WO2007023668A1

WO2007023668A1 - Automatic brake control device

Info

Publication number: WO2007023668A1
Application number: PCT/JP2006/315646
Authority: WO
Inventors: Toshiki Ezoe; Shuji Narada; Naoshi Ichinose; Koichi Okamoto; Hirokazu Okuyama
Original assignee: Hino Motors, Ltd.
Priority date: 2005-08-24
Filing date: 2006-08-08
Publication date: 2007-03-01
Also published as: DE112006002246T5; DE112006002246B4

Abstract

A stepwise brake control is automatically performed when TTC obtained according to a relative distance and a relative speed between a vehicle and an object is lower than a predetermined value. For example, a brake pattern is modified according to the weight of a cargo and passengers. Alternatively, a driver selects a brake pattern of different (rapid or slow) speed reduction according to the type or weight of the passengers and cargo. Furthermore, the driver’s psychology is acquired according to the alarm distance between vehicles set by the driver and an optimal brake pattern is selected according to this. Alternatively, an operation state of the vehicle by the driver is detected and if the detection result does not satisfy a predetermined condition, the set value of the TTC is increased. For example, the predetermined condition indicates the normal state of the driving by the driver. Alternatively, when the condition indicating the normality of driving by the driver is satisfied, the number of stages is reduced. Furthermore, brake control is adaptively performed according tot he time required until collision.

Description

Specification

Automatic braking control device

Technical field

The present invention is used for large vehicles (trucks, buses) for transporting cargo and passengers.

Background art

[0002] The electronic control of automobiles has progressed steadily, and until now, only the driver's judgment has been relied on, and even if an event has occurred, it has been carried out by an on-board computer.

[0003] As one example, the distance between the preceding vehicle and the host vehicle (inter-vehicle distance) is monitored by a radar, and when the inter-vehicle distance approaches abnormally, appropriate braking control is automatically performed. In the event of a collision, there is an automatic braking control device that minimizes the damage (see, for example, Patent Document 1).

[0004] Patent Document 1: JP 2005-31967 A

Disclosure of the invention

Problems to be solved by the invention

[0005] The above-described automatic braking control device uses the same function that is already in practical use in passenger cars when it is used for large vehicles (trucks, buses) for transporting cargo and passengers. There is a problem that must be solved.

[0006] That is, a large vehicle has an extremely large mass compared to a passenger car. In addition to the safety of the driver himself, the safety of passengers and cargo must be ensured, and automatic braking control of the passenger car is performed. It is difficult to achieve the intended purpose with simple sudden braking control as described above, and it is necessary to perform more advanced automatic braking control than in the case of passenger cars. However, since such a means has not been established, automatic braking control devices for trucks and buses are still in practical use!

[0007] The present invention has been made under such a background, and an object thereof is to provide an automatic braking control device capable of realizing automatic braking control in a truck or a bus. Means for solving the problem

[0008] The present invention operates based on a sensor output including a distance to an object in the traveling direction of the host vehicle. Control means for automatically performing braking control even when there is no rolling operation, and the control means is derived based on a relative distance and a relative speed between the object and the vehicle obtained by the sensor output. An automatic braking control device comprising stepwise braking control means for automatically performing stepwise braking control when a predicted value of a time required for the object and the host vehicle to fall below a predetermined distance falls below a set value. is there.

[0009] The predicted value of the time required for the object and the vehicle to be less than a predetermined distance derived based on the relative distance and relative speed between the object and the vehicle is, for example, This is the estimated time required for the vehicle to collide (hereinafter referred to as TTC (Time To Collision)).

[0010] Here, the present invention is characterized in that the stepped braking control means includes means for changing a braking pattern in accordance with the weight of a loaded cargo or a passenger.

[0011] In this way, the braking pattern normally used by truck and bus drivers is increased by gradually increasing the braking force or braking deceleration gradually rather than using the maximum braking force suddenly. Therefore, the vehicle speed can be reduced while maintaining the stability of the vehicle. At this time, automatic braking control can be appropriately executed for trucks and buses whose braking characteristics change according to the weight of the loaded cargo or passengers.

Alternatively, a plurality of different braking patterns for executing the stepwise braking control are provided, and the stepwise braking control means selects any of the plurality of different braking notches according to an operation input. Means can also be provided. According to this, a plurality of braking patterns for executing stepwise braking control are prepared, and the driver can select the braking pattern regardless of the loaded cargo or the weight of the passenger.

[0013] Thereby, the driver can select a braking pattern according to the type and weight of the passenger or the cargo. For example, if the passengers include many elderly people or infants, or if the cargo is a precision machine or artwork, a braking pattern that provides a relatively slow deceleration can be selected. Alternatively, when the weight of passengers or cargo is large, the stability of the vehicle can be kept high by selecting a braking pattern that allows a relatively slow deceleration compared to when the weight is small. For example, the integrated values of the plurality of different braking patterns are the same, and the braking force or braking deceleration at the final stage in each braking pattern is made different so that the degree of deceleration deceleration can be adjusted. You can select any braking pattern.

[0015] Further, the braking pattern may include a pattern in which a warning is given to the driver instead of performing the braking control at a stage other than the final stage in the stepwise braking control. .

[0016] Such a pattern is a pattern on the assumption that the driver is cautioned and the driver who is urged to perform the driving operation of the own vehicle by the driver himself. Until now, it is based on the idea that it is an auxiliary means of driving operation by the driver himself. Including a braking pattern based on this concept among a plurality of braking pattern options is useful in increasing the degree of freedom in selecting a braking pattern.

[0017] Further, it is provided with an inter-vehicle distance alarm means for issuing an alarm according to the inter-vehicle distance between the preceding vehicle and the host vehicle, and the inter-vehicle distance alarm means indicates the length of the inter-vehicle distance at which the alarm is issued. Means for setting is provided by the above operation, and the operation input is performed in conjunction with the setting operation of the means for setting.

[0018] That is, when analyzing the psychological state in which the driver sets the length of the inter-vehicle distance at which the inter-vehicle distance alarm means issues an alarm, the result is that the driver's to the inter-vehicle distance alarm means Represents low dependency. On the other hand, when analyzing the psychological state that the driver sets the length of the inter-vehicle distance at which the inter-vehicle distance warning means issues an alarm, the driver's dependence on the inter-vehicle distance alarm means is analyzed. Represents the height.

[0019] Therefore, the braking pattern selection in the automatic braking control also reflects the level of the driver's dependence on the inter-vehicle distance warning means, and when the dependence is high, the braking pattern selection is also activated early. Select the braking pattern to be used. On the other hand, when the dependence is low, the braking pattern that gives priority to the driving operation by the driver is selected even for the braking pattern.

