JP2007196901A - Automatic braking control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To realize automatic braking control on a truck and a bus. <P>SOLUTION: The gradual braking control to gradually increase braking force over a plurality of time-series stages is automatically carried out when TTC derived based on a relative distance and relative speed of an object and a one's own vehicle is lower than a set value. At this time, the braking control is properly carried out by carrying out re-computation when time required up to a collision becomes short in comparison with a computed result of the TTC of timing having carried out the previous TTC computation due to a preceding vehicle that carries out quick braking by detecting that the preceding vehicle carries out the quick braking by monitoring a braking lamp of the preceding vehicle. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

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

  The electronic control of automobiles has progressed steadily, and events that have so far depended solely on the judgment of the driver have been carried out by onboard computers.

  As an 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 to prevent a collision. Sometimes, there is an automatic braking control device that minimizes the damage (see, for example, Patent Document 1).

JP 2005-31967 A Japanese Patent Laid-Open No. 9-272424 Japanese Patent Application Laid-Open No. 11-132072 JP 11-39597 A JP-A-8-212499 JP-A-8-221700

  The above-described automatic braking control device has already been put into practical use in passenger cars, but it must be solved when a similar function is to be used for large vehicles (trucks, buses) for transporting cargo and passengers. There is a problem that must be done.

  In other words, large vehicles have an extremely large mass compared to passenger cars, and in addition to the driver's own safety, the safety of passengers and cargo must be ensured. It is difficult to achieve the intended purpose with simple simple braking control, and it is necessary to perform more advanced automatic braking control than in the case of passenger cars. However, since such means has not been established, automatic braking control devices for trucks and buses have not yet been put into practical use.

  The present invention has been made under such a background, and an object thereof is to provide an automatic braking control device that can realize automatic braking control in a truck or a bus.

  The present invention includes a control unit that automatically performs braking control based on a sensor output including a distance to an object in the traveling direction of the host vehicle without a driving operation, and the control unit is obtained from the sensor output. When the estimated time required for the object and the vehicle to be derived based on the relative distance and relative speed between the object and the vehicle is less than a predetermined distance is automatically less than a set value, This is an automatic braking control device provided with stepwise braking control means for performing stepwise braking control for gradually increasing the braking force over a plurality of steps in a time series.

  The predicted time required for the object and the vehicle to be derived based on the relative distance and relative speed between the object and the vehicle is equal to or less than a predetermined distance is, for example, a collision between the object and the vehicle This is the estimated time required to do this (hereinafter referred to as TTC (Time To Collision)).

  Thereby, it is possible to perform braking control that gradually increases the braking force over a plurality of stages, and it is possible to perform braking control suitable for large vehicles such as trucks and buses.

  Here, the present invention is characterized by comprising means for detecting the braking operation of the preceding vehicle, and the stepwise braking control means is configured such that the means for detecting the braking of the preceding vehicle during execution of the stepwise braking control. When an operation is detected, a means for changing the braking pattern is provided.

  That is, when the preceding vehicle suddenly brakes suddenly after starting automatic braking control based on the TTC calculation result at a certain timing, the actual TTC is shorter than the TTC calculation result at the timing. It may be time. According to the present invention, it is possible to recognize the sudden braking of the preceding vehicle by detecting the braking operation of the preceding vehicle, and appropriately cope with the situation where the preceding vehicle suddenly brakes suddenly.

  The means for detecting the braking operation includes, for example, means for detecting lighting of a brake lamp or a hazard lamp of a preceding vehicle. According to this, the braking operation of the preceding vehicle can be detected easily and reliably compared to the case where the braking operation of the preceding vehicle is detected based on the measurement result of the distance from the preceding vehicle by a radar or the like.

  Further, the means for changing the braking pattern may comprise means for reducing the number of steps. Accordingly, in the present invention, any number of TTCs can be handled by reducing the number of braking control stages set based on the TTC calculation result at a certain timing in accordance with the newly calculated TTC calculation result. be able to.

  Furthermore, the means for reducing the number of stages includes 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 do.

  According to this, more effective braking control can be realized as compared with a case where the number of stages is simply reduced.

  Further, it is desirable to provide means for prohibiting activation of the stepwise braking control means when the host vehicle speed is less than a predetermined value and the value taken by the steering angle or yaw rate is outside the predetermined range.

