JP2009262700A - Automatic braking control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an automatic braking control device capable of properly performing a termination treatment for a braking control by the intervention of an automatic brake. <P>SOLUTION: A braking control unit 5 includes a first determination requirement for determining the termination of a braking control according to the relation of a vehicle 1 to an object to be controlled (whether a relative speed Vrel is changed in the separating direction or not, whether a relative distance d is larger than a second brake intervention distance D2 or not); and a second determination requirement for determining the termination of the braking control according to the presence or absence of the turning operation of the driver (whether a steering angle ¾δ¾, a steering angular velocity ¾δ'¾, and a yaw rate ¾γ¾ are equal to or higher than the thresholds, respectively, or not). A deceleration variation amount ΔG2 in the termination treatment according to the second determination requirement is set larger than the deceleration variation amount ΔG2 in the termination treatment according to the first determination requirement. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  In the present invention, when there is a high possibility that the host vehicle will collide with an object to be controlled such as a preceding vehicle, the braking control by the intervention of the automatic brake independent of the driver's brake operation is performed to automatically reduce the damage at the time of the collision. The present invention relates to a braking control device.

  Conventionally, in a vehicle, a front running environment is detected by a mounted camera, a laser radar device, or the like, and an object to be controlled such as an obstacle or a preceding vehicle (hereinafter also referred to as a preceding vehicle) is recognized from the running environment data. Many vehicle control devices that perform various types of vehicle control based on the recognized relative relationship with a preceding vehicle or the like have been proposed.

  As one of this type of vehicle control device, in recent years, a collision avoidance limit distance is set based on the relative speed between the host vehicle and the preceding vehicle, etc., and the relative distance with the preceding vehicle is less than the collision avoidance limit distance. In such a case, an automatic braking control device has been proposed in which the braking control is performed by the intervention of an automatic brake so that the damage is reduced even when the vehicle collides with a preceding vehicle or the like.

  Further, in this type of automatic braking control device, for example, in Patent Document 1, an enlarged braking area is set on the own vehicle side with respect to the actual braking area defined by the collision avoidance limit distance, and the own vehicle becomes the actual braking area. A technique for performing preliminary braking control by automatic brake intervention even before entering is disclosed. Here, in Patent Document 1, during braking in the enlarged braking area, for example, although the deceleration is not as high as the deceleration in the full-scale braking area (for example, deceleration of about 0.5 G), the deceleration is as high as about 0.3 G, for example. Speed occurs.

Here, in this type of automatic braking control device, when a predetermined requirement is satisfied during braking control by intervention of automatic braking, an end determination is made. When the termination determination is made, in order to reduce the burden on the occupant or the like due to a sudden change in the deceleration, generally, in the brake control termination process, the automatic brake is gradually decreased so as to gradually decrease the deceleration by a predetermined change amount. Release control is performed.
JP 2007-223582 A

  By the way, when the execution range of the braking control by the intervention of the automatic brake is expanded as in the technique disclosed in the above-mentioned Patent Document 1, the driver avoiding operation in the enlarged braking region is particularly effective in avoiding the collision with the control target. There is an effective scene. However, it may not be preferable for the braking control to interfere during such an avoidance operation.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to provide an automatic braking control device that can appropriately perform termination processing for braking control by intervention of automatic braking.

  The present invention relates to a control object recognition means for recognizing a control object ahead of the host vehicle based on a road environment ahead, and a brake intervention distance setting means for setting a brake intervention distance based on a relative relationship between the host vehicle and the control object. And a braking control means for performing braking control by intervention of automatic braking when a relative distance between the host vehicle and the control target is equal to or less than the braking intervention distance, and determination of termination of the braking control based on preset requirements And a termination control means for performing termination processing to eliminate the deceleration generated by the braking control when the termination of the braking control is determined, and the termination control means determines the termination of the braking control. The first determination requirement for determining the end of the braking control based on the relative relationship between the host vehicle and the control object, and the turning operation of the driver with respect to the control object A second determination requirement for determining the end of the braking control based on the presence or absence of the brake, and the amount of change in deceleration during the end process based on the second determination requirement as the first determination requirement It is characterized in that it is set to be relatively larger than the amount of change in deceleration at the time of the end processing.

  According to the automatic braking control device of the present invention, it is possible to appropriately perform termination processing for braking control by intervention of automatic braking.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. The drawings relate to an embodiment of the present invention, FIG. 1 is a schematic configuration diagram of an automatic braking control device, and FIG. 2 is a three-dimensional map showing the relative speed and lap ratio between the host vehicle and a controlled object and the brake intervention distance. FIG. 3 is an explanatory diagram showing each brake intervention distance set between the host vehicle and the controlled object, FIG. 4 is a flowchart showing an automatic control braking routine, and FIG. 5 is a flowchart showing a first prohibition determination subroutine. 6 is a flowchart showing a second prohibition determination subroutine, FIG. 7 is a map showing the relationship between the vehicle speed and the prohibition timer, FIG. 8 is a flowchart showing an end determination subroutine, and FIG. 9 is a first end determination subroutine in the end determination subroutine. FIG. 10 is a flowchart showing a second end determination subroutine in the end determination subroutine, and FIG. 11 is an end determination subroutine. FIG. 12 is a flowchart showing a fourth end determination subroutine in the end determination subroutine, FIG. 13 is a flowchart showing a deceleration calculation subroutine in the extended braking area, and FIG. FIG. 15A is a three-dimensional map showing the relationship between the relative speed and relative distance to the controlled object and the reference value of the target deceleration. FIG. 15A shows the vehicle speed and the target deceleration set for each reference value of the target deceleration. FIG. 16 is a map showing the relationship between the accelerator pedal depression amount and the target deceleration, FIG. 16 is a map showing the relationship between the host vehicle speed and the deceleration change amount, and FIG. 17 is a deceleration in the braking region. FIG. 18 is a flowchart showing a deceleration calculation subroutine at the end of braking control. 9 is an explanatory diagram showing an example of a deceleration trend at the time of braking control terminates.

  In FIG. 1, reference numeral 1 denotes a vehicle such as an automobile (own vehicle), and this vehicle 1 is independent of a driver's brake operation when there is a high possibility of collision with an object to be controlled such as an obstacle or a preceding vehicle. An automatic braking control device 2 is mounted to suppress damage at the time of collision by performing braking control by automatic brake intervention.

  The automatic braking control device 2 includes a stereo camera 3, a stereo image recognition device 4, a braking control unit 5, and the like, and its main part is configured.

