JP2010058549A - Auxiliary brake system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an auxiliary brake system which enables smooth braking operation to be carried out in automatic cruising. <P>SOLUTION: The auxiliary brake system 1 is provided at a prescribed position below the driver's seat of a vehicle 10 and includes a right-foot footrest 2, on which the right foot R of a driver is placed. In this auxiliary brake system 1, the right foot R of the driver can be placed on the right-foot footrest 2 to be rested thereon instead of the brake pedal, served as the footless, during ACC operation. This structure enables the right foot R to be shifted from the prescribed position (the right-foot footrest 2) to the brake pedal when braking the vehicle during the ACC operation. Therefore, the time required for shifting the foot to the brake pedal is inhibited from becoming longer than expected. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to an auxiliary braking device for assisting vehicle braking during automatic traveling.

As a conventional auxiliary braking device, for example, one described in Patent Document 1 is known. Such an auxiliary braking device is configured such that the brake pedal does not stroke during automatic traveling, and the brake pedal is used as a footrest.
Japanese Patent Laid-Open No. 2006-281871

  Here, in the above auxiliary braking device, as described above, the brake pedal is footrested during automatic traveling, and the right foot is placed on the footrest brake pedal. Therefore, when it is desired to brake the vehicle with the driver's intention during automatic traveling, it may be difficult to perform a smooth braking operation.

  In addition, in the above-described auxiliary braking device, the position of the driver's right foot is not instructed during automatic traveling, so the right foot is placed at a position preferred by the driver, such as a position away from the brake pedal. There is. In this case, for example, if a PCS (Pre-Crash Safety system), which is a system that supports collision avoidance with an obstacle, is activated and a brake operation is required, the time required for switching to the brake pedal may be longer than expected. There is. As a result, it may be difficult to perform a smooth brake operation during automatic traveling.

  Then, this invention makes it a subject to provide the auxiliary brake device which can perform smooth brake operation at the time of automatic driving | running | working.

  In order to solve the above-described problem, an auxiliary braking device according to the present invention is an auxiliary braking device for assisting vehicle braking during automatic traveling, and is provided at a predetermined position at the foot of a driver's seat of the vehicle. It is characterized by having a footrest on which to mount.

  With this auxiliary braking device, the right foot of the driver's vehicle can be placed and held on a footrest provided at a predetermined position of the driver's foot, instead of the footless brake pedal during automatic traveling. When the vehicle is braked during automatic traveling, the right foot is switched from a predetermined position (footrest) to the brake pedal, so that it is possible to suppress the time required to switch to the brake pedal more than expected. Therefore, according to the present invention, it is possible to perform a smooth brake operation during automatic traveling.

  Moreover, it is preferable that the footrest is provided at a position between the brake pedal and the accelerator pedal on the floor. In this case, the right foot can be easily switched to the brake pedal.

  Moreover, it is preferable that the footrest is provided in the position close | similar to an accelerator pedal on a wheel house part or a rocker part. In this case, the right foot is placed at a position comfortable for the driver.

  In addition, the footrest is preferably stored in the vehicle body during non-automatic traveling and appears to rise from the vehicle body during automatic traveling. In this case, it is possible to prevent the footrest from interfering with the pedal operation during non-automatic traveling.

  The footrest is preferably configured to notify the driver when the driver is required to perform a brake operation. Thereby, it is possible to actively encourage the driver to perform a brake operation.

  Here, the footrest may be specifically configured to jump up when the driver is required to perform a brake operation.

  Further, the vehicle includes a mounting state detection unit that detects whether or not the driver's right foot is mounted on the footrest, and the mounting state detection unit does not detect that the driver's right foot is mounted on the footrest. In this case, it is preferable to advance the request timing when requesting the driver to perform the brake operation. In this case, during the automatic running, the brake operation is required in consideration of the right foot position of the driver.

