JP3896812B2 - Vehicle control device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a vehicle control device that detects obstacles around a vehicle and automatically sounds an alarm or brakes based on the detection result.
[0002]
[Prior art]
Conventionally, this type of technique is disclosed in Japanese Patent Application Laid-Open No. 2000-310677.
In this technology, an electromagnetic wave composed of laser light or millimeter waves is transmitted to the front of the vehicle, a reflected wave reflected by the object is received, an obstacle in front of the vehicle is detected, and the obstacle is detected by the vehicle. When there is a possibility of collision, the driver is automatically alerted or braked.
[0003]
[Problems to be solved by the invention]
In the above-mentioned conventional technology, the vehicle is driven by a sensitive person, and humans are automatically alerted based on a uniform judgment criterion without considering the individuality and individual differences. It is the structure which emits and brakes.
When an alarm is issued or braking is performed in this manner, a human driver may feel a sense of discomfort with his or her own sensitivity, and the reliability of the vehicle control device may decrease. .
[0004]
It is an object of the present invention to provide a driver with no sense of incongruity with respect to automatic control of a vehicle control device that automatically issues an alarm or detects braking when an obstacle around the vehicle is detected. An object of the present invention is to provide a vehicle control device capable of improving the above.
[0005]
[Means for Solving the Problems]
  In order to solve the above problems, the present invention adopts a configuration as described in the claims..
[0006]
  In other words, the vehicle control apparatus according to claim 1 includes an obstacle detection unit and a control unit for the vehicle, and the control unit controls the vehicle based on information obtained by the obstacle detection unit. In a vehicle control device that performs control,
  In-vehicle device operation status orAt least one of the driver's gaze position and the driver's face positionMeans for observing the detection status;
  The point in time when the vehicle control device starts the control is T₀And the time T₀The operation status or detection status D (δ) of the in-vehicle device at the previous predetermined time δ, and the time T₀A detection means for detecting an operation status or detection status R (φ) of the in-vehicle device at a predetermined time φ thereafter;
  A comparison means for comparing the operation situation or detection situation D (δ) with the operation situation or detection situation R (φ);
  Analysis means for analyzing a change between the operation situation or detection situation D (δ) and the operation situation or detection situation R (φ) based on a comparison result of the comparison means;
  Changing means for changing the characteristics of the control based on the analysis result of the analyzing means;
It is characterized by having.
[0007]
  Claims2The vehicle control device according to claim1In the above vehicle control apparatus, the control is an alarm or braking of the vehicle.
[0008]
  Claims3The vehicle control device according to claim1In the vehicle control device according to claim 1, the observation means includes an accelerator, a brake, an operation amount of a steering wheel, an operation force,Detected by a sensor that is the in-vehicle deviceIt is characterized in that at least one of the driver's line-of-sight position and the driver's face position is observed.
[0009]
  Claims4The vehicle control device according to claim1In the vehicle control device according to claim 1, the analysis means includes an accelerator, a brake, an operation amount of a handle, an operation force,Detected by a sensor that is the in-vehicle deviceAnalyzing at least one of a change value, a variance value, a normalized spectrum, and a correlation value for each predetermined time of at least one of the driver's gaze position and the driver's face position;
  The comparison means compares the analysis value of the analysis means with a predetermined value set in advance and calculates a significant difference.
[0010]
  Claims5The vehicle control device according to claim1In the vehicle control device according to claim 1, the analysis means includes an accelerator, a brake, an operation amount of a handle, an operation force,Detected by a sensor that is the in-vehicle deviceAnalyzing at least one of a change value, a variance value, a normalized spectrum, and a correlation value for each predetermined time of at least one of the driver's gaze position and the driver's face position;
  The comparison means compares the analysis value of the analysis means with a predetermined value set in advance, calculates a significant difference,
  The control means of the control means reduces the degree of control of the control means, when the analysis value of the analysis means is smaller than the preset predetermined value, the sensitivity of the control means is reduced. At least one of reducing the gain of the control means and reducing the control target value of the control means,
  When the analysis value of the analysis unit is larger than the predetermined value set in advance, the control parameter of the control unit is increased to a predetermined upper limit value.