  In other words, the stepwise braking control performed by the automatic braking control device of the present invention is such that the host vehicle speed before starting the braking control is, for example, 60 km / h or more, and a large steering wheel operation such as changing lanes or driving sharp curves is performed. Since it is assumed that the vehicle is not used, it is possible to limit the start of the stepwise braking control in other driving conditions.

  For example, if the vehicle speed before the start of braking control is less than 60 km / h, the vehicle has less kinetic energy, so there is no problem even if simple sudden braking control as conventionally applied to passenger cars is performed. Limit the start of stepwise braking control. Also, for example, if the steering angle before starting the braking control is + 30 ° or more or −30 ° or less, this means that the vehicle is changing lanes or driving in a sharp curve. Restrict. In this case, a yaw rate may be used instead of the steering angle.

  According to the present invention, automatic braking control in a truck or bus can be realized. In particular, appropriate braking control can be performed even when the TTC is very short, such as when the preceding vehicle suddenly performs sudden braking.

  An automatic braking control apparatus according to an embodiment of the present invention will be described with reference to FIGS. FIG. 1 is a control system configuration diagram of the automatic braking control device of the present embodiment. FIG. 2 is a flowchart showing a procedure for detecting braking lighting according to this embodiment. FIG. 3 is a diagram for explaining the brake lighting detection according to the present embodiment. FIG. 4 is a flowchart showing the operation of a braking control ECU (Electric Control Unit) of this embodiment. FIG. 5 is a flowchart showing an operation procedure of a braking pattern at the time of an idle product. FIG. 6 is a diagram showing a braking pattern at the time of idle loading that the braking control ECU has.

  As shown in FIG. 1, the braking control ECU 4, the gateway ECU 5, the meter ECU 6, the engine ECU 8, the axle weight meter 9, and the EBS (Electric Breaking System) _ECU 10 are connected to each other via a VehicleCAN (J1939) 7.

  The steering sensor 2, the yaw rate sensor 3, and the vehicle speed sensor 13 are connected to the VehicleCAN (J1939) 7 via the gateway ECU 5, and the sensor information is taken into the braking control ECU 4. The brake control is performed by the EBS_ECU 10 driving the brake actuator 11. Note that 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). The brake information including information on the brake operation by the driver is also output from the EBS_ECU 10 and taken into the brake control ECU 4. The engine ECU 8 performs fuel injection amount control of the engine 12 and other engine control. Note that the injection amount control instruction to the engine ECU 8 is performed by the accelerator operation of the driver's seat. Further, the alarm display and buzzer sound output by the braking control ECU 4 are displayed on the display unit (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 a distance from a preceding vehicle or a falling object such as a falling object in the traveling direction of the own vehicle, a steering sensor 2 for detecting a steering angle, A braking control ECU 4 that automatically performs braking control based on sensor outputs such as a yaw rate sensor 3 for detecting yaw rate and a vehicle speed sensor 13 for detecting own vehicle speed is provided. 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 wave radar 1 and the vehicle speed sensor 13 falls below a set value, it is automatically time-series. Stepwise braking control for gradually increasing the braking force over a plurality of steps is performed. In this stepwise braking control, as shown in FIG. 6B, the braking force is gradually increased over three steps in time series.

  Here, the feature of this embodiment is that the braking operation of the preceding vehicle is detected, and the braking control ECU 4 changes the braking pattern when the braking operation of the preceding vehicle is detected during the stepwise braking control. The brake pattern changing unit 40 is provided.

  In this embodiment, the brake lighting detection device 14 detects the braking operation of the preceding vehicle by detecting the lighting of the brake lamp or the hazard lamp of the preceding vehicle. Although it is possible to detect the braking operation of the preceding vehicle by measuring changes in relative distance and relative speed with the preceding vehicle based on the radar information of the millimeter wave radar 1, a method using the radar information is known. In order to detect the braking operation of the preceding vehicle based on the radar information, the millimeter wave radar 1 is required to have a high resolution, and in this embodiment, based on the detection result of the brake lighting detection device 14, A method for detecting the braking operation of the preceding vehicle will be described. However, this does not preclude the use or combination of the preceding vehicle braking operation detection method based on radar information.

  The operation procedure for detecting the brake lighting will be described with reference to FIGS. The brake lighting detection device 14 takes an image of the preceding vehicle (S1) and analyzes the vehicle type (S2). Schematically, for example, as shown in FIG. 3, a sedan or wagon type (a), a one box type (b), and a truck or bus type (c) are classified. As a classification method, it can classify | categorize, for example by the ratio of the dimension of the vertical y of a outline, and the width x.