[0020] The braking pattern giving priority to the driving operation by the driver himself is, for example, instead of performing the braking control at a stage other than the final stage in the staged braking control as described above. This is a braking pattern including a pattern for notifying the driver of a warning.

[0021] Further, there are provided means for detecting the operation execution status of the driver with respect to the vehicle, and means for increasing the set value when the detection result by the detecting means does not satisfy the condition indicating the normality of the driving of the driver. Can be provided.

[0022] That is, when it can be predicted that the driver is not performing normal driving due to drowsy driving or side-viewing driving, automatic braking control is performed as compared with the case where the driver is performing normal driving. By accelerating the start timing, the effect of the automatic braking control device can be enhanced.

[0023] Further, the automatic braking control device of the present invention is a device based on the premise that no braking operation is performed at all due to the driver's dozing or looking aside. However, the brake operation by the driver is performed. Even under such circumstances, by utilizing the device of the present invention, it is possible to assist the driver in braking and reduce the damage caused by the collision.

That is, as described above, when the means for detecting the operation execution state of the driver's vehicle and the detection result by the means for detecting satisfy the condition indicating the normality of the driver's driving, Means for reducing the number of stages.

[0025] As a result, different automatic braking control is performed in a situation where the driver is asleep or looking aside and in a situation where the driver is in a normal driving state and performs a collision avoidance operation until just before the collision. Therefore, even when the driver is performing a collision avoidance operation, the automatic braking control by the device of the present invention can be used effectively.

[0026] Further, the means for reducing may comprise means for starting automatic braking control from the final stage of the plurality of stages. In other words, if the driver is performing a collision avoidance operation, stepwise braking control is no longer necessary, so the device of the present invention may start braking control from the final step.

[0027] Further, the braking control means may include means for changing a braking pattern in accordance with the predicted value.

[0028] In other words, if the TTC can be calculated as a time with sufficient margin in a situation where there is a sufficient distance from the object, the braking force is gradually increased over a plurality of stages as originally planned. The braking control can be increased. This allows large vehicles such as trucks and buses Braking control suitable for both can be performed.

[0029] However, the object suddenly jumps out in front of the vehicle, or the radar that measures the inter-vehicle distance from the preceding vehicle cannot detect the preceding vehicle until just before due to the special shape of the preceding vehicle, or Under circumstances where the preceding vehicle is traveling on either the left or right side of the lane and the radar detects the preceding vehicle again after losing sight of the preceding vehicle, TTC also It may be a short time that is significantly less than the original plan. According to the present invention, it is possible to appropriately cope with such a situation.

[0030] The means for changing the braking pattern can correspond to any TTC by providing means for reducing the number of stages of braking control in the original plan according to the TTC.

[0031] Further, the means for reducing the number of stages is a means for changing the shape of the braking pattern applied when the number of stages is not reduced to a new braking pattern shape corresponding to the number of stages to be reduced. Can be included.

[0032] According to this, more effective braking control can be realized as compared with the case where the number of steps is simply reduced.

[0033] Alternatively, the means for changing the braking pattern may include means for changing the shape of the braking pattern without reducing the number of steps. According to this, a sudden change in the braking pattern can be avoided, and the stability of the vehicle can be kept high.

[0034] Further, when the vehicle speed is less than a predetermined value and the value taken by the steering angle or the yorate is out of the predetermined range, a means for prohibiting activation of the stepwise braking control means can be provided.

[0035] That is, the stepwise braking control performed by the automatic braking control device of the present invention is such that, for example, the host vehicle speed before starting the braking control is 60 kmZh or more, and a large handle such as when changing lanes or driving sharply Since it is assumed to be used in a state where the operation is performed, the start of the stepwise braking control can be restricted in other traveling states.

[0036] For example, if the host vehicle speed before the start of braking control is less than 60 kmZh, the vehicle has less kinetic energy, and therefore, a simple sudden braking control such as that applied to conventional passenger cars is performed. However, the activation of the stepwise braking control is limited. For example, If the steering angle before the start of braking control is + 30 ° or more or −30 ° or less, this means that the vehicle is changing lanes or driving in a sharp curve, so it is outside the staged braking control application event and restricts startup. . In this case, a correct may be used instead of the steering angle.

The invention's effect

[0037] According to the present invention, automatic braking control in a truck or bus can be realized. In particular, appropriate automatic braking control can be performed in accordance with changes in the weight of loaded cargo and passengers. Or, since any braking pattern can be selected according to the speed of deceleration, automatic braking control suitable for the type and weight of passengers and cargo can be realized.

[0038] Further, it is possible to select a braking pattern suitable for the psychological state of the driver. Alternatively, appropriate automatic braking control can be performed according to the driving situation of the driver.

[0039] Furthermore, appropriate braking control can be performed even when the TTC is very short.

Brief Description of Drawings

FIG. 1 is a control system configuration diagram of a first embodiment.

FIG. 2 is a flowchart showing the operation of the braking control ECU of the first embodiment.

[Fig. 3] Fig. 3 is a diagram showing a braking pattern when the braking control ECU of the first embodiment has an empty product.

FIG. 4 is a diagram showing a braking pattern at the time of half product of the braking control ECU according to the first embodiment.

FIG. 5 is a diagram showing a braking pattern at the time of fixed product possessed by the braking control ECU of the first embodiment.

FIG. 6 is a diagram showing a full-scale braking pattern of the braking control ECU according to the first embodiment.

FIG. 7 is a control system configuration diagram of the second embodiment.

FIG. 8 is a diagram comparing a first braking pattern and a second braking pattern in the second embodiment.

FIG. 9 is a diagram showing a second braking pattern when the brake control ECU has an idle product in the second embodiment.

FIG. 10 is a control system configuration diagram of the third embodiment.

FIG. 11 is a diagram comparing a first braking pattern and a third braking pattern in the third embodiment.

FIG. 12 is a flow chart showing a braking pattern selection procedure in the braking control ECU of the third embodiment. FIG. 13 is a control system configuration diagram of a fourth embodiment.

FIG. 14 is a flowchart showing a braking pattern selection procedure in the braking control ECU4 of the fourth embodiment.

FIG. 15 is a control system configuration diagram of a fifth embodiment.

FIG. 16 is a flowchart showing the operation of the braking control ECU of the fifth embodiment.

FIG. 17 is a diagram showing a braking pattern at the time of idle product that the braking control ECU of the fifth embodiment has.

FIG. 18 is a diagram showing a braking pattern at the time of half product of the braking control ECU of the fifth embodiment.

FIG. 19 is a diagram showing a braking pattern at the time of fixed product possessed by the braking control ECU of the fifth embodiment.

FIG. 20 is a flowchart showing the operation of the braking control ECU of the sixth embodiment.

FIG. 21 is a flowchart showing the operation of the braking control ECU of the sixth embodiment.

FIG. 22 is a flowchart showing an operation procedure of a braking pattern at the time of idle product according to the seventh embodiment.