[0011]
  Claims6The vehicle control device according to claim1In the vehicle control device according to claim 1, the time T₀To the time T₀The signal s (t) generated by the observation means until is recorded at a time interval smaller than the predetermined time δ, and a data string in which the recorded data is stored is recorded in the operation status.Or detection statusD (δ)
  Time T₀To the predetermined time φ, the signal s (t) generated by the observation means is recorded at a time interval smaller than the predetermined time φ, and a data string storing the recorded data is recorded in the operation status.Or detection statusIt is characterized by R (φ).
[0012]
  Claims7The vehicle control device according to claim1In the vehicle control device according to claim 1, when the accelerator operation is performed during the control operation after a predetermined time after performing the control of the control unit, the change unit is not changed.
[0013]
【The invention's effect】
  According to the vehicle control device of claim 1,By observing the operation status or detection status of the in-vehicle device of the driver, the reliability of the driver with respect to the vehicle control device at the time of the control intervention can be accurately observed, and conforms to the individuality of the driver. Control can be provided, the driver's discomfort with respect to the control can be reduced, and the reliability of the vehicle control device can be improved.
[0015]
  Claim2According to this vehicle control device, an obstacle can be detected around the vehicle, and when there is a possibility that the vehicle will collide with the obstacle, an alarm can be issued to the driver or braking can be performed.
[0016]
  Claim3According to this vehicle control device, changes in the driver's behavior after the control intervention can be captured in many ways, and the reliability of the driver with respect to the vehicle control device during the control intervention can be accurately observed.
[0017]
  Claim4According to this vehicle control device, the phenomenon observed by the observation means can be mathematically analyzed, and the reliability of the driver with respect to the vehicle control device at the time of control intervention can be accurately analyzed.
[0018]
  Claim5According to this vehicle control device, it is possible to accurately calculate the reliability of the driver with respect to the vehicle control device at the time of control intervention, and to prevent the driver from feeling uncomfortable during driving with respect to the vehicle control device. Moreover, even if the sensor system is erroneously detected, it is possible to prevent a sense of strangeness from being felt.
[0019]
  Claim6According to the vehicle control deviceOr detection statusD (δ) and R (φ) can be calculated accurately.
[0020]
  Claim7According to the vehicle control apparatus of the present invention, when the driver wants to re-accelerate during the braking intervention, the vehicle control apparatus cannot sense that the cause of the braking is lost, and therefore the release of the braking is delayed. Can be improved.
[0021]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the drawings described below, components having the same function are denoted by the same reference numerals, and repeated description thereof is omitted.
[0022]
Embodiment 1
FIG. 1 is a diagram showing a configuration of a vehicle control device according to Embodiment 1 of the present invention.
[0023]
As shown in FIG. 1, the sensor 1 is an obstacle detection means for detecting an obstacle ahead of the vehicle, and here uses a laser radar. The signal from the sensor 1 is input to the automatic braking device 2 and the signal is processed. The automatic braking device 2 is connected to an alarm device 3 or a brake actuator (brake AC) 4 for actually controlling braking. That is, when an obstacle is detected ahead by the sensor 1, an automatic braking algorithm is activated in the automatic braking device 2, for example, an alarm is issued by the alarm device 3, and then the brake actuator 4 is operated and the driver 8 is activated. Even without stepping on the brake, the brake is operated and decelerates.
[0024]
In order to realize such an operation, the accelerator opening sensor 60 of the driver operation observation device 6 is provided, and the signal thereof is connected to the reliability determination device 7 of the vehicle control device of the driver 8. The reliability determination device 7 also receives a trigger signal from the automatic braking device 2 that notifies an alarm or the start of braking.
[0025]
The reliability determination device 7 analyzes the change in the signal from the accelerator opening sensor 60 immediately after the generation of the control operation signal from the automatic braking device 2, and the driver 8 gives the vehicle control device to the analysis result. The reliability is estimated, and the internal parameter of the automatic braking device 2 is changed for the next warning or braking operation based on the result. Basically, if the reliability of the driver 8 is low, the driver 8 does not trust the alarm or braking intervention issued by the vehicle control device. Therefore, in the alarm or braking intervention that occurs next time, the driver 8 Reduce the impact on. On the other hand, if the reliability is high, it is determined that the driving support of the vehicle control device is reliable, and the warning and the braking intervention are held to have some influence.