  In addition, it is preferable that the footrest is provided with a pedaling force detection unit that detects the pedaling force of the driver, and the pedaling force detection unit brakes the vehicle based on the detected pedaling force under a predetermined condition. In this case, during automatic traveling, the vehicle can be braked without switching the right foot of the driving vehicle to the brake pedal. Therefore, it is possible to perform a smoother brake operation during automatic traveling.

  According to the present invention, it is possible to perform a smooth brake operation during automatic traveling.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. In the following description, the same or equivalent elements will be denoted by the same reference numerals, and redundant description will be omitted.

[First Embodiment]
First, a first embodiment of the present invention will be described. FIG. 1 is a block diagram illustrating a configuration of an auxiliary braking device according to a first embodiment of the present invention. The auxiliary braking device of the present embodiment is for assisting vehicle braking during automatic traveling. Here, vehicle braking during ACC (Adaptive Cruise Control) operation for controlling vehicle traveling so as to follow the preceding vehicle is performed. To assist. The ACC here may include the full vehicle speed range ACC.

  As shown in FIG. 1, the auxiliary braking device 1 is mounted on a vehicle 10 such as an automobile, and includes a right foot footrest (footrest) 2, a footrest S / W 3, an alarm device 4, a millimeter wave sensor 5, and an ECU 6. . The right foot footrest 2 is for placing the driver's right foot R and includes a plate-like main body 2a and a stay 2b that supports the main body 2a.

  FIG. 2 is a diagram showing a driver's seat step of a vehicle on which the auxiliary braking device of FIG. 1 is mounted. As shown in FIG. 2, the right foot footrest 2 is provided at a predetermined position of the driver's seat 11 in the vehicle 10. Here, the right foot footrest 2 is provided at an intermediate position between the brake pedal 13 and the accelerator pedal 14 on the floor 12. A left foot footrest 15, which is a conventional footrest, is provided on the passenger seat side (the left side in the figure) at the foot of the driver's seat 11 to place the left foot.

  Returning to FIG. 1, the footrest S / W 3 is a switch for detecting whether or not the driver's right foot R is placed on the right foot footrest 2. Here, a pedal force switch and a pressure switch are provided on the right foot footrest 2 as a footrest S / W3. The footrest S / W3 is electrically connected to the ECU 6. Thus, the footrest S / W3 outputs a signal to the ECU 6 that is turned on when the right foot R is placed on the right foot footrest 2 and turned off when the right foot R is not placed.

  The alarm device 4 warns the driver under predetermined conditions. This alarm device 4 includes an indicator 9 for giving a warning by display to the driver, a warning device 6 for giving a warning by a voice or a buzzer to the driver, and a sensation alarm device for giving a sensory alarm using a seat belt or the like to the driver. 7. The alarm device 4 is electrically connected to the ECU 6.

  The millimeter wave sensor 5 is for detecting preceding vehicle information regarding the preceding vehicle. The preceding vehicle information includes an inter-vehicle distance between the vehicle 10 and the preceding vehicle, a relative speed of the vehicle 10 with respect to the preceding vehicle, a vehicle speed of the preceding vehicle, and the like. The millimeter wave sensor 5 is electrically connected to the ECU 6 and outputs the detected preceding vehicle information to the ECU 6.

  The ECU 6 includes, for example, a CPU, a ROM, a RAM, and the like. The ECU 6 includes a system ECU 6a for executing a driver support system (DSS) that is an integrated system that performs optimum support for safe driving, a brake ECU 6b that controls the braking force of the vehicle 10, and a vehicle And an engine ECU 6c for controlling the driving force of 10. The ECUs 6b and 6c are connected to the system ECU 6a.

  The system ECU 6a executes ACC by controlling the vehicle speed and braking force of the vehicle 10 via the ECUs 6b and 6c based on the input preceding vehicle information. Further, based on the input preceding vehicle information, for example, the alarm device 4 is operated to execute the PCS and request the driver to perform an emergency brake operation. Further, the ECU 6a activates the alarm device 4 based on an output signal input from the footrest S / W3 (details will be described later).