FIG. 23 is a view for explaining a braking pattern # 1 of the seventh embodiment.

FIG. 24 is a view for explaining a braking pattern # 2 of the seventh embodiment.

FIG. 25 is a view for explaining a braking pattern # 3 of the seventh embodiment.

FIG. 26 is a view for explaining a braking pattern # 4 of the seventh embodiment.

Explanation of symbols

1 Millimeter wave radar

2 Steering sensor

3 Short rate sensor

4 Braking control ECU

5 Gateway ECU

6 meter ECU

7 VehicleCAN

8 engine ECU

9-axis weighing scale

10 EBS—ECU

11 Brake actuator

12 engine 13 Vehicle speed sensor

14 Brake pattern switch

16 Auto cruise function switch

17 Distance warning section

18 Autocruise ECU

19 Accelerator pedal sensor

20 Direction indicator switch sensor

21 Accessory switch sensor

40 Brake pattern selector

41 Braking pattern storage

60 Normal operation detector

BEST MODE FOR CARRYING OUT THE INVENTION

[0042] The automatic braking control device of the first embodiment will be described with reference to Figs. Fig. 1 is a control system configuration diagram of this embodiment. FIG. 2 is a flowchart showing the operation of the braking control ECU (Electric Control Unit) of this embodiment. FIG. 3 is a diagram showing a braking pattern at the time of the idle control that the braking control ECU of the present embodiment has. FIG. 4 is a diagram showing a half-product braking pattern of the braking control ECU of this embodiment. FIG. 5 is a diagram illustrating a braking pattern at the time of constant product possessed by the braking control ECU of the present embodiment. FIG. 6 is a diagram showing a full-scale braking pattern possessed by the braking control ECU of the present embodiment.

As shown in FIG. 1, the brake control ECU 4, gateway ECU 5, meter ECU 6, engine ECU 8, axle weight 9, EBS (Electric Breaking System) —ECUlCH¾VehicleCAN (jl93 9) 7 are connected to each other.

Further, the steering sensor 2, the correct sensor 3, and the vehicle speed sensor 13 are connected to the VehicleCAN (jl939) 7 via the gateway ECU 5, and these sensor information is taken into the control ECU 4. The brake control is performed by the EBS-ECU 10 driving the brake actuator 11. The brake instruction to the EBS-ECU 10 is performed by the brake operation and braking control ECU 4 at the driver's seat (not shown). EBS—ECU10 also provides brake information including information on brake operation by the driver. Force is taken into the braking control ECU4. The engine ECU 8 controls the fuel injection amount of the engine 12 and other engine controls. The injection amount control instruction for the engine ECU 8 is performed by operating the accelerator in the driver's seat. Further, the alarm display and buzzer sound output by the braking control ECU 4 are displayed on the display section (not shown) of the driver's seat by the meter ECU 6. Since the control system related to steering other than the steering sensor 2 is not directly related to the present invention, the illustration is omitted.

In this embodiment, as shown in FIG. 1, a millimeter wave radar 1 for measuring the distance from a preceding vehicle or a falling object such as a falling object in the traveling direction of the host vehicle, a steering for detecting a steering angle. Brake control is provided with a control ECU 4 that automatically performs braking control without any driving operation based on sensor outputs such as the sensor 2, the speed sensor 3 for detecting the speed, and the vehicle speed sensor 13 for detecting the vehicle speed. The ECU 4 automatically detects when the TTC derived based on the relative distance and relative speed between the object and the vehicle obtained from the sensor outputs from the millimeter wave radar 1 and the vehicle speed sensor 13 falls below the set value. This is an automatic braking control device provided with stepwise braking control means for performing stepwise braking control.

[0046] As shown in FIGS. 3 to 5, the stepwise braking control means includes braking control means for gradually increasing the braking force over three stages in time series. In the example shown in Fig. 3 (b), first, in the first stage marked “alarm”, braking of about 0.1G is applied from TTC2.4 seconds to 1.6 seconds. At this stage, the so-called sudden braking is not yet strong, and the stop lamp lights up to inform the following vehicle that this sudden braking is being performed. Next, in the second stage marked “enlarged area braking”, apply braking of about 0.3G to TTC 1.6 seconds force to 0.8 seconds. Finally, in the third stage, marked “full-scale braking”, apply the maximum braking (approx. 0.5G) from TTCO. 8 seconds to 0 seconds.

[0047] It should be noted that when the driver performs a strong braking operation greater than the braking force shown above, the braking force is given priority and works.

Here, in this embodiment, as shown in FIGS. 3 to 5, the braking control ECU 4 includes a braking pattern selection unit 40 that changes the braking pattern in accordance with the weight of the loaded cargo or the passenger. It is a sign. As a method of changing, the braking pattern storage unit 41 of the braking control ECU 4 stores in advance a plurality of control patterns for “empty product”, “half product”, and “constant product” and brakes. The non-turn selection unit 40 can be realized by selecting a braking pattern that matches (or approximates) these braking pattern forces according to the weight. The weight information of the loaded cargo and passengers is obtained by the axle weight meter 9 shown in FIG. 1, and is taken into the braking control ECU 4.

[0049] In the following description, the preceding vehicle will be described as an object, but the automatic braking control device of this embodiment is also effective for falling objects on the road.

[0050] In addition, when the vehicle speed is less than 60 kmZh and the steering angle is not less than +30 degrees or not more than -30 degrees, there is provided means for inhibiting activation of the stepwise braking control means. It should be noted that a yorate may be used instead of the steering angle.

[0051] That is, the stepwise braking control performed by the automatic braking control device of the present embodiment is such that the vehicle speed before starting the braking control is 60 kmZh or more, and a large steering wheel operation such as when changing lanes or driving sharply Therefore, since it is assumed that it is used in a state, the start of the stepwise braking control can be restricted in other traveling states.

[0052] Also, if the vehicle speed before the start of braking control is less than 60 kmZh, the vehicle has little kinetic energy, so even if it is applied to a conventional power passenger vehicle, such a simple sudden braking control is not a problem. Since the usefulness of carrying out gradual braking control is low, the activation of gradual braking control is limited. Furthermore, if the steering angle before the start of braking control is +30 degrees or more or 30 degrees or less, this means that the vehicle is changing lanes or driving in a sharp curve. Limit the activation of braking control. In this case, you can use the correct instead of the steering angle.

[0053] In this embodiment, if the vehicle speed is less than 60kmZh and greater than 15kmZh (minimum speed at which the usefulness of automatic braking control (full-scale braking control only) is recognized), stepwise braking control is performed. However, as shown in Fig. 6, only full-scale braking control shown in Fig. 3 (b) to Fig. 5 (b) is performed. When only such full-scale braking control is performed, braking control equivalent to the conventional automatic braking control used in passenger cars can be applied. Note that when applying such automatic braking control equivalent to the conventional one, there is no need to determine whether or not the vehicle is changing lanes or driving sharply.