  The stereo camera 3 is composed of a pair of left and right CCD cameras using a solid-state imaging device such as a charge coupled device (CCD), for example. Each of these sets of CCD cameras is mounted at a certain distance in front of the ceiling in the passenger compartment, and subjects the object outside the vehicle to stereo imaging from different viewpoints, and outputs the captured image information to the stereo image recognition device 4. To do.

  The stereo image recognition device 4 receives image information from the stereo camera 3 and the vehicle speed V from the vehicle speed sensor 6. Based on these pieces of information, the stereo image recognition device 4 recognizes forward information such as three-dimensional object data and white line data ahead of the host vehicle 1 on the basis of image information from the stereo camera 3, and based on these recognition information and the like. Estimate the vehicle travel path. Further, the stereo image recognition device 4 checks whether or not a solid object such as an obstacle or a preceding vehicle exists on the traveling path of the own vehicle, and if it exists, recognizes the latest one as a control target of the braking control. .

  Here, the stereo image recognition device 4 performs processing of image information from the stereo camera 3 as follows, for example. First, distance information is generated on the basis of the principle of triangulation from a corresponding positional shift amount for a pair of stereo images obtained by capturing the traveling direction of the host vehicle with the stereo camera 3. Then, a well-known grouping process is performed on the distance information, and by comparing the grouped distance information with preset three-dimensional road shape data, solid object data, etc., white line data, road Sidewall data such as guardrails and curbs, along with three-dimensional object data such as vehicles are extracted. Furthermore, the stereo image recognition device 4 estimates the own vehicle traveling path based on the white line data, the side wall data, and the like, and uses a three-dimensional object such as an obstacle or a preceding vehicle existing in front of the own vehicle traveling path as a control target of the braking control. Extract (detect). When a control object is detected, information on the control object includes a relative distance d between the own vehicle 1 and the control object, a moving speed Vf of the control object (= (change ratio of the relative distance d) + the own vehicle speed. V)), the deceleration af of the controlled object (= the differential value of the moving speed Vf of the controlled object) and the like. Thus, in this embodiment, the stereo image recognition apparatus 4 implement | achieves the function as a control object recognition means with the stereo camera 3. FIG.

  Various types of control information such as a control object recognized by the stereo image recognition device 4 is input to the braking control unit 5. Further, for example, the host vehicle speed V is input from the vehicle speed sensor 6 to the braking control unit 5, the steering angle δ from the steering angle sensor 7, the yaw rate γ from the yaw rate sensor 8, and the accelerator pedal depression amount APO from the accelerator pedal sensor 9. Various information such as the brake pedal depression amount BPO is input from the brake pedal sensor 10. Furthermore, various control information is input to the brake control unit 5 from an engine control unit (ECU), a transmission control unit (TCU), or the like (not shown).

  The brake control unit 5 sets the brake intervention distance based on the relative relationship between the control target and the host vehicle 1 when the control target is recognized by the stereo image recognition device 4. Specifically, the braking control unit 5 sets, for example, first and second brake intervention distances D1 and D2 based on the control target as the brake intervention distance (see FIG. 3).

  Here, the first brake intervention distance D1 is a limit distance (collision avoidance limit distance) that makes it difficult to avoid collision with the controlled object by both braking and steering, and is set based on, for example, experiments or simulations in advance. Has been. In the present embodiment, the collision avoidance limit distance varies depending on, for example, the relative speed Vrel between the host vehicle 1 and the controlled object, and further varies depending on the relative speed Vrel and the lap rate Rl between the host vehicle 1 and the controlled object. To do. In the braking control unit 5, for example, as shown in FIG. 2, a map indicating the relationship between the relative speed Vrel and lap ratio Rl between the host vehicle 1 and the control target and the first brake intervention distance D1 is set in advance. The braking control unit 5 is stored, and the first brake intervention distance D1 is set with reference to this map.

  The second brake intervention distance D2 is set to a predetermined longer distance than the first brake intervention distance D1. Specifically, the second brake intervention distance D2 is set based on, for example, experiments and simulations in advance, and is closer to the host vehicle 1 than the collision avoidance limit distance by a predetermined distance according to the relative speed Vrel. An extended distance is set. For example, as shown in FIG. 2, a map indicating the relationship between the relative speed Vrel and the lap ratio Rl between the host vehicle 1 and the control target and the second brake intervention distance D2 is set in the braking control unit 5 in advance. The braking control unit 5 is stored, and the second brake intervention distance D2 is set with reference to this map.

  Then, when the relative distance d becomes equal to or less than the first brake intervention distance D1, the brake control unit 5 executes the braking control by the automatic brake intervention (hereinafter also referred to as full-scale braking control). In this full-scale braking control, the braking control unit 5 includes, for example, a deceleration to be generated by the braking control (target deceleration Gt) and an amount of deceleration change (decrease allowed when the target deceleration Gt is generated. A predetermined fixed value is set as the speed change amount ΔG1), and the deceleration instruction value G is calculated based on these fixed values. Then, the braking control unit 5 operates (intervenes) the automatic brake by outputting the calculated deceleration instruction value G to the automatic brake control device 11.

  Further, when the relative distance d is greater than the first brake intervention distance D1 and less than or equal to the second brake intervention distance D2, the braking control unit 5 performs braking control (hereinafter referred to as “automatic braking”) prior to the full brake control. , Also referred to as expansion braking control). In this expanded braking control, for example, the braking control unit 5 variably sets the target deceleration Gt and the deceleration change amount ΔG1, and calculates the deceleration instruction value G based on these. Then, the braking control unit 5 operates (intervenes) the automatic brake by outputting the calculated deceleration instruction value G to the automatic brake control device 11.

  The brake control unit 5 stores a plurality of determination requirements for ending the currently executed brake control (full-scale brake control and extended brake control). During execution of the braking control, the braking control unit 5 performs the braking control end determination based on these various determination requirements. When the braking control end is determined, the deceleration control unit 5 decelerates the deceleration generated by the braking control. A deceleration change amount ΔG2 for changing the command value G to “0” is set. The deceleration change amount ΔG2 is variably set according to the situation when it is determined that the braking control is finished. Then, the braking control unit 5 performs an operation of decreasing the deceleration instruction value G based on the set deceleration change amount ΔG2, and outputs the calculated deceleration instruction value G to the automatic brake control device 11 to automatically End the brake intervention.