  FIG. 3 is a flowchart showing the processing of the ECU in the auxiliary braking device shown in FIG. As shown in FIG. 3, in the auxiliary braking device 1 of the present embodiment, the ECU 6 performs the following processing.

  First, it is determined whether or not the vehicle 10 is in an ACC operation (following traveling state) (S1). In the case of ACC operation, the alarm device 4 is operated to warn the driver to place the right foot R on the right foot footrest 2 (S2). On the other hand, if it is not during the ACC operation, the process ends.

  After the above S2, ON / OFF of the footrest S / W3 is determined (S3). When the footrest S / W3 is OFF, it is assumed that the right foot R is not placed on the right foot footrest 2, and the warning is continued to place the right foot R on the right foot footrest 2. On the other hand, when the footrest S / W3 is ON, the warning is terminated assuming that the right foot R is placed on the right foot footrest 2 (S4). Then, the process proceeds to the determination of S3 again until ACC is completed (S5).

  By the way, in the conventional auxiliary braking device, the brake pedal 13 may be footrested during ACC operation, and the right foot may be placed on the footless brake pedal 13. In this case, when it is desired to brake the vehicle with the driver's intention during the ACC operation, it is difficult to perform a smooth brake operation because the brake pedal 13 is made into a footrest.

  In this regard, in the auxiliary braking device 1 of the present embodiment, the right foot R of the driving vehicle can be placed and held on the right foot footrest 2 instead of the footless brake pedal 13 during the ACC operation. Therefore, when it is desired to brake the vehicle with the driver's intention during the ACC operation, a smooth brake operation can be performed.

  Further, in a general auxiliary braking device, when the ACC is operated, the driver is not instructed where to place the right foot R. Therefore, the right foot R is positioned at a position preferred by the driver such as a position away from the brake pedal 13. May be placed. In this case, when the PCS is activated and an emergency brake operation is requested, it takes more time than expected to switch to the brake pedal 13, and it may be difficult to perform a smooth brake operation.

  On the other hand, in the auxiliary braking device 1 of the present embodiment, when the vehicle is braked during the ACC operation, the right foot is switched from the predetermined position (right foot footrest 2) to the brake pedal. It can control that time is needed more than expected.

  Therefore, according to the present embodiment, it is possible to perform a smooth brake operation during the ACC operation. As a result, it is possible to prevent loss of braking timing and insufficient braking force. Further, in the present embodiment, as described above, the right foot footrest 2 is provided on the floor 12 at a position between the brake pedal 13 and the accelerator pedal 14. Therefore, the right foot R can be switched to the brake pedal quickly and easily with an appropriate switching time.

  In the present embodiment, as described above, the alarm device 4 is activated when the ACC is activated to warn the driver to place the right foot R on the right foot footrest 2. Therefore, in this embodiment, the place where the right foot R is placed is instructed by the driver during the ACC operation.

  In the auxiliary braking device 1, the right foot footrest 2 is provided on the floor 12 at a position between the brake pedal 13 and the accelerator pedal 14. However, the present invention is not limited to this. The right foot footrest 2 may be provided at a predetermined position at the foot of the driver's seat 11. For example, as shown in FIG. 4, the right foot footrest 2 may be provided beside the accelerator pedal 14 (close position) on the rocker portion 16. Good. In this case, the right foot R can be placed at a position comfortable for the driver. The position of the right foot footrest 2 is the same in the following embodiments. Furthermore, the right foot footrest 2 may be provided beside the accelerator pedal 14 in the wheel house portion.

[Second Embodiment]
Next, a second embodiment of the present invention will be described. Here, differences from the first embodiment will be mainly described.