Next, the operation of the automatic braking control device of this embodiment will be described with reference to the flowchart of FIG. Figure 2 will be explained using the braking pattern in the empty product (Fig. 3) as an example. In the case of Fig. 4) or fixed volume (Fig. 5), the procedure in the flowchart of Fig. 2 is also followed. As shown in Fig. 2, the inter-vehicle distance from the preceding vehicle and the vehicle speed of the preceding vehicle are measured by the millimeter wave radar 1 and monitored. In addition, the host vehicle speed is measured by the vehicle speed sensor 13 and monitored. Furthermore, the weight of the loaded cargo and passengers is measured and monitored by the axle weight meter 9 (S1). Braking control The braking pattern selection unit 40 of the ECU 4 selects in advance one of the braking patterns (FIGS. 3 to 5) based on the measurement result of the weight. The following description is an example in which the braking pattern of FIG. 3 is selected.

[0055] TTC is calculated based on the inter-vehicle distance, the host vehicle speed, and the vehicle speed of the preceding vehicle (S2). The calculation method is the distance between vehicles Z (the vehicle speed is the speed of the preceding vehicle)

It is. The vehicle speed before the start of braking control is 60 kmZh or more (S3), the steering angle before starting braking control is +30 degrees or less and 30 degrees or more (S4), and TTC is shown in Fig. 3 (a) ( If it is in the area of 1) (S5), "alarm" braking control is executed using the auxiliary brake 14 (S8). If the TTC is in the area (2) shown in FIG. 3 (a) (S6), “enlarged area braking” control is executed (S9). If the TTC is in the region (3) shown in FIG. 3 (a) (S7), the “full-scale braking” control is executed (S10).

[0056] If the vehicle speed before the start of braking control is less than 60kmZh and 15kmZh or more (S3, S1 1) and the TTC is in the range (4) shown in Fig. 3 (c) (S12), the driver Is notified that the relative distance from the preceding vehicle is short (S 13). Notification is performed by warning display or buzzer sound. Further, if the TTC is in the region (5) shown in FIG. 3 (c) (S14), the “full-scale braking” control is executed (S10).

It should be noted that instead of the steering angle from the steering sensor 2, the short rate from the short rate sensor 3 can be used. Alternatively, the steering angle and the correct rate may be used in combination.

[0058] Here, Figs. 3 to 5 will be described. The straight lines c, f, and i in Figs. 3 to 5 are called steering avoidance limit straight lines. Curves B, D, and F in Figs. 3 to 5 are called braking avoidance limit curves.

[0059] That is, the steering avoidance limit straight line is a straight line indicating a limit at which a collision can be avoided by operating the steering wheel within a predetermined TTC in the relationship between one relative distance to the obstacle and one relative speed with the obstacle. It is. In addition, the braking avoidance limit curve is a predetermined TTC or less in relation to one relative distance to the obstacle and one relative speed to the obstacle. It is a curve which shows the limit which can avoid a collision by braking operation inside.

[0060] In FIGS. 3 to 5, in the area under both of these straight lines or curves, the collision can no longer be avoided by both the needle operation and the brake operation.

[0061] For example, in the case of the empty product in Fig. 3, the straight line c has TTC set to 0.8 seconds. In this embodiment, a straight line a when the TTC is 2.4 seconds is provided above the steering avoidance limit straight line c, and a straight line b when the TTC is 1.6 seconds is provided. In addition, a curve A with a TTC set at 1.6 seconds is provided above the control avoidance limit curve B with a TTC set at 0.8 seconds.

[0062] The initial state of the vehicle has a relative distance and a relative speed with respect to the obstacle indicated by a black point G in FIG. When the vehicle speed before the start of braking control is 60 kmZh or higher, the relative distance gradually decreases, and when it reaches the position of the straight line a, the alarm mode is entered (area (1)). In the alarm mode, apply braking of about 0.1G from TTC 2. 4 seconds to 1.6 seconds. During this period, it is meaningful to turn on the stop lamp and inform the subsequent vehicle to brake. When the relative speed further decreases and reaches the position of the straight line b, it becomes the extended area braking mode (area (2)). O In the extended area braking mode, braking of about 0.3G is applied from TTC 1.6 seconds to 0.8. Take up to seconds. When it reaches the position of straight line c, it enters full braking mode (area (3)). In full-scale braking mode, apply maximum braking (approx. 0.5G) from TTCO. 8 seconds to 0 seconds. According to the calculation in step S2 in Fig. 2, a collision occurs at this time. However, in practice, the actual TTC is longer than the calculation result in step S2 because the vehicle speed is reduced by the control.

[0063] That is, in the calculation of TTC in the automatic braking control device targeted by the present invention, precise distance measurement and complicated arithmetic processing are omitted as much as possible, and a general-purpose simple distance measurement device (for example, a millimeter wave radar) or It is assumed that an arithmetic unit is used. Such considerations are useful to keep vehicle manufacturing costs or maintenance costs low.

[0064] Therefore, strictly speaking, the preceding vehicle and the subject vehicle, which are the target objects, are performing a constant acceleration motion by braking (deceleration), so the TTC calculation must also be calculated based on the uniform acceleration motion. However, by calculating the TTC as if it were simply moving at a constant velocity, precise distance measurement and complicated calculation processing can be omitted. [0065] In addition, by performing a calculation that is considered to be such a constant velocity motion, the calculated TTC value is smaller than the actual TTC value. There is no problem.

[0066] Further, when the vehicle speed before starting the braking control is 15 kmZh or more and less than 60 kmZh, the relative distance gradually decreases, and when the vehicle reaches the position of the straight line b, the notification mode is set (region (4)). . In the notification mode, the driver is informed that the relative distance to the obstacle is shortening by an alarm display or buzzer sound. When it reaches the position of the straight line c, it becomes the full braking mode (area (5)). In full-scale braking mode, the maximum braking (about 0.5G) can be applied from T TCO.

[0067] Fig. 4 is an example when half-loading, and Fig. 5 is an example when constant-loading. Compared with equal braking forces, the braking distance increases as the weight of loaded cargo and passengers increases. The steering avoidance limit curve and the braking avoidance limit curve also move upward in the figure. As a result, the areas of the regions (1), (2), (3), (4), and (5) increase according to the weight of the loaded cargo and passengers.

[0068] Lines a to c in FIG. 3 correspond to lines d to f in FIG. 4 and lines g to i in FIG. 5, and curves A and B in FIG. 3 are curves C and D in FIG. Correspond to curves E and F in Fig. 3, and black point G in Fig. 3 corresponds to black point H in Fig. 4 and black point I in Fig. 5.

