JP2007210595A - Automatic braking control device - Google Patents

Automatic braking control device Download PDF

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Publication number
JP2007210595A
JP2007210595A JP2006197801A JP2006197801A JP2007210595A JP 2007210595 A JP2007210595 A JP 2007210595A JP 2006197801 A JP2006197801 A JP 2006197801A JP 2006197801 A JP2006197801 A JP 2006197801A JP 2007210595 A JP2007210595 A JP 2007210595A
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Japan
Prior art keywords
braking
braking control
vehicle
control
pattern
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JP2006197801A
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Japanese (ja)
Inventor
Toshiki Ezoe
Sunao Ichinose
Shuji Narata
Koichi Okamoto
Hirokazu Okuyama
直 一ノ瀬
修治 奈良田
宏和 奥山
浩一 岡本
俊樹 江副
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Hino Motors Ltd
日野自動車株式会社
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Application filed by Hino Motors Ltd, 日野自動車株式会社 filed Critical Hino Motors Ltd
Priority to JP2006197801A priority patent/JP2007210595A/en
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Abstract

To realize automatic braking control in a truck or a bus.
Stepwise braking control is automatically performed when a TTC derived based on a relative distance and a relative speed between an object and a host vehicle falls below a set value. At this time, the braking pattern is changed according to the road gradient.
[Selection] Figure 1

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
  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 predicted value of the time required for the object and the vehicle to be within a predetermined distance or less derived based on the relative distance and relative speed between the object and the vehicle is less than a set value, In addition, the automatic braking control device includes stepwise braking control means for performing stepwise braking control for gradually increasing the braking force or braking deceleration over a plurality of steps in time series.
  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, the object and the vehicle Is a predicted value of the time required for the two to collide (hereinafter referred to as TTC (Time To Collision)).
  In this way, braking is close to the braking pattern normally performed by a truck or bus driver by gradually increasing the braking force or braking deceleration gradually, instead of using the maximum braking force suddenly. Since the pattern can be used, the vehicle speed can be reduced while maintaining the stability of the vehicle.
  Here, a feature of the present invention is that a plurality of different braking patterns for executing the stepwise braking control are provided, and the stepwise braking control means is configured to apply the plurality of different braking patterns according to a road gradient. It includes a means for selecting one of the above.
  That is, a large vehicle has an extremely large mass compared to a passenger car, and its braking characteristics greatly change between a downhill road and a flat road as compared with a passenger car. Therefore, automatic braking control can be appropriately executed by selecting a braking pattern according to the road gradient.
  The vehicle further comprises means for predicting a road gradient condition on the course of the host vehicle, and the means for selecting the braking pattern includes means for previously selecting a braking pattern according to the road gradient predicted by the predicting means. Can be provided.
  According to this, a braking pattern corresponding to the predicted road gradient can be set in advance regardless of whether or not automatic braking control is necessary. Can implement automatic braking control with a braking pattern according to the road gradient without delay.
For example, the means for predicting is GPS (Global Positioning
And a means for predicting a road gradient on the course of the own vehicle from map information corresponding to the current position detected by the detecting means.
  That is, if the recent GPS technology is used, the situation of the road gradient on the course of the own vehicle can be accurately grasped.
  Alternatively, the vehicle includes a gradient sensor that detects a gradient of a road on which the host vehicle is currently traveling, and the means for selecting the braking pattern includes a unit that selects a braking pattern according to the road gradient detected by the gradient sensor. It can also be provided.
  According to this, compared with the case where GPS is used, the road gradient on the course of the own vehicle cannot be predicted, but there is an advantage that the present invention can be realized by a simple gradient sensor which is cheaper than GPS. In addition, the present invention can be realized in a vehicle that does not include a GPS.
  Alternatively, the stepwise braking control means may include means for selecting a braking pattern in accordance with a combination of both the loaded cargo and passenger weight and road gradient conditions.