  FIG. 5 is a view showing a right foot footrest of the auxiliary braking device according to the second embodiment of the present invention. As shown in FIG. 5, the auxiliary braking device 20 of the present embodiment is different from the first embodiment in that it further includes an elevating mechanism 21 that elevates and lowers the right foot footrest 2.

  The elevating mechanism 21 includes a motor and a spring, for example, and is disposed inside the vehicle body 18 at the foot of the driver's seat 11. The elevating mechanism 21 is electrically connected to the ECU 6. As a result, the lifting mechanism 21 stores the right foot footrest 2 in the vehicle body 18 when the ACC is not operated, as shown in FIG. 5A, and the right foot footrest 2 when the ACC is operated, as shown in FIG. 5B. Appear to rise from the body 18. That is, the right foot footrest 2 stored when the ACC is not operated rotates and appears so that the other end is lifted with the one end as a base axis when the ACC is operated.

  FIG. 6 is a flowchart showing the processing of the ECU in the auxiliary braking device shown in FIG. As shown in FIG. 6, in the auxiliary braking device 20 of the present embodiment, the ECU 6 performs the following process. That is, it is determined whether or not the vehicle 10 is in ACC operation, and in the case of ACC operation (YES in S1), the stored right foot footrest 2 is lowered from the vehicle body 18 by controlling the lifting mechanism 21. Appear to rise (S21). When ACC is finished (YES in S5), the lifting mechanism 21 is controlled to store the rising right foot footrest 2 in the vehicle body 18 (S22).

  As described above, in the auxiliary braking device 1 of the present embodiment, the right foot footrest 2 appears so as to be stored in the vehicle body 18 when the ACC is not operated and to rise from the vehicle body 18 when the ACC is operated. Therefore, it is possible to prevent the right foot footrest 2 from interfering with the operation of the brake pedal 13 and the accelerator pedal 14 when the ACC is not operated.

[Third Embodiment]
Next, a third embodiment of the present invention will be described. Here, differences from the first embodiment will be mainly described.

  FIG. 7 is a view showing a right foot footrest of the auxiliary braking device according to the third embodiment of the present invention. As shown in FIG. 7, the auxiliary braking device 30 of the present embodiment is different from the first embodiment in that it further includes a lifting mechanism 31 that flips up the right foot footrest 2 when the PCS is activated.

  The jumping mechanism 31 includes, for example, a motor and a spring. Further, the jumping mechanism 31 is electrically connected to the ECU 7. As a result, the jumping mechanism 31 flips up the right foot footrest 2 when the PCS is activated and an emergency brake operation is required during the ACC operation.

  FIG. 8 is a flowchart showing the processing of the ECU in the auxiliary braking device shown in FIG. As shown in FIG. 8, in the auxiliary braking device 30 of the present embodiment, the ECU 6 performs the following process. That is, after warning the driver to place the right foot R on the right foot footrest 2 (S4), it is determined whether the PCS is activated and an emergency brake operation is requested (S31). When the emergency brake operation is requested, the jumping mechanism 31 is operated to jump the right foot footrest 2 up. Thus, the driver is notified through the right foot footrest 2 that an emergency brake operation is required.

  Subsequently, when the main brake is actuated (the brake pedal 13 is depressed), the right foot footrest 2 is released from being flipped up, and the right foot footrest 2 returns to the original state (S33, S34). And it transfers again to determination of said S3 until ACC is complete | finished (S5).

  As described above, in the auxiliary braking device 30 of the present embodiment, when an emergency brake operation is requested, the jumping mechanism 31 is operated to jump the right foot footrest 2. Therefore, it is possible to promptly and directly prompt the driver to perform an emergency brake operation by the PCS.

  In the present embodiment, the jumping mechanism 31 that flips up the right foot footrest 2 is mounted. However, instead of or in addition to this, for example, an impact device that applies a thrust force (impact force) to the right foot footrest 2 is mounted. In some cases. In this case, it is possible to notify the driver that the emergency braking operation is requested by the thrust force. In short, the right foot footrest 2 only needs to be configured to be able to notify the driver that a brake operation is required.