[0069] The automatic braking control device of the second embodiment will be described with reference to Figs. FIG. 7 is a control system configuration diagram of this embodiment. FIG. 8 is a diagram comparing two different braking patterns of this embodiment. FIG. 9 is a diagram showing a second braking pattern when the braking control ECU of the present embodiment has an empty product.

The control system configuration of this embodiment shown in FIG. 7 is a configuration in which a braking pattern switching switch 14 is added to the control system configuration of the first embodiment shown in FIG. A description of the control system configuration diagram of this embodiment, which overlaps with the first embodiment, is omitted.

As shown in FIG. 7, the brake control ECU 4, gateway ECU 5, meter ECU 6, engine ECU 8, axle weight meter 9, EBS (Electric Breaking System) —ECUlCH¾VehicleCAN (jl93 9) 7 are connected to each other. In addition, a braking pattern switching switch 14 is connected to the braking control ECU 4, and a plurality of braking patterns stored in the braking pattern storage unit 41 are connected. Force A braking no << turn switching instruction can be given to the braking pattern selection unit 40 so as to select a desired braking pattern.

[0072] In the present embodiment, the braking pattern storage unit 41 in the braking control ECU 4 stores the control patterns in "empty product", "half product", and "constant product" as described in the first example. In addition, two different braking patterns for executing stepwise braking control are stored. The braking pattern shown in FIGS. 3 to 6 of the first embodiment is a first braking pattern, and the braking pattern shown in FIG. 9 is a second braking pattern. In FIG. 9 (b), the first braking pattern is superimposed on the second braking pattern with a broken line for comparison.

[0073] Although the braking patterns shown in FIGS. 3 to 5 differ in the start timing of each stage, the braking pattern shown in FIG. Power (braking G) is small. However, FIG. 9 is a second braking pattern corresponding to the first braking pattern selected at the time of the idle product shown in FIG. A second braking pattern is also prepared for each of the first braking patterns in Fig. 4 (half product) or Fig. 5 (constant product), but for ease of explanation here, Fig. 3 Only the second braking pattern with respect to the first braking pattern (at the time of idle) will be described. The first braking pattern shown in Figs. 4 and 5 shall be based on this description.

Braking Control The braking pattern selection unit 40 of the ECU 4 selects whether the first or second braking pattern is shifted in response to an operation input from the braking pattern switching switch 14. The integrated values of the first and second braking patterns are the same, and the braking force at the final stage in each braking pattern is different.

That is, as shown in FIG. 8, the braking G in the “full braking” is 0.5 G in the first braking pattern, but is 0.3 G in the second braking pattern. Since the integrated values in the first and second braking patterns are the same, the start timing of the “alarm” is inevitably earlier in the second braking pattern than in the first braking pattern (2.4 seconds → 3 seconds). In addition, for “extended area braking”, the start timing is 1.6 seconds in the first braking pattern and the braking G is 0.3 G, whereas the start timing is 2.5 seconds in the second braking pattern. And braking G is 0.2G. In addition, the start timing of “full-scale braking” is 0.8 seconds in the first braking pattern, but it is 1 second in the second braking pattern. It is.

[0076] In this manner, the deceleration is slower in the second braking pattern than in the first braking pattern. The driver can recognize the difference in the characteristics of the braking pattern and can select the braking pattern according to the type and weight of the passenger and the cargo. For example, when passengers include many elderly people and infants, or when the cargo is precision machinery or fine arts, a braking pattern that provides a relatively slow deceleration can be selected. Alternatively, in the case where the weight of the passenger or the cargo is large, the vehicle can be kept highly stable by selecting a braking pattern in which the weight is small and relatively slow compared to the case and the vehicle is decelerated.

[0077] Further, when switching the braking pattern according to the weight, the control patterns in "empty product", "half product", and "constant product" shown in FIGS. 3 to 5 described in the first embodiment. Can be used in conjunction with automatic switching. In other words, when the braking patterns shown in FIGS. 3 to 5 and the braking pattern shown in FIG. The braking force (braking G) at becomes smaller. If the cargo type is fixed, the braking pattern changeover switch 14 is not provided, and only the second braking pattern can be used as the initial force.

A third embodiment will be described with reference to FIGS. 10 to 12. FIG. 10 is a block diagram of the control system of this embodiment. FIG. 11 is a diagram comparing the first braking pattern and the third braking pattern. FIG. 12 is a flowchart showing a braking pattern selection procedure in the braking control ECU 4 of this embodiment.

In the present embodiment, as shown in FIG. 10, an auto-cruise ECU 18 is provided, and an inter-vehicle distance alarm unit 17 is provided in the auto-cruise ECU 18. Here, the auto-cruise function will be briefly explained. The auto-cruise function automatically maintains a set speed according to the driver's operation input until a brake operation or an accelerator operation is performed. It is a function. The auto-cruise ECU 18 of the present embodiment includes an inter-vehicle distance alarm unit 17, which is configured to keep the inter-vehicle distance with the preceding vehicle below the set distance while the auto-cruise function is ON. When this happens, an alarm is issued to the driver to prompt the driver to cancel the auto cruise function, or the auto cruise function is automatically turned off. Furthermore, the inter-vehicle distance alarm unit 17 can set the length of the inter-vehicle distance at which a warning is issued by the driver's operation using the auto-cruise function switching switch 16. In this embodiment, the braking control ECU 4 switches the braking pattern by this setting operation.

Further, radar information of the millimeter wave radar 1 is input to the braking control ECU 4 and the auto cruise ECU 18, respectively. Further, the auto cruise function switch instruction from the auto cruise switch 16 is input to the braking control ECU 4 and the auto cruise ECU 18. Further, the inter-vehicle distance warning from the auto-cruise ECU 4 is displayed on the driver seat display section (not shown) via the meter ECU 6.

In this embodiment, as shown in FIGS. 11 (b) and (c), instead of performing the braking control at a stage other than the “full-scale braking” at the final stage in the staged braking control. Includes a third braking pattern that alerts the driver. The third braking pattern is stored in the braking pattern storage unit 41. In the examples of FIGS. 11 (b) and (c), the notification is performed at the timing just before “enlarged area braking” of the first braking pattern shown in FIG. 11 (a). In addition, the “full-scale braking” in the third braking pattern starts from 0.6 seconds, which is smaller than the “full braking” in the first braking pattern.

[0083] As described above, the third braking pattern is a braking pattern based on the premise that the driver is alerted and the driver who has been alerted performs the driving operation of the vehicle by the driver himself / herself. Yes, automatic braking control is an auxiliary means of driving operation by the driver himself.