  The braking control unit 5 stores a plurality of determination requirements in advance in order to prohibit execution of braking control. During the non-operation (non-execution) of the brake control, the brake control unit 5 performs the brake control prohibition determination based on these various determination requirements, and when the brake control prohibition is determined, until the prohibition determination is released. Prohibit automatic brake operation during

  Thus, in this embodiment, the braking control unit 5 has the functions as the brake intervention distance setting means, the braking control means (first and second braking control means), the end control means, and the control prohibiting means. Have.

  Next, the automatic braking control executed in the braking control unit 5 will be described according to the flowchart of the automatic braking control routine shown in FIG. This routine is repeatedly executed every set period. When the routine starts, the brake control unit 5 first determines whether or not the automatic braking by the brake control is currently in progress in step S101, that is, It is checked whether the deceleration instruction value G in the full-scale braking control or the expanded braking control is “0” or more.

  When it is determined in step S101 that automatic braking is not being performed, the braking control unit 5 proceeds to step S102, and performs a common prohibition determination (first prohibition determination) for the execution of the full-scale braking control and the extended braking control. After that, go to step S103.

  The first prohibition determination is executed in accordance with, for example, a first prohibition determination subroutine shown in FIG. 5. When this subroutine starts, the braking control unit 5 first, in step S201, the stereo camera 3 and the stereo image recognition device 4. Then, based on a signal from the automatic brake control device 11, ECU, TCU or the like, it is checked whether or not any failure has been detected in the host vehicle 1, and if it is determined that a failure has been detected, step The process proceeds to S204.

  On the other hand, if it is determined in step S201 that a failure has not been detected, the braking control unit 5 proceeds to step S202, and whether basic prohibition requirements relating to the traveling environment, traveling state, etc. of the host vehicle 1 are satisfied. Check for no. Here, as a basic prohibition requirement, for example, the braking control unit 5 determines whether or not the relative speed Vrel with respect to the control object is changing in the away direction, whether or not the host vehicle 1 is approaching a slope, a narrow road, or the like. In addition, various requirements such as whether or not the own vehicle speed V is higher than the set vehicle speed are determined.

  If it is determined in step S202 that at least one basic prohibition requirement is satisfied, the braking control unit 5 proceeds to step S204.

  On the other hand, if it is determined in step S202 that none of the basic prohibition requirements is satisfied, the brake control unit 5 proceeds to step S203, and the brake operation by the driver is performed for the set time based on the brake pedal depression amount BPO. It is examined whether or not it is continuously performed.

  If it is determined in step S203 that the brake operation by the driver has been continuously performed for the set time or longer, the braking control unit 5 proceeds to step S204.

  On the other hand, if it is determined in step S203 that the brake operation by the driver has not been performed continuously for the set time or longer, the brake control unit 5 directly exits the subroutine.

  When the process proceeds from step S201, step S202, or step S203 to step S204, the braking control unit 5 sets the first prohibition flag Fb1 for prohibiting the execution of the full-scale braking control and the extended braking control, and then executes the subroutine. Exit.

  As described above, in this embodiment, the braking control unit 5 may cause erroneous detection of a control target due to a failure of the stereo camera 3 or the stereo image recognition device 4 or an abnormal operation due to a failure of the automatic brake control device 11. In some cases, the execution prohibition of the full-scale braking control and the enlarged braking control is determined. The braking control unit 5 determines that the possibility of a collision with the control target is extremely low as in the case where the relative speed Vrel changes in the away direction, or the host vehicle 1 is on a hill or narrow road. If there is a risk that the vehicle 1 will not be able to prevent stable running due to high deceleration due to braking control, such as when approaching a road or when driving at a speed higher than the set vehicle speed, etc. The execution prohibition of the braking control and the expansion braking control is determined. Further, the braking control unit 5 can confirm the driver's sufficient braking intention as in the case where the brake operation by the driver is continuously performed for a set time or more, and the driver feels uncomfortable with the intervention of the automatic brake. When there is a possibility, execution prohibition of full-scale braking control and expansion braking control is determined.

  In the main routine of FIG. 4, when the process proceeds from step S102 to step S103, the braking control unit 5 performs a prohibition determination (second prohibition determination) only on the execution of the expanded braking control, and then proceeds to step S106.

  This second prohibition determination is executed in accordance with, for example, a second prohibition determination subroutine shown in FIG. 6. When this subroutine is started, the braking control unit 5 first determines that the steering angle | δ | It is checked whether or not a preset threshold value δ0 or more. Here, a steering angle at which the behavior of the host vehicle 1 may be temporarily unstable due to the driver's steering is set as the threshold δ0.

  If it is determined in step S301 that the steering angle | δ | ≧ δ0, the brake control unit 5 proceeds to step S302, sets a prohibit timer tδ that defines the prohibit time of the extended brake control, and then proceeds to step S304. Proceed to Here, the prohibit timer tδ needs to be able to stabilize the behavior even when the behavior of the host vehicle 1 becomes temporarily unstable due to the steering of the steering angle | δ | ≧ δ0. Time is set. In the present embodiment, for example, as shown in FIG. 7A, a map indicating the relationship between the vehicle speed V and the prohibit timer tδ is set and stored in the brake control unit 5 in advance. 5 refers to this map, and variably sets the prohibit timer tδ so that the vehicle speed V becomes higher as the vehicle speed V becomes higher.

  On the other hand, if it is determined in step S301 that the steering angle | δ | <δ0, the brake control unit 5 proceeds to step S303, decrements the prohibit timer tδ, and then proceeds to step S304.

  When the process proceeds from step S302 or step S303 to step S304, the braking control unit 5 determines whether or not the steering angular velocity | δ ′ | (= | dδ / dt |) by the driver is greater than or equal to a preset threshold value δ′0. Investigate. Here, the threshold value δ′0 is set to a steering angular velocity that can be assumed to temporarily make the behavior of the host vehicle 1 unstable due to the driver's sudden steering.

  If it is determined in step S304 that the steering angular velocity | δ ′ | ≧ δ′0, the braking control unit 5 proceeds to step S305 and sets a prohibition timer tδ ′ that defines the prohibition time of the extended braking control. Thereafter, the process proceeds to step S307. Here, the prohibit timer tδ ′ stabilizes the behavior even when the behavior of the host vehicle 1 becomes temporarily unstable due to the sudden steering with the steering angular velocity | δ ′ | ≧ δ′0. The required time is set. In the present embodiment, for example, as shown in FIG. 7B, a map indicating the relationship between the vehicle speed V and the prohibit timer tδ ′ is set and stored in the brake control unit 5 in advance. The unit 5 refers to this map, and variably sets the prohibit timer tδ ′ so that the value increases as the host vehicle speed V increases.