[Fourth Embodiment]
Next, a fourth embodiment of the present invention will be described. Here, differences from the first embodiment will be mainly described.

  FIG. 9 is a flowchart showing a process in the ECU of the auxiliary braking device according to the fourth embodiment of the present invention. The difference between the auxiliary braking device of the present embodiment and the first embodiment is that when the footrest S / W3 does not detect that the driver's right foot R is placed on the right foot footrest 2, the PCS is activated and the emergency brake is applied. The point is that the request timing when the operation is required is advanced.

  Specifically, in the auxiliary braking device of the present embodiment, the ECU 6 executes the following process. That is, as shown in FIG. 9, after determining whether the footrest S / W3 is ON / OFF (S3), it is determined whether the PCS is activated when the footrest S / W3 is ON (S41). When the PCS is activated, an emergency brake operation request is executed at the standard timing (S42, S43). Here, when TTC (Time To Collision) is a standard set value, the alarm device 4 is activated to request an emergency brake operation.

  On the other hand, when the footrest S / W3 is OFF, it is determined whether or not the PCS is activated (S44). When the PCS is activated, the emergency brake operation request is executed at an early timing that is earlier than the standard timing (S45, S46). Here, when the TTC is a value earlier than the standard set value by a predetermined time (for example, 1 second), the alarm device 4 is activated to request an emergency brake operation. Then, after S43, S46 and in the case of NO in S41, S44, the process proceeds to the determination of S3 again until ACC is completed (S5).

  As described above, in the auxiliary braking device according to the present embodiment, when the footrest S / W3 does not detect that the right foot R of the driver is placed on the right foot footrest 2 (the footrest S / W3 is OFF), the driver performs an emergency brake. The request timing when requesting an operation is advanced. Accordingly, it is possible to appropriately request an emergency brake operation in accordance with the changeover time in consideration of the position of the right foot R of the driver, that is, the state of the driver.

  In the present embodiment, the footrest S / W3 and the ECU 6 that executes an emergency brake operation request at an early timing constitute the mounting state detection means in the claims.

[Fifth Embodiment]
Next, a fifth embodiment of the present invention will be described. Here, differences from the first embodiment will be mainly described.

  FIG. 10 is a view showing a right foot footrest of the auxiliary braking device according to the fifth embodiment of the present invention. As shown in FIG. 10, the auxiliary braking device 50 of the present embodiment is different from the first embodiment in that a footrest pedal force sensor 8 is provided instead of the footrest S / W3.

  The footrest treading force sensor 8 is a sensor that detects a treading force (pressure) by the right foot R of the driver placed on the right foot footrest 2, and is provided on the right foot footrest 2. The footrest pedaling force sensor 8 is connected to the ECU 7 and outputs the detected pedaling force to the ECU 7.

  FIG. 11 is a flowchart showing the processing of the ECU in the auxiliary braking device shown in FIG. As shown in FIG. 11, in the auxiliary braking device 50 of the present embodiment, the ECU 7 executes the following process. That is, when the ACC is activated (YES in S1), it is determined whether the PCS is activated and an emergency brake operation is requested (S51).

  When the emergency brake operation is requested, the pedaling force sensor 8 detects the pedaling force (S52), and calculates the braking hydraulic pressure corresponding to the pedaling force (S53). Subsequently, the main brake is operated based on the calculated braking hydraulic pressure (S54). And after said S54 and in the case of NO in said S51, it transfers again to determination of said S51 until ACC is complete | finished (S5).

  FIG. 12 is a graph showing an example of the braking hydraulic pressure calculated in the processing of the ECU shown in FIG. In the figure, the horizontal axis represents the pedaling force, and the vertical axis represents the braking hydraulic pressure. As shown in FIG. 12, the braking hydraulic pressure here is a curve function related to the pedal effort. Specifically, the braking hydraulic pressure is set to converge to a predetermined value after increasing in a curve as the pedal effort increases from zero.