Next, the braking pattern selection procedure of the braking control ECU 4 of this embodiment will be described with reference to FIG. As shown in FIG. 12, the braking pattern selection unit 40 of the braking control ECU 4 monitors the auto cruise function switching instruction performed using the auto cruise function switching switch 16 (S21), and the auto cruise function is in the OFF state. In some cases (S22), the first braking pattern shown in FIG. 11 (a) is selected (S25). If the auto-cruise function is ON and the inter-vehicle distance setting is “near” (S23), this means that the driver is less dependent on the inter-vehicle distance alarm unit 17 as described above. Even if the braking pattern is selected, the psychological state is reflected and only the driver is notified at the stage of `` alarm '' and `` extended area braking '' in the first braking pattern. Perform the third braking putter (S26). On the other hand, if the auto-cruise function is ON and the inter-vehicle distance setting is `` far '' (S23), the driver's reliance on the inter-vehicle distance alarm unit 17 will be expressed, so the braking pattern The psychological state of the selection is also reflected, and for example, the second braking pattern described in FIGS. 7 and 8 in the second embodiment is selected (S24). The second braking pattern is a braking pattern in which automatic braking control is activated from an earlier stage where the TTC is longer than the first braking pattern, and is suitable for the psychological state.

A fourth embodiment will be described with reference to FIGS. 13 and 14. FIG. 13 is a block diagram of the control system of this embodiment. FIG. 14 is a flowchart showing a braking pattern selection procedure in the braking control ECU 4 of this embodiment. This example is an example in which the second and third examples are used in combination.

[0086] Only the difference between the present embodiment and the third embodiment will be described. In FIG. 13, the braking pattern switching switch 14 used in the second embodiment is added to the control system configuration of the third embodiment. ing. Accordingly, as shown in FIG. 14, when the auto-cruise function is OFF, the braking pattern selected by the driver using the braking pattern switching switch 14 is selected (S35). Other operations are the same as those in the third embodiment. In this example, as in the third example, the driver recognizes the difference in the characteristics of the braking pattern while selecting the braking pattern suitable for the driver's psychological state, as in the second example. The braking pattern can be selected in advance according to the type and weight of passengers and cargo.

The automatic braking control device of the fifth embodiment will be described with reference to FIG. 15 and FIG. FIG. 15 is a control system configuration diagram of this embodiment. FIG. 16 is a flowchart showing the operation of the braking control ECU of this embodiment. FIG. 17 is a diagram showing a braking pattern at the time of the idle control that the braking control ECU of this embodiment has. FIG. 18 is a diagram showing a braking pattern at the time of half product of the braking control ECU of this embodiment. FIG. 19 is a diagram showing a braking pattern at the time of fixed volume possessed by the braking control ECU of this embodiment.

The control system configuration of this embodiment shown in FIG. 15 is a configuration in which an accelerator pedal sensor 19, a direction indicator switch sensor 20, and an accessory switch sensor 21 are added to the control system configuration of the first embodiment shown in FIG. It is. A description of the control system configuration diagram of this embodiment that overlaps with the first embodiment is omitted. [0089] As shown in FIG. 15, the accelerator pedal sensor 19, the direction indicator switch sensor 20, and the accessory switch sensor 21 are connected to the VehicleCAN (jl939) 7 via the gateway ECU 5, respectively. Is taken into the braking control ECU4.

[0090] Here, the feature of this embodiment is that the steering sensor 2, the vehicle speed sensor 13, the accelerator pedal sensor 19, and the direction indicator switch sensor 20 as means for detecting the operation execution status of the driver with respect to the vehicle. When the detection result by the accessory switch sensor 21 does not satisfy the condition indicating the normality of the driver's driving, the braking control ECU 4 is to increase the set value of TTC.

[0091] For example, if the accessory switch sensor 21 does not detect the operation of the accessory switch by the driver, the driver can operate an accessory device such as an audio or car navigation system. Therefore, it can be predicted that the vehicle is operating normally because it focuses attention on driving. Alternatively, if the accelerator pedal sensor 19 detects the operation of the accelerator pedal by the driver within a predetermined time (for example, 10 minutes), the driver can predict that he / she is driving normally without going to sleep. Alternatively, if the direction indicator switch sensor 20 detects the operation of the direction indicator switch by the driver within a predetermined time (for example, 10 minutes), the driver performs normal driving to enter a drowsy driving state. You can predict that you are going. Alternatively, if the vehicle stop time is detected by the vehicle speed sensor 13 and the driver takes an appropriate break time without performing long continuous driving, it can be predicted that the driver is driving normally. . In addition, the presence or absence of a brake instruction from the driver may be detected.

[0092] In this embodiment, the logical sum of these detection results is taken, and when any of the detection results predicts the driver's normal driving, the driver satisfies the normal driving conditions. To do. The normal operation detection unit 60 performs the satisfaction determination of the condition by the logical sum calculation of the prediction and the detection result as described above.

Next, the operation of the automatic braking control device of this embodiment will be described with reference to the flowchart of FIG. Fig. 16 will be explained with reference to the braking pattern during idle product (Fig. 17) as an example, but the procedure in the flowchart of Fig. 16 is also applied during half product (Fig. 18) or constant product (Fig. 19). The description of the same parts as those in the flowchart of the first embodiment (FIG. 2) is omitted, and mainly the steps. The procedures related to S45 and S46 are described.

[0094] The vehicle speed before starting the braking control is 60 kmZh or more (S43), the steering angle before starting the braking control is +30 degrees or less and 30 degrees or more (S44), and the normal driving conditions described above by the driver Is satisfied (S45), and if the TTC is in the region (1) shown in FIG. 17 (a) (S47), “alarm” braking control is executed (S50). If the TTC is in the region (2) shown in FIG. 17 (a) (S48), “enlarged region braking” control is executed (S51). If the TTC is in the region (3) shown in FIG. 17 (a) (S49), "full-scale braking" control is executed (S52).

[0095] In addition, the vehicle speed before starting the braking control is 60 kmZh or more (S43), the steering angle before starting the braking control is +30 degrees or less and 30 degrees or more (S44). If the normal operating conditions are not satisfied (S45), the regions (1) and (2) are enlarged as indicated by the alternate long and short dash line in FIG. 17 (b) (S46). In the example of Fig. 17, TTC2. 4 seconds, straight line a and curve A are moved forward 0.5 seconds to TTC2.9 seconds. In addition, straight line b and curve B, which become TTC 1.6 seconds, are advanced 0.5 seconds to TTC 2.1 seconds. Note that the “full-scale braking” area in Fig. 17 (3) does not expand. In the examples of Figs. 17 to 19, the range of the force applied for 0.5 seconds is between 0.2 seconds and 0.5 seconds, and the braking characteristics of the vehicle measured by test running or simulation. Is set in advance.

[0096] The automatic braking control device of the sixth embodiment will be described with reference to FIG. FIG. 20 is a flowchart showing the operation of the braking control ECU of this embodiment. The control system configuration of this example is the same as that of the fifth example (Fig. 15).