[0027]
  That is, the vehicle control device of the first embodiment isAs shown in FIG. 1, it has a sensor 1 that is an obstacle detection means, an automatic braking device 2 that is a vehicle control means, an alarm device 3, and a brake actuator 4, and is based on information obtained by the sensor 1. In the vehicle control device that controls the vehicle by the automatic braking device 2, the alarm device 3, and the brake actuator 4, the operation status of the in-vehicle deviceOr detection statusThe accelerator opening sensor 60 of the driver operation observation device 6 that is the observation means of the vehicle and the time when the vehicle control device starts control is expressed as T₀And time T₀Operation status of in-vehicle devices at the previous predetermined time δOr detection statusD (δ) and time T₀Operation status of in-vehicle devices at a predetermined time φ thereafterOr detection statusDetection means for detecting R (φ), operation statusOr detection statusD (δ) and operation statusOr detection statusComparison means for comparing R (φ), operation status based on the comparison result of the comparison meansOr detection statusD (δ) and operation statusOr detection statusAnalyzing means for analyzing the change from R (φ), and reliability determination device 7 as changing means for changing the control characteristics based on the analysis result of the analyzing means.
[0028]
  Having such means as described above, the operation status of the in-vehicle device of the driver 8Or detection status, The reliability of the driver 8 with respect to the vehicle control device at the time of the control intervention can be accurately observed, and the control suitable for the individuality of the driver 8 can be provided. It is possible to reduce the feeling and improve the reliability of the vehicle control device.
[0029]
Each function will be specifically described below.
[0030]
  (Operation status of in-vehicle devicesOr detection statusObservation means)
  In the above configuration, the operation status of the in-vehicle device by the driver 8Or detection statusAs an observing means, an accelerator opening sensor 60 is used to observe the amount of operation of the accelerator by the driver 8, but in addition to this, a brake operation amount sensor for observing the amount of operation of the brake, and a handle operation for observing the amount of operation of the handle It is composed of a strain sensor, etc., not a stroke sensor or a stroke or movement amount, and an accelerator pedal depression force sensor that measures the accelerator operation force, a brake pedal depression force sensor that measures the brake operation force, and a steering force that measures the handle operation force A sensor, a gaze position sensor that detects the gaze position of the driver 8, a face front position sensor that detects the face front position of the driver 8, and the like can be used.
[0031]
Here, an output signal at time t from the observation sensor is s (t). The output signal s (t) from the brake operation amount sensor, the handle operation amount sensor, or the like is a voltage measured by a potentiometer, a voltage of a strain gauge, or a potential corresponding to the position of the line of sight when detecting the line of sight. Or In the following description, since it is an invention that basically observes signal changes, the same algorithm is used.
[0032]
  (Operation status of in-vehicle devicesOr detection statusChange analysis method)
  In the signal s (t) obtained by the observation sensor, the time when the automatic braking device 2 starts control, that is, when the alarm is issued or the braking is started is indicated by T₀And Here, T₀Will be described later.
[0033]
  Time is T₀Let δ (for example, 10 seconds) be a predetermined time set in advance, and time T₀To a time T from a time point d₀Until then, the signal s (t) at the predetermined time δ is observed and recorded at a time interval sufficiently smaller than δ, and the recorded data is accumulated. Use this accumulated data string for the operation statusOr detection statusLet D (δ). Next, when the control is started, T₀To s (t) up to a predetermined time φ (for example, 5 seconds) are observed and recorded at a sufficiently small observation interval similar to the above, and the data is accumulated. Use this accumulated data string for the operation statusOr detection statusLet R (φ).
[0034]
At this time, the mathematical difference between D (δ) and R (φ) is analyzed. In order to analyze this, the data sequence of D (δ) and R (φ) is quantified into a scalar quantity that represents the characteristics of the data transition in each section by a generally well-known mathematical operation. Turn into.
[0035]
That is, the change value DD = AVE (D (δ)) − AVE (R (φ))
AVE (*) gives the average value of *.
[0036]
When the observation data is the accelerator opening or the accelerator pedal force, the change value DD becomes positive if the accelerator is returned by the start of control than before the start of control. On the other hand, if the control intervention is disliked and the accelerator is further depressed after the start of the control, the change value DD takes a negative value.