  Alternatively, as shown in FIG. 13, in the auxiliary braking device 30, after calculating the braking hydraulic pressure corresponding to the pedal effort (S53), the PBA (Pre-crash Brake Assist) may be operated based on the calculated braking hydraulic pressure. Yes (S55). The PBA means a brake that automatically operates to avoid a collision with an obstacle such as a preceding vehicle.

  FIG. 14 is a graph showing an example of the braking hydraulic pressure calculated in the processing of the ECU shown in FIG. As shown in FIG. 14, the braking hydraulic pressure here is set to 0 until the pedaling force reaches a predetermined value α, and is set to rise significantly when the pedaling force becomes larger than the predetermined value α.

  Further, in the auxiliary braking device 30, as shown in FIG. 15, in the case of ACC operation (YES in S1), it is determined whether or not the footrest pedal force sensor 8 is ON (S56). Specifically, when the pedaling force detected by the footrest pedaling force sensor 8 is equal to or greater than a threshold value β (see FIG. 16A), it is determined that the footrest pedaling force sensor 8 is ON.

  When footrest pedal force sensor 8 is ON and PCS is activated and an emergency brake operation is requested (YES in S57), PBA is automatically activated continuously for a short time (predetermined time) (S58). Then, after this S58 and in the case of NO in S56 and S57, the process proceeds to the determination of S56 again until ACC is completed (S5).

  FIG. 16A is a graph showing an example of the pedaling force detected in the processing of the ECU shown in FIG. 15, and FIG. 16B is an example of the brake hydraulic pressure calculated in the processing of the ECU shown in FIG. It is a graph to show. The horizontal axis in each of these figures indicates time and corresponds to each other.

  As shown in FIG. 16, when the pedaling force is equal to or greater than the threshold value β and the footrest pedaling force sensor 8 is ON, when the PCS is activated and an emergency braking operation is requested (at time t1 in the figure), the braking hydraulic pressure is It stands up and is maintained for a short time Δt. Therefore, even if the driver removes the right foot R from the right foot footrest 2 at time t2, the PBA is automatically operated continuously for a short time Δt. As a result, the driver can switch the right foot R to the brake pedal 13 and activate the main brake during the short time Δt, for example.

  As described above, in the present embodiment, during the ACC operation, the pedaling force is detected by the footrest pedaling force sensor 8 provided on the right footrest 2, and the vehicle 10 is braked based on the pedaling force. Therefore, the vehicle 10 can be braked without stepping on the right foot R of the driving vehicle, and a smoother brake operation can be performed. As a result, it takes time for the driver to switch to the main brake, and it can be prevented that sufficient braking is not ensured or braking is not in time.

  In the present embodiment, as described above, the vehicle 10 is braked based on the pedaling force detected by the footrest pedaling force sensor 8 when the emergency braking operation is required. The vehicle 10 may be braked based on the pedaling force detected by the footrest pedaling force sensor 8 under various predetermined conditions (for example, when the vehicle speed is equal to or higher than a certain speed). Further, instead of operating the PBA, a BA (Brake Assist) that assists the braking force may be operated in accordance with the pedaling force.

  Incidentally, in the present embodiment, the footrest pedal force sensor 8 and the ECU 6 that brakes the vehicle based on the detected pedal force constitute pedal force detection means in the claims.

  The preferred embodiment of the present invention has been described above, but the present invention is not limited to the above embodiment.

  For example, in the above embodiment, a millimeter wave sensor is used to detect preceding vehicle information, but any sensor such as a laser sensor or a stereo camera can be used. In addition, the alarm device 4 includes the indicator 9, the alarm device 6, and the sensation alarm device 7, but any alarm means can be used instead of or in addition to these.