Here, the feature of the present embodiment is that, as in the fifth embodiment, the braking control ECU 4 uses the normal operation detecting unit 60 to determine whether or not the condition indicating the normality of the driving of the driver is satisfied. If this condition is satisfied, the number of steps in automatic braking control is reduced.

[0098] When reducing the number of steps in the automatic braking control, the automatic braking control is started from "real braking" in "alarm", "extended area braking", and "full braking" shown in FIGS.

Next, the operation of the automatic braking control device of the present embodiment will be described with reference to the flowchart of FIG. Fig. 20 will be explained using the braking pattern at the time of empty product (Fig. 3) as an example. Figure 2 As shown in 0, the distance between the preceding vehicle and the vehicle speed of the preceding vehicle are measured and monitored by the millimeter wave radar 1. In addition, the host vehicle speed is measured by the vehicle speed sensor 13 and monitored. Furthermore, the weight of the loaded cargo and passengers is measured and monitored by the axle weight 9 (S61). Braking Control The braking pattern selection unit 40 of the ECU 4 selects in advance one of the braking patterns (FIGS. 3 to 5) based on the measurement result of the weight. The following explanation is an example in which the braking pattern of FIG. 3 is selected.

[0100] The TTC is calculated from the inter-vehicle distance, the own vehicle speed, and the vehicle speed of the preceding vehicle (S62). The calculation method is as described above. The vehicle speed before starting braking control is 60kmZh or more (S63), the steering angle before starting braking control is +30 degrees or less and 30 degrees or more (S64), and the normal operation detection unit 60 is operated by the driver. When it is determined that the condition indicating normality of the vehicle is not satisfied (S65), if the TTC is in the area (1) shown in Fig. 3 ( _& ) 66), "alarm" braking control is executed. (S69). If the TTC is in the area (2) shown in FIG. 3 ( _& ) 67), “enlarged area braking” control is executed (S70). Further, if the chopping is in the region (3) shown in FIG. 3 (&) (S68), "full braking" control is executed (S71). In addition, when the normal driving detection unit 60 determines that the condition indicating the normality of the driving of the driver is satisfied (S65), when the TTC enters the region (3) shown in FIG. (S68), "Full-scale braking" control is executed (S71).

[0101] If the vehicle speed before the start of braking control is less than 60 kmZh and 15 kmZh or more (S63, S72) and the TTC is in the range (4) shown in Fig. 3 (c) (S73), In contrast, the fact that the relative distance from the preceding vehicle is short is notified (S74). Notification is performed by warning display or buzzer sound. Further, if the TTC is in the region (5) shown in FIG. 3 (c) (S75), the “full braking” control is executed (S71).

[0102] Instead of the steering angle from the steering sensor 2, the short rate from the short rate sensor 3 can be used. Alternatively, the steering angle and the correct rate may be used in combination.

[0103] The automatic braking control apparatus of the seventh embodiment will be described with reference to Figs. The control system configuration diagram of this example is the same as that of the first example (Fig. 1). FIG. 21 is a flowchart showing the operation of the braking control ECU of this embodiment. FIG. 22 is a flowchart showing the operation procedure of the braking pattern at the time of idle loading in this embodiment.

[0104] The feature of the present embodiment is that the braking control ECU4 sets the braking pattern according to the TTC. There is a place to change.

[0105] Figs. 23 to 26 are diagrams for explaining braking patterns # 1 to # 4 according to TTC, respectively, but the braking control ECU4 further reduces the number of steps in order to change the braking pattern. In some cases, the shape of the braking pattern applied when the number of steps is not reduced (e.g., Fig. 3) is changed to a new braking pattern # 3 and # corresponding to the number of steps to be reduced, as shown in Fig. 25 and Fig. 26. Change to 4 shape. Further, as in braking patterns # 1 and # 2 shown in FIG. 23 and FIG. 24, only the braking pattern shape can be changed without reducing the number of steps.

[0106] In addition, the means for changing to the new braking pattern # 1 to # 4 shape is as shown in Figs.

(Half-product) and braking pattern # 1 to # 4 corresponding to the braking patterns shown in FIG. 5 (constant product) are stored in advance in the braking pattern storage unit 41, and the braking pattern selection unit 40 By selecting a braking pattern that also adapts (or approximates) these braking pattern forces according to the value of the braking pattern, the braking pattern shown in Figs. 3, 4, and 5 is changed to the braking pattern # shown in Figs. It can be changed to 1 ~ # 4.

Next, the operation of the automatic braking control device of the present embodiment will be described with reference to the flowchart of FIG. Fig. 21 shows an example of the braking pattern at the time of empty product (Fig. 3), but the procedure of the flowchart of Fig. 21 is also applied at the time of half product (Fig. 4) or constant product (Fig. 5). As shown in Fig. 21, the inter-vehicle distance from the preceding vehicle and the vehicle speed of the preceding vehicle are measured by the millimeter wave radar 1 and monitored. In addition, the host vehicle speed is measured by the vehicle speed sensor 13 and monitored. Furthermore, the weight of the loaded cargo and passengers are measured and monitored by the axle weight 9 (S81). Braking Control The braking pattern selection unit 40 of the ECU 4 selects in advance one of the braking patterns (FIGS. 3, 4, and 5) based on the measurement result of the weight. The following explanation is an example in which the braking pattern of FIG. 3 is selected.

[0108] TTC is calculated based on the inter-vehicle distance, the own vehicle speed, and the vehicle speed of the preceding vehicle (S82). The calculation method is as described above. If the vehicle speed before the start of braking control is 60 kmZh or more (S83) and the steering angle before starting the braking control is +30 degrees or less and 30 degrees or more (S84), the TTC calculated in step S62 If the value force is greater than the threshold value # 1 (S85), the braking pattern # 1 shown in FIG. 23 is selected. The shape of braking pattern # 1 is shown in Fig. 3 (b). The shape of the brake pattern is the same. Therefore, threshold # 1 is 2.4 seconds in the example of Fig. 3 (b).

[0109] If the threshold value # 1 is larger than the TTC value power threshold value # 2 calculated in step S82 (S86), the braking pattern # 2 shown in Fig. 24 is selected. The shape of the braking pattern # 2 is obtained by changing the shape of the braking pattern shown in FIG. 3 (b). The shape of the control pattern before the change is shown by a broken line. Although the three-stage braking pattern is maintained, the braking pattern shortens the warning and extended area braking areas. Threshold # 2 is set to around 1.6 seconds in the example of Fig. 3 (b). As a result, the change in braking pattern becomes gentler than when the number of steps is reduced, and the stability of the vehicle can be kept high.

