simulated PSC control as a simulation of the issuance of a warning and automatic braking by the PSC control. In this case, there is no need to move a dummy obstacle in front of the vehicle or drive the vehicle in a large area, so the occupant can easily and safely simulate the issuing of a warning and automatic braking by PSC control. You can experience it.

In particular, according to the embodiment, when the vehicle speed V is within a predetermined range of not less than the minimum reference value Vmin and not more than the maximum reference value Vmax (S20), it is determined whether the switch 18 is on ( S30). Therefore, it is possible to prevent the occupant from being unable to experience deceleration due to automatic braking due to automatic braking using the simulated PSC control being performed when the vehicle speed is excessively low. Further, when the vehicle speed is excessively high, automatic braking is performed using the simulated PSC control, and it is possible to reduce the possibility that the occupant will feel uneasy due to deceleration caused by the automatic braking.

Further, according to the embodiment, since the determination in step S50 is performed, it is possible to prevent the issuance of a warning and automatic braking by the simulated PSC control from continuing for an unnecessarily long time, and it is possible to prevent the driver from requiring a termination operation. It is possible to automatically terminate the issuing of a warning and automatic braking without any trouble.

Further, according to the embodiment, when the driver performs a braking operation (S60), the issuing of the warning and the automatic braking end (S80). Therefore, even if the predetermined time has not elapsed since the start of the warning and automatic braking by the simulated PSC control, the driver can terminate the warning and automatic braking by performing a braking operation. can.

Although the present invention has been described in detail with respect to specific embodiments above, the present invention is not limited to the above-described embodiments, and various other embodiments are possible within the scope of the present invention. This will be clear to those skilled in the art.

For example, in step S60, instead of determining whether or not the driver is performing a braking operation, it is determined whether or not the driver has performed a termination operation on the switch 18; A determination may be made as to whether the user is present or whether the end operation of the switch 18 is performed.

10... Driving support ECU, 12... Camera sensor, 14... Radar sensor, 16... Vehicle speed sensor, 18... Switch, 60... Vehicle, 54... Alarm device, 100... Simulated PCS control device (simulated PCS control device)

Claims (1)

an obstacle detection device that detects an obstacle in front of a vehicle; and when it is determined that there is a risk that the vehicle will collide with the obstacle detected by the obstacle detection device, a warning is issued and automatic braking is performed by collision damage mitigation control. A simulated collision damage mitigation device for a vehicle, comprising: a control unit that performs at least one of the following;
The control unit simulates the issuance of the warning and the automatic braking by the collision damage reduction control, respectively, when a switch is operated by the driver in a situation where the service tool is set to enable the simulated collision damage reduction control. A simulated collision damage mitigation device configured to perform at least one of issuing a warning and automatic braking by the simulated collision damage mitigation control.

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