  Based on the analysis result, the braking lighting position is estimated (S3). In general, in a truck or bus type as shown in FIG. 3C, braking lighting such as a brake lamp or a hazard lamp is performed at the lower part of the vehicle. Therefore, when it is difficult to take an image of the entire rear part of the preceding vehicle due to the approach to the preceding vehicle, the braking lighting detection device 14 adjusts the field of view of the camera (not shown) to the lower part of the preceding vehicle so that the braking lighting is performed. Can be detected.

  In the sedan or wagon type as shown in FIG. 3A and the one-box type as shown in FIG. 3B, braking lighting such as a brake lamp and a hazard lamp is performed at the lower part of the vehicle and the upper part of the vehicle. Although it is difficult to specify, it is smaller than the truck or bus type shown in FIG. 3 (c), and even if it approaches the preceding vehicle, the preceding vehicle Since the entire rear portion of the vehicle can be imaged, there is no problem in detecting the braking lighting even when the braking lighting position is the entire rear portion of the vehicle.

  The brake lighting detection device 14 monitors the braking lighting of the preceding vehicle in steps S1 to S3. When the braking lighting is actually performed (S4), the brake lighting detection information is output to the braking control ECU 4 (S5).

  The braking pattern changing unit 40 of the braking control ECU 4 selects the braking patterns # 1 to # 4 as shown in FIGS. 7 to 10 according to the timing when the braking lighting detection information is received from the braking lighting detection device 14. 7 to 10 are diagrams for explaining braking patterns # 1 to # 4 according to TTC, respectively. Further, the braking pattern changing unit 40 can reduce the number of steps in the stepwise braking control. When reducing the number of steps, as shown in FIG. 6B, the shape of the braking pattern applied when the number of steps is not reduced is reduced as shown in FIGS. The shape is changed to new braking patterns # 1 to # 4 corresponding to the number of stages.

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

  In the example of FIG. 6B, first, braking of about 0.1 G is applied from TTC 2.4 seconds to 1.6 seconds in the first stage marked “alarm”. At this stage, the so-called sudden braking is not yet applied, and the stop lamp is lit to notify the following vehicle that the sudden braking will be performed. Next, in the second stage described as “enlarged area braking”, braking of about 0.3 G is applied from TTC 1.6 seconds to 0.8 seconds. Finally, in the third stage, marked as “full-scale braking”, the maximum braking (about 0.5G) is applied from TTC 0.8 seconds to 0 seconds.

  When the driver performs a strong braking operation exceeding the braking force shown above, the stronger braking force is given priority. However, the braking operation of the driver acts as a brake instruction to the EBS (Electric Breaking System) _ECU 10, and the EBS_ECU 10 appropriately adjusts the braking force of the brake actuator 11 even if the driver should perform an excessive braking operation.

  11 is a diagram showing a braking pattern at the time of half product that the braking control ECU 4 has, and FIG. 12 is a diagram showing a braking pattern at the time of constant product that the braking control ECU 4 has, FIG. 6, FIG. As shown in FIG. 12, the braking pattern changing unit 40 of the braking control ECU 4 selects a braking pattern according to the loaded cargo or the weight of the passenger. As a selection method, a plurality of control patterns for “empty product”, “half product”, and “constant product” are stored in advance in the braking pattern storage unit 41 of the braking control ECU 4, and the braking pattern changing unit 40 is selected. Can be realized by selecting a braking pattern that matches (or approximates) these braking patterns 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.

  Also in the case of changing to the shape of the new braking patterns # 1 to # 4, the braking pattern storage unit 41 of the braking control ECU 4 stores the braking pattern in FIGS. 6 (at the time of empty product), FIG. 11 (at the time of half product), FIG. A plurality of braking patterns # 1 to # 4 respectively corresponding to the braking patterns shown in (at the time of constant product) are stored in advance, and the braking pattern changing unit 40 is adapted (or approximated) from these braking patterns according to the value of TTC. By selecting a braking pattern to be used, the braking patterns shown in FIGS. 6, 11, and 12 can be changed to braking patterns # 1 to # 4, respectively.