[0037]
Here, when an alarm for prompting braking or the start of braking affects the operation of the driver 8 in the braking direction, this direction is positive. Therefore, in the above case, if the warning or the start of braking affects the accelerator operation of the driver 8, the accelerator is returned, so R (φ) becomes small and the overall value becomes positive.
[0038]
On the other hand, when the observation data is the brake opening degree or the brake pedal depression force, a decrease in the observation signal decreases the deceleration amount. Therefore, for the warning of the braking direction and the start of braking, the change value DD is multiplied by −1 so that the direction further increased by the warning and the start of braking is corrected to be positive. Therefore, when the observation data is a brake, if the brake pedal is further increased by the control intervention, a negative value is obtained. However, since this value is multiplied by -1, it becomes positive.
[0039]
In the case of braking control, even if the brake pedal is released during the braking intervention, the brake pedal itself does not return, so that it does not become a positive value. Therefore, it does not become a negative value by multiplying by -1. When automatic braking control is unnecessary due to erroneous detection, etc., the foot may be returned from the brake and the accelerator pedal may be depressed. This case corresponds to the second embodiment described later.
[0040]
Thus, a positive value is a sign when an alarm or braking intervention has an effect in a direction that promotes the operation of the driver 8, and a negative sign means an operation of the driver 8 that dislikes an alarm or braking intervention. wear.
[0041]
If the variance calculation is performed as an analysis process, the respective variance values of D (δ) and R (φ) are obtained, and the obtained scalar quantities are set as D and R, respectively.
FIG. 2 is a diagram for explaining the moment calculation of the observation data.
[0042]
For the normalized spectrum, D (δ) and R (φ) data strings are each subjected to FFT (Fourier transform), normalized by the area of the spectrum, and the normalized spectrum is calculated. Next, as shown in FIG. 2, with respect to the envelope, a moment is calculated in the direction of increasing frequency from the origin of frequency 0, and moment values are calculated for each of D (δ) and R (φ) (this calculation is , Is common). Let D and R be the moments obtained for each envelope.
[0043]
In addition, for the data strings of D (δ) and R (φ), the sum of the numbers can be obtained and the values can be used as the representative values D and R.
[0044]
Further, as a correlation value, a cross-correlation between D (δ) and R (φ) can be calculated, and the correlation value can be set as DR. Here, an example of performing distributed processing is shown. Other cases can be considered similarly. If the dispersion values are D and R, this ratio is taken. Consider η as η = D / R. Pre-set value η₀If the values are sufficiently different from each other, it is considered that the characteristics of D and R have changed, and the alarm or braking intervention of the vehicle control device has a great influence on the driver 8, and as a result, the driver It is considered that the operation mode 8 has changed greatly. That is, in this case, the driver 8 is recognized as a highly reliable system.
[0045]
Regarding the movement of the line of sight of the driver 8, the above logic can be used as it is if the data string of the movement amount per unit time is considered as D (δ) and R (φ). In this case, the line-of-sight position is defined two-dimensionally, but here, focusing only on the amount of movement of the line of sight, the movement distance per unit time is accumulated as a data string in the data string.
[0046]
As described above, in the first embodiment, changes such as the operation amount and the operation force of the driver 8 are captured like the variance value. In the case of cross-correlation, the DR value of the correlation value is considered as η as it is. A detailed calculation method and the like will be described in flowcharts (FIGS. 5 to 7) described later. This calculation method itself is not particularly original.
[0047]
It is also possible to use one or more observation data processing results. In this case, the above analysis is performed independently, the amount of change based on a plurality of observation data is individually compared with a predetermined value set in advance, and if any change after an alarm or braking intervention is recognized, the following logic Then, an operation to achieve a high reliability state is performed. Therefore, when a plurality of observation data is used, the presence / absence of a change is determined by a union.
[0048]
  (Means for changing control characteristics)
  Lastly, the operation status of in-vehicle devicesOr detection statusAs a result of the analysis of the change, when the change is verified in the operation characteristics of the driver 8 with respect to the alarm or the braking intervention, how to change the control characteristics of the vehicle control device will be described.
[0049]
If 0-behavior change cannot be detected, the threshold (threshold value) of the next alarm is gradually increased to a predetermined value to make it difficult to issue an alarm. In the case of control, the operation gain / operation range of intervention control is gradually reduced. The limit value to be lowered is set in advance.