[0110] If the TTC value calculated in step S82 is less than threshold value # 3 (S87), braking pattern # 3 shown in FIG. 25 is selected. The shape of the braking pattern # 3 is obtained by changing the shape of the braking pattern shown in FIG. The shape of the control pattern before the change is shown by a broken line. Compared with the shape of the braking pattern shown in Fig. 3 (b), there is no extended area braking, and full-scale braking starts immediately after the alarm. Threshold value # 3 is set to about 0.8 seconds in the example of Fig. 3 (b).

If the TTC value calculated in step S82 is equal to or less than threshold value # 3 (S88), braking pattern # 4 shown in FIG. 26 is selected. The shape of braking pattern # 4 is a modified version of the braking pattern shown in Fig. 3 (b). The shape of the braking pattern before the change is indicated by a broken line. Compared to the shape of the braking pattern shown in Fig. 3 (b), only full-scale braking is available.

[0112] In this way, stepwise braking control is performed as much as possible according to the value of TTC, but sudden braking may be suddenly performed when the value of TTC is extremely small. As a result, appropriate automatic braking control can be performed according to the value of TTC.

[0113] If the vehicle speed before the start of braking control is less than 60kmZh and 15kmZh or more (S83, S93) and the TTC is in the range (4) shown in Fig. 3 (c) (S94), In contrast, the fact that the relative distance from the preceding vehicle is short is notified (S95). Notification is performed by warning display or buzzer sound. Further, if the TTC is in the region (5) shown in FIG. 3 (c) (S96), “full braking” control is executed (S97). [0114] Instead of the steering angle from the steering sensor 2, the short rate from the short rate sensor 3 can be used. Alternatively, the steering angle and the correct rate may be used in combination.

[0115] Also, as shown in FIG. 22, in the braking pattern shown in FIG. 3, the "alarm" braking control is executed if the ditch is in the area (1) shown in FIG. 3 (&) (S101). (S104). If the TTC is in the region (2) shown in FIG. 3 (a) (S102), "enlarged region braking" control is executed (S105). If the TTC is in the area (3) shown in FIG. 3 ( _& ) 103), the “full braking” control is executed (S106). The same applies to the braking patterns in Fig. 4 and Fig. 5.

Industrial applicability

[0116] According to the present invention, automatic braking control in trucks and buses can be appropriately executed in accordance with changes in the weight of loaded cargo and passengers, or is executed in accordance with the driving conditions of the driver. Can contribute to road safety. In addition, even if the TTC is very short, appropriate braking control can be performed, so it is possible to deal with a wide range of unexpected situations.

Claims

The scope of the claims

[1] Provided with a control means for automatically performing a braking control without a driving operation based on a sensor output including a distance from an object in the traveling direction of the own vehicle,

The control means predicts the time required for the object and the vehicle, which are derived based on the relative distance and relative speed between the object and the vehicle obtained from the sensor output, to be equal to or less than a predetermined distance. In an automatic braking control device equipped with stepwise braking control means that automatically performs stepwise braking control when the value falls below the set value!

The automatic braking control device according to claim 1, wherein the stepped braking control means includes means for changing a braking pattern in accordance with the weight of a loaded cargo or a passenger.

[2] In an automatic braking control device having a control means for automatically performing braking control based on a sensor output including a distance to an object in the traveling direction of the own vehicle without any driving operation! The means is a predicted value of a time required for the object and the vehicle to be less than or equal to a predetermined distance derived based on a relative distance and a relative speed between the object and the vehicle obtained from the sensor output. Stepwise braking control means for performing stepwise braking control that gradually increases the braking force or braking deceleration gradually over a plurality of steps in a time series when

A plurality of different braking patterns for executing the stepwise braking control are provided, and the stepwise braking control means includes means for selecting either! Or a deviation of the plurality of different braking patterns according to an operation input. The

An automatic braking control device characterized by that.

3. The automatic braking control device according to claim 2, wherein the integrated values of the plurality of different braking patterns are the same, and the braking force or braking deceleration at the final stage in each braking notch is different.

4. The braking pattern according to claim 2, wherein the braking pattern includes a pattern for notifying the driver instead of performing the braking control at a stage other than the final stage in the stepwise braking control. Automatic braking control device.

[5] Equipped with an inter-vehicle distance alarm means that issues an alarm according to the inter-vehicle distance between the preceding vehicle and the host vehicle, This inter-vehicle distance alarm means is provided with means for setting the length of the inter-vehicle distance at which an alarm is issued by the operation of the driver.

The operation input is linked with the setting operation of the setting means.

The automatic braking control device according to claim 2.

[6] A control means that automatically performs braking control without a driving operation based on a sensor output including a distance from an object in the traveling direction of the host vehicle,

The control means determines the time required for the object and the vehicle derived based on the relative distance and relative speed between the object and the vehicle obtained from the sensor output to be equal to or less than a predetermined distance. Stepwise braking control means that automatically performs stepwise braking control when the predicted value falls below the set value,

The stepwise braking control means is an automatic braking control device including a braking control means for gradually increasing a braking force or a braking deceleration over a plurality of stages in a time series, and detects an operation execution state of a driver on a vehicle. Means,

Means for raising the set value when the detection result by the means for detecting does not satisfy a condition indicating the normality of driving by the driver;

An automatic braking control device comprising:

[7] A control means for automatically performing braking control based on a sensor output including a distance from an object in the traveling direction of the host vehicle without a driving operation,

Means for reducing the number of steps when the detection result by the means for detecting satisfies a condition indicating the normality of driving by the driver;

An automatic braking control device comprising:

8. The automatic braking control device according to claim 7, wherein the reducing means includes means for starting automatic braking control from a final stage in the plurality of stages.

[9] A control means that automatically performs braking control without a driving operation based on a sensor output including a distance to an object in the traveling direction of the host vehicle,

The control means determines the time required for the object and the vehicle derived based on the relative distance and relative speed between the object and the vehicle obtained from the sensor output to be equal to or less than a predetermined distance. An automatic braking control device equipped with stepwise braking control means that automatically performs stepwise braking control when the predicted value falls below the set value!

The stepwise braking control means includes braking control means for gradually increasing the braking force or braking deceleration over a plurality of stages in time series,

The braking control means includes means for changing a braking pattern according to the predicted value.

[10] The means for changing the braking pattern comprises means for reducing the number of steps.

9. Automatic braking control device according to 9.

[11] The means for reducing the number of stages is a means for changing the shape of the brake pattern applied when the number of stages is not reduced to a new brake pattern shape corresponding to the number of stages to be reduced. The automatic braking control device according to claim 10, comprising:

12. The automatic braking control device according to claim 9, wherein the means for changing the braking pattern includes means for changing a braking pattern shape without reducing the number of steps.

13. The automatic braking according to claim 1, further comprising means for prohibiting activation of the stepwise braking control means when the host vehicle speed is less than a predetermined value and a value taken by a steering angle or a yorate is outside a predetermined range. Control device.