  On the other hand, if it is determined in step S304 that the steering angular velocity | δ ′ | <δ′0, the brake control unit 5 proceeds to step S306, decrements the prohibit timer tδ ′, and then proceeds to step S307.

  When the process proceeds from step S305 or step S306 to step S307, the braking control unit 5 checks whether the yaw rate | γ | acting on the host vehicle 1 is equal to or greater than a preset threshold value γ0. Here, the threshold value γ0 is set to a yaw rate that is assumed to make the behavior of the host vehicle 1 temporarily unstable.

  If it is determined in step S307 that the yaw rate | γ | ≧ γ0, the braking control unit 5 proceeds to step S308, sets a prohibition timer tγ that defines the prohibition time of the extended braking control, and then proceeds to step S310. move on. Here, even if it is assumed that the behavior of the host vehicle 1 is temporarily unstable due to the generation of the yaw rate, the prohibition timer tγ is set with a necessary time that can stabilize the behavior. The In the present embodiment, for example, as shown in FIG. 7C, a map indicating the relationship between the vehicle speed V and the prohibit timer tγ is set and stored in the braking control unit 5 in advance. The braking control unit 5 refers to this map and variably sets the prohibit timer tγ so that the higher the host vehicle speed V, the higher the value.

  On the other hand, if it is determined in step S307 that the yaw rate | γ | <γ0, the brake control unit 5 proceeds to step S309, decrements the prohibit timer tγ, and then proceeds to step S310.

  When the process proceeds from step S308 or step S309 to step S310, the braking control unit 5 decrements the prohibit timer te, and then proceeds to step S311. This prohibition timer te is a timer indicating a prohibition time from the end of the previous braking control (full-scale braking control or expansion braking control) until execution of expansion braking control again. For example, in step S4107 described later, The set initial value is set.

  Then, when the process proceeds from step S310 to step S311, the braking control unit 5 checks whether or not the prohibit timers tδ, tδ ′, tγ, and te are positive values, and at least one of the prohibit timers is a positive value. If it is determined that, the process proceeds to step S313.

  On the other hand, if it is determined in step S311 that all the prohibit timers are negative values, the brake control unit 5 proceeds to step S312 and determines whether or not a strong brake operation has been performed by the driver based on the brake depression amount BPO. Check out. Here, the strong brake determined in step S312 means that, for example, a brake operation for generating a deceleration that is greater than or equal to the maximum deceleration permitted in the extended braking control is performed by the driver for a set time or more. In step S312, the brake control unit 5 proceeds to step S313 when it is determined that the strong brake operation is being performed, and directly exits the subroutine when it is determined that the strong brake operation is not being performed.

  When the process proceeds from step S311 or step S312 to step S313, the brake control unit 5 sets the second prohibition flag Fb2 and then exits the subroutine.

  As described above, in the present embodiment, with respect to the extended braking control, which is a preliminary control for the full-scale braking control, the behavior of the host vehicle 1 may become unstable due to the turning operation of the driver or the like. Banned requirements are weighted. The prohibition requirement is also weighted when there is a possibility that the occupant may feel uncomfortable due to repeated execution of the extended braking control. Furthermore, although the driver has already performed braking by the strong braking operation and the braking by the expanded braking control is not effective, the driver is given a sense of incongruity by issuing an alarm associated with the execution of the expanded braking control. The prohibition requirement is also weighted in cases where there is a concern.

  If it is determined in step S101 in the main routine of FIG. 4 that automatic braking is being performed, the braking control unit 5 proceeds to step S104, determines whether braking control is finished, and then proceeds to step S105.

  This end determination is executed, for example, according to the end determination subroutine shown in FIG. 8. When this subroutine is started, the braking control unit 5 meets the first to fourth determination requirements set in advance in steps S401 to S404. The end determination of the braking control is performed.

  The determination in step S401 is, for example, a brake control end determination in which the relative relationship between the host vehicle 1 and the object to be controlled is a main determination requirement (first determination requirement). It is executed in accordance with a first end determination subroutine (sub-subroutine). When this subroutine starts, the braking control unit 5 first checks in step S4101 whether the stereo image recognition device 4 has lost the control target.

  If it is determined in step S4101 that the control target is not lost, the braking control unit 5 proceeds to step S4104.

  On the other hand, if it is determined in step S4101 that the control target is lost, the braking control unit 5 proceeds to step S4102, and checks whether or not a preset holding time has elapsed since the control target is lost.

  If it is determined in step S4102 that the holding time or more has not elapsed since the control object is lost, the brake control unit 5 proceeds to step S4103, and the new control object information is based on the previous control object information. Then, the process proceeds to step S4104. In other words, even after the control object is lost, virtual control is performed based on TTC (Time to collision) obtained from the relationship between the own vehicle 1 and the control object so that the braking control can be continued during the holding time. Calculate target information.

  On the other hand, if it is determined in step S4102 that the holding time has elapsed since the control object is lost, the braking control unit 5 proceeds to step S4106.

  When the process proceeds from step S4101 or step S4103 to step S4104, the braking control unit 5 checks whether or not the relative speed Vrel between the host vehicle 1 and the control target has changed in the away direction, and has changed in the away direction. If it is determined, the process proceeds to step S4106.

  On the other hand, if it is determined in step S4104 that the relative speed Vrel has not changed in the away direction, the braking control unit 5 proceeds to step S4105, where the relative distance d between the host vehicle 1 and the control target is the second brake intervention. It is checked whether or not it is larger than the distance D2.

  If it is determined in step S4105 that the relative distance d is greater than the second brake intervention distance, the brake control unit 5 directly exits the subroutine.

  On the other hand, if it is determined in step S4105 that the relative distance d is equal to or less than the second brake intervention distance D2, the braking control unit 5 proceeds to step S4106.

  When the process proceeds from step S4102, step S4104, or step S4105 to step S4106, the braking control unit 5 sets the first end determination flag Fe1, and in step S4107, after setting the prohibit timer te, the subroutine is executed. Exit.

  Thus, in step S410, mainly when the relative speed Vrel changes in the away direction or when the relative distance d becomes larger than the second brake intervention distance D2, the control object When the possibility of a collision is avoided, the first end determination flag Fe1 is set.

  The determination in step S402 is, for example, an end determination (cancellation determination) of the extended braking control in which the driver's turning operation or the like with respect to the control target is a main determination requirement (second determination requirement). The process is executed according to a second end determination subroutine (sub-subroutine) shown in FIG. When this subroutine starts, the brake control unit 5 first checks in step S4201 whether or not the steering angle | δ | by the driver is equal to or larger than a preset threshold value δ0.