[0050]
1—When a value larger than a predetermined value set in advance is calculated and a change in the behavior of the driver 8 due to an alarm or control can be detected, the volume of the alarm is increased and the threshold is gradually lowered to the predetermined value. Also, as the detection becomes impossible, the volume of the alarm is decreased, and the threshold is gradually increased to a predetermined value to make it difficult to sound the alarm. In the case of control, the intervention operation gain / operation range is increased in the former, and the intervention operation gain / operation range is decreased in the latter.
[0051]
The vehicle control apparatus of the first embodiment operates with the above configuration. Below, the operation | movement of the vehicle control apparatus of this Embodiment 1 is demonstrated using the specific example of automatic control.
[0052]
<Description of operation>
FIG. 3 is a time chart of the operation in the vehicle control apparatus of the first embodiment.
[0053]
Now, the driver 8 is operating manually. Here, the accelerator opening degree of the driver 8 is observed, and this observation value is input to the automatic braking device 2. Data for δ hours is sequentially accumulated for each unit time. Data before δ hours are discarded. Here, the driver 8 happens to look away, and at this time, the sensor 1 composed of the laser radar of the automatic braking device 2 accurately detects a decrease in the inter-vehicle distance from the preceding vehicle and issues an alarm. Furthermore, simultaneously with this alarm, a signal is input to the brake actuator, and deceleration is started. (See time chart in Fig. 3)
This control timing is input to the automatic braking device 2, and data from that time to δ hours before is fixed as a data string D (δ). In addition, data from the previous alarm signal until φ time later is sequentially observed and stored as a data string as R (φ). During this time, since the driver 8 heard the warning sound, he / she noticed the danger ahead and looked back at the front, greatly returned the accelerator, and in some cases, switched to the brake pedal. In this case, for example, the dispersion ratio D / R between D (δ) and R (φ) increases. As shown in the flow described later, D / R must be a number of 1 or more. If the value is 1 or less, the reciprocal is taken and treated as a value of 1 or more. Here, when the above value is smaller than a preset value, it is determined that the alarm does not have a large influence on the driver 8. That is, it is considered that the reliability of the driver 8 in the system is low, and as a result, the variance ratio is small as a result that the driver 8 does not trust much. If the driver 8 cannot hear or recognize the alarm, the driver 8 action is also induced. According to the present invention, even in such a case, the characteristic at the time of the next alarm is changed as if the driver 8 does not trust. In the first embodiment, the brake is automatically applied in consideration of the intervention in the control. Works. Therefore, even if the user has missed the warning sound before the brake is operated, the driver 8 can sufficiently recognize the change in the vehicle behavior in which the brake operates. Therefore, in the present invention, by changing the above characteristics including the control intervention, the problem of the illusion caused by the driver 8 missing the alarm sound can be avoided.
FIG. 4 is a diagram illustrating the relationship between the observation distance and the detection reliability in the sensing system.
[0054]
When the reliability of the driver 8 is low, the threshold relating to the detection of an obstacle to which automatic braking control will be applied next time is increased, and in the next time, an alarm or Automatic braking intervention will be performed. This is because the threshold for starting alarm / braking is increased, and in the next scene, the control is started when it is somewhat closer to the obstacle. In the case of remote sensing, regardless of whether the sensor is an active sensor or a passive sensor, if the distance between the object and the sensor 1 becomes somewhat small, the disturbance factor intervening in the space for remote sensing is reduced. In addition, in the case of a passive sensor such as a camera, when an image (image) to be detected approaches, it becomes larger or the features of an object can be clearly identified. In addition, with an active sensor such as a laser radar, the intensity of the reflected wave from the detection target increases, and the detection of the object becomes more reliable (see FIG. 4).
[0055]
As described above, if the operation of the driver 8 does not change due to an alarm or braking intervention, it is considered that the driver 8 does not trust the system. It is thought that it is because a sensor makes a false detection or non-detection in a driving | running scene that does not trust. That is, the detection reliability of the sensor is low. Therefore, in this case, in the next time, of course, within a certain range, the timing for generating the alarm or control is made to operate closer to the obstacle. This is to raise the detection threshold. As a result, the accuracy of sensing is increased, and the probability of erroneous detection and non-detection is reduced in the next alarm / control, and the reliability of the driver 8 in the system is restored. When the reliability of the system is restored, in the present invention, the detection threshold is reduced, and an alarm or braking intervention is likely to occur. As a result, the detection accuracy is deteriorated, but the behavior of the driver 8 is changed. It is considered that the threshold of detection converges on the balance in which the algorithm of the invention acts and the alarm and control just act on the driver 8.