  Further, when the host vehicle speed is less than 60 km / h and the steering angle is not less than +30 degrees or not more than -30 degrees, the brake control ECU 4 prohibits the start of the stepwise brake control. A yaw rate may be used instead of the steering angle.

  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 km / h or more, and a large steering wheel operation such as when changing lanes or driving sharp curves is performed. Since it is assumed to be used in a state where it is not performed, the start of the stepwise braking control can be restricted in other traveling states.

  Also, if the vehicle speed before the start of braking control is less than 60 km / h, the vehicle has less kinetic energy, so there is no problem even if simple sudden braking control as conventionally applied to passenger cars is performed. Since the usefulness of performing the stepwise braking control is low, the start of the stepwise braking control is limited. Alternatively, if the steering angle before the start of the braking control is +30 degrees or more or -30 degrees or less, this means that the vehicle is changing lanes or traveling sharply. Restrict startup of. In this case, a yaw rate may be used instead of the steering angle.

  In this embodiment, when the vehicle speed before starting the braking control is less than 60 km / h and not less than 15 km / h, the stepwise braking control is not performed. However, as shown in FIG. ), Only the full-scale braking control shown in FIGS. 11B and 12B is performed. When only such full-scale braking control is performed, braking control equivalent to 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 traveling sharply.

  Next, the operation of the automatic braking control apparatus of this embodiment will be described with reference to the flowchart of FIG. FIG. 4 will be described with reference to an example of a braking pattern at the time of idle product (FIG. 6), but the procedure of the flowchart of FIG. As shown in FIG. 4, the braking control ECU 4 measures and monitors the inter-vehicle distance from the preceding vehicle and the vehicle speed of the preceding vehicle by the millimeter wave radar 1. Further, the lighting of the brake lamp or the hazard lamp is monitored by the braking lighting detection device 14. Further, the vehicle speed is measured by the vehicle speed sensor 13 and monitored. Further, the weight of the loaded cargo and passengers is measured and monitored by the axle weight meter 9. Based on the measurement result of the weight, any one of the braking patterns (FIGS. 6, 11, and 12) is selected in advance by the braking pattern changing unit 40 (S11). The following description is an example in which the braking pattern of FIG. 6 is selected.

The braking control ECU 4 calculates TTC from the inter-vehicle distance, the own vehicle speed, and the vehicle speed of the preceding vehicle (S13). The calculation method is
Distance between vehicles / (Self-vehicle speed-Vehicle speed of the preceding vehicle)
It is. When the host vehicle speed before the start of the braking control is 60 km / h or more (S14) and the steering angle before the start of the braking control is +30 degrees or less and −30 degrees or more (S15), the TTC calculated in step S13 7 is larger than the threshold value # 1 as shown in FIG. 7 (S16), the braking pattern changing unit 40 selects the braking pattern # 1 shown in FIG. The shape of the braking pattern # 1 is the same as the shape of the braking pattern shown in FIG. Therefore, the threshold value # 1 is 2.4 seconds in the example of FIG.

  When the braking pattern # 1 is selected, it is a precondition that the preceding vehicle maintains the vehicle speed at the timing when the TTC is calculated and continues the constant speed motion.

  Assume that the preceding vehicle suddenly suddenly brakes after the braking pattern # 1 is selected in this way. The braking lighting detection device 14 detects lighting of the brake lamp or hazard lamp of the preceding vehicle, and outputs the detection result to the braking control ECU 4 (S12). Thereby, the braking pattern changing unit 40 of the braking control ECU 4 recognizes that the TTC calculation result at the previous TTC calculation timing is invalid, and performs the TTC calculation in step S13 again.

  When the result of redoing the TTC calculation is larger than the threshold value # 2 and not more than the threshold value # 1 (S17), the braking pattern changing unit 40 selects the braking pattern # 2 shown in FIG. The shape of the braking pattern # 2 is obtained by changing the shape of the braking pattern shown in FIG. The shape of the braking pattern before the change is indicated by a broken line. Although the three-step braking pattern is maintained, the braking pattern is shortened in the area of alarm and extended area braking. The threshold value # 2 is set around 1.6 seconds in the example of FIG.

  If the TTC value calculated again in step S13 is greater than threshold value # 3 and less than or equal to threshold value # 2 (S18), braking pattern changing unit 40 selects braking pattern # 3 shown in FIG. To do. The shape of the braking pattern # 3 is obtained by changing the shape of the braking pattern shown in FIG. The shape of the braking pattern before the change is indicated by a broken line. Compared with the shape of the braking pattern shown in FIG. 6B, there is no enlarged area braking, and full-scale braking starts immediately after the alarm. The threshold value # 3 is set around 0.8 seconds in the example of FIG.