  In the above embodiment, the vehicle braking during the ACC operation is assisted. However, the vehicle braking during the CC (Cruise Control) operation for controlling the vehicle running so as to maintain a constant vehicle speed without stepping on the accelerator pedal 14 is assisted. In short, what is necessary is to assist vehicle braking during automatic traveling.

  The present invention may be configured to include at least two of the above-described embodiments (so that the above-described embodiments are combined with each other).

It is a block diagram which shows the structure of the auxiliary brake device which concerns on 1st Embodiment of this invention. It is a figure which shows the driver's seat step of the vehicle carrying the auxiliary brake device of FIG. It is a flowchart which shows the process of ECU in the auxiliary brake device of FIG. It is a figure which shows the driver's seat step of the vehicle by which the other example of the auxiliary brake device of FIG. 1 is mounted. It is a figure which shows the right leg footrest of the auxiliary brake device which concerns on 2nd Embodiment of this invention. It is a flowchart which shows the process of ECU in the auxiliary brake device of FIG. It is a figure which shows the right leg footrest of the auxiliary brake device which concerns on 3rd Embodiment of this invention. It is a flowchart which shows the process of ECU in the auxiliary brake device of FIG. It is a flowchart which shows the process in ECU of the auxiliary brake device which concerns on 4th Embodiment of this invention. It is a figure which shows the right leg footrest of the auxiliary | assistant braking device which concerns on 5th Embodiment of this invention. It is a flowchart which shows the process of ECU in the auxiliary brake device of FIG. It is a graph which shows an example of the braking oil pressure calculated in the process of FIG. It is a flowchart which shows the other example of a process of ECU in the auxiliary brake device of FIG. It is a graph which shows an example of the brake oil pressure calculated in the process of FIG. It is a flowchart which shows the further another example of the process of ECU in the auxiliary brake device of FIG. It is a graph which shows an example of the pedal effort detected in the process of FIG. 15, and the braking hydraulic pressure calculated.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1,20,30,50 ... Auxiliary brake device, 2 ... Right foot footrest (footrest), 3 ... Footrest S / W (mounting state detection means), 7 ... ECU (mounting state detection means, pedaling force detection means), 8 ... Footrest pedal force sensor (pedal force detection means), 10 ... vehicle, 11 ... step of driver's seat, 12 ... floor, 13 ... brake pedal, 14 ... accelerator pedal, 16 ... rocker part, 18 ... vehicle body, R ... right foot.

Claims (8)

An auxiliary braking device for assisting vehicle braking during automatic driving,
A braking assist device, comprising: a footrest provided at a predetermined position of a driver's seat foot of the vehicle, on which a driver's right foot is placed.   The auxiliary brake device according to claim 1, wherein the footrest is provided on the floor at a position between a brake pedal and an accelerator pedal.   3. The auxiliary braking device according to claim 1, wherein the footrest is provided at a position close to the accelerator pedal on the wheel house portion or the rocker portion.   The auxiliary brake device according to any one of claims 1 to 3, wherein the footrest is stored in the vehicle body during non-automatic traveling and appears to rise from the vehicle body during automatic traveling.   The auxiliary brake according to any one of claims 1 to 4, wherein the footrest is configured to notify the driver when the driver is required to perform a brake operation. apparatus.   6. The auxiliary braking device according to claim 5, wherein the footrest is configured to jump up when a brake operation is required from the driver. A mounting state detecting means for detecting whether or not the right foot of the driver is mounted on the footrest;
The said mounting state detection means advances the request | requirement timing at the time of request | requiring a brake operation to the said driver | operator, when not detecting that the said driver | operator's right leg is mounted in the said footrest. The auxiliary braking device according to any one of 1 to 6. Provided on the footrest, comprising pedaling force detecting means for detecting the pedaling force of the driver,
The auxiliary braking device according to any one of claims 1 to 7, wherein the pedaling force detecting unit brakes the vehicle based on the detected pedaling force under a predetermined condition.

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