[0056]
<Flowchart of Embodiment 1>
5 to 7 are overall flowcharts of the first embodiment. This flowchart is described at the flowchart level of the vehicle control device.
[0057]
First, as shown in FIG. 5, it is determined in 501 whether the reliability flag (FLAG) is −1. If it is not -1, whether the reliability flag is 1 is determined in 502, and if it is 1, the threshold THV (hereinafter referred to as THV) is decreased in a predetermined range in 503, and the process proceeds to S. If not 1, THV is increased within a predetermined range at 504, and the process proceeds to S.
[0058]
Next, as shown in FIG. 6, the process proceeds from S to 505 in which the reliability flag is −1. When the system of the vehicle control device is switched on in 506, the sensor 1 including the laser radar moves forward in 507. Start observing the distance between vehicles and other obstacles. At the same time, the accelerator opening is input from the accelerator opening sensor 60 at 509. In 510, the result is input to the data buffer memory of the reliability determination device 7. The laser radar signal is converted into a distance between the vehicle ahead and an obstacle at 508, and is compared with THV of an alarm and control instruction at 511. When the distance is shorter than THV, alarm / braking intervention is started. Otherwise, no operation is performed and the process returns to 507.
[0059]
If it is determined in 507 that it is smaller than THV, an alarm is issued in 512, automatic braking intervention is started in 513, the actuator operation amount is calculated from the measured inter-vehicle distance, the actuator is output in 514, and the process proceeds to A. For example, a uniform deceleration of about 0.2G is generated.
[0060]
If it is determined in 511 that the value is smaller than THV, the refresh of the data buffer memory 510 in FIG. 6 is stopped from A to 515 in FIG. 7, and the data string existing in this memory is set to D (δ).
[0061]
Next, braking control is performed at 516 according to the front inter-vehicle distance. On the other hand, when an accelerator operation (accelerator opening) is observed at 517 and the reliability flag is -1, accelerator opening data corresponding to the number of R (φ) data is collected as in 519. This time-series data is R (φ). If the accumulated value exceeds the predetermined number at 520, the mathematical difference between D (δ) and R (φ) is analyzed at 521 as described above.
[0062]
Specifically, the change value DD = AVE (D (δ)) − AVE (R (φ)) is calculated (the simplest basic calculation). Here, AVE (*) gives the average value of *. At this time, as described above, when the observation data is the accelerator opening or the accelerator pedal force, the DD value becomes positive if the accelerator is returned by the control intervention than before the control intervention. On the other hand, if the control intervention is disliked, and the accelerator is further depressed after the control intervention, the DD value takes a negative value. Here, when an alarm or braking intervention for urging braking affects the operation of the braking direction on the driver 8, the sign is converted so that this direction becomes positive. In the first embodiment, when the change value DD is positive in 521, it is determined that the accelerator is returned under the influence of an alarm or braking intervention, and an action in the deceleration direction is performed. At 522, the change value is compared with a predetermined value. Usually, a statistical test is used, for example, a test with a risk rate of about 0.1% is performed. In this case, the experimentally set predetermined value DV is compared with DD, and the process branches to 523 when DD> DV and to 524 when DD ≦ DV. At 523, it is interpreted that the warning or braking intervention has sufficiently affected the driver 8 in the deceleration direction, and the reliability is high. As a result, for the next alarm / control intervention, the THV related to the detection of the sensor 1 is made smaller, and the THV is decreased so that an alarm or braking intervention is likely to occur sooner. In this case, the smaller the THV, the farther the obstacle It is defined in a direction that responds to an object, the obstacle gets closer as it gets larger, and stops responding if its existence is not clear.
[0063]
By 523, the characteristic for the next alarm / control intervention is corrected. However, since it is not realistic to change without limitation, it should be changed within the range of the upper limit value and the lower limit value.