  If it is determined in step S4201 that the steering angle | δ | ≧ δ0, the braking control unit 5 proceeds to step S4202 and refers to the map shown in FIG. After the prescribed prohibition timer tδ is set, the process proceeds to step S4203.

  On the other hand, if it is determined in step S4201 that the steering angle | δ | <δ0, the braking control unit 5 jumps to step S4203 as it is.

  When the process proceeds from step S4201 or step S4202 to step S4203, the braking control unit 5 checks whether the steering angular velocity | δ '| by the driver is equal to or greater than a preset threshold value δ'0.

  If it is determined in step S4203 that the steering angular velocity | δ ′ | ≧ δ′0, the braking control unit 5 proceeds to step S4204 and refers to the map shown in FIG. After setting the prohibit timer tδ ′ that defines the prohibit time, the process proceeds to step S4205.

  On the other hand, if it is determined in step S4203 that the steering angular velocity | δ ′ | <δ′0, the braking control unit 5 jumps to step S4205 as it is.

  When the process proceeds from step S4203 or step S4204 to step S4205, the braking control unit 5 checks whether or not the yaw rate | γ | acting on the host vehicle 1 is equal to or greater than a preset threshold value γ0.

  If it is determined in step S4205 that the yaw rate | γ | ≧ γ0, the brake control unit 5 proceeds to step S4206 and refers to the map shown in FIG. After the prohibit timer tγ is set, the process proceeds to step S4207.

  On the other hand, if it is determined in step S4205 that the yaw rate | γ | <γ0, the braking control unit 5 jumps to step S4207 as it is.

  When the process proceeds from step S4205 or step S4206 to step S4207, the braking control unit 5 checks whether or not the prohibit timers tδ, tδ ′, and tγ are positive values. If all the prohibit timers are negative values, Exit the subroutine as it is.

  On the other hand, if at least one of the prohibit timers is a positive value in step S4207, the braking control unit 5 proceeds to step S4208, and the relative distance d to the controlled object is greater than the first brake intervention distance D1. Check if it is big.

  If it is determined in step S4208 that the relative distance d ≦ D1, the braking control unit 5 directly exits the subroutine.

  On the other hand, if it is determined in step S4208 that the relative distance d> D1, the braking control unit 5 proceeds to step S4209, sets the second end determination flag Fe2, and then exits the subroutine.

  The determination in step S403 is, for example, an end determination (cancellation determination) for braking control in which a failure of the automatic braking control system is a main determination requirement (third determination requirement). The determination is illustrated in FIG. It is executed according to a third end determination subroutine (sub-subroutine). When this subroutine starts, the braking control unit 5 first checks in step S4301 whether or not a failure of the automatic braking control system has been detected. That is, in step S4301, the braking control unit 5 determines whether any failure signal is input from the stereo camera 3, the stereo image recognition device 4, the automatic brake control device 11, or the like constituting the automatic braking control system. Investigate.

  If it is determined in step S4301 that no failure signal has been input from the automatic braking control system, the braking control unit 5 directly exits the subroutine.

  On the other hand, if it is determined in step S4301 that some failure signal has been input from the automatic braking control system, the braking control unit 5 proceeds to step S4302, sets the third end determination flag Fe3, and then exits the subroutine. .

  The determination in step S404 is, for example, an end determination (cancellation determination) for a control target having a failure other than the automatic braking control system as a main determination requirement (fourth determination requirement). It is executed according to a fourth end determination subroutine (sub-subroutine) shown. When this subroutine starts, the braking control unit 5 first checks in step S4401 whether or not a failure other than the automatic braking control system has been detected. That is, in step S4401, the braking control unit 5 checks whether any failure signal is input from the ECU, TCU, or the like.

  If it is determined in step S4401 that no failure signal has been input from a control unit or the like other than the automatic braking control system, the braking control unit 5 directly exits the subroutine.

  On the other hand, if it is determined in step S4401 that some failure signal is input from a control unit or the like other than the automatic braking control system, the braking control unit 5 proceeds to step S4402 and sets the fourth end determination flag Fe4. Then exit the subroutine.

  In the main routine of FIG. 4, when the process proceeds from step S104 to step S105, the braking control unit 5 determines whether or not the braking control termination condition is satisfied as a result of the termination determination performed in steps S401 to S404 (that is, It is checked whether at least one of the first to fourth end determination flags Fe1 to Fe4 is set).

  And when it determines with completion | finish conditions being satisfied in step S105, the brake control unit 5 progresses to step S113.

  On the other hand, if it is determined in step S105 that the end condition is not satisfied, the braking control unit 5 proceeds to step S106.

  When the process proceeds from step S103 or step S105 to step S106, the braking control unit 5 determines whether or not a first prohibition condition that is a prohibition condition common to the full-scale braking control and the enlarged braking control is satisfied (that is, the first It is checked whether or not the prohibition flag Fb1 is set.

  If it is determined in step S106 that the first prohibition condition is satisfied, the braking control unit 5 jumps to step S114.

  On the other hand, if it is determined in step S106 that the first prohibition condition is not satisfied, the brake control unit 5 proceeds to step S107, and uses the relative speed Vrel and the lap rate Rl between the host vehicle 1 and the control target as parameters. Based on a preset map (see FIG. 2), the first and second brake intervention distances D1 and D2 are calculated.

  In step S108, the braking control unit 5 checks whether the relative distance d between the host vehicle 1 and the control target is equal to or less than the second brake intervention distance D2.

  If it is determined in step S108 that the relative distance d is greater than the second brake intervention distance D2, the brake control unit 5 jumps to step S114.

  On the other hand, when it is determined in step S108 that the relative distance d is equal to or less than the second brake intervention distance D2, the brake control unit 5 proceeds to step S109, and the relative distance d is equal to or less than the first brake intervention distance D1. Check whether or not.

  If it is determined in step S109 that the relative distance d is equal to or less than the first brake intervention distance D1, the braking control unit 5 proceeds to step S112.

  On the other hand, when it is determined in step S109 that the relative distance d is greater than the first brake intervention distance D1, that is, the relative distance d is between the first brake intervention distance D1 and the second brake intervention distance D2. If it is determined that there is, the brake control unit 5 proceeds to step S110 and checks whether or not the second prohibition condition is satisfied (that is, whether or not the second prohibition flag Fb2 is set).

  If it is determined in step S110 that the second prohibition condition is satisfied, the braking control unit 5 jumps to step S114.