  As a result, in a truck or bus whose braking characteristics change according to the weight of the loaded cargo or passenger, automatic braking control is appropriately executed according to the change in the braking characteristics according to the road gradient and the weight of the loaded cargo or passenger. Can do.
  According to the present invention, automatic braking control in a truck or bus can be realized. In particular, it is possible to perform appropriate automatic braking control according to changes in road gradient conditions.
(First Example)
An automatic braking control device according to a first 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 first embodiment. FIG. 2 is a flowchart showing a braking pattern selection operation based on a road gradient in a braking control ECU (Electric Control Unit) of the first embodiment. FIG. 3 is a flowchart showing an automatic braking control operation in the braking control ECU of the first embodiment. FIG. 4 is a diagram showing a braking pattern of a flat road that the braking control ECU has. FIG. 5 is a diagram showing a braking pattern of a gentle slope road that the braking control ECU has. FIG. 6 is a diagram showing a braking pattern on a steep road that the braking control ECU has. FIG. 7 is a diagram showing a full-scale braking pattern 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, the EBS (Electric Breaking System) _ECU 10, and the navigation device 15 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 the first embodiment, as shown in FIG. 1, a millimeter wave radar 1 for measuring a distance from a preceding vehicle or an object such as a falling object in the traveling direction of the own vehicle, and a steering sensor 2 for detecting a steering angle. The brake control ECU 4 includes a brake control ECU 4 that automatically performs a brake control based on sensor outputs such as a yaw rate sensor 3 for detecting the yaw rate and a vehicle speed sensor 13 for detecting the vehicle speed. 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 a set value, the time series is automatically set. Therefore, stepwise braking control for gradually increasing the braking force over a plurality of steps is performed. In this stepwise braking control, for example, as shown in FIG. 4B, the braking force is gradually increased over three stages in time series.
  In the example of FIG. 4 (b), first, braking of about 0.1G is applied from TTC 2.4 seconds to 1.6 seconds in the first stage labeled “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 0.5 G) 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.
  Here, in the first embodiment, as shown in FIGS. 4 to 6, a plurality of different braking patterns for executing the stepwise braking control is stored in the braking pattern storage unit 41, and the braking control ECU 4 A braking pattern selection unit 40 that selects any one of the different braking patterns according to a road gradient is included. In the first embodiment, the state of the road gradient on the course of the host vehicle is predicted, and the braking pattern selection unit 40 selects a braking pattern in accordance with the predicted road gradient in advance.
  In order to perform the prediction, a GPS antenna 14 for detecting the current position of the vehicle by GPS and a navigation device 15 are provided, and the braking control ECU 4 determines the vehicle's own vehicle from map information corresponding to the current position detected by the navigation device 15. Predict the road slope on the path.
  As a method of selecting a braking pattern, a plurality of control patterns for “flat road”, “slow slope road”, and “steep slope road” are stored in advance in the braking pattern storage unit 41 of the braking control ECU 4, and the course of the host vehicle is selected. This can be realized by the braking pattern selection unit 40 selecting a braking pattern that matches (or approximates) from these braking patterns according to the prediction result of the upper road gradient.
  In the following description, the preceding vehicle will be described, but the automatic braking control device of the first embodiment is also effective for falling objects on the road.
  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 braking control ECU 4 prohibits the start of the stepwise braking control. A yaw rate may be used instead of the steering angle.