[0064]
On the other hand, warnings and braking interventions do not significantly affect the operation of the driver 8. Therefore, in this case, it is considered that the reliability is low, and conversely, THV is increased, and at the next opportunity, the scene where the alarm or braking intervenes is corrected after the sensor information is confirmed. Is done. In this case as well, an upper limit and a lower limit are set similarly.
[0065]
In the control intervention, the target deceleration of deceleration control is slightly increased in the flow from 523. For example, 0.2G is set to about 0.25G. Conversely, in the flow from 520, the control effect itself is reduced as in 0.15G. From 523 and 524, proceed to B.
[0066]
Thereafter, control is performed to match the vehicle behavior to the target deceleration value as in a normal vehicle control device.
[0067]
If the reliability flag is not −1 at 518, the process proceeds to B. The inter-vehicle distance is measured at 525, and the inter-vehicle distance is compared with THV at 526. If the inter-vehicle distance is smaller than THV, the brake amount is calculated at 527 and the process proceeds to C. If the inter-vehicle distance is not smaller than THV, the process ends. If the accumulated value does not exceed the predetermined number in 520, the process proceeds to 525.
[0068]
Embodiment 2
In the case of automatic braking control, a front obstacle that causes braking may move during braking control, and braking may not be necessary. The vehicle control apparatus according to the second embodiment is characterized in that, after the control by the control means, when the accelerator operation is performed by the driver 8 during the control operation after a predetermined time, the changing means is not changed. .
[0069]
FIGS. 8A and 8B are diagrams for explaining the second embodiment of the present invention.
[0070]
11 is a host vehicle, 12 is a preceding vehicle (low speed vehicle), 13 is a high speed vehicle, 13 is a road, 14 is a road, and 15, 16 and 17 are lanes (lanes).
[0071]
As shown in FIG. 8 (b), while the front vehicle 12 is traveling at a low speed, the host vehicle 11 approaches from behind, and automatic braking control is performed by the vehicle control device to prevent a rear-end collision. It is assumed that the forward vehicle 12 that has been changed the lane to the left lane 15 and the low-speed obstacle in front of the host vehicle 11 has disappeared.
[0072]
In this case, the braking control by the vehicle control device is not necessary, and the host vehicle 11 is reaccelerated. In this case, there is no problem as long as the sensor 1 (FIG. 1) using the laser radar of the vehicle control device can quickly detect the situation where deceleration is not necessary, but there is a problem that exceeds the capability of the sensor.
[0073]
That is, as shown in FIG. 8B, the driver 8 can visually observe the driving situation ahead of the vehicle 12 ahead of the host vehicle 11 and predict the behavior of the vehicle 12 ahead. That is, when the sensing range of the sensor 1 is narrow for the host vehicle 11 behind the preceding vehicle 12, the situation shown in FIG. 8A in which the high-speed traveling vehicle 13 is present in front of the preceding vehicle 12, or FIG. ) May not be judged by the sensor 1. In the case of human beings, the scenes of FIGS. 8A and 8B can be identified in many scenes (unless the preceding vehicle is not as big as a truck that obstructs visibility).
[0074]
As described above, the front vehicle 12 immediately before the host vehicle 11 can be detected by the sensor 1 such as a laser radar, but the situation of the vehicle ahead is difficult to observe. Therefore, there is a difference between the driving environment visually predicted by the driver 8 and the driving environment grasped by the sensor 1. A prominent example is the scene of FIGS. 8A and 8B. In this case, the reliability of the system of the vehicle control device cannot be changed by the response of the driver 8 at this time. This is because the driver 8 makes a judgment beyond the capability that can be detected by the sensor 1. Therefore, in such a situation, the THV and the control target value of the present invention are not changed. By preventing the parameter from being changed in such a situation, it is possible to avoid an unstable determination regarding the reliability of the vehicle control device.
[0075]
FIG. 9 is a partial flowchart of the second embodiment.
[0076]
Since the steps from start to S shown in FIG. 5 of the first embodiment and S to A shown in FIG. 6 of the first embodiment are the same, the illustration is omitted. 9 is different from FIG. 7 in whether or not the accelerator is depressed during the braking control 911.
[0077]
Although the present invention has been specifically described above based on the embodiments, the present invention is not limited to the above-described embodiments, and it is needless to say that various modifications can be made without departing from the scope of the invention.
[Brief description of the drawings]
FIG. 1 is a diagram showing a configuration of a vehicle control device according to a first embodiment of the present invention.