  When the TTC value calculated again in step S13 is equal to or smaller than the threshold value # 3 (S19), the braking pattern changing unit 40 selects the braking pattern # 4 shown in FIG. The shape of the braking pattern # 4 is obtained by changing the shape of the braking pattern shown in FIG. The shape of the braking pattern before the change is indicated by a broken line. Compared with the shape of the braking pattern shown in FIG.

  As described above, the braking control ECU 4 performs stepwise braking control as much as possible according to the value of TTC. However, when the value of TTC is extremely small, sudden braking may be suddenly performed. Accordingly, it is possible to perform appropriate automatic braking control even for sudden braking of the preceding vehicle that is performed after the braking control started based on the calculation result of TTC at a certain timing.

  Further, if the host vehicle speed before starting the braking control is less than 60 km / h and 15 km / h or more (S14, S24) and the TTC is in the region (4) shown in FIG. 6C (S25), the braking control ECU 4 Notifies the driver that the relative distance from the preceding vehicle is short (S26). Notification is performed by warning display or buzzer sound. Further, if the TTC is in the region (5) shown in FIG. 6C (S27), the braking pattern changing unit 40 executes “full-scale braking” control (S28).

  Note that the yaw rate from the yaw rate sensor 3 can be used instead of the steering angle from the steering sensor 2. Alternatively, the steering angle and the yaw rate may be used in combination.

  Further, as shown in FIG. 5, in the braking pattern shown in FIG. 6, if the TTC is in the region (1) shown in FIG. 6A (S31), the braking control ECU 4 performs “alarm” braking control. Execute (S34). If the TTC is in the region (2) shown in FIG. 6A (S32), the braking control ECU 4 executes “enlarged region braking” control (S35). If the TTC is in the region (3) shown in FIG. 6A (S33), the brake control ECU 4 executes “full-scale braking” control (S36). The same applies to the braking patterns in FIGS. 11 and 12.

  Here, FIG. 6, FIG. 11, and FIG. 12 will be described. The straight lines c, f, and i in FIGS. 6, 11, and 12 are called steering avoidance limit straight lines. Further, curves B, D, and F in FIGS. 6, 11, and 12 are called braking avoidance limit curves.

  That is, the steering avoidance limit straight line is a straight line indicating a limit at which a collision can be avoided by a steering operation within a predetermined TTC in the relationship between one relative distance to the obstacle and one relative speed with the obstacle. The braking avoidance limit curve is a curve indicating a limit at which a collision can be avoided by a braking operation within a predetermined TTC in the relationship between one relative distance to the obstacle and one relative speed with the obstacle.

  6, 11, and 12, a collision can no longer be avoided by a steering operation or a braking operation in an area where both of the lower sides of these straight lines or curves are involved.

  For example, in the case of the empty product in FIG. 6, the straight line c has TTC set to 0.8 seconds. In the present embodiment, a straight line b when the TTC is 1.6 seconds is provided above the steering avoidance limit straight line c, and a straight line a when the TTC is 2.4 seconds is provided. Further, a curve A with TTC set at 1.6 seconds is provided above the braking avoidance limit curve B with TTC set at 0.8 seconds.

  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 host vehicle speed before the start of braking control is 60 km / h or more, the relative distance gradually decreases, and when the vehicle reaches the position of the straight line a, the alarm mode is set (area (1)). In the alarm mode, braking of about 0.1 G is applied 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 of braking. When the relative speed further decreases and reaches the position of the straight line b, the expansion area braking mode is set (area (2)). In the enlarged area braking mode, braking of about 0.3 G is applied from TTC 1.6 seconds to 0.8 seconds. When the position of the straight line c is reached, the full braking mode is set (area (3)). In the full-scale braking mode, the maximum braking force (about 0.5G) is applied from TTC 0.8 seconds to 0 seconds. According to the calculation in step S13 in FIG. 4, a collision occurs at this time. However, the actual TTC is longer than the calculation result of step S13.

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

  Therefore, strictly speaking, the preceding vehicle and the subject vehicle, which are the objects, are performing a uniform acceleration motion by braking (deceleration), and therefore the TTC calculation must also be calculated based on the uniform acceleration motion. By calculating the TTC as simply performing constant velocity motion, precise distance measurement and complicated arithmetic processing are omitted.

  In addition, by performing a calculation that is regarded as such a constant velocity motion, the calculated TTC value becomes smaller than the actual TTC value. There is no hindrance.

  Further, when the host vehicle speed before starting the braking control is 15 km / h or more and less than 60 km / h, the relative distance is gradually shortened, 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 notified that the relative distance to the obstacle is shortened by an alarm display or a buzzer sound. When the position of the straight line c is reached, the full braking mode is set (area (5)). In the full-scale braking mode, the maximum braking force (about 0.5G) is applied from TTC 0.8 seconds to 0 seconds.

  Further, FIG. 11 is an example at the time of half-loading, and FIG. 12 is an example at the time of fixed loading. However, since the braking distance becomes longer as the weight of loaded cargo or passengers increases, the steering avoidance limit line and the braking avoidance limit curve Also move upward in the figure. Thereby, the area of area | region (1), (2), (3), (4), (5) becomes large according to the weight of a loaded cargo or a passenger.

  The straight lines a to c in FIG. 6 correspond to the straight lines df to f in FIG. 11 and the straight lines g to i in FIG. 12, and the curves A and B in FIG. 6 are the curves C and D in FIG. , F, and the black point G in FIG. 6 corresponds to the black point H in FIG. 11 and the black point I in FIG.

  ADVANTAGE OF THE INVENTION According to this invention, the automatic braking control in a truck or a bus | bath can be implement | achieved, and it can contribute to traffic safety. In particular, it is possible to perform appropriate braking control even when the TTC is extremely short, for example, when the preceding vehicle suddenly performs sudden braking, and thus it is possible to cope with a wide range of unexpected situations.

The control system block diagram of the automatic braking control apparatus of a present Example. The flowchart which shows the brake lighting detection procedure of a present Example. The figure for demonstrating the brake lighting detection of a present Example. The flowchart which shows operation | movement of braking control ECU of a present Example. The flowchart which shows the operation | movement procedure of the braking pattern at the time of an empty product. The figure which shows the braking pattern at the time of the idle product which braking control ECU has. The figure for demonstrating braking pattern # 1. The figure for demonstrating braking pattern # 2. The figure for demonstrating braking pattern # 3. The figure for demonstrating braking pattern # 4. The figure which shows the braking pattern at the time of the half product which braking control ECU has. The figure which shows the braking pattern at the time of the fixed volume which braking control ECU has. The figure which shows the full-scale braking pattern which braking control ECU has.

Explanation of symbols

1 Millimeter wave radar 2 Steering sensor 3 Yaw rate sensor 4 Braking control ECU
5 Gateway ECU
6 Meter ECU
7 VehicleCAN (J1939)
8 Engine ECU
9 Shaft weigher 10 EBS_ECU
DESCRIPTION OF SYMBOLS 11 Brake actuator 12 Engine 13 Vehicle speed sensor 14 Brake lighting detection apparatus 40 Brake pattern change part 41 Brake pattern memory | storage part

Claims (5)

Control means for automatically performing 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, wherein the control means is the object obtained by the sensor output. Automatically and in time series when the estimated time required for the object and the vehicle, which are derived based on the relative distance and relative speed between the vehicle and the vehicle, to fall below a predetermined distance falls below a set value. In an automatic braking control device provided with stepwise braking control means for performing stepwise braking control for gradually increasing braking force over a plurality of steps,
Means for detecting the braking operation of the preceding vehicle,
The stepwise braking control means includes means for changing a braking pattern when the detecting means detects a braking operation of a preceding vehicle during execution of stepwise braking control.   2. The automatic braking control device according to claim 1, wherein the means for detecting the braking operation includes means for detecting lighting of a brake lamp or a hazard lamp of a preceding vehicle.   2. The automatic braking control device according to claim 1, wherein the means for changing the braking pattern includes means for reducing the number of the steps.   4. The means for reducing the number of stages includes means for changing the shape of a braking pattern applied when the number of stages is not reduced to a new braking pattern shape according to the number of stages to be reduced. The automatic braking control device described.   2. The automatic braking control device according to claim 1, further comprising means for prohibiting the stepwise braking control means from starting when the host vehicle speed is less than a predetermined value and the value of the steering angle or yaw rate is outside the predetermined range.

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