  On the other hand, when it is determined in step S110 that the second prohibition condition is not satisfied, the braking control unit 5 proceeds to step S111, calculates the deceleration instruction value G in the expanded braking control, and then proceeds to step S114. .

  The calculation of the deceleration instruction value G in step S111 is executed in accordance with, for example, the deceleration calculation subroutine shown in FIG. 13. When this subroutine is started, the braking control unit 5 first has a target deceleration reference in step S501. The value G0 is calculated. In the present embodiment, the target deceleration reference value G0 is variably set according to the relative speed Vrel and the relative distance d between the host vehicle 1 and the controlled object, and increases as the relative speed Vrel increases. The relative distance d is variably set so as to decrease as the relative distance d increases. For example, as shown in FIG. 14, a map indicating the relationship between the relative speed Vrel and the relative distance d between the host vehicle 1 and the control target and the reference value G0 of the target deceleration is set in the braking control unit 5 in advance. The braking control unit 5 stores the reference value G0 of the target deceleration with reference to this map. Here, the reference value G0 of the target deceleration can be variably set using only the relative speed Vrel or only the relative distance d as a parameter, or can be a preset fixed value. is there.

  When the process proceeds from step S501 to step S502, the braking control unit 5 calculates the target deceleration Gt by correcting the reference value G0 of the target deceleration. In the present embodiment, the braking control unit 5 sets the target deceleration Gt by correcting the target deceleration reference value G0 based on the host vehicle speed V and the accelerator pedal depression amount APO by the driver, for example. Specifically, for example, as shown in FIGS. 15A and 15B, the braking control unit 5 shows the relationship between the host vehicle speed V and the target deceleration Gt for each target deceleration reference value G0. A plurality of maps are set and stored in advance, and a plurality of maps indicating the relationship between the accelerator pedal depression amount APO and the target deceleration Gt for each target deceleration reference value G0 are set and stored in advance. . The braking control unit 5 refers to the corresponding map from among these, and corrects the target deceleration reference value G0 with the vehicle speed V and the target deceleration reference value G0 with the accelerator pedal depression amount APO. Each value is calculated. Then, any one of these small values is set as the final target deceleration Gt. Here, it is also possible to calculate the final target deceleration Gt by correcting the reference value G0 of the target deceleration using only the own vehicle speed V or only the accelerator pedal depression amount.

  When the process proceeds from step S502 to step S503, the braking control unit 5 calculates the deceleration change amount ΔG1. In the present embodiment, the deceleration change amount ΔG1 is variably set according to the host vehicle speed V, and is set to a smaller value as the host vehicle speed V increases. For example, as shown in FIG. 16, a map indicating the relationship between the host vehicle speed V and the deceleration change amount ΔG1 is preset and stored in the braking control unit 5, and the braking control unit 5 stores this map. Referring to, the deceleration change amount ΔG1 is set.

  When the process proceeds from step S503 to step S504, the braking control unit 5 calculates a value obtained by adding the deceleration change amount ΔG1 to the previous value Gn-1 of the deceleration instruction value as a new deceleration instruction value G (G = Gn). −1 + ΔG1).

  In step S505, the braking control unit 5 checks whether or not the calculated deceleration instruction value G is greater than the target deceleration Gt, and determines that the deceleration instruction value G is equal to or less than the target deceleration Gt. If so, the subroutine is exited.

  On the other hand, if it is determined in step S505 that the deceleration instruction value G is larger than the target deceleration Gt, the braking control unit 5 proceeds to step S506, and guard processing for limiting the deceleration instruction value G with the target deceleration Gt. After performing (G = Gt), the subroutine is exited.

  In the main routine of FIG. 4, when the process proceeds from step S109 to step S112, the brake control unit 5 calculates the deceleration instruction value G in the full-scale brake control, and then proceeds to step S114.

  The calculation of the deceleration instruction value G in step S112 is executed according to, for example, the deceleration calculation subroutine shown in FIG. 17, and when this subroutine starts, the brake control unit 5 first performs the full brake control in step S601. A preset target deceleration Gt and deceleration change amount ΔG1 are set.

  When the process proceeds from step S601 to step S602, the braking control unit 5 calculates a value obtained by adding the deceleration change amount ΔG1 to the previous value Gn−1 of the deceleration instruction value as a new deceleration instruction value G (G = Gn). −1 + ΔG1).

  In step S603, the braking control unit 5 checks whether the calculated deceleration instruction value G is larger than the target deceleration Gt, and determines that the deceleration instruction value G is equal to or less than the target deceleration Gt. If so, the subroutine is exited.

  On the other hand, when it is determined in step S603 that the deceleration instruction value G is larger than the target deceleration Gt, the brake control unit 5 proceeds to step S604, and performs a guard process for limiting the deceleration instruction value G with the target deceleration Gt. After performing (G = Gt), the subroutine is exited.

  In the main routine of FIG. 4, when the process proceeds from step S105 to step S113, the braking control unit 5 calculates the deceleration instruction value G at the end of the braking control, and then proceeds to step S114.

  The calculation of the deceleration instruction value G in step SS113 is executed, for example, according to the deceleration calculation subroutine shown in FIG. 18. When this subroutine is started, the braking control unit 5 first determines the third end determination in step S701. It is checked whether the flag Fe3 is set.

  If it is determined in step S701 that the third end determination flag Fe3 is set, the brake control unit 5 proceeds to step S702, and decreases in advance set in association with the third end determination flag Fe3. After the speed change amount g3 is set as the deceleration change amount ΔG2, the process proceeds to step S708.

  On the other hand, if it is determined in step S701 that the third end determination flag Fe3 is not set, the brake control unit 5 proceeds to step S703 and checks whether or not the second end determination flag Fe2 is set. .

  If it is determined in step S703 that the second end determination flag Fe2 is set, the brake control unit 5 proceeds to step S704, and decreases in advance set in association with the second end determination flag Fe2. After the speed change amount g2 is set as the deceleration change amount ΔG2, the process proceeds to step S708.

  On the other hand, if it is determined in step S703 that the second end determination flag Fe2 is not set, the brake control unit 5 proceeds to step S705 and checks whether or not the fourth end determination flag Fe4 is set. .

  If it is determined in step S705 that the fourth end determination flag Fe4 is set, the brake control unit 5 proceeds to step S706, and decreases in advance set in association with the fourth end determination flag Fe4. After the speed change amount g4 is set as the deceleration change amount ΔG2, the process proceeds to step S708.