FIG. 2 is a diagram illustrating moment calculation of observation data.
FIG. 3 is a time chart of an operation in the vehicle control device of the first embodiment.
FIG. 4 is a diagram illustrating a relationship between an observation distance and detection reliability in a sensing system.
FIG. 5 is an overall flowchart of the first embodiment.
FIG. 6 is an overall flowchart of the first embodiment.
FIG. 7 is an overall flowchart of the first embodiment.
FIGS. 8A and 8B are diagrams illustrating Embodiment 2 of the present invention.
FIG. 9 is a partial flowchart of the second embodiment.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 ... Sensor, 2 ... Automatic brake device, 3 ... Alarm device, 4 ... Brake actuator, 6 ... Driver operation observation apparatus, 7 ... Reliability determination apparatus, 8 ... Driver, 60 ... Accelerator opening sensor, 11 ... Own vehicle, 12: Front vehicle (low speed vehicle), 13: High speed vehicle, 13 ... Road, 14 ... Road, 15, 16, 17 ... Lane.

Claims (7)

In a vehicle control device that has an obstacle detection means and a control means for the vehicle, and controls the vehicle by the control means based on information obtained by the obstacle detection means,
Means for observing the operation status of the in-vehicle device or at least one detection status of the driver's gaze position and the driver's face position ;
The time when the vehicle control device starts the control and T _0, and the time T ₀ the previous predetermined time operating conditions or detecting conditions of the vehicle device in δ D (δ), the time T ₀ after the predetermined time φ Detecting means for detecting the operation status or detection status R (φ) of the in-vehicle device in
A comparison means for comparing the operation situation or detection situation D (δ) with the operation situation or detection situation R (φ);
Analysis means for analyzing a change between the operation situation or detection situation D (δ) and the operation situation or detection situation R (φ) based on a comparison result of the comparison means;
A vehicle control apparatus comprising: changing means for changing the characteristics of the control based on an analysis result of the analyzing means. The control according to claim 1 Symbol mounting of the vehicle control device characterized in that it is a warning or braking of the vehicle. The observation means observes at least one of an accelerator, a brake, an operation amount of a steering wheel, an operation force, a driver's line-of-sight position detected by a sensor that is the in-vehicle device, and a driver's face position. the vehicle control apparatus according to claim 1, wherein. The analysis means includes at least one of an accelerator, a brake, an operation amount of a handle, an operation force, a driver's line-of-sight position detected by a sensor that is the in-vehicle device, and a driver's face position at predetermined time intervals . Analyze any one of change value, variance value, normalized spectrum, correlation value,
It said comparing means, an analysis value of the analyzing means compares the predetermined value set in advance, the vehicle control apparatus according to claim 1, wherein the calculating the significant difference. The analysis means includes at least one of an accelerator, a brake, an operation amount of a handle, an operation force, a driver's line-of-sight position detected by a sensor that is the in-vehicle device, and a driver's face position at predetermined time intervals . Analyze any one of change value, variance value, normalized spectrum, correlation value,
The comparison means compares the analysis value of the analysis means with a predetermined value set in advance, calculates a significant difference,
The control means of the control means reduces the degree of control of the control means, when the analysis value of the analysis means is smaller than the preset predetermined value, the sensitivity of the control means is reduced. At least one of reducing the gain of the control means and reducing the control target value of the control means,
The analytical values of the analysis means, when said larger than a predetermined value set in advance, the vehicle control apparatus according to claim 1, wherein increasing the parameters relating to the control of the control means to a predetermined upper limit value. The signal s (t) generated by the observation means from the time point going back from the time point T ₀ to the predetermined time δ to the time point T ₀ is recorded at a time interval smaller than the predetermined time δ, and the recorded data is stored. The data sequence obtained is set as the operation status or detection status D (δ),
The signal s (t) generated by the observation means from the time T ₀ to the predetermined time φ is recorded at a time interval smaller than the predetermined time φ, and a data string in which the recorded data is accumulated is stored in the operation status or the vehicle control device according to claim 1, characterized in that the detection state R (phi). After the control of said control means, when the accelerator operation is performed during the control operation after a predetermined time, the vehicle control apparatus according to claim 1, characterized in that does not change the changing unit.

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