  In other words, the gradual braking control performed by the automatic braking control device of the first 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 stepwise braking control is low, the activation of 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 the first embodiment, if the host vehicle speed before the start of braking control is less than 60 km / h and greater than or equal to 15 km / h (the minimum speed at which the usefulness of automatic braking control (full-scale braking control only) is recognized), Although the automatic braking control is not performed, as shown in FIG. 7, only the full-scale braking control illustrated in FIGS. 4B to 6B 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 device of the first embodiment will be described with reference to the flowcharts of FIGS. FIG. 2 is a flowchart showing an operation of selecting a braking pattern based on a road gradient according to the first embodiment. As shown in FIG. 2, the braking control ECU 4 acquires the current location and map information from the navigation device 15 (S1). Subsequently, the braking pattern selection unit 40 of the braking control ECU 4 searches for a road gradient ahead of Nm based on the acquired current location and map information (S2). Here, Nm is, for example, 100 m. If the search result of step S2 is a flat road (S3), the braking pattern of FIG. 4 is selected (S4). If the search result of step S2 is a gentle slope road (S3), the braking pattern of FIG. 5 is selected (S5). If the search result of step S2 is a steep road (S3), the braking pattern of FIG. 6 is selected (S6). In addition, the slope road here is a downward slope. In this way, the braking pattern is selected according to the road gradient on the course of the own vehicle.
  In parallel with this, the procedure shown in FIG. 3 is executed. FIG. 3 illustrates an example in which a braking pattern of a flat road (FIG. 4) is selected, but in a case where a braking pattern of a gentle slope road (FIG. 5) or a steep slope road (FIG. 6) is selected. Also follows the procedure of the flowchart of FIG. As shown in FIG. 3, 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 vehicle speed is measured and monitored by the vehicle speed sensor 13 (S11).
The braking control ECU 4 calculates TTC from the inter-vehicle distance, the own vehicle speed, and the vehicle speed of the preceding vehicle (S12). The calculation method is
Distance between vehicles / (Self-vehicle speed-Vehicle speed of the preceding vehicle)
It is. The vehicle speed before starting the braking control is 60 km / h or more (S13), the steering angle before starting the braking control is +30 degrees or less and -30 degrees or more (S14), and the TTC is shown in FIG. If it is in the region of (1) (S15), the braking control ECU 4 executes “alarm” braking control using the auxiliary brake 14 (S18). Further, if the TTC is in the region (2) shown in FIG. 4A (S16), "enlarged region braking" control is executed (S19). If the TTC is in the region (3) shown in FIG. 4 (a) (S17), the “full-scale braking” control is executed (S20).
  Further, the braking control ECU 4 has a vehicle speed before starting the braking control of less than 60 km / h and 15 km / h or more (S13, S21), and the TTC is in the region (4) shown in FIG. 4C (S22). ), The driver is notified that the relative distance from the preceding vehicle is short (S23). Notification is performed by warning display or buzzer sound. Further, if the TTC is in the region (5) shown in FIG. 4 (c) (S24), "full-scale braking" control is executed (S20).
  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.
  Here, FIG. 4 to FIG. 6 will be described. The straight lines c, f, and i in FIGS. 4 to 6 are called steering avoidance limit straight lines. Also, curves B, D, and F in FIGS. 4 to 6 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.
  In FIGS. 4 to 6, in the area under both of these straight lines or curves, the collision can no longer be avoided by the steering operation or the braking operation.
  For example, in the example of the flat road in FIG. 4, the straight line c has TTC set to 0.8 seconds. In the first 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 (about 0.5G) is applied from TTC 0.8 seconds to 0 seconds. According to the calculation in step S12 in FIG. 3, a collision occurs at this time. However, the actual TTC is longer than the calculation result of step S12.
  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 (about 0.5G) is applied from TTC 0.8 seconds to 0 seconds.
  4 correspond to the straight lines d to f in FIG. 5 and the straight lines g to i in FIG. 6, and the curves A and B in FIG. 4 are the curves C and D in FIG. 5 and the curve E in FIG. , F, and the black point G in FIG. 4 corresponds to the black point H in FIG. 5 and the black point I in FIG.
  FIG. 5 shows an example of a gentle slope road, and FIG. 6 shows an example of a steep slope road. However, as the road gradient increases, the braking distance becomes longer. Move upward each. Thereby, the area of area | region (1), (2), (3), (4), (5) becomes large according to the gradient of a road.
(Second embodiment)
The automatic braking control device of the second embodiment will be described with reference to FIGS. FIG. 8 is a control system configuration diagram of the automatic braking control device of the second embodiment. As shown in FIG. 8, the second embodiment includes a gradient sensor 16 that detects the gradient of the road on which the host vehicle is currently traveling, and the braking pattern selection unit 40 of the braking control ECU 4 detects the gradient sensor 16. The braking pattern is selected according to the road gradient.
  Next, the operation procedure of the braking control ECU 4 of the second embodiment will be described with reference to FIG. FIG. 9 is a flowchart showing an operation of selecting a braking pattern by road gradient according to the second embodiment. As shown in FIG. 9, the braking control ECU 4 acquires road gradient information from the gradient sensor 16 (S21). Subsequently, the braking control ECU 4 detects the current road gradient based on the acquired road gradient information (S22). If the detection result in step S22 is a flat road (S23), the braking pattern selection unit 40 selects the braking pattern in FIG. 4 (S24). If the detection result of step S22 is a gentle slope road (S23), the braking pattern selection part 40 will select the braking pattern of FIG. 5 (S25). If the search result of step S22 is a steep road (S23), the braking pattern selection part 40 will select the braking pattern of FIG. 6 (S26). In addition, the slope road here is a downward slope. In this way, the braking pattern is selected according to the road gradient on which the host vehicle is currently traveling.
  In the second embodiment, since the slope of the road on which the vehicle is currently traveling is detected, the road gradient situation cannot be predicted in advance as in the first embodiment, but is cheaper than the navigation device 15. The present invention can be realized by a simple gradient sensor 16. Further, the present invention can also be realized in a vehicle not equipped with the navigation device 15. Further, the processing of FIG. 3 is performed as in the first embodiment.
(Third embodiment)
An automatic braking control device according to a third embodiment will be described with reference to FIGS. The automatic braking control apparatus according to the third embodiment is characterized in that the braking control ECU 4 shown in FIG. 1 or FIG. 8 selects a braking pattern according to the combination of both the loaded cargo and passenger weight and road gradient. And
  First, a method for selecting a braking pattern according to the weight of a loaded cargo or a passenger will be described. As a method of selecting a braking pattern in accordance with the weight of the loaded cargo or passenger, control patterns for “free loading”, “half loading”, and “fixed loading” are stored in the braking pattern storage unit 41 of the braking control ECU 4 in advance. This can be realized by storing a plurality of braking patterns and selecting a braking pattern that matches (or approximates) from these braking patterns according to the weight of the loaded cargo or passengers. 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.
  The operation of the braking pattern selection by the loaded cargo and the weight of the passenger in the braking control ECU 4 of the third embodiment will be described with reference to the flowchart of FIG. 10 and FIGS. FIG. 11 is a diagram showing a braking pattern during idle loading. FIG. 12 is a diagram showing a braking pattern at the time of half product. FIG. 13 is a diagram showing a braking pattern at the time of fixed volume. The braking control ECU 4 acquires weight information from the axle weight meter 9 (S31). Based on the weight information, the weight of the loaded cargo and passengers is classified into three levels, “at the time of empty product”, “at the time of half product”, and “at the time of fixed product” (S32). If it is “at the time of idle”, the braking pattern selection unit 40 selects the braking pattern of FIG. 11 (S33). If it is “half-product”, the braking pattern selection unit 40 selects the braking pattern of FIG. 12 (S34). If it is "at the time of fixed volume", the braking pattern selection part 40 will select the braking pattern of FIG. 13 (S35).
  If equal braking forces are compared, the braking distance increases as the weight of the loaded cargo or passenger increases, so that the steering avoidance limit curve 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.
  In the third embodiment, the braking patterns of the flat road, the gentle slope road, and the steep slope road shown in FIGS. 4 to 6 are further changed to the idle time, the half time time, and the constant time time shown in FIGS. The braking patterns for each of these are merged and applied. That is, the procedure of the flowchart shown in FIG. 2 and the procedure of the flowchart shown in FIG. 10 are performed in parallel, and according to the braking pattern selection result, “flat road at the time of empty product”, “ `` Slow slope '', `` Steep slope at empty product '', `` Flat road at half product '', `` Slow slope at half product '', `` Steep slope at half product '', `` Flat road at constant product '', `` The braking patterns of “slow gradient at fixed volume” and “steep gradient at fixed volume” are selected, respectively, and optimum automatic braking control can be carried out for both the loaded cargo, passenger weight and road gradient.
  The operation procedure of the braking pattern selection combining the gradient and the weight in the third embodiment will be described with reference to FIG. First, the braking pattern selection unit 40 of the braking control ECU 4 performs braking pattern selection by weight as shown in FIG. 10 (S41). Subsequently, as shown in FIG. 2, the braking pattern is selected based on the gradient (S42). Subsequently, based on these selection results, a braking pattern is selected that combines weight and gradient (S43). Thereafter, if there is a change in both the gradient and the weight (S44), the process returns to step S41, and the braking pattern selection for each of the weight and the gradient is executed again (S41, S42), and the braking pattern combining the new weight and the gradient. Is selected (S43). If there is a change only in the gradient (S45), the process returns to step S42, the braking pattern selection by the gradient is executed again (S42), and a braking pattern combining a new weight and gradient is selected (S43). If there is a change only in the weight (S46), the brake pattern selection by the weight is executed again (S47), and the brake pattern combining the new weight and gradient is selected (S43). In the flowchart of FIG. 14, the description about the gradient and the description about the weight may be reversed.
  FIG. 15 shows an example of a braking pattern generated by merging the braking pattern at the constant volume (FIG. 13) and the braking pattern at the steep slope (FIG. 6). For comparison, a braking pattern at the time of constant product in FIG. 13 is shown in FIG. The braking pattern shown in FIG. 13 is a braking pattern at the time of constant product on a flat road. On the other hand, the braking pattern at the time of fixed product on the steep road shown in FIG. 15 has a braking distance longer than that on a flat road, so that the steering avoidance limit straight line and the braking avoidance limit curve move respectively upward in the figure. Thereby, the areas of the regions (1), (2), (3), (4), and (5) are further increased compared to the braking pattern of FIG.
  Other than this, "slow slope when empty product", "steep slope when empty product", "flat road when half product", "slow slope when half product", "steep slope when half product", " There are braking patterns of “flat road at fixed volume”, “slow gradient at fixed volume”, and “steep slope at fixed volume”. These braking patterns are easy to understand from the description of the braking patterns in FIG. Since it can be analogized, the description is omitted.
  The braking pattern in which the braking pattern based on the weight of the loaded cargo and passengers and the braking pattern based on the road gradient are merged is previously stored in the braking pattern storage unit 41 of the braking control ECU 4 as “flat road when empty”, “empty "Slow slope at loading", "Steep slope at empty loading", "Flat road at half loading", "Slow slope at half loading", "Steep slope at half loading", "Flat road at constant loading" ”,“ Slow slope at fixed volume ”, and“ Steep slope at fixed volume ”are stored, and adapted (or approximated) from these braking patterns according to the loaded cargo and passenger weight and road gradient. This can be realized by selecting a braking pattern to be). Alternatively, a new braking pattern that combines the braking patterns of “empty product”, “half product”, “constant product”, “flat road”, “slow slope”, and “steep slope” can be calculated and processed. It may be generated each time.
  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.
The control system block diagram of the automatic braking control apparatus of a 1st Example. The flowchart which shows the operation | movement of the braking pattern selection by the road gradient in braking control ECU of a 1st Example. The flowchart which shows the automatic braking control operation | movement in braking control ECU of a 1st Example. The figure which shows the braking pattern of the flat road which braking control ECU has. The figure which shows the braking pattern of the gentle slope road which braking control ECU has. The figure which shows the braking pattern of the steep slope road which braking control ECU has. The figure which shows the full-scale braking pattern which braking control ECU has. The control system block diagram of the automatic braking control apparatus of 2nd Example. The flowchart which shows the operation | movement of the braking pattern selection by the road gradient in braking control ECU of 2nd Example. The flowchart which shows the operation | movement of the braking pattern selection by the loaded cargo and the weight of a passenger in braking control ECU of 3rd Example. The figure which shows the braking pattern at the time of the idle product which braking control ECU has. 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 flowchart which shows the operation | movement of the braking pattern selection which combined the gradient and weight in braking control ECU of 3rd Example. The figure which shows the braking pattern at the time of steep slope with the fixed product 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
11 Brake Actuator 12 Engine 13 Vehicle Speed Sensor 14 GPS Antenna 15 Navigation Device 16 Gradient Sensor 40 Brake Pattern Selection Unit 41 Brake Pattern Storage Unit

Claims (5)

  1. 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,
    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. Automatic braking control device comprising stepwise braking control means for performing stepwise braking control that gradually increases braking force or braking deceleration gradually over a plurality of steps in time series when the value falls below a set value In
    A plurality of different braking patterns for executing the stepwise braking control are provided,
    The automatic braking control device, wherein the stepped braking control means includes means for selecting any one of the plurality of different braking patterns according to a road gradient.
  2. It has a means to predict the situation of the road gradient on the course of the own vehicle,
    The automatic braking control device according to claim 1, wherein the means for selecting the braking pattern comprises means for previously selecting a braking pattern according to a road gradient predicted by the predicting means.
  3. The means for predicting is:
    Means for detecting the current position of the vehicle by GPS (Global Positioning System);
    The automatic braking control device according to claim 2, further comprising means for predicting a road gradient on the course of the own vehicle from map information corresponding to the current position detected by the detecting means.
  4. Equipped with a gradient sensor that detects the gradient of the road on which the vehicle is currently running,
    The automatic braking control device according to claim 1, wherein the means for selecting the braking pattern comprises means for selecting a braking pattern in accordance with a road gradient detected by the gradient sensor.
  5.   2. The automatic braking control device according to claim 1, wherein said stepwise braking control means includes means for selecting a braking pattern in accordance with a combination of the situation of both the loaded cargo and passenger weight and road gradient.
JP2006197801A 2006-01-10 2006-07-20 Automatic braking control device Pending JP2007210595A (en)

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Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2014078675A1 (en) * 2012-11-15 2014-05-22 Robert Bosch Gmbh Automated driving assistance using altitude data
JP2014104856A (en) * 2012-11-27 2014-06-09 Nissan Motor Co Ltd Vehicular velocity control system and vehicular velocity control method
KR101487093B1 (en) * 2013-07-11 2015-02-04 현대다이모스(주) Method and appratus of hybrid regenerative braking control for vehicle
JP2016022804A (en) * 2014-07-17 2016-02-08 日立建機株式会社 Dump track for mine
JP2016099713A (en) * 2014-11-19 2016-05-30 トヨタ自動車株式会社 Automatic driving vehicle system

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2014078675A1 (en) * 2012-11-15 2014-05-22 Robert Bosch Gmbh Automated driving assistance using altitude data
JP2014104856A (en) * 2012-11-27 2014-06-09 Nissan Motor Co Ltd Vehicular velocity control system and vehicular velocity control method
KR101487093B1 (en) * 2013-07-11 2015-02-04 현대다이모스(주) Method and appratus of hybrid regenerative braking control for vehicle
JP2016022804A (en) * 2014-07-17 2016-02-08 日立建機株式会社 Dump track for mine
JP2016099713A (en) * 2014-11-19 2016-05-30 トヨタ自動車株式会社 Automatic driving vehicle system
US9981658B2 (en) 2014-11-19 2018-05-29 Toyota Jidosha Kabushiki Kaisha Autonomous driving vehicle system

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