  On the other hand, if it is determined in step S705 that the fourth end determination flag Fe4 is not set, that is, if it is determined that the first end determination flag Fe1 is set, the braking control unit 5 performs step S707. The process proceeds to step S708 after setting the deceleration change amount g1 preset in association with the first end determination flag Fe1 as the deceleration change amount ΔG2.

  Here, the deceleration change amount g1 is set to the smallest value among the respective deceleration change amounts g1 to g4, and a sudden deceleration change is prevented from occurring at the end of the braking control, so that It is set to a value that can reduce the burden. In addition, the deceleration change amount g2 has priority over quickly reducing the deceleration generated by the braking control and preventing interference with the turning operation by the driver, rather than reducing the burden on the occupant. A predetermined larger value than the deceleration change amount g1 is set. Further, the deceleration change amount g3 prevents the improper braking control from being performed due to the failure of the automatic braking control system by causing the deceleration generated by the braking control to disappear immediately (disappearing stepwise). Therefore, it is set to the largest value among the deceleration change amounts g1 to g4. For example, g3 = ∞ is set. Further, in the case of a failure other than the automatic braking control system, the deceleration change amount g4 is based on the idea that it is preferable to eliminate the deceleration as soon as possible although it is not as urgent as the turning operation by the driver. The predetermined value is set larger than the deceleration change amount g1 and smaller than the deceleration change amount g2. As is clear from the procedure shown in steps S701 to S70 described above, if any two or more of the first to fourth end determination flags Fe1 to Fe4 are set at the same time, the corresponding reduction is performed. The largest value among the speed change amounts g1 to g4 is preferentially applied as the deceleration change amount ΔG2.

  When the process proceeds from step S702, step S704, step S706, or step S707 to step S708, the braking control unit 5 newly reduces the value obtained by subtracting the deceleration change amount ΔG2 from the previous value Gn-1 of the deceleration instruction value. It is calculated as a speed instruction value G (G = Gn-1−ΔG1).

  In step S709, the braking control unit 5 checks whether the calculated deceleration instruction value G is smaller than “0” and determines that the deceleration instruction value G is “0” or more. Just exit the subroutine.

  On the other hand, when it is determined in step S709 that the deceleration instruction value G is smaller than “0”, the braking control unit 5 proceeds to step S710 and performs a guard process for limiting the deceleration instruction value G to “0”. After that (G = 0), the subroutine is exited.

  In the main routine of FIG. 4, when the process proceeds from step S106, step S108, step S110, step S111, step S112, or step S113 to step S114, the brake control unit 5 determines that each flag is set. Exits the routine after clearing the flag.

  According to such an embodiment, the target deceleration Gt of the extended braking control to be executed in the region where the relative distance d to the control target is larger than the first brake intervention distance D1 and not more than the second brake intervention distance D2. An excessive deceleration that can destabilize the vehicle behavior during the extended braking control in which the possibility of the avoidance operation by the driver's steering or the like remains sufficiently by variably setting so that the own vehicle speed V becomes higher It is possible to intervene with automatic braking at an appropriate deceleration without generating the. That is, the possibility of avoiding a collision with the control object remains sufficiently during the extended braking control, so that it is not necessary to execute the braking control as strictly as during the full braking control, particularly when the host vehicle speed V is high. It can be inferred that the driver has a sufficient intention to avoid the controlled object by steering. Moreover, in order to keep the vehicle behavior stable, it is not preferable to generate a high deceleration during high-speed traveling. Therefore, during the extended braking control, by setting the target deceleration Gt to be lower as the host vehicle speed V becomes higher, it is possible to realize accurate automatic braking intervention without causing excessive deceleration.

  Similarly, it is possible to perform automatic braking intervention with an appropriate deceleration that respects the driver's intention by variably setting the target deceleration Gt of the extended braking control so as to decrease as the accelerator pedal depression amount APO increases. it can. That is, when the accelerator pedal depression amount APO is large, it can be inferred that the driver has sufficient intention to accelerate and the driver performs an avoidance operation on the controlled object. Therefore, at the time of extended braking control, the target deceleration Gt is set lower as the accelerator pedal depression amount APO becomes larger, thereby realizing accurate automatic braking intervention without causing excessive deceleration against the driver's intention. can do.

  In this case, the reference value G0 when the target deceleration Gt is variably set based on the host vehicle speed V or the accelerator pedal depression amount APO is used as the relative relationship between the host vehicle 1 and the control target (relative distance d, relative speed Vrel). ), The fine target deceleration Gt according to the state of the host vehicle 1 and the control target can be set.

  Further, by automatically setting the deceleration change amount ΔG1 allowed during the extended braking control so that the deceleration change amount ΔG1 becomes smaller as the host vehicle speed V becomes higher, it is possible to realize an automatic braking intervention that more closely matches the feeling of the driver.

  Further, the effective timing of the braking control is optimized by variably setting the first and second brake intervention distances D1 and D2 not only by the relative speed Vrel between the host vehicle 1 and the control target but also by the lap rate Rl. can do. In this case, the recognition of the control object using the stereo camera 3 and the stereo image recognition device 4 can accurately detect the size of the control object, so that the first and second brake intervention distances D1 and D2 can be detected. This is especially effective for setting.

  Further, when it is determined that the braking control is to be terminated, the braking control termination process is appropriately performed by varying the deceleration change amount ΔG2 at the time of the braking control termination process according to the determination requirement for termination of the braking control. be able to. Specifically, the braking control unit 5 determines the relative relationship between the host vehicle 1 and the control target (whether the relative speed Vrel is changing in the away direction, the relative distance d is greater than the second brake intervention distance D2). The first determination requirement for determining the end of the braking control based on whether or not the vehicle has been turned, and the presence or absence of the driver's turning operation (steering angle | δ |, steering angular velocity | δ '|, yaw rate | γ | The second determination requirement for determining the end of the braking control on the basis of whether the braking control has ended, and the deceleration change amount ΔG2 at the time of the end processing based on the second determination requirement is defined as the first determination requirement. Is set to be relatively larger than the deceleration change amount ΔG2 at the time of the end process based on the above, thereby suppressing a rapid change in the deceleration at the time of the end process based on the first determination requirement and reducing the burden on the passengers and the like. And at the time of termination processing based on the second judgment requirement In this case, the deceleration generated by the braking control can be quickly extinguished so that the interference between the avoidance operation caused by the steering of the driver and the braking control can be accurately prevented.

  Further, the braking control unit 5 has a third determination requirement for determining the end of the braking control based on the presence or absence of a failure of the automatic braking control system, and the amount of change in deceleration during the end processing based on the third determination requirement ΔG2 is set to be relatively larger (specifically, the largest value (ΔG2 = ∞)) than the deceleration change amount ΔG2 during the end process based on the second determination requirement, and is generated by the braking control. By immediately eliminating the deceleration, it is possible to accurately prevent inappropriate braking control from being performed due to a failure of the automatic braking control system.

  Furthermore, the braking control unit 5 has a fourth determination requirement for determining the end of the braking control based on the presence or absence of a failure other than the automatic braking control system, and the deceleration change during the end processing based on the fourth determination requirement The amount ΔG2 is set to be relatively larger than the deceleration change amount ΔG2 at the end processing based on the first determination requirement and relatively smaller than the deceleration change amount ΔG2 at the end processing based on the second determination requirement. As a result, the braking control can be terminated as early as possible while reducing the burden on the passenger or the like.

  In addition, after the braking control is once ended, until the set time (prohibited time) elapses, the execution of the extended braking control is prohibited, so that the execution region of the automatic braking control is made larger than the collision avoidance limit distance. Even when expanded to the 1 side (that is, even when expanded braking control is set in addition to full-scale braking control), unnecessary automatic braking intervention and release are repeatedly performed within a short time, etc. Such as giving a sense of incongruity to the vehicle and destabilizing the vehicle behavior can be accurately suppressed.

  In this case, in particular, the prohibition time after the completion of the braking control based on the second determination requirement is variably set so as to increase as the host vehicle speed V increases, and becomes unstable due to the steering of the driver and the like. By prohibiting the execution of the extended braking control until the vehicle behavior becomes stable, the execution of the extended brake control at a timing that may promote instability of the vehicle behavior can be more accurately suppressed. .

  In the above-described embodiment, an example in which recognition of a control target is performed based on an image from the stereo camera 3 has been described. However, the present invention is not limited to this, and for example, a laser radar or a millimeter wave It is also possible to recognize the control object using a radar or the like.

Schematic configuration diagram of automatic braking control device A three-dimensional map showing the relationship between the relative speed between the host vehicle and the controlled object, the lap rate, and the brake intervention distance Explanatory drawing which shows each brake intervention distance set between the own vehicle and a control object Flow chart showing automatic control braking routine Flowchart showing a first prohibition determination subroutine Flowchart showing a second prohibition determination subroutine Map showing the relationship between own vehicle speed and prohibition timer Flow chart showing end determination subroutine Flowchart showing a first end determination subroutine in the end determination subroutine Flowchart showing a second end determination subroutine in the end determination subroutine Flowchart showing a third end determination subroutine in the end determination subroutine Flowchart showing a fourth end determination subroutine in the end determination subroutine Flowchart showing deceleration calculation subroutine in the extended braking region A three-dimensional map showing the relationship between the relative speed and relative distance between the host vehicle and the controlled object and the reference value of the target deceleration (A) is a map showing the relationship between the host vehicle speed and the target deceleration set for each reference value of the target deceleration, (b) is a map showing the relationship between the accelerator pedal depression amount and the target deceleration, A map showing the relationship between the vehicle speed and the amount of deceleration change Flow chart showing deceleration calculation subroutine in braking region Flowchart showing deceleration calculation subroutine at the end of braking control Explanatory drawing showing an example of the transition of deceleration at the end of braking control

Explanation of symbols

1 ... Vehicle (own vehicle)
2 ... Automatic braking control device 3 ... Stereo camera (control object recognition means)
4 ... Stereo image recognition device (control object recognition means)
5... Braking control unit (brake intervention distance setting means, braking control means (first braking control means, second braking control means), end control means)
6 ... Vehicle speed sensor 7 ... Steering angle sensor 8 ... Yaw rate sensor 9 ... Accelerator pedal sensor 10 ... Brake pedal sensor 11 ... Automatic brake control device APO ... Accelerator pedal depression amount BPO ... Brake pedal depression amount D1 ... First brake intervention distance D2 ... second brake intervention distance Fb1 ... first prohibition flag Fb2 ... second prohibition flag Fe1 ... first end determination flag Fe2 ... second end determination flag Fe3 ... third end determination flag Fe4 ... fourth End determination flag G0: Target deceleration reference value Gt ... Target deceleration G ... Deceleration instruction value Rl ... Lap rate V ... Own vehicle speed Vf ... Movement speed Vrel ... Relative speed af ... Deceleration d ... Relative distance g1 ... Deceleration Change amount g2 ... Deceleration change amount g3 ... Deceleration change amount g4 ... Deceleration change te ... prohibit timer Tiganma ... prohibit timer T.DELTA. ... prohibit timer .DELTA.G1 ... deceleration change amount .DELTA.G2 ... deceleration change amount [delta] ... steering angle [delta] 0 ... threshold [delta] '... steering angular velocity Deruta'0 ... threshold gamma ... yaw rate [gamma] 0 ... threshold

Claims (3)

Control object recognition means for recognizing a control object ahead of the host vehicle based on the road environment ahead;
Brake intervention distance setting means for setting a brake intervention distance based on the relative relationship between the host vehicle and the control object;
When the relative distance between the host vehicle and the object to be controlled is equal to or less than the brake intervention distance, braking control means for performing braking control by automatic brake intervention;
An end control unit that performs an end process for erasing the deceleration generated in the braking control when the end of the braking control is determined based on a preset requirement and the end of the braking control is determined. ,
The termination control means, as a requirement for determining the end of the braking control, a first determination requirement for determining the termination of the braking control based on a relative relationship between the host vehicle and the control target, and the control target A second determination requirement for determining the end of the braking control based on the presence or absence of a turning operation of the driver with respect to
The amount of change in deceleration during the termination process based on the second determination requirement is set to be relatively larger than the amount of change in deceleration during the termination process based on the first determination requirement. Automatic braking control device. The termination control means has a third determination requirement for determining the termination of the braking control based on a failure of the braking control system as a requirement for determining the termination of the braking control.
The amount of change in deceleration at the end processing based on the third determination requirement is set to be relatively larger than the amount of change in deceleration at the end processing based on the second determination requirement. The automatic braking control device according to claim 1. The termination control means has a fourth determination requirement for determining the termination of the braking control based on a failure other than the braking control system, as a requirement for determining the termination of the braking control.
The amount of change in deceleration at the end processing based on the fourth determination requirement is relatively larger than the amount of change in deceleration at the end processing based on the first determination requirement, and the second determination The automatic braking control device according to claim 1, wherein the automatic braking control device is set to be relatively smaller than a change amount of the deceleration at the time of the termination process based on the